A vehicle braking method, related device and vehicle

Abstract

This application discloses a vehicle braking method, related devices, and a vehicle, relating to the field of vehicle control technology. During vehicle braking, the method can determine the risk of backward roll based on braking and driving status information. Once this risk is determined, the method controls the master cylinder to maintain a first pressure value or increases the pressure of the master cylinder based on the first pressure value, thereby eliminating the risk of backward roll. This method enables timely detection of backward roll risk during vehicle braking and timely elimination of the risk by controlling the master cylinder, preventing vehicle rollback, eliminating safety hazards, and ensuring vehicle safety.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle braking method, related devices, and vehicle. Background Technology

[0002] When a vehicle is traveling on a flat road or uphill, and brakes to a stop with significant deceleration, the vehicle's nose-dives severely due to inertia, resulting in substantial elastic deformation. The release of the vehicle's elastic potential energy causes an upward / reverse velocity component at the vehicle's center of gravity. If braking is maintained during this process, the vehicle will sway back and forth in place. If the brakes are released during this process, the vehicle will roll backward, posing a safety hazard. Summary of the Invention

[0003] In view of the above problems, this application provides a vehicle braking method, related device, and vehicle to prevent the vehicle from rolling backward and ensure vehicle safety. The specific solution is as follows:

[0004] The first aspect of this application provides a vehicle braking method, comprising:

[0005] Based on braking status information and driving status information, determine the risk information of the vehicle rolling backward during braking;

[0006] When the risk of rolling backward is determined, the brake master cylinder of the vehicle is controlled to maintain a first pressure value or the pressure of the control master cylinder is increased based on the first pressure value.

[0007] In one possible implementation, the vehicle braking method further includes:

[0008] After the anti-rollback adjustment is completed, the pressure of the brake master cylinder is released according to the second pressure control strategy.

[0009] In one possible implementation, when receiving an acceleration signal from the vehicle, while controlling the brake master cylinder of the vehicle to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value, the method further includes:

[0010] The pressure in the master cylinder is released according to a third pressure control strategy, and the release rate of the third pressure control strategy is greater than that of the second pressure control strategy.

[0011] In one possible implementation, determining the risk of the vehicle rolling backward during braking based on braking state information and driving state information includes:

[0012] If the braking status information and the driving status information meet the conditions for judging the risk of rolling backward, then it is determined that the vehicle has the risk of rolling backward. The conditions for judging the risk of rolling backward include at least: the current braking deceleration is not greater than the deceleration threshold, the absolute value of the current vehicle speed is not greater than the vehicle speed threshold, and the brake pedal changes from the depressed state to the released state.

[0013] In one possible implementation, controlling the brake master cylinder of the vehicle to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value includes:

[0014] After maintaining the pressure of the master cylinder at the first pressure value, the risk information of the vehicle rolling backward during the braking process is determined based on the braking state information and the driving state information. The first pressure value is the pressure value of the master cylinder before the brake pedal changes to the release state.

[0015] When the risk information of backward slippage is determined, the first pressure value is increased according to the first preset gradient until the fluctuation amplitude of the vehicle's acceleration is not greater than the fluctuation threshold and the vehicle speed is 0.

[0016] In one possible implementation, releasing the pressure on the brake master cylinder according to the second pressure control strategy includes:

[0017] The current pressure value of the brake master cylinder is reduced to 0 according to the second preset gradient.

[0018] A second aspect of this application provides a vehicle braking device, comprising:

[0019] The rearward roll risk assessment module is used to determine the rearward roll risk information of the vehicle during braking based on braking status information and driving status information; and,

[0020] The brake pressure adjustment module is used to control the brake master cylinder of the vehicle to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value when the rearward roll risk information is determined.

[0021] A third aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle braking method of the first aspect or any implementation thereof.

[0022] A fourth aspect of this application provides an electronic device, including at least one processor and a memory connected to the processor, wherein:

[0023] The memory is used to store computer programs;

[0024] The processor is used to execute the computer program so that the electronic device can implement the vehicle braking method of the first aspect or any implementation thereof.

[0025] The fifth aspect of this application provides a computer storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle braking method described in the first aspect or any implementation thereof.

[0026] The sixth aspect of this application provides a vehicle, including a vehicle body and electronic devices disposed in the vehicle body as described in the fourth aspect.

