Vehicle braking method and vehicle

Abstract

The invention provides a vehicle braking method and a vehicle. In the embodiment of the invention, the reference braking pressure at the current moment is determined according to the stroke of a brake pedal at the current moment; determining a first brake pressure compensation parameter according to the first motion state parameter and / or the second motion state parameter of the brake pedal at the current moment; the reference brake pressure at the current moment is compensated by adopting the first brake pressure compensation parameter, and the compensated brake pressure at the current moment is determined; and controlling the vehicle to brake according to the compensated brake pressure at the current moment. It can be understood that the first brake pressure compensation parameter can reflect the brake intention of the user, the reference brake pressure is adjusted by adopting the compensation parameter, and the determined compensated brake pressure is better matched with the actual brake intention of the user; and meanwhile, the brake pressure can be increased more quickly, the response lag of the brake pressure is reduced, and the driving comfort and the user experience are improved.

Description

Technical Field

[0001] This application relates to the field of active safety technology for automobiles, and in particular to a vehicle braking method and a vehicle. Background Technology

[0002] Vehicle braking is a core function to ensure driving safety. In order to output different levels of braking pressure according to the user's actual needs, a common practice is to establish a correspondence between the travel of the brake pedal and the braking pressure. The user presses the brake pedal and changes the travel of the brake pedal, and determines the corresponding braking pressure based on the travel of the brake pedal, thereby controlling the vehicle braking.

[0003] However, in actual driving, the user's actual braking intention may not be accurately reflected in the travel of the brake pedal, resulting in a mismatch between the actual braking pressure and the user's actual braking intention. At the same time, increasing the braking pressure by gradually increasing the travel of the brake pedal may also result in a lag in the braking pressure response, affecting driving comfort and user experience.

[0004] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] This application provides a vehicle braking method and vehicle, which helps to solve the problems of mismatch between actual braking pressure and user's actual braking intention, as well as braking pressure response lag.

[0006] In a first aspect, embodiments of this application provide a vehicle braking method, including: The reference braking pressure at the current moment is determined based on the current travel of the brake pedal; The first brake pressure compensation parameter is determined based on the first motion state parameter and / or the second motion state parameter of the brake pedal at the current moment, wherein the first motion state parameter is the rate of change of the stroke, and the second motion state parameter is the rate of change of the stroke rate. The first braking pressure compensation parameter is used to compensate the reference braking pressure at the current moment to determine the compensated braking pressure at the current moment. The vehicle braking is controlled based on the compensated braking pressure at the current moment.

[0007] In some possible implementations, the step of compensating the current reference braking pressure using the first braking pressure compensation parameter to determine the compensated braking pressure at the current moment includes: The second braking pressure compensation parameter is determined based on the vehicle's total mass. The first braking pressure compensation parameter and the second braking pressure compensation parameter are used to compensate the reference braking pressure at the current moment to determine the compensated braking pressure at the current moment.

[0008] In some possible implementations, the obstacle distance at the current moment is obtained, where the obstacle distance is the distance between the vehicle and the obstacle that poses a collision risk; If the obstacle distance at the current moment is less than or equal to the safe distance threshold, then the compensated braking pressure at the current moment is adjusted according to the obstacle distance at the current moment, and the first target braking pressure at the current moment is determined. The vehicle braking is controlled based on the first target braking pressure at the current moment.

[0009] In some possible implementations, after determining the compensated braking pressure at the current moment, the method further includes: The safe distance threshold is determined based on the vehicle's current speed and remaining braking potential, where the remaining braking potential is the difference between the maximum braking pressure and the compensated braking pressure at the current moment.

[0010] In some possible implementations, determining the safe distance threshold based on the vehicle's current speed and remaining braking potential includes: According to the formula:

[0011] Determine the safe distance threshold; in, Here, v represents the vehicle's current speed, and b is the speed index. For conversion factors, For maximum braking pressure, denoted as , where is the compensated braking pressure at the current moment, and c is the braking pressure index.

[0012] In some possible implementations, adjusting the compensated braking pressure based on the obstacle distance at the current moment to determine the first target braking pressure at the current moment includes: According to the formula:

[0013] Determine the primary target braking pressure at the current moment; in, Let S be the braking pressure of the first target at the current moment, and S be the distance to the obstacle at the current moment. Where d is the safe distance threshold and d is the urgency index, For maximum braking pressure, This represents the compensating braking pressure at the current moment.

