Vehicle braking method, vehicle and electronic equipment

Abstract

The invention discloses a braking method of a vehicle, the vehicle and electronic equipment, and belongs to the technical field of vehicles. The braking method of the vehicle comprises the steps that in response to an emergency braking signal of the vehicle, the current turning angle of a steering wheel of the vehicle is obtained; and in response to the situation that the current turning angle meets a first turning angle condition, the pitching angle of a vehicle body of the vehicle is adjusted to a target pitching angle, so that the turning angle of the steering wheel reaches the target turning angle. When it is determined that the vehicle possibly steers in the emergency braking process, the pitching angle of a vehicle body of the vehicle is adjusted to the target pitching angle by means of the coupling relation between the dynamic load and steering of the vehicle so as to correct the rotating angle of a steering wheel to the target rotating angle, and it is guaranteed that the vehicle advances along a straight line in the emergency braking process; therefore, the risk and severity of accidents are reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and particularly relates to a braking method for a vehicle, a vehicle, and electronic equipment. Background Technology

[0002] Automatic Emergency Braking (AEB) systems for driver disability assistance are intelligent safety features specifically designed for vehicles to handle emergencies such as sudden driver distress or critical system malfunctions. When these situations occur, the AEB intervenes, employing a series of sophisticated control measures to smoothly bring the vehicle to a safe stop. AEB not only enhances vehicle safety but also effectively reduces the risk of traffic accidents caused by unexpected situations, protecting the lives of the driver and passengers.

[0003] Currently, existing automatic emergency braking systems lack the ability to control steering, which may increase the risk and severity of accidents. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle braking method, a vehicle, and electronic equipment that can ensure the vehicle travels in a straight line during emergency braking, thereby reducing the risk and severity of accidents.

[0005] In a first aspect, this application provides a braking method for a vehicle, the method comprising: In response to an emergency braking signal from the vehicle, the current steering angle of the vehicle's steering wheels is obtained; In response to the current turning angle satisfying the first turning angle condition, the pitch angle of the vehicle body is adjusted to the target pitch angle so that the turning angle of the steering wheel reaches the target turning angle.

[0006] According to the vehicle braking method of this application, when the vehicle is under emergency braking, the current steering wheel angle of the vehicle is obtained, and it is determined whether the vehicle will turn during the emergency braking process based on the current steering wheel angle. When it is determined that the vehicle may turn during the emergency braking process, the vehicle body pitch angle is adjusted to the target pitch angle by utilizing the coupling relationship between vehicle dynamics load and steering to correct the steering wheel angle to the target angle, thereby ensuring that the vehicle moves in a straight line during the emergency braking process, thereby reducing the risk and severity of the accident.

[0007] According to one embodiment of this application, adjusting the pitch angle of the vehicle body to a target pitch angle includes: Control the air suspension of the vehicle to adjust the pitch angle of the vehicle body to the target pitch angle.

[0008] According to one embodiment of this application, controlling the air suspension operation of the vehicle includes: Adjust the air suspension to lower the end of the vehicle where the steering wheels are located, and / or adjust the air suspension to raise the other end of the vehicle.

[0009] According to one embodiment of this application, adjusting the air suspension to lower one end of the vehicle where the steering wheels are located, and / or adjusting the air suspension to raise the other end of the vehicle, includes: Adjusting one of the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle; Adjusting another action of the air suspension at the front of the vehicle and the air suspension at the rear of the vehicle; The interval between the action of adjusting one of the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle and the other action of adjusting the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle is a first preset time.

[0010] According to one embodiment of this application, the first turning angle condition includes the current turning angle being greater than a preset turning angle threshold.

[0011] According to one embodiment of this application, after obtaining the current steering angle of the vehicle's steering wheels, the method further includes: Based on the current steering angle, determine the current yaw torque of the vehicle; In response to the current yaw torque satisfying the first yaw torque condition, the target yaw torque of the vehicle is determined based on the current wheel position of the vehicle's wheels; Adjust the yaw torque of the vehicle to the target yaw torque so that the steering wheel angle reaches the target angle.

[0012] According to one embodiment of this application, after adjusting the pitch angle of the vehicle body to the target pitch angle, the method further includes: In response to the vehicle speed reaching the target speed, the pitch angle is adjusted to restore the initial pitch angle.

[0013] According to one embodiment of this application, the emergency braking process of the vehicle includes multiple emergency braking sub-processes arranged in sequence, and the deceleration intensity of the vehicle is different in each of the emergency braking sub-processes.

[0014] According to one embodiment of this application, the emergency braking process of the vehicle includes a first emergency braking sub-process, a second emergency braking sub-process, and a third emergency braking sub-process arranged in sequence. The vehicle experiences a first deceleration intensity in the first emergency braking sub-process, a second deceleration intensity in the second emergency braking sub-process, and a deceleration intensity decreasing from the second deceleration intensity in the third emergency braking sub-process until the vehicle speed reaches a target speed. The second deceleration intensity is greater than the first deceleration intensity.