[0027] By employing the above technical solution, the vehicle braking method provided in this application determines the risk information of vehicle rollback during braking based on braking status information and driving status information. Once this risk information is determined, the vehicle's master brake cylinder is controlled to maintain a first pressure value or the pressure of the master cylinder is increased based on the first pressure value, thereby eliminating the risk of vehicle rollback. This method enables timely detection of rollback risk during vehicle braking and timely elimination of the risk by controlling the master brake cylinder, preventing vehicle rollback, eliminating safety hazards, and ensuring vehicle safety. Attached Figure Description

[0028] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0029] Figure 1 This application provides an architecture diagram of a vehicle braking system;

[0030] Figure 2 An architecture diagram of a terminal provided in this application;

[0031] Figure 3 An architecture diagram of a server provided for this application;

[0032] Figure 4 A flowchart of a vehicle braking method provided in this application;

[0033] Figure 5 A flowchart illustrating the application of the vehicle braking method provided in this application;

[0034] Figure 6 A structural diagram of a vehicle control device provided in this application;

[0035] Figure 7An architectural diagram of the electronic device provided in this application. Detailed Implementation

[0036] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0037] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0038] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0039] See Figure 1 , Figure 1 A schematic diagram of a vehicle braking system architecture is shown. The system may include a terminal 100 and a server 200. The server 200 may include one or more servers (…). Figure 1 (The example includes a server), and the server 200 can provide the method provided in the embodiments of this application to one or more terminals.

[0040] The terminal 100 may be equipped with an application that acquires vehicle status parameters during vehicle braking and sends these parameters to the server 200. The server 200 can obtain the processing result based on the received parameters and return the processing result to the terminal 100 to control the vehicle braking.

[0041] It should be understood that in some optional implementations, the terminal 100 can also complete the action of obtaining the processing result based on the received parameters on its own, without the need for the server to cooperate. This application embodiment is not limited to this.

[0042] The following description Figure 1 The product form of the mid-terminal 100;

[0043] In this application embodiment, the terminal 100 can be an ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), HCU (Hybrid Control Unit), etc. This application embodiment does not impose any limitations on this.

[0044] Figure 2 A schematic diagram of an optional hardware structure for terminal 100 is shown.

[0045] refer to Figure 2 As shown, terminal 100 may include components such as radio frequency unit 110, memory 120, processor 130, external interface 140, and power supply 150 (optional). Those skilled in the art will understand that... Figure 2 These are merely examples of terminals or multi-functional devices and do not constitute a limitation on terminals or multi-functional devices. They may include more or fewer components than shown in the illustration, or combine certain components, or use different components.

[0046] The memory 120 can be used to store instructions and data. The memory 120 may primarily include an instruction storage area and a data storage area. The data storage area can store various types of data, such as multimedia files and text. The instruction storage area can store software units such as operating systems, applications, and instructions required for at least one function, or subsets or extended sets thereof. It may also include non-volatile random access memory. It provides the processor 170 with hardware, software, and data resources for managing the computing device, supporting control software and applications. It is also used for storing multimedia files, as well as storing running programs and applications.

[0047] Processor 130 is the control center of terminal 100. It connects various parts of terminal 100 via various interfaces and lines. By running or executing instructions stored in memory 120 and calling data stored in memory 120, it performs various functions of terminal 100 and processes data, thereby controlling the terminal device as a whole. Optionally, processor 170 may include one or more processing units; preferably, processor 130 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 130. In some embodiments, the processor and memory can be implemented on a single chip; in some embodiments, they can also be implemented on separate chips. Processor 130 can also be used to generate corresponding operation control signals, send them to corresponding components of the computing device, read and process data in the software, especially read and process data and programs in memory 120, so that each functional module therein performs its corresponding function, thereby controlling the corresponding components to act according to the instructions.

[0048] The memory 120 can be used to store software code related to the vehicle braking method, and the processor 170 can execute the steps of the vehicle braking method and can also schedule other units to achieve the corresponding functions.

[0049] The radio frequency unit 110 (optional) can be used for receiving and transmitting signals during information transmission or calls. For example, it can receive downlink information from the base station and process it for the processor 130; additionally, it can transmit uplink data to the base station. Typically, the RF circuit includes, but is not limited to, an antenna, at least one amplifier, a transceiver, a coupler, a low-noise amplifier (LNA), a duplexer, etc. Furthermore, the radio frequency unit 110 can also communicate wirelessly with network devices and other devices. This wireless communication can use any communication standard or protocol, including but not limited to Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Long Term Evolution (LTE), email, Short Messaging Service (SMS), etc.