[0014] In some possible implementations, after obtaining the obstacle distance at the current moment, the method further includes: If the obstacle distance at the current moment is greater than the safe distance threshold, then the third braking pressure compensation parameter is determined based on the vehicle's current speed and / or the obstacle distance at the current moment. The third braking pressure compensation parameter is used to compensate the compensated braking pressure at the current moment to determine the second target braking pressure at the current moment; The vehicle braking is controlled based on the second target braking pressure at the current moment.

[0015] In some possible implementations, determining the third braking pressure compensation parameter based on the vehicle's current speed and / or the obstacle distance at the current moment includes: According to the formula:

[0016] Determine the third braking pressure compensation parameters; in, This is the third braking pressure compensation parameter. The safe distance threshold is defined by S, where S is the current distance to the obstacle, v is the current speed of the vehicle, and b is the vehicle speed index. is the conversion factor, and f is the attenuation exponent.

[0017] In some possible implementations, after determining the compensated braking pressure at the current moment, the method further includes: The feedback force of the brake pedal at the current moment is determined based on the compensated braking pressure at the current moment, and the feedback force is used to characterize the resistance felt by the user when pressing the brake pedal.

[0018] Secondly, embodiments of this application also provide a vehicle, including: A controller configured to perform the method described in any one of the first aspects.

[0019] In this embodiment, a reference braking pressure is determined based on the travel of the brake pedal, and a braking pressure compensation parameter that reflects the user's braking intention is determined based on the rate of change of the brake pedal travel and the rate of change of the rate of change of the travel. The reference braking pressure is then adjusted using this compensation parameter, and the determined compensated braking pressure is more closely matched to the user's actual braking intention. At the same time, by compensating the reference braking pressure during the process of the user pressing the brake pedal and changing the brake pedal travel, the braking pressure can be increased more quickly, reducing the braking pressure response lag and improving driving comfort and user experience. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a structural diagram illustrating an application scenario provided in an embodiment of this application. Figure 2 A schematic flowchart of a vehicle braking method provided in an embodiment of this application; Figure 3 A schematic flowchart illustrating another vehicle braking method provided in this application embodiment; Figure 4 A schematic flowchart illustrating another vehicle braking method provided in this application embodiment; Figure 5 A schematic flowchart illustrating another vehicle braking method provided in this application embodiment; Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0022] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0023] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0024] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0025] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0026] Vehicle braking is a core function to ensure driving safety. In order to output different levels of braking pressure according to the user's actual needs, a common practice is to establish a correspondence between the travel of the brake pedal and the braking pressure. The user presses the brake pedal and changes the travel of the brake pedal, and determines the corresponding braking pressure based on the travel of the brake pedal, thereby controlling the vehicle braking.

[0027] See Figure 1 This is a structural diagram illustrating an application scenario provided in an embodiment of this application, such as... Figure 1 As shown, the vehicle 100 includes a brake pedal 101, a controller 102, and a brake 103.

[0028] Understandably, the user can press the brake pedal 101 to change the travel of the brake pedal. The controller 102 obtains the travel of the brake pedal and determines the corresponding brake pressure signal according to the correspondence between the travel of the brake pedal and the brake pressure. The brake 103 receives the brake pressure signal generated by the controller and outputs the corresponding brake pressure according to the brake pressure signal, so that the vehicle decelerates or stops.

[0029] The controller 102 includes, but is not limited to, control units such as microcontroller units (MCUs) and system-on-chips (SOCs); the brake pedal 101 includes, but is not limited to, electronic brake pedals and hydraulic brake pedals; and the brake 103 includes, but is not limited to, disc brakes and drum brakes. Additionally, such as Figure 1 The application scenario shown is only one exemplary application scenario. Those skilled in the art can also apply this application to other matching application scenarios according to the actual situation.

[0030] However, in actual driving, the user's actual braking intention may not be accurately reflected in the travel of the brake pedal, resulting in a mismatch between the actual braking pressure and the user's actual braking intention. At the same time, increasing the braking pressure by gradually increasing the travel of the brake pedal may also result in a lag in the braking pressure response, affecting driving comfort and user experience.

[0031] Understandably, when a user presses the brake pedal to the same travel position in different scenarios, a slow press often results in a more gradual braking force, while a rapid press typically requires a quicker response and greater braking force. If the pressure is determined solely by the travel distance, the system will output the same braking pressure in both scenarios, potentially leading to insufficient braking force in emergency situations like rapid pressing or excessive braking force in slow pressing – meaning the actual braking pressure doesn't match the user's braking intention.