[0015] According to one embodiment of this application, a first transition process is included between the first emergency braking sub-process and the second emergency braking sub-process, during which the vehicle increases from the first deceleration intensity to the second deceleration intensity.

[0016] According to one embodiment of this application, a second transition process is included before the first emergency braking sub-process, during which the vehicle increases from a third deceleration intensity to the first deceleration intensity, wherein the third deceleration intensity is the initial deceleration intensity corresponding to the vehicle initiating emergency braking.

[0017] According to one embodiment of this application, a slip limiting process is included after the emergency braking process of the vehicle, wherein the deceleration intensity of the vehicle during the slip limiting process is greater than the deceleration intensity during the emergency braking process.

[0018] In a second aspect, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the braking method of the vehicle as described in the first aspect above.

[0019] Thirdly, this application provides a vehicle, including: Steering wheels; The electronic device described in the second aspect above is connected to the steering wheel.

[0020] According to one embodiment of this application, the vehicle further includes: Air suspension; The electronic device is connected to the air suspension and is used to control the movement of the vehicle's air suspension so that the pitch angle of the vehicle body reaches the target pitch angle.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is one of the schematic flowcharts of the vehicle braking method provided in the embodiments of this application; Figure 2 This is one of the structural schematic diagrams of the vehicle provided in the embodiments of this application; Figure 3 This is a second structural schematic diagram of the vehicle provided in the embodiments of this application; Figure 4 This is a second schematic flowchart of the vehicle braking method provided in the embodiments of this application; Figure 5 This is a schematic diagram illustrating the change in deceleration intensity of a vehicle according to an embodiment of this application; Figure 6 This is a schematic diagram of the changes in the air springs of a vehicle provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The braking method, vehicle, electronic device, and readable storage medium provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0026] The vehicle braking method can be applied to the terminal, and can be executed by the hardware or software in the terminal.

[0027] The terminal includes, but is not limited to, portable communication devices such as mobile phones or tablets with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads). It should also be understood that, in some embodiments, the terminal may not be a portable communication device, but rather a desktop computer with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads).

[0028] The following embodiments describe a terminal including a display and a touch-sensitive surface. However, it should be understood that the terminal may include one or more other physical user interface devices such as a physical keyboard, mouse, and joystick.

[0029] The vehicle braking method provided in this application embodiment can be executed by an electronic device or a functional module or entity in an electronic device that can implement the vehicle braking method. The electronic devices mentioned in this application embodiment include, but are not limited to, mobile phones, tablets, computers, cameras, and wearable devices. The vehicle braking method provided in this application embodiment will be described below using an electronic device as the execution subject as an example.

[0030] like Figure 1 As shown, the braking method of the vehicle includes steps 110 and 120.

[0031] Step 110: In response to the vehicle's emergency braking signal, obtain the current steering angle of the vehicle's steering wheels.

[0032] The emergency braking signal is a signal sent to the vehicle's control system to bring the vehicle to a stop as quickly as possible in the event of a sudden situation such as the driver losing consciousness and the vehicle being out of control. A one-button brake can be set on the vehicle's control platform, and an emergency braking signal can be generated by pressing the one-button brake.

[0033] The steering wheel of a vehicle is the wheel responsible for changing the direction of travel during vehicle operation. It can be the front wheel of the vehicle. The current steering angle is the data corresponding to the angle of the steering wheel relative to the center line of the vehicle.

[0034] In this step, a steering angle sensor can be installed on the vehicle's steering column or steering knuckle to detect the steering wheel angle in real time and provide the current steering angle in the event of an emergency braking signal.

[0035] Step 120: In response to the current turning angle meeting the first turning angle condition, adjust the vehicle body pitch angle to the target pitch angle so that the steering wheel turns to the target turning angle.

[0036] The first turning angle condition is a preset condition. If the current turning angle meets the first turning angle condition, it indicates that the vehicle's subsequent driving state may deviate from the straight-line trajectory and make a turn.

[0037] The vehicle's body pitch angle is the angle at which the vehicle body tilts relative to the horizontal plane in the forward and backward direction. The target pitch angle is the desired pitch angle that the vehicle will achieve. The target pitch angle can be the maximum pitch angle that the vehicle can achieve, and it can also be set according to the vehicle model, etc.

[0038] The target turning angle is the desired turning angle that the steering wheels will reach during emergency braking of the vehicle. When the steering wheels reach the target turning angle, the vehicle can then travel along a straight trajectory.

[0039] Understandably, the steering knuckles and front suspension axles related to the steering wheels utilize geometric principles to construct several parametric characteristics for four-wheel alignment during mechanical design. Among these, the camber angle and the supporting force applied to the tires by the ground in the opposite direction form the kingpin return torque. This torque helps the wheels automatically return to center under the influence of vehicle weight, and the effect of return to center is positively correlated with weight and the degree of steering wheel deflection.