[0050] In this embodiment of the application, the radio frequency unit 110 can send the status data of the vehicle braking process to the server 200 and receive the processing result sent by the server 200.

[0051] It should be understood that the radio frequency unit 110 is optional and can be replaced with other communication interfaces, such as a network port.

[0052] The terminal 100 also includes a power supply 150 (such as a battery) that supplies power to various components. Preferably, the power supply can be logically connected to the processor 150 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system.

[0053] Terminal 100 also includes an external interface 140, which can be a standard Micro USB interface or a multi-pin connector, which can be used to connect terminal 100 to other devices for communication or to connect a charger to charge terminal 100.

[0054] Although not shown, terminal 100 may also include a flash, a wireless fidelity (WiFi) module, a Bluetooth module, sensors with various functions, etc., which will not be described in detail here. Some or all of the methods described below can be applied to, for example... Figure 2 In the terminal 100 shown.

[0055] The following description Figure 1 The product form of the mid-range server 200;

[0056] Figure 3 A structural diagram of a server 200 is provided, as follows: Figure 3 As shown, server 200 includes bus 201, processor 202, communication interface 203, and memory 204. Processor 202, memory 204, and communication interface 203 communicate with each other via bus 201.

[0057] Bus 201 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0058] The processor 202 can be any one or more of the following processors: central processing unit (CPU), graphics processing unit (GPU), microprocessor (MP), or digital signal processor (DSP).

[0059] Memory 204 may include volatile memory, such as random access memory (RAM). Memory 204 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD).

[0060] The memory 204 can be used to store software code related to the vehicle braking method, and the processor 202 can execute the steps of the vehicle braking method of the chip, and can also schedule other units to achieve the corresponding functions.

[0061] It should be understood that the aforementioned terminal 100 and server 200 can be centralized or distributed devices. The processors (e.g., processor 130 and processor 202) in the aforementioned terminal 100 and server 200 can be hardware circuits (such as application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), general-purpose processors, digital signal processors (DSPs), microprocessors or microcontrollers, etc.) or combinations of these hardware circuits. For example, the processor can be a hardware system with instruction execution capabilities, such as a CPU or DSP, or a hardware system without instruction execution capabilities, such as an ASIC or FPGA, or a combination of the aforementioned hardware systems without instruction execution capabilities and hardware systems with instruction execution capabilities.

[0062] Currently, vehicles use AVH (Auto Hold) to simplify parking and starting operations through automatic braking. When AVH is activated, the system automatically maintains the brakes when the vehicle is stopped at a traffic light or on a slope, avoiding the use of the handbrake or electronic parking brake. Automatic transmission vehicles also do not need to frequently switch between D and N, or D and P, ensuring a smooth start. However, AVH activation conditions are quite stringent, generally requiring the vehicle to be completely stationary for a certain period and the brake master cylinder pressure to exceed a certain value. This contradicts the issue of the vehicle rolling backward when the brakes are released immediately during braking, meaning that current AVH systems cannot solve this problem.

[0063] To address the aforementioned problems, this application provides a vehicle braking method. The vehicle braking method of this application embodiment will be described in detail below with reference to the accompanying drawings.

[0064] Reference Figure 4 , Figure 4 This is a flowchart illustrating a vehicle braking method provided in an embodiment of this application, such as... Figure 4 As shown in the embodiment of this application, a vehicle braking method may include steps 401 to 402, which are described in detail below.

[0065] 401. Based on braking status information and driving status information, determine the risk information of vehicle rolling backward during braking.

[0066] Specifically, based on the principle that a vehicle rolls backward during brake release: at a relatively large deceleration (e.g., not less than 7 m / s²), 2 During vehicle braking, when the vehicle comes to a complete stop or is close to a complete stop, immediately and fully releasing the brake pedal will cause the vehicle's center of gravity to generate upward and backward velocity components due to the release of the vehicle's elastic potential energy. If the brake is released at this moment, the vehicle will roll backward. Braking status information may include the release and depressing status of the vehicle's brake pedal. Driving status information may include vehicle speed, braking deceleration, etc. The risk assessment strategy for backward roll risk can be set to multiple backward roll risk assessment conditions. Correspondingly, backward roll risk will only be judged to exist when the vehicle's current operating condition data meets all backward roll risk assessment conditions. The backward roll risk assessment conditions include: the current braking deceleration is not greater than a preset deceleration value, the absolute value of the current vehicle speed is not greater than a preset vehicle speed value, and the brake pedal changes from a depressed state to a released state.