[0032] On the other hand, increasing braking pressure by gradually increasing the brake pedal travel usually limits the rate of physical change in pedal travel. In scenarios where the user needs to quickly build up braking pressure, the response of braking pressure is often delayed because it requires waiting for the physical increase in pedal travel to trigger the pressure increase, thus affecting the driving experience.

[0033] For example, when a user encounters an emergency and needs to slow down immediately, they usually press the brake pedal quickly. Since the braking pressure increases accordingly with the gradual increase of the pedal travel, the actual output braking pressure often cannot quickly reach the user's expected level during the transition process before the pedal travel reaches the target travel, resulting in a delayed braking response and affecting driving comfort and user experience.

[0034] In view of this, this application provides a vehicle braking method and vehicle, which helps to solve the problems of mismatch between actual braking pressure and user's actual braking intention, as well as braking pressure response lag.

[0035] See Figure 2 This is a flowchart illustrating a vehicle braking method provided in an embodiment of this application, which can be applied to, for example... Figure 1 The application scenarios shown are as follows: Figure 2 As shown, the method specifically includes the following steps.

[0036] S201: Determine the reference braking pressure at the current moment based on the current travel of the brake pedal.

[0037] As mentioned earlier, the braking pressure corresponding to the current pedal travel, i.e., the reference braking pressure, can be determined based on the current pedal travel. Specifically, the controller can obtain the current brake pedal travel and determine the corresponding reference braking pressure signal based on the correspondence between the brake pedal travel and the braking pressure.

[0038] To further enhance the user's driving experience, different calibration modes can be selected based on the user's personal preferences or current road conditions, adjusting the relationship between the brake pedal travel and braking pressure.

[0039] In some possible implementations, the reference braking pressure at the current moment is determined based on the current travel of the brake pedal and a preset calibration mode. The preset calibration mode characterizes the correspondence between the brake pedal travel and the braking pressure.

[0040] Understandably, different preset calibration modes can be selected based on the user's personal preferences or current road conditions. Under different preset calibration modes, the same brake pedal travel may correspond to different reference braking pressures to match the user's personal preferences or current road conditions, thereby further improving the user's driving experience.

[0041] For example, the preset calibration mode may include a standard braking mode, in which the braking pressure and pedal travel can have a constant proportional relationship, and the corresponding braking pressure changes uniformly when the brake pedal travel changes; the preset calibration mode may also include a comfort mode, in which the braking pressure changes more gradually when the brake pedal travel changes; the preset calibration mode may also include a sport mode, in which the braking pressure changes more significantly when the brake pedal travel changes, thereby improving the braking response speed.

[0042] In some possible implementations, according to the formula:

[0043] Determine the reference braking pressure at the current moment; in, Let x be the reference braking pressure at the current moment, and let x be the current travel of the brake pedal. Where n is the stroke proportionality coefficient and n is the braking pressure index. This is the initial braking pressure.

[0044] It should be noted that the travel ratio coefficient The unit can be Pa / mm, and the stroke ratio coefficient that meets actual requirements can be calibrated through relevant tests. Travel ratio factor It can be a fixed coefficient, or the stroke ratio coefficient for each segment can be set according to the actual situation. These correspond to different ranges of brake pedal travel.

[0045] For example, the brake pedal travel range can be divided into three intervals, from smallest to largest, with different travel ratio coefficients configured for each interval. A smaller travel ratio coefficient is configured for the first interval, and a larger travel ratio coefficient is configured for the third interval.

[0046] Additionally, users can select different preset calibration modes based on their personal preferences or current road conditions. When selecting standard braking mode, n=1 can be set; when selecting comfort mode, n<1 can be set; and when selecting sport mode, n>1 can be set.

[0047] S202: Determine the first brake pressure compensation parameter based on the first motion state parameter and / or the second motion state parameter of the brake pedal at the current moment.

[0048] The first motion state parameter is the rate of change of travel, which is the amount of change in pedal travel per unit time, and can be used to characterize the speed of the brake pedal at the current moment; the second motion state parameter is the rate of change of travel rate, which is the amount of change in travel rate per unit time, and can be used to characterize the acceleration of the brake pedal at the current moment.

[0049] Specifically, the first motion state parameter and / or the second motion state parameter at the current moment can be determined based on the travel of the brake pedal. For example, the controller acquires the travel of the brake pedal according to a preset time interval, obtains the first motion state parameter by calculating the first derivative of the travel with respect to time, and obtains the second motion state parameter by calculating the second derivative of the travel with respect to time. Of course, those skilled in the art can also determine the first and second motion state parameters in other ways according to the actual situation, such as directly measuring them using a speed sensor or acceleration sensor installed on the brake pedal. This application embodiment does not impose specific limitations in this regard.