[0040] In this step, when the current turning angle meets the first turning angle condition, the coupling relationship between vehicle dynamics load and steering is utilized. The vehicle body pitch angle is adjusted to the target pitch angle to correct the steering wheel angle. That is, the vehicle body pitch angle is changed to adjust the front and rear wheel loads, thereby optimizing tire lateral deviation. This allows the steering wheel to return from the deviation state to the target turning angle, and the vehicle can move forward in a straight line.

[0041] It should be noted that the vehicle braking method provided in this application embodiment can be applied to vehicles that are not equipped with a full steer-by-wire system. For vehicles equipped with a full steer-by-wire system, the steering state of the vehicle can be restricted by the full steer-by-wire system, wherein the full steer-by-wire system drives the steering wheels to rotate through a motor on the vehicle's steering mechanism.

[0042] According to the vehicle braking method provided in the embodiments of this application, when the vehicle is undergoing emergency braking, the current steering wheel angle of the vehicle is obtained, and it is determined whether the vehicle will turn during emergency braking based on the current steering wheel angle. When it is determined that the vehicle may turn during emergency braking, the vehicle body pitch angle is adjusted to the target pitch angle by utilizing the coupling relationship between vehicle dynamics load and steering to correct the steering wheel angle to the target angle, thereby ensuring that the vehicle moves in a straight line during emergency braking, thereby reducing the risk and severity of accidents.

[0043] In some embodiments, adjusting the pitch angle of the vehicle body to a target pitch angle includes: Control the vehicle's air suspension to bring the vehicle's pitch angle to the target pitch angle.

[0044] Among them, air suspension is a vehicle suspension system that adjusts vehicle height and supports vehicle weight by controlling changes in air pressure within the air springs, and can flexibly adjust vehicle pitch, roll, and other postures.

[0045] In this embodiment, the height difference between the front and rear suspensions can be adjusted by controlling the inflation and deflation of the front and rear air springs in the air suspension, thereby adjusting the vehicle pitch angle to the target pitch angle.

[0046] In some embodiments, controlling the movement of the vehicle's air suspension includes: Adjust the air suspension to lower the end of the vehicle where the steering wheels are located, and / or adjust the air suspension to raise the other end of the vehicle.

[0047] It is understandable that a vehicle can be a vehicle that steers using its front wheels or its rear wheels; that is, the steering wheels can be either the front wheels or the rear wheels.

[0048] In this embodiment, when the steering wheel is the front wheel, the front air suspension of the vehicle is lowered, or the rear air suspension of the vehicle is raised, or the front air suspension of the vehicle is lowered and the rear air suspension of the vehicle is raised at the same time, to increase the front and rear height difference of the vehicle body, so that the vehicle body is tilted forward to match the target pitch angle.

[0049] In this embodiment, when the steering wheel is the rear wheel, the front and rear height difference of the vehicle body is increased by adjusting the front air suspension to raise, or adjusting the rear air suspension to lower, or simultaneously adjusting the front air suspension to raise and the rear air suspension to lower, so that the vehicle body is tilted backward to match the target pitch angle.

[0050] In some embodiments, adjusting the air suspension to lower the end of the vehicle where the steering wheels are located, and / or adjusting the air suspension to raise the other end of the vehicle, includes: One of the actions involved in adjusting the air suspension at the front and rear of the vehicle. Another action involved adjusting the air suspension at the front and rear of the vehicle.

[0051] In this embodiment, when the steering wheel is the front wheel, the air suspension at the front of the vehicle can be lowered first, and then the air suspension at the rear of the vehicle can be raised, or the air suspension at the rear of the vehicle can be raised first, and then the air suspension at the front of the vehicle can be lowered.

[0052] When the steering wheels are the rear wheels, you can first adjust the air suspension at the rear of the vehicle to lower it, and then adjust the air suspension at the front of the vehicle to raise it, or first adjust the air suspension at the front of the vehicle to raise it, and then adjust the air suspension at the rear of the vehicle to lower it.

[0053] Adjusting the air suspension at the front and rear of the vehicle at different times can slow down the rapid shift of the vehicle's center of gravity, preventing steering drift or vehicle instability caused by sudden changes in posture.

[0054] In some embodiments, a first preset time interval is between adjusting one of the air suspensions at the front of the vehicle and the air suspension at the rear of the vehicle, and adjusting the other of the air suspensions at the front of the vehicle and the air suspension at the rear of the vehicle.

[0055] The first preset duration is a preset duration that can be set according to the duration required for the entire emergency braking process.

[0056] In this embodiment, the air suspension at the front of the vehicle can be adjusted first, and after a first preset time for adjusting the air suspension at the front of the vehicle, the air suspension at the rear of the vehicle can be adjusted.