[0067] For example, only when the current braking deceleration is no greater than 0.2 m / s 2 Only when the absolute value of the current vehicle speed is 0 and the brake pedal changes from being depressed to being released will it be considered that there is a risk of rolling backward.

[0068] The reason for using the absolute value of the current vehicle speed for comparison is to account for the change in speed direction when the vehicle rolls slightly backward. The current braking deceleration can be calculated based on signals such as vehicle speed and motor speed. The preset deceleration value and preset vehicle speed value can be calibrated according to different vehicle models. The brake pedal release state can be such that the brake pedal returns to its original state after the user's foot is completely removed from the brake pedal.

[0069] It is understood that those skilled in the art can adjust and select the above-mentioned preset deceleration threshold, threshold vehicle speed value, etc. as needed, which will not be elaborated here.

[0070] 402. When the risk of backward rollover is determined, the brake master cylinder of the vehicle is controlled to maintain a first pressure value or the pressure of the control master cylinder is increased based on the first pressure value.

[0071] Specifically, as the brake pedal changes from depressed to released, the pressure value of the master cylinder before the brake pedal is released can be recorded because the vehicle speed is almost zero at this time.

[0072] After the pressure adjustment of the master cylinder begins, the pressure of the master cylinder is first maintained at the first pressure value (i.e., the pressure value of the master cylinder before the brake pedal is released, as recorded above), and then it is determined whether the vehicle has a tendency to roll backward.

[0073] Regarding the backward rolling tendency, for electric vehicles, it can be determined by judging the direction of the motor's rotation. For vehicles using conventional fuels such as gasoline or natural gas, it can be determined by the vehicle's accelerometer, etc., which will not be elaborated further here.

[0074] If the vehicle still tends to roll backward, the pressure is increased according to a first preset gradient based on the first pressure value mentioned above, until the rolling backward trend disappears. The first preset gradient can be a fixed value that does not change with time, such as increasing the pressure value by a fixed amount every 10ms. It can also be a variable value, initially increasing by a larger pressure value each time, and then decreasing as time progresses. Alternatively, it can initially increase by a smaller pressure value each time, and then increase as time progresses.

[0075] It is understood that those skilled in the art can also use other methods to adjust the pressure of the brake master cylinder to eliminate the vehicle's tendency to roll backward, and no restrictions are placed on this.

[0076] This vehicle braking method can detect the risk of rolling backward in a timely manner during vehicle braking and eliminate the risk in a timely manner by controlling the master cylinder, thus preventing the vehicle from rolling away, eliminating safety hazards, and ensuring vehicle safety.

[0077] In one possible implementation, to ensure smooth activation of AVH after the risk of vehicle rollback is eliminated, thus facilitating the user's next steps after the vehicle comes to a stop, the vehicle braking method further includes:

[0078] After eliminating the risk of slippage, the pressure in the master cylinder is released according to the second pressure control strategy.

[0079] Specifically, the process for determining whether the risk of slippage has been eliminated can include:

[0080] If the fluctuation amplitude of the vehicle's acceleration is not greater than the preset fluctuation amplitude and the vehicle speed is 0, then the risk of rolling backward is determined to be eliminated.

[0081] During the process of eliminating the risk of rolling backward, the vehicle is still in the process of releasing elastic potential energy, which manifests as the vehicle nodding and swaying back and forth in place. Therefore, the direction of acceleration detected by the vehicle's accelerometer changes back and forth. The fluctuation amplitude of acceleration from positive to negative and from negative to positive can be used as a criterion for judgment. Generally, the fluctuation value of acceleration amplitude should not exceed 0.1 m / s². 2 If the risk of slippage is eliminated, the current pressure value of the brake master cylinder is reduced to 0 according to the second preset gradient. The process of determining the second preset gradient is similar to that of the first preset gradient mentioned above, and will not be repeated here.

[0082] In addition, in some specific implementations, considering some actual vehicle handling scenarios, users may immediately accelerate after bringing the vehicle to a stop. In order to meet the user's acceleration needs in such scenarios and ensure user experience.

[0083] During the process of adjusting the pressure of the vehicle's master cylinder according to the first pressure control strategy, when an acceleration signal is received from the vehicle, the current pressure of the master cylinder can be released according to the third pressure control strategy. The release speed of the third pressure control strategy is greater than that of the second pressure control strategy.

[0084] Specifically, after detecting that the brake pedal has changed from depressed to released, if the driver depresses the accelerator pedal, the master cylinder pressure is immediately released to 0. The third pressure control strategy here can employ a control strategy with a larger gradient, reducing the brake pressure in the master cylinder to 0 within 10 to 20 milliseconds to meet the user's needs.