[0050] It is understandable that the first motion state parameter and the second motion state parameter can reflect the instantaneous speed of the brake pedal and the force applied by the user to the brake pedal, respectively. In other words, the first motion state parameter and the second motion state parameter can reflect the user's braking intention to a certain extent. For example, when the first motion state parameter is large, it means that the user presses the brake pedal quickly; or when the second motion state parameter is large, it means that the user presses the brake pedal forcefully. It can generally be assumed that the user expects the vehicle to respond quickly and provide greater braking force.

[0051] Therefore, a braking pressure compensation parameter reflecting the user's actual braking intention, namely the first braking pressure compensation parameter, can be determined based on at least one of the first motion state parameters and the second motion state parameters of the brake pedal at the current moment. Specifically, based on a preset correspondence, at least one of the first motion state parameters and the second motion state parameters can be used as input variables, and the corresponding first braking pressure compensation parameter can be determined through weighted calculation, table lookup mapping, or mathematical model construction.

[0052] In some possible implementations, according to the formula:

[0053] Determine the first braking pressure compensation parameters; in, This is the first braking pressure compensation parameter. These are the parameters of the first motion state. For the second motion state parameters, This is the emergency braking threshold. This is the proportionality coefficient for the first state of motion. This is the proportionality coefficient for the second motion state. This is the proportionality coefficient for the third state of motion. This is the emergency braking coefficient. This is the emergency braking weighting coefficient.

[0054] It is understandable that the proportional coefficient of the first motion state that meets the actual needs can be calibrated through relevant tests. Second motion state proportionality coefficient Third motion state proportional coefficient Emergency braking threshold Emergency braking coefficient and emergency braking weighting coefficient For example, the third motion state scaling factor A value of 0.1 Pa / mm to 0.2 Pa / mm can be used to provide velocity-acceleration co-compensation; emergency braking threshold. The speed can be taken as 100mm / s to 150mm / s, and the emergency braking coefficient can be used. The emergency braking weighting coefficient can be between 0.08 and 0.15. A value of 0.01 to 0.03 can be used to trigger additional emergency braking compensation in emergency braking situations.

[0055] Of course, the above range of values ​​is only an exemplary range, and those skilled in the art can choose other ranges of values ​​according to actual needs.

[0056] S203: The reference braking pressure at the current moment is compensated using the first braking pressure compensation parameter to determine the compensated braking pressure at the current moment.

[0057] Specifically, after obtaining the current reference braking pressure and the first braking pressure compensation parameter, the first braking pressure compensation parameter can be used to compensate the current reference braking pressure to determine a braking pressure that better matches the user's actual braking intention, i.e., the compensated braking pressure at the current moment.

[0058] In some possible implementations, according to the formula:

[0059] Determine the compensated braking pressure at the current moment; in, The compensating braking pressure at the current moment, The current reference braking pressure. This is the first braking pressure compensation parameter.

[0060] S204: Control vehicle braking based on the compensated braking pressure at the current moment.

[0061] Specifically, a corresponding braking control signal can be determined based on the current compensated braking pressure, and this signal can be sent to the brake. The brake receives the braking control signal and adjusts its internal hydraulic pressure or driving force according to the signal command, thereby outputting a braking force corresponding to the compensated braking pressure to decelerate or stop the vehicle.

[0062] In practical applications, the resistance felt by the user when pressing the brake pedal is the feedback force of the brake pedal. The feedback force of the brake pedal can be constant or gradually change according to the travel of the brake pedal. However, after the introduction of the brake pressure compensation mechanism, relying solely on the travel of the brake pedal cannot reflect the actual braking pressure level of the vehicle. This will lead to a mismatch between the feedback force of the brake pedal and the actual braking state of the vehicle, thus reducing the driving experience.

[0063] In some possible implementations, after determining the compensated braking pressure at the current moment, the feedback force of the brake pedal at the current moment can also be determined based on the compensated braking pressure at the current moment. The feedback force is used to characterize the resistance felt by the user when pressing the brake pedal.

[0064] In some possible implementations, it can be based on the formula:

[0065] Customize the feedback force of the pedal at the current moment; in, The feedback force of the brake pedal at the current moment. The compensating braking pressure at the current moment, This is the feedback force proportionality coefficient. This is the initial feedback force.

[0066] This ensures that the pedal feedback force corresponds to the compensated and corrected actual braking pressure. When the compensated braking pressure increases, the feedback force increases linearly; when the compensated braking pressure decreases, the feedback force decreases linearly, thereby further enhancing the user's driving experience.