[0057] Alternatively, you can first adjust the air suspension at the rear of the vehicle, and after adjusting the air suspension at the rear of the vehicle for the first preset time, start adjusting the air suspension at the front of the vehicle.

[0058] In some embodiments, the first turning angle condition includes the current turning angle being greater than a preset turning angle threshold.

[0059] The preset corner threshold is a preset corner value.

[0060] In this embodiment, a current turning angle greater than a preset turning angle threshold indicates that the vehicle's subsequent driving state may deviate from its straight-line trajectory and require turning, etc.

[0061] In some embodiments, after obtaining the current steering angle of the vehicle's steering wheels, the method further includes: Determine the vehicle's current yaw torque based on the current steering angle; In response to the current yaw torque satisfying the first yaw torque condition, the target yaw torque of the vehicle is determined based on the current wheel position of the vehicle's wheels. Adjust the vehicle's yaw torque to the target yaw torque so that the steering wheel angle reaches the target angle.

[0062] The current yaw torque is the torque that describes the vehicle's rotation around its vertical axis at the current moment.

[0063] In this embodiment, the current yaw torque can be calculated using a vehicle dynamics model based on the current steering angle and the vehicle's current speed and lateral acceleration.

[0064] In this embodiment, the first yaw torque condition is a preset condition. The fact that the current yaw torque meets the first yaw torque condition indicates that the vehicle's subsequent driving state may deviate from the straight-line trajectory and make a turn, etc.

[0065] The current wheel position refers to the position information of each wheel of the vehicle relative to the vehicle body or the axle of the wheel at the current moment. It can include the wheel's turning angle, height, etc., and can be obtained through corresponding sensors.

[0066] The target yaw torque is the yaw torque that needs to be applied to make the vehicle travel in a straight line.

[0067] In this embodiment, when the current yaw torque meets the first yaw torque condition, the target yaw torque can be calculated using the vehicle dynamics model based on the current wheel position and the desired vehicle attitude, i.e., the vehicle traveling in a straight line.

[0068] In this embodiment, the calculated target yaw torque is converted into a specific control command and sent to the vehicle's electric power steering system and other actuators.

[0069] The system monitors the actual steering angle and wheel position of the vehicle in real time, and adjusts the control commands based on the feedback information to ensure that the steering wheel angle reaches the target angle.

[0070] In some embodiments, after adjusting the pitch angle of the vehicle body to the target pitch angle, the method further includes: In response to the vehicle speed reaching the target speed, the pitch angle is adjusted to return to the initial pitch angle.

[0071] The target speed can be 0, and the vehicle stops when its speed reaches the target speed.

[0072] The initial pitch angle is the pitch angle of the vehicle body when the emergency braking procedure begins.

[0073] In this embodiment, after the vehicle comes to an emergency stop, the pitch angle can be restored to the initial pitch angle by adjusting the vehicle's air suspension, which facilitates the evacuation of passengers.

[0074] In some embodiments, the emergency braking process of a vehicle includes multiple emergency braking sub-processes arranged in a time sequence, with different deceleration intensities for each sub-process.

[0075] The emergency braking process of a vehicle can be divided into multiple emergency braking sub-processes, which are arranged in sequence. The deceleration intensity varies when the vehicle is in different emergency braking sub-processes.

[0076] In this embodiment, in response to an emergency braking signal, the vehicle begins to brake, and the deceleration intensity varies depending on the different emergency braking sub-processes.

[0077] In actual operation, the deceleration intensity of a vehicle can be determined based on the vehicle speed during the corresponding emergency braking process.

[0078] In some embodiments, the emergency braking process of a vehicle includes a first emergency braking sub-process, a second emergency braking sub-process, and a third emergency braking sub-process arranged in sequence. The vehicle experiences a first deceleration intensity in the first emergency braking sub-process, a second deceleration intensity in the second emergency braking sub-process, and a deceleration intensity that decreases from the second deceleration intensity in the third emergency braking sub-process until the vehicle speed reaches the target speed. The second deceleration intensity is greater than the first deceleration intensity.

[0079] In this embodiment, the first emergency braking subprocess can correspond to the weak braking stage, the second emergency braking subprocess can correspond to the forced braking stage, and the third emergency braking subprocess can correspond to the deceleration intensity attenuation stage.

[0080] During the first emergency braking process, the vehicle maintains a first deceleration intensity, which can last for a preset duration. During the second emergency braking process, the vehicle maintains a second deceleration intensity. After the vehicle speed decreases to a set speed value, the vehicle enters a third emergency braking process, where the deceleration intensity decreases from the second deceleration intensity until the vehicle speed drops to the target speed.

[0081] In some embodiments, a first transition process is included between the first emergency braking sub-process and the second emergency braking sub-process, during which the vehicle increases from a first deceleration intensity to a second deceleration intensity.