[0085] As a specific application of the above-mentioned vehicle braking method on a vehicle, refer to Figure 5 As shown, the vehicle braking method may include the following processing flow:

[0086] 1. Input conditions (i.e., acquiring operating data during the vehicle's braking process) include: vehicle speed, acceleration, drive motor speed (if any), brake pedal depressed status, brake pressure, and other signals.

[0087] 2. Operating condition monitoring: This involves checking for problematic operating conditions (i.e., determining if there is a risk of slippage). Three conditions (a, b, and c) must be met simultaneously.

[0088] a. Braking deceleration ≤ calibrated value (deceleration that will cause backward roll, needs to be confirmed by actual vehicle calibration). The deceleration can be obtained by differentiating the acceleration signal or vehicle speed signal (or motor speed signal converted into vehicle speed);

[0089] b. Absolute speed ≤ calibrated value (the speed threshold at which the vehicle will roll backward, which must be confirmed by actual vehicle calibration).

[0090] c. The brake pedal state changes from depressed to released; at the same time, the master cylinder pressure before releasing the brake is recorded as a control parameter for the next step.

[0091] 3. Enter anti-rollback control: First, maintain the brake master cylinder pressure memorized in step 2 before brake release. If the vehicle still tends to roll backward, increase the brake master cylinder pressure according to the calibrated gradient until the rolling backward trend disappears.

[0092] 4. Exit the detection and determine the appropriate time to disengage the brake master cylinder pressure. Disengage the anti-rollback control if either condition a or b is met:

[0093] a. Acceleration fluctuation amplitude ≤ calibration value (can be calibrated on actual vehicle to determine that the energy of vehicle suspension elastic deformation has been released), and vehicle speed absolute value = 0 (determine that the vehicle is stationary).

[0094] b. When the driver presses the accelerator pedal, the driver has a need for driving and needs to immediately disengage.

[0095] 5. Exit anti-rollback control: a. If the acceleration fluctuation amplitude ≤ calibration value && absolute vehicle speed = 0, then the brake master cylinder pressure will drop to 0 according to the calibration gradient;

[0096] Alternatively, if the driver presses the accelerator pedal, the master cylinder pressure is immediately released to 0.

[0097] The above describes a vehicle braking method provided by an embodiment of this application. The following will describe the apparatus for performing the above vehicle braking method.

[0098] Please see Figure 6 , Figure 6 This is a schematic diagram of a vehicle braking device provided in an embodiment of this application. Figure 6 As shown, the vehicle braking device includes:

[0099] The rearward roll risk assessment module 601 is used to determine the vehicle's rearward roll risk information during braking based on braking status information and driving status information.

[0100] The brake pressure adjustment module 602 is used to control the vehicle's brake master cylinder to maintain a first pressure value or to increase the pressure of the master cylinder based on the first pressure value when the rearward roll risk judgment module 601 determines the rearward roll risk information.

[0101] In one possible implementation, it also includes: a first brake pressure release module, used to release the pressure of the brake master cylinder according to a second pressure control strategy after the anti-rollback adjustment is completed.

[0102] In one possible implementation, it further includes: a second brake pressure release module, configured to, upon receiving an acceleration signal from the vehicle while controlling the brake master cylinder to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value:

[0103] The current pressure of the brake master cylinder is released according to the third pressure control strategy, and the release rate of the third pressure control strategy is greater than the release rate of the second pressure control strategy.

[0104] In one possible implementation, the process by which the rear roll risk assessment module 601 determines the rear roll risk information of the vehicle during braking based on braking state information and driving state information includes:

[0105] If the braking status information and the driving status information meet the conditions for judging the risk of rolling backward, then it is determined that the vehicle has the risk of rolling backward. The conditions for judging the risk of rolling backward include at least: the current braking deceleration is not greater than the deceleration threshold, the absolute value of the current vehicle speed is not greater than the vehicle speed threshold, and the brake pedal changes from the depressed state to the released state.

[0106] In one possible implementation, the process by which the brake pressure adjustment module 602 controls the brake master cylinder of the vehicle to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value includes:

[0107] After maintaining the pressure of the master cylinder at a first pressure value, the risk information of the vehicle rolling backward during the braking process is determined based on the braking state information and the driving state information. The first pressure value is the pressure value of the master cylinder before the brake pedal changes to the release state.