[0067] It should be noted that the feedback force proportionality coefficient It can be a fixed coefficient, or the feedback force ratio coefficient can be set in segments according to the actual situation. These correspond to the compensated braking pressure in different ranges.

[0068] In this embodiment, a reference braking pressure is determined based on the travel of the brake pedal, and a braking pressure compensation parameter that reflects the user's braking intention is determined based on the rate of change of the brake pedal travel and the rate of change of the rate of change of the travel. The reference braking pressure is then adjusted using this compensation parameter, and the determined compensated braking pressure is more closely matched to the user's actual braking intention. At the same time, by compensating the reference braking pressure during the process of the user pressing the brake pedal and changing the brake pedal travel, the braking pressure can be increased more quickly, reducing the braking pressure response lag and improving driving comfort and user experience.

[0069] In practical applications, the total mass of a vehicle often changes due to variations in the number of passengers or the weight of cargo. To achieve the same braking effect, a heavier vehicle typically requires greater braking pressure. This leads to a mismatch between the actual braking pressure and the user's actual braking intention, as well as a lag in braking pressure response, which affects driving comfort and user experience.

[0070] See Figure 3 This is a schematic flowchart of another vehicle braking method provided in an embodiment of this application, as shown below. Figure 3 As shown, in Figure 2 Based on the method shown, step S203 specifically includes the following steps.

[0071] S2031: Determine the second braking pressure compensation parameter based on the total mass of the vehicle.

[0072] Specifically, the current total mass of the vehicle can be obtained in various ways, including by monitoring and calculating the vehicle height through the controller and displacement or height sensors installed on the vehicle suspension system; or by directly receiving vehicle load information or vehicle mode selection input by the user.

[0073] After obtaining the vehicle's total mass, a second braking pressure compensation parameter corresponding to the vehicle's current total mass can be determined based on a preset mass-pressure compensation relationship. This preset relationship can be used to characterize the amount or coefficient of correction required to the reference braking pressure to maintain the target deceleration characteristics under different vehicle total masses.

[0074] In some possible implementations, according to the formula:

[0075] Determine the second braking pressure compensation parameters; in, This is the second braking pressure compensation parameter. is the mass ratio coefficient, and m is the total mass of the vehicle.

[0076] Understandable, mass ratio coefficient It can be a fixed coefficient, or the quality ratio coefficient of each segment can be set according to the actual situation. These correspond to the total vehicle mass in different ranges.

[0077] For example, the total mass range of a vehicle can be divided into three intervals, corresponding to unloaded, half-loaded, and fully loaded, respectively, from smallest to largest. Different mass ratio coefficients can be assigned to each interval. A smaller mass ratio coefficient is assigned to the first interval, and a larger mass ratio coefficient is assigned to the third interval.

[0078] S2032: The first braking pressure compensation parameter and the second braking pressure compensation parameter are used to compensate the reference braking pressure at the current moment to determine the compensated braking pressure at the current moment.

[0079] Specifically, after obtaining the current reference braking pressure, the first braking pressure compensation parameter, and the second braking pressure compensation parameter, the first braking pressure compensation parameter and the second braking pressure compensation parameter can be used to compensate the current reference braking pressure in order to determine a braking pressure that is more compatible with the vehicle mass and the user's braking intention, i.e., the compensated braking pressure at the current moment.

[0080] In some possible implementations, according to the formula:

[0081] Determine the compensated braking pressure at the current moment; in, The compensating braking pressure at the current moment, The current reference braking pressure. This is the first braking pressure compensation parameter. This is the second braking pressure compensation parameter.

[0082] This allows for greater braking pressure to be applied when the vehicle is heavy to ensure adequate braking performance, and less braking pressure to be applied when the vehicle is light to avoid over-braking. This helps maintain consistent braking deceleration under different load conditions, thereby further improving vehicle safety and driving comfort.

[0083] As mentioned earlier, determining the first braking pressure compensation parameter based on the first motion state parameter and / or the second motion state parameter allows the user to trigger additional emergency braking compensation during emergency braking, thereby improving safety. However, in some emergency braking scenarios, the user may lack sufficient reaction time to trigger emergency braking compensation, posing a safety risk.

[0084] In practical applications, it can also actively detect the driving environment to proactively trigger additional braking compensation in emergency braking scenarios, ensuring vehicle safety. See also Figure 4 This is a schematic flowchart of another vehicle braking method provided in an embodiment of this application, as shown below. Figure 4 As shown, in Figure 2 Based on the method shown, step S204 specifically includes the following steps.