[0082] In this embodiment, after the vehicle undergoes the first emergency braking sub-process, it enters the first transition process. During the first transition process, the deceleration intensity of the vehicle can increase linearly from the first deceleration intensity to the second deceleration intensity, and then enter the second emergency braking sub-process.

[0083] In some embodiments, a second transition process is included before the first emergency braking sub-process, during which the vehicle increases from a third deceleration intensity to a first deceleration intensity, the third deceleration intensity being the initial deceleration intensity corresponding to the vehicle initiating emergency braking.

[0084] In this embodiment, after the vehicle initiates emergency braking, it immediately has a third deceleration intensity and enters a second transition process. During the second transition process, the deceleration intensity is reduced to the first deceleration intensity, and then the vehicle enters the first emergency braking subprocess.

[0085] In this embodiment, the vehicle has an initial third deceleration intensity after emergency braking is initiated, which can bring the vehicle to a stop more quickly and reduce the risk of accidents.

[0086] In some embodiments, a slip limiting process is included after the vehicle's emergency braking process, wherein the deceleration intensity of the vehicle during the slip limiting process is greater than the deceleration intensity during the emergency braking process.

[0087] Understandably, the vehicle's speed is 0 after the emergency braking process, and it is in a stopped state.

[0088] The slip restriction process is the process of limiting the vehicle's slippage. After emergency braking, the deceleration intensity of the vehicle is increased, which can prevent the vehicle from slipping when it comes to a stop and reduce the risk of accidents.

[0089] In some embodiments, the vehicle braking method further includes: In response to the vehicle's emergency braking signal, control the vehicle to issue an alarm signal.

[0090] In this embodiment, the vehicle continuously emits an alarm signal during emergency braking. The alarm signal can be in the form of flashing lights or voice prompts, which can remind pedestrians to avoid the vehicle in time.

[0091] The vehicle braking method provided in this application can be executed by the vehicle's braking device. This application uses the vehicle's braking device executing the vehicle braking method as an example to illustrate the vehicle braking device provided in this application.

[0092] The following is a specific embodiment of a vehicle braking method.

[0093] In this embodiment, the steering wheel is the front wheel.

[0094] like Figure 4 As shown, when the start switch of the one-button emergency braking system is pressed, the control decision module immediately determines whether the current steering angle of the steering wheel exceeds the preset steering angle threshold. The signal corresponding to the current steering angle comes from the CAN network and is emitted by the steering angle sensor. The steering angle sensor is part of the Electronic Brake System (EBS), and almost all buses are currently equipped with this component.

[0095] It should be noted that the design of the preset steering angle threshold can be determined by the vehicle manufacturer according to actual needs, such as setting the steering angle to exceed a certain value.

[0096] In this embodiment, when both condition A (the start switch is pressed) and condition B (the current steering wheel's steering angle exceeds a preset steering angle threshold ω) are met simultaneously, the one-button emergency braking system sends an adjustment request to the electronic-controlled air suspension (ECAS) system. At this time, the ECAS system controls the rear axle air springs to inflate and the front axle air springs to deflate, causing the rear axle height to rise and the front axle height to fall, shifting the vehicle's center of gravity towards the front axle. This increases the front axle load and the steering wheel return force. Simultaneously, the one-button emergency braking system begins to execute its own control functions, including disabling acceleration, rendering the accelerator pedal action ineffective; sending a request to the electronic power steering system to interrupt power steering; and executing braking and alarm functions.

[0097] If the steering angle of the steering wheel does not exceed the preset steering angle threshold, the one-button emergency control system will not send an adjustment request to the ECAS system, but will only execute its own control functions.

[0098] When the one-button emergency braking system performs braking control, it follows the following... Figure 5 The control process is shown.

[0099] When the braking function is activated, the system issues an initial deceleration intensity request value a0. After a transition time T1, the deceleration intensity request value increases to a1. a1 is the deceleration intensity of the weak braking phase, i.e., the first emergency braking sub-process. After the weak braking phase is maintained for T3, it begins to enter the forced braking phase, i.e., the second emergency braking sub-process. The deceleration intensity value increases from a1 to a2 after T2. When the vehicle speed drops to the preset X km / h, it enters the third emergency braking sub-process. The deceleration intensity value decays at a rate of a4 per second until the vehicle speed drops to 0. After a preparation time T4, the deceleration intensity value increases to a3 to keep the vehicle stationary until the vehicle is safely taken over.

[0100] It should be noted that for vehicles equipped with electronic parking brake function, once the vehicle speed drops to 0, the electronic parking brake function can provide the deceleration intensity of the vehicle.

[0101] When the one-button emergency control system is used in conjunction with the electronically controlled air suspension system (ECAS), the following procedures should be followed: Figure 6 The control process is shown.