[0108] When the risk information of backward slippage is determined, the first pressure value is increased according to the first preset gradient until the fluctuation amplitude of the vehicle's acceleration is not greater than the fluctuation threshold and the vehicle speed is 0.

[0109] In one possible implementation, the process by which the first brake pressure release module releases pressure from the brake master cylinder according to the second pressure control strategy includes:

[0110] The current pressure value of the brake master cylinder is reduced to 0 according to the second preset gradient.

[0111] This application also provides an electronic device in its embodiments. (See reference...) Figure 7 The diagram illustrates a structural schematic suitable for implementing the electronic devices in the embodiments of this application. The electronic devices in the embodiments of this application may include, but are not limited to, mobile ECUs (Electronic Control Units), VCUs (Vehicle Control Units), MCUs (Micro Controller Units), and HCUs (Hybrid Control Units). Figure 7 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0112] like Figure 7 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 701, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 702 or a program loaded from a storage device 708 into a random access memory (RAM) 703. When the electronic device is powered on, the RAM 703 also stores various programs and data required for the operation of the electronic device. The processing unit 701, ROM 702, and RAM 703 are interconnected via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0113] Typically, the following devices can be connected to I / O interface 705: input devices 706 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 707 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 708 including, for example, memory cards, hard drives, etc.; and communication devices 709. Communication device 709 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0114] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the vehicle braking methods provided in this application.

[0115] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the vehicle braking methods provided in this application.

[0116] This application also provides a vehicle, including: a vehicle body and an electronic device as described in the above embodiments disposed in the vehicle body.

[0117] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0118] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred 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 software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0119] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0120] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A vehicle braking method, characterized in that, include: Based on braking status information and driving status information, determine the risk information of the vehicle rolling backward during braking; When the risk of rolling backward is determined, the brake master cylinder of the vehicle is controlled to maintain a first pressure value or the pressure of the control master cylinder is increased based on the first pressure value.

2. The vehicle braking method according to claim 1, characterized in that, Also includes: After the anti-rollback adjustment is completed, the pressure of the brake master cylinder is released according to the second pressure control strategy.

3. The vehicle braking method according to claim 2, characterized in that, When receiving an acceleration signal from the vehicle, the process of controlling the brake master cylinder to maintain a first pressure value or increasing the pressure of the control master cylinder based on the first pressure value further includes: The pressure in the master cylinder is released according to a third pressure control strategy, and the release rate of the third pressure control strategy is greater than that of the second pressure control strategy.

4. The vehicle braking method according to claim 1, characterized in that, The step of determining the risk of the vehicle rolling backward during braking based on braking status information and driving status information includes: If the braking status information and the driving status information meet the conditions for judging the risk of rolling backward, then it is determined that the vehicle has the risk of rolling backward. The conditions for judging the risk of rolling backward include at least: the current braking deceleration is not greater than the deceleration threshold, the absolute value of the current vehicle speed is not greater than the vehicle speed threshold, and the brake pedal changes from the depressed state to the released state.

5. The vehicle braking method according to any one of claims 1 to 4, characterized in that, The control of the vehicle's brake master cylinder to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value includes: After maintaining the pressure of the master cylinder at the first pressure value, the risk information of the vehicle rolling backward during the braking process is determined based on the braking state information and the driving state information. The first pressure value is the pressure value of the master cylinder before the brake pedal changes to the release state. When the risk information of backward slippage is determined, the first pressure value is increased according to the first preset gradient until the fluctuation amplitude of the vehicle's acceleration is not greater than the fluctuation threshold and the vehicle speed is 0.

6. The vehicle braking method according to claim 2, characterized in that, The step of releasing the pressure of the brake master cylinder according to the second pressure control strategy includes: The current pressure value of the brake master cylinder is reduced to 0 according to the second preset gradient.

7. A vehicle braking device, characterized in that, include: The rear roll risk assessment module is used to determine the rear roll risk information of the vehicle during the braking process based on braking status information and driving status information. as well as, The brake pressure adjustment module is used to control the brake master cylinder of the vehicle to maintain a first pressure value or to increase the pressure of the control master cylinder based on the first pressure value when the rearward roll risk information is determined.

8. A computer program product, characterized in that, Includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle braking method as described in any one of claims 1 to 6.

9. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the vehicle braking method as described in any one of claims 1 to 6.

10. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle braking method as described in any one of claims 1 to 6.

11. A vehicle, characterized in that, include: The vehicle body and the electronic device as described in claim 9 disposed in the vehicle body.

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