[0085] S2041: Obtain the current obstacle distance.

[0086] Among them, obstacle distance is the distance between an obstacle that poses a collision risk and the vehicle.

[0087] It should be noted that, in the embodiments of this application, obstacles posing a collision risk generally refer to targets that may collide with the vehicle and whose collision risk can be avoided through braking intervention, including but not limited to other traffic participants, static collision targets, and dynamic collision targets. Examples include vehicles traveling in the same or opposite direction ahead, pedestrians or non-motorized vehicles crossing the road, and stationary obstacles on the road surface.

[0088] Specifically, vehicles can acquire information about their surrounding environment through onboard sensors. These sensors typically include millimeter-wave radar, lidar, vision cameras, and ultrasonic radar, and can be used to detect the position, shape, and speed of objects around the vehicle. The controller processes the data collected by the environmental perception sensors, identifies surrounding objects, and, based on the vehicle's current driving status and the aforementioned information, determines whether the identified objects are obstacles that pose a collision risk. Furthermore, it determines the current distance to the obstacles based on the acquired surrounding environmental information.

[0089] It should be noted that obstacle distance typically refers to the distance between the front bumper of the vehicle or other specific reference point and the rear or nearest edge of an obstacle posing a collision risk. Of course, those skilled in the art can also choose other reference points to determine obstacle distance based on actual needs, such as the distance between the vehicle's geometric center and the obstacle's center point, etc. This application does not impose specific limitations on this.

[0090] When the detected environmental information contains multiple obstacles, those skilled in the art can, according to actual needs, obtain the distances to each obstacle, and can also determine a target obstacle from among the multiple obstacles and obtain its distance. For example, based on collision risk, the obstacle with the highest collision risk can be determined as the target obstacle from among multiple obstacles; alternatively, based on the collision time of the obstacle, the obstacle with the shortest collision time can be determined as the target obstacle; or the obstacle located within the vehicle's lane and closest to it can be determined as the target obstacle. This application does not impose specific limitations on these aspects.

[0091] S2042: If the obstacle distance at the current moment is less than or equal to the safe distance threshold, then adjust the compensated braking pressure at the current moment according to the obstacle distance at the current moment, and determine the first target braking pressure at the current moment.

[0092] Understandably, a safe distance threshold can be used to actively trigger additional braking compensation in emergency braking scenarios. It should be noted that the safe distance threshold can be a preset fixed value or a dynamic value determined based on the vehicle's current driving state. For example, the safe distance threshold can be determined based on the vehicle's current speed to adapt to different driving conditions. The vehicle's current speed and the corresponding safe distance threshold are usually positively correlated; when the vehicle's current speed is high, a higher safe distance threshold is set to allow sufficient braking distance; when the vehicle's current speed is low, a lower safe distance threshold is set to prevent accidental triggering of braking compensation and affecting the driving experience.

[0093] In some possible implementations, a safe distance threshold is determined based on the vehicle's current speed and remaining braking potential, where the remaining braking potential is the difference between the maximum braking pressure and the compensated braking pressure at the current moment.

[0094] It is understandable that the remaining braking potential and the corresponding safe distance threshold are usually negatively correlated. When the remaining braking potential is small, a larger safe distance threshold can be set to allow sufficient braking distance; when the remaining braking potential is large, a smaller safe distance threshold can be set to prevent accidental triggering of braking compensation and affecting the driving experience.

[0095] In some possible implementations, according to the formula:

[0096] Determine the safe distance threshold.

[0097] in, Here, v represents the vehicle's current speed, and b is the speed index. For conversion factors, For maximum braking pressure, denoted as , where is the compensated braking pressure at the current moment, and c is the braking pressure index.

[0098] It should be noted that conversion coefficients that meet actual needs can be calibrated through relevant tests. The vehicle speed index b and the braking pressure index c are used as examples. For instance, the vehicle speed index b can be 2 to match the vehicle's current kinetic energy. Of course, those skilled in the art can also choose a larger or smaller vehicle speed index to determine a safe distance threshold that meets actual needs.

[0099] Specifically, if the current obstacle distance is less than or equal to the safe distance threshold, the current driving environment can be considered an emergency braking scenario. Furthermore, if the current driving environment is an emergency braking scenario, the compensated braking pressure can be adjusted based on the current obstacle distance to determine the first target braking pressure. It can be understood that as the obstacle distance gradually decreases, the first target braking pressure typically increases gradually until it reaches the maximum braking pressure.