[0102] When the one-button emergency braking system initiates its braking control, ECAS will control the air springs on the rear axle of the vehicle to inflate, raising their height from H1 to H2 at a certain rate. After a delay of t seconds, ECAS will control the air springs on the front axle to inflate and deflate, lowering their height from H1 to H3 at a certain rate. Once the target height is reached, this state will be maintained until the vehicle speed drops to 0. The one-button emergency braking system will then send another request to ECAS, causing ECAS to restore the height of the air springs on both the front and rear axles to the reference height value H1 and maintain this state. Once this state is achieved, the one-button emergency braking system will activate the electronically controlled door components to fully open the doors, facilitating the evacuation of passengers inside the vehicle.

[0103] like Figure 4 As shown, after the one-button emergency braking system starts controlling the braking, it goes through two stages: weak braking and forced braking. If the operator cancels this function before the vehicle speed is reduced to 0, all the above-mentioned braking control, ECAS combined height control, acceleration shielding, and power steering interruption control functions will return to their original state. If the one-button emergency braking system brings the vehicle to a stop, the alarm will continue until the vehicle is safely taken over.

[0104] Vehicle takeover refers to a rescuer taking over control of the vehicle instead of the driver. The process or steps are varied, such as de-energizing and restarting the entire vehicle, or designing takeover authorization steps for a one-button emergency braking system. Once the rescuer meets the requirements of the takeover authorization steps as stipulated, they can regain control of the vehicle. There are no uniform requirements.

[0105] The vehicle braking method provided in this application embodiment, based on the one-button emergency system function and linked to ECAS, increases the front axle load through the principle of axle load transfer, making it easier for the steering wheels to return to center. This can solve the dangerous problem of the driver's body colliding with the steering wheel when the driver is unconscious, and the vehicle braking while turning.

[0106] The vehicle braking method provided in this application aims to help the steering wheels return to center as quickly and effectively as possible, without relying on a fully steer-by-wire system, using only the vehicle's existing structure and electronic control conditions, so that the one-button emergency braking system can operate more safely and effectively.

[0107] The mechanical conditions used are as described above, which is the automatic return-to-center characteristic. The electronic control conditions used are: (1) the one-button emergency braking system of the present invention can interact with other systems through the CAN network; (2) cut off the power steering; (3) use ECAS to change the front axle load to help the system return to center quickly.

[0108] The vehicle braking method provided in this application incorporates an electronically controlled air suspension (ECAS) function in its system structure, which can be used to implement axle load transfer and thus assist steering wheel return to center.

[0109] In related technologies, one-button emergency braking systems do not have the ability to control steering. When this capability is required, a fully steer-by-wire system must be relied upon.

[0110] The vehicle braking method provided in this application embodiment can utilize the existing ECAS function to control the vehicle steering action to a limited extent, thereby improving the safety and reliability of the one-button emergency braking system.

[0111] This application also provides a vehicle braking device.

[0112] The vehicle's braking system includes: The first processing module is used to obtain the current steering angle of the vehicle's steering wheels in response to the vehicle's emergency braking signal; The second processing module is used to adjust the pitch angle of the vehicle body to the target pitch angle in response to the current turning angle meeting the first turning angle condition, so that the turning angle of the steering wheel reaches the target turning angle.

[0113] According to the vehicle braking device provided in the embodiments of this application, when the vehicle is performing emergency braking, the current turning angle of the vehicle's steering wheel is obtained, and it is determined whether the vehicle will turn during emergency braking based on the current turning angle. When it is determined that the vehicle may turn during emergency braking, the vehicle body pitch angle is adjusted to the target pitch angle by utilizing the coupling relationship between vehicle dynamics load and steering to correct the turning angle of the steering wheel to the target turning angle, so as to ensure that the vehicle moves in a straight line during emergency braking, thereby reducing the risk and severity of accidents.

[0114] In some embodiments, the second processing module is used to control the air suspension action of the vehicle to bring the pitch angle of the vehicle body to a target pitch angle.

[0115] In some embodiments, the second processing module is configured to adjust the front air suspension of the vehicle to lower the front height of the vehicle and adjust the rear air suspension of the vehicle to raise the rear height of the vehicle.

[0116] In some embodiments, the second processing module is used to adjust one of the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle. Another action involved adjusting the air suspension at the front and rear of the vehicle.

[0117] In some embodiments, a first preset time interval is between adjusting one of the air suspensions at the front of the vehicle and the air suspension at the rear of the vehicle, and adjusting the other of the air suspensions at the front of the vehicle and the air suspension at the rear of the vehicle.

[0118] In some embodiments, the first turning angle condition includes the current turning angle being greater than a preset turning angle threshold.

[0119] In some embodiments, the second processing module is further configured to, after adjusting the pitch angle of the vehicle body to the target pitch angle, include the following additional steps: In response to the vehicle speed reaching the target speed, the pitch angle is adjusted to return to the initial pitch angle.

[0120] In some embodiments, the emergency braking process of a vehicle includes multiple emergency braking sub-processes arranged in a time sequence, with different deceleration intensities for each sub-process.

[0121] In some embodiments, the emergency braking process of a vehicle includes a first emergency braking sub-process, a second emergency braking sub-process, and a third emergency braking sub-process arranged in sequence. The vehicle experiences a first deceleration intensity in the first emergency braking sub-process, a second deceleration intensity in the second emergency braking sub-process, and a deceleration intensity that decreases from the second deceleration intensity in the third emergency braking sub-process until the vehicle speed reaches the target speed. The second deceleration intensity is greater than the first deceleration intensity.

[0122] In some embodiments, a first transition process is included between the first emergency braking sub-process and the second emergency braking sub-process, during which the vehicle increases from a first deceleration intensity to a second deceleration intensity.

[0123] In some embodiments, a second transition process is included before the first emergency braking sub-process, during which the vehicle increases from a third deceleration intensity to a first deceleration intensity, the third deceleration intensity being the initial deceleration intensity corresponding to the vehicle initiating emergency braking.

[0124] In some embodiments, a slip limiting process is included after the vehicle's emergency braking process, wherein the deceleration intensity of the vehicle during the slip limiting process is greater than the deceleration intensity during the emergency braking process.

[0125] In some embodiments, the second processing module is further configured to control the vehicle to issue an alarm signal in response to the vehicle's emergency braking signal.

[0126] The braking device of the vehicle in this application embodiment can be an electronic device or a component of an electronic device, such as an integrated circuit or a chip. The electronic device can be a terminal or other devices besides a terminal. For example, the electronic device can be a mobile phone, tablet computer, laptop computer, handheld computer, in-vehicle electronic device, mobile internet device (MID), augmented reality (AR) / virtual reality (VR) device, robot, wearable device, ultra-mobile personal computer (UMPC), netbook or personal digital assistant (PDA), etc. It can also be a server, network attached storage (NAS), personal computer (PC), television (TV), ATM or self-service machine, etc. The embodiments of this application do not specifically limit it.

[0127] The braking device of the vehicle in this embodiment can be a device with an operating system. This operating system can be Android, iOS, or other possible operating systems; this embodiment does not specifically limit the specific operating system.

[0128] The vehicle braking device provided in this application embodiment can achieve Figure 1 and Figure 4 The various processes implemented in the method implementation examples will not be described again here to avoid repetition.

[0129] In some embodiments, such as Figure 7 As shown, this application embodiment also provides an electronic device 700, including a processor 701, a memory 702, and a computer program stored in the memory 702 and executable on the processor 701. When the program is executed by the processor 701, it implements the various processes of the above-described vehicle braking method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0130] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0131] This application also provides a vehicle.

[0132] The vehicle includes steering wheels and the aforementioned electronic equipment, which is connected to the steering wheels.

[0133] In some embodiments, the vehicle also includes air suspension.

[0134] The electronic equipment is connected to the air suspension and is used to control the vehicle's air suspension movement so that the vehicle's pitch angle reaches the target pitch angle.

[0135] The following describes a specific embodiment of a vehicle, which can be a bus.

[0136] In this embodiment, the steering wheel is the front wheel.

[0137] like Figure 2 As shown, the vehicle includes a starting device, a sensing device, a vehicle base device, an alarm device, and a data processing device.

[0138] The starting device includes a start switch and a stop switch, with a protective cover on the switch to prevent child operation.

[0139] The sensing devices include a vehicle speed sensor, an accelerator pedal depth sensor, a steering wheel angle sensor, a vehicle yaw acceleration sensor, and a brake pedal depth sensor. These sensors are used to collect vehicle motion state signals and transmit them to the data processing device.

[0140] The basic vehicle components include the Controller Area Network (CAN), braking system components, electronically controlled air suspension system components, electronic power steering system components, and electronically controlled door components. The vehicle CAN network provides the transmission of various signals, the braking system components perform braking actions and provide braking medium, the electronically controlled air suspension system components perform height adjustment of the air springs, the electronic power steering system components provide and interrupt steering assistance, and the electronically controlled door components drive the opening and closing of the doors.

[0141] Alarm devices include voice alarms, alarm lights, and instrument indicator lights, which are used to provide sound and light alarm signals.

[0142] The data processing device includes a control decision module, a communication module, a data storage module, a data encryption module, and a data transmission module. The control decision module is used to collect system start / stop signals, analyze the current vehicle motion status, output braking commands, control alarms, and coordinate the control of other systems. The communication module is used to send and receive CAN bus data. The data storage module is used to save key data for the period before and after the one-button emergency braking system is triggered. The data includes system operating status messages, monitoring audio and video, etc. The data storage module should also have the function of encrypting the stored data and data export function. The export function is used to connect to external inspection equipment and cloud management platform. The data encryption module is used to ensure data integrity and classify the data according to the confidentiality level. The data transmission module transmits data according to the confidentiality level of the data.