[0100] In some possible implementations, according to the formula:

[0101] Determine the first target braking pressure at the current moment.

[0102] in, Let S be the braking pressure of the first target at the current moment, and S be the distance to the obstacle at the current moment. Where d is the safe distance threshold and d is the urgency index, For maximum braking pressure, This represents the compensating braking pressure at the current moment.

[0103] It is understandable that when the obstacle distance S is close to the safe distance threshold... When they are equal, the first target braking pressure at the current moment Compensated braking pressure at the current moment Equal pressure can prevent sudden changes in braking pressure during emergency braking scenarios. As the distance S from the obstacle gradually decreases, the initial target braking pressure... Gradually increase until the maximum braking pressure is reached. It can smoothly increase braking pressure in emergency braking scenarios, improving the driving experience and enhancing driving safety.

[0104] It should be noted that the urgency index d can be calibrated through relevant tests. For example, the urgency index d can be in the range of 0.6 to 0.8. Of course, those skilled in the art can also determine other urgency indices d that meet actual needs to change the first target braking pressure at the current obstacle distance.

[0105] S2043: Control vehicle braking based on the first target braking pressure at the current moment.

[0106] Specifically, a corresponding braking control signal can be determined based on the current target braking pressure, and this signal can be sent to the brake. The brake receives the braking control signal and adjusts its internal hydraulic pressure or driving force according to the signal command, thereby outputting a braking force corresponding to the target braking pressure to decelerate or stop the vehicle.

[0107] In practical applications, to reduce the transition from non-emergency braking scenarios to emergency braking scenarios, compensation can be proactively added during non-emergency braking scenarios. See [link / reference] Figure 5 This is a schematic flowchart of another vehicle braking method provided in an embodiment of this application, as shown below. Figure 5 As shown, in Figure 4 Based on the method shown, after step S2041, the following steps are also included.

[0108] S501: If the obstacle distance at the current moment is greater than the safe distance threshold, then the third braking pressure compensation parameter is determined based on the vehicle's current speed and / or the obstacle distance at the current moment.

[0109] Understandably, if the current obstacle distance is greater than the safe distance threshold, the current driving environment can be considered a non-emergency braking scenario. A third braking pressure compensation parameter can be determined based on at least one relationship between the vehicle's current speed and the current obstacle distance.

[0110] In some possible implementations, according to the formula:

[0111] Determine the third braking pressure compensation parameters; in, This is the third braking pressure compensation parameter. The safe distance threshold is defined by S, where S is the current distance to the obstacle, v is the current speed of the vehicle, and b is the vehicle speed index. is the conversion factor, and f is the attenuation exponent.

[0112] In this way, if the obstacle distance S at the current moment is large, a smaller third braking pressure compensation parameter can be provided. If the distance S from the obstacle at the current moment gradually approaches the safe distance threshold... This allows for a gradual reduction in brake pressure compensation to prevent brake pressure jumps during emergency braking.

[0113] It should be noted that the vehicle speed index b and conversion factor can be calibrated through relevant tests. And the attenuation index f. By adjusting the attenuation index f, the extreme point of the third braking pressure compensation parameter can be changed to provide maximum braking pressure compensation at a more suitable obstacle distance S.

[0114] For example, the attenuation index f can range from 0.8 to 1.2. When f is 0.8, the obstacle distance S is approximately 2.08 times the safe distance threshold. The maximum third braking pressure compensation parameter is provided; when f is 1.2, the obstacle distance S is approximately 1.93 times the safe distance threshold. It provides the maximum third braking pressure compensation parameter at that time.

[0115] Of course, those skilled in the art can also determine other attenuation indices f that meet actual needs to provide maximum braking pressure compensation at a more suitable obstacle distance S.

[0116] S502: The third braking pressure compensation parameter is used to compensate the compensated braking pressure at the current moment to determine the second target braking pressure at the current moment.

[0117] Specifically, after obtaining the compensated braking pressure and the second target braking pressure at the current moment, the third braking pressure compensation parameter can be used to compensate the compensated braking pressure at the current moment, so as to actively increase the compensation in non-emergency braking scenarios and determine the braking pressure that is more in line with the vehicle mass and the user's braking intention, namely the second target braking pressure at the current moment.

[0118] In some possible implementations, according to the formula:

[0119] Determine the second target braking pressure at the current moment; in, The second target braking pressure at the current moment, The compensating braking pressure at the current moment, This is the first braking pressure compensation parameter.

[0120] S503: Control vehicle braking based on the second target braking pressure at the current moment.