[0143] like Figure 3 As shown, this illustrates the transmission relationships of various signals used by the system. The cloud-based management platform is a management platform built by the public transportation system to monitor vehicle operation status and can remotely acquire data from the one-click emergency braking system.

[0144] This application also provides a non-transitory computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described vehicle braking method embodiments and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0145] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0146] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the braking method of the vehicle described above.

[0147] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0148] This application embodiment also provides a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement the various processes of the above-described vehicle braking method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0149] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0150] It should be noted that, in this document, 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 that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0151] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0152] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

[0153] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is 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.

[0154] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking method for a vehicle, characterized in that, include: In response to an emergency braking signal from the vehicle, the current steering angle of the vehicle's steering wheels is obtained; In response to the current turning angle satisfying the first turning angle condition, the pitch angle of the vehicle body is adjusted to the target pitch angle so that the turning angle of the steering wheel reaches the target turning angle.

2. The braking method for a vehicle according to claim 1, characterized in that, Adjusting the pitch angle of the vehicle body to the target pitch angle includes: Control the air suspension of the vehicle to adjust the pitch angle of the vehicle body to the target pitch angle.

3. The braking method for a vehicle according to claim 2, characterized in that, The control of the vehicle's air suspension operation includes: Adjust the air suspension to lower the end of the vehicle where the steering wheels are located, and / or adjust the air suspension to raise the other end of the vehicle.

4. The braking method for a vehicle according to claim 3, characterized in that, The adjustment of the air suspension to lower the end of the vehicle where the steering wheels are located, and / or the adjustment of the air suspension to raise the other end of the vehicle, includes: An action that adjusts one of the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle; Adjusting another action of the air suspension at the front of the vehicle and the air suspension at the rear of the vehicle; The interval between the action of adjusting one of the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle and the other action of adjusting the air suspensions at the front of the vehicle and the air suspensions at the rear of the vehicle is a first preset time.

5. The braking method for a vehicle according to claim 1, characterized in that, The first turning angle condition includes the current turning angle being greater than a preset turning angle threshold.

6. The braking method for a vehicle according to any one of claims 1-5, characterized in that, After obtaining the current steering angle of the vehicle's steering wheels, the method further includes: Based on the current steering angle, determine the current yaw torque of the vehicle; In response to the current yaw torque satisfying the first yaw torque condition, the target yaw torque of the vehicle is determined based on the current wheel position of the vehicle's wheels; Adjust the yaw torque of the vehicle to the target yaw torque so that the steering wheel angle reaches the target angle.

7. The braking method for a vehicle according to any one of claims 1-5, characterized in that, After adjusting the pitch angle of the vehicle body to the target pitch angle, the method further includes: In response to the vehicle speed reaching the target speed, the pitch angle is adjusted to restore the initial pitch angle.

8. The braking method for a vehicle according to any one of claims 1-5, characterized in that, The emergency braking process of the vehicle includes multiple emergency braking sub-processes arranged in sequence, and the deceleration intensity of the vehicle is different in each of the emergency braking sub-processes.

9. The braking method for a vehicle according to claim 8, characterized in that, The emergency braking process of the vehicle includes a first emergency braking sub-process, a second emergency braking sub-process, and a third emergency braking sub-process arranged in sequence. The vehicle has a first deceleration intensity in the first emergency braking sub-process, a second deceleration intensity in the second emergency braking sub-process, and the deceleration intensity in the third emergency braking sub-process decreases from the second deceleration intensity until the vehicle speed reaches the target speed. The second deceleration intensity is greater than the first deceleration intensity.

10. The braking method for a vehicle according to claim 9, characterized in that, The first emergency braking sub-process and the second emergency braking sub-process include a first transition process, during which the vehicle increases from the first deceleration intensity to the second deceleration intensity.

11. The braking method for a vehicle according to claim 9, characterized in that, The first emergency braking sub-process includes a second transition process, during which the vehicle increases from a third deceleration intensity to the first deceleration intensity, wherein the third deceleration intensity is the initial deceleration intensity corresponding to the vehicle initiating emergency braking.

12. The braking method for a vehicle according to claim 8, characterized in that, The vehicle's emergency braking process is followed by a slip limiting process, during which the vehicle decelerates more than it decelerates during the emergency braking process.

13. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the braking method of the vehicle as described in any one of claims 1-12.

14. A vehicle, characterized in that, include: Steering wheels; The electronic device of claim 13, wherein the electronic device is connected to the steering wheel.

15. The vehicle according to claim 14, characterized in that, Also includes: Air suspension; The electronic device is connected to the air suspension and is used to control the movement of the vehicle's air suspension so that the pitch angle of the vehicle body reaches the target pitch angle.

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