[0121] Specifically, a corresponding braking control signal can be determined based on the current target braking pressure, and this signal can be sent to the brake. The brake receives the braking control signal and adjusts its internal hydraulic pressure or driving force according to the signal command, thereby outputting braking force corresponding to the target braking pressure to decelerate or stop the vehicle.

[0122] Corresponding to the above embodiments, this application also provides a vehicle, see [link to previous embodiment]. Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 6 As shown, vehicle 600 includes a controller 601 configured to perform the method described in any of the method embodiments.

[0123] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0124] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, and when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0125] For details regarding the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0126] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0127] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0128] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the above-described apparatus, controller, and computer storage medium can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0129] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0130] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A vehicle braking method, characterized in that, include: The reference braking pressure at the current moment is determined based on the current travel of the brake pedal; The first brake pressure compensation parameter is determined based on the first motion state parameter and / or the second motion state parameter of the brake pedal at the current moment, wherein the first motion state parameter is the rate of change of the stroke, and the second motion state parameter is the rate of change of the stroke rate. The first braking pressure compensation parameter is used to compensate the reference braking pressure at the current moment to determine the compensated braking pressure at the current moment. The vehicle braking is controlled based on the compensated braking pressure at the current moment.

2. The method according to claim 1, characterized in that, The step of compensating the current reference braking pressure using the first braking pressure compensation parameter to determine the compensated braking pressure at the current moment includes: The second braking pressure compensation parameter is determined based on the vehicle's total mass. The first braking pressure compensation parameter and the second braking pressure compensation parameter are used to compensate the reference braking pressure at the current moment to determine the compensated braking pressure at the current moment.

3. The method according to claim 1, characterized in that, The method of controlling vehicle braking based on the compensated braking pressure at the current moment includes: Obtain the obstacle distance at the current moment, where the obstacle distance is the distance between the vehicle and an obstacle that poses a collision risk; If the obstacle distance at the current moment is less than or equal to the safe distance threshold, then the compensated braking pressure at the current moment is adjusted according to the obstacle distance at the current moment, and the first target braking pressure at the current moment is determined. The vehicle braking is controlled based on the first target braking pressure at the current moment.

4. The method according to claim 3, characterized in that, After determining the compensated braking pressure at the current moment, the method further includes: The safe distance threshold is determined based on the vehicle's current speed and remaining braking potential, where the remaining braking potential is the difference between the maximum braking pressure and the compensated braking pressure at the current moment.

5. The method according to claim 4, characterized in that, The process of determining the safe distance threshold based on the vehicle's current speed and remaining braking potential includes: According to the formula: Determine the safe distance threshold; in, Here, v represents the vehicle's current speed, and b is the speed index. For conversion factors, For maximum braking pressure, denoted as , where is the compensated braking pressure at the current moment, and c is the braking pressure index.

6. The method according to claim 4, characterized in that, The step of adjusting the compensated braking pressure based on the obstacle distance at the current moment, and determining the first target braking pressure at the current moment, includes: According to the formula: Determine the primary target braking pressure at the current moment; in, Let S be the braking pressure of the first target at the current moment, and S be the distance to the obstacle at the current moment. Where d is the safe distance threshold and d is the urgency index, For maximum braking pressure, This represents the compensating braking pressure at the current moment.

7. The method according to claim 4, characterized in that, After obtaining the obstacle distance at the current moment, the method further includes: If the obstacle distance at the current moment is greater than the safe distance threshold, then the third braking pressure compensation parameter is determined based on the vehicle's current speed and / or the obstacle distance at the current moment. The third braking pressure compensation parameter is used to compensate the compensated braking pressure at the current moment to determine the second target braking pressure at the current moment; The vehicle braking is controlled based on the second target braking pressure at the current moment.

8. The method according to claim 7, characterized in that, The step of determining the third braking pressure compensation parameter based on the vehicle's current speed and / or the obstacle distance at the current moment includes: According to the formula: Determine the third braking pressure compensation parameters; in, This is the third braking pressure compensation parameter. The safe distance threshold is defined by S, where S is the current distance to the obstacle, v is the current speed of the vehicle, and b is the vehicle speed index. is the conversion factor, and f is the attenuation exponent.

9. The method according to claim 1, characterized in that, After determining the compensated braking pressure at the current moment, the method further includes: The feedback force of the brake pedal at the current moment is determined based on the compensated braking pressure at the current moment, and the feedback force is used to characterize the resistance felt by the user when pressing the brake pedal.

10. A vehicle, characterized in that, include: A controller configured to perform the method according to any one of claims 1-9.

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