Vehicle brake control method, device, nonvolatile storage medium, and vehicle

Abstract

This application discloses a vehicle braking control method, device, non-volatile storage medium, and vehicle. The method includes: acquiring a set of brake pedal action signals of a target vehicle; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type reflects the driver's braking intention and is used to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure; and controlling the brake actuator to output a braking force matching the braking control signal based on the braking control signal. This application solves the technical problem of mismatch between the actual braking state of the vehicle and the driver's needs caused by the inability to adjust the braking process according to the driver's braking intention in related technologies.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a vehicle braking control method, device, non-volatile storage medium, and vehicle. Background Technology

[0002] In related technologies, the impact of the driver's braking intention on the vehicle braking process is not taken into account when controlling the vehicle's braking, resulting in a mismatch between the vehicle's actual braking state and the driver's needs.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This application provides a vehicle braking control method, device, non-volatile storage medium, and vehicle to at least solve the technical problem that the actual braking state of the vehicle does not match the driver's needs due to the inability to adjust the braking process according to the driver's braking intention in related technologies.

[0005] According to one aspect of the embodiments of this application, a vehicle braking control method is provided, comprising: acquiring a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes acquisition results of multiple preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure, and controlling a brake actuator to output a braking force matching the braking control signal based on the braking control signal.

[0006] Optionally, the set of brake pedal action signals includes: brake pedal displacement signal, brake pedal depressing force signal, and brake pedal angular displacement signal; determining the braking type of the target vehicle based on the set of brake pedal action signals includes: determining the brake pedal displacement distance and displacement change rate of the target vehicle based on the brake pedal displacement signal; and determining the braking type of the target vehicle based on the first value interval of the brake pedal displacement distance and the second value interval of the displacement change rate.

[0007] Optionally, the braking type includes a first braking type, a second braking type, and a third braking type. Determining the target brake master cylinder pressure of the target vehicle based on the brake pedal actuation signal set, the braking type, and the calibration model of the target vehicle includes: when the braking type is the first or third braking type, determining the brake calibration model of the target vehicle, and determining the target brake master cylinder pressure based on the brake calibration model and the brake pedal actuation signal set, wherein the brake calibration model is used to determine the correlation between the brake pedal actuation signal set and the target brake master cylinder pressure; when the braking type is the second braking type, determining a second pressure correction coefficient based on the ratio of the target vehicle's brake pedal displacement distance to a preset maximum displacement distance, and determining the target brake master cylinder pressure as the result of multiplying the preset maximum brake master cylinder pressure by the second pressure correction coefficient.

[0008] Optionally, determining the target master cylinder pressure based on the brake calibration model and the set of brake pedal action signals includes: substituting the set of brake pedal action signals into the brake calibration model to obtain the initial master cylinder pressure of the target vehicle; when the braking type is the first braking type, determining the first pressure correction coefficient based on the vacuum level of the vacuum booster of the target vehicle, and determining the result of multiplying the initial master cylinder pressure and the first pressure correction coefficient as the target master cylinder pressure; when the braking type is the third braking type, determining the historical master cylinder pressure, and determining the weighted sum of the initial master cylinder pressure and the historical master cylinder pressure as the target master cylinder pressure at the current moment, wherein the historical master cylinder pressure is the master cylinder pressure corresponding to the previous adjacent moment of the current moment.

[0009] Optionally, the method further includes: obtaining the actual brake master cylinder pressure of the target vehicle; determining the deviation between the actual brake master cylinder pressure and the target brake master cylinder pressure; and determining a fault in the target vehicle if the deviation is greater than a preset deviation threshold.

[0010] Optionally, the method further includes: determining the brake pedal action signal change rate of the target vehicle based on the set of brake pedal action signals, wherein the brake pedal action signal change rate includes at least one of the following: displacement change rate, pedal force change rate; and determining that the target vehicle has a brake pedal action signal change rate greater than a preset change rate threshold within a first preset number of signal acquisition cycles, and determining the fault type as signal abnormality.

[0011] Optionally, the method further includes: determining the constraint relationship between brake pedal action signals in the set of brake pedal action signals; if the actual acquisition result of the brake pedal action signal does not meet the constraint relationship, or if there are brake pedal action signals that have not been acquired for a second preset number of consecutive acquisition cycles, determining that the target vehicle is faulty, and determining the fault type as sensor fault.

[0012] According to another aspect of the embodiments of this application, a vehicle braking control device is also provided, comprising: a first processing module, configured to acquire a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes acquisition results of multiple preset types of brake pedal action signals; a second processing module, configured to determine the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle, and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; a third processing module, configured to determine the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; and a fourth processing module, configured to determine a braking control signal based on the target brake master cylinder pressure, and to control the brake actuator to output a braking force matching the braking control signal based on the braking control signal.

[0013] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory and a processor, the processor being configured to run a program stored in the memory, wherein the program executes a vehicle braking control method during runtime.

[0014] According to another aspect of the embodiments of this application, a non-volatile storage medium is also provided, wherein a program is stored in the non-volatile storage medium, and the program controls the device where the non-volatile storage medium is located to execute a vehicle braking control method when it runs.

[0015] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program, wherein the computer program, when executed by a processor, implements the steps of a vehicle braking control method.

[0016] In this embodiment, the method involves acquiring a set of brake pedal action signals of the target vehicle, including the acquisition results of various preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type reflects the driver's braking intention and is used to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining the brake control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output braking force matching the brake control signal. By determining the braking type based on the set of brake pedal action signals, and then determining the target brake master cylinder pressure of the target vehicle based on the braking type and the set of brake pedal action signals, the method achieves the purpose of identifying the driver's braking intention and adjusting the braking process according to the braking intention. This achieves the technical effect of matching the vehicle's braking state with the driver's actual needs, thereby solving the technical problem of mismatch between the actual braking state of the vehicle and the driver's needs caused by the inability to adjust the braking process according to the driver's braking intention in related technologies. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is a schematic diagram of the structure of a computer terminal according to an embodiment of this application;

[0019] Figure 2 This is a schematic flowchart of a vehicle braking control method provided according to an embodiment of this application;

[0020] Figure 3 This is a schematic diagram of a brake pedal according to an embodiment of this application;

[0021] Figure 4 This is a schematic flowchart of a vehicle braking process according to an embodiment of this application;

[0022] Figure 5 This is a schematic diagram of a vehicle braking control device according to an embodiment of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., 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 data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] In new energy vehicles, the electric motor is responsible for energy recovery. If brake pedal signal processing is ineffective, it will inevitably affect the development of functions such as energy recovery, further impacting vehicle safety and driving experience. Energy recovery requires brake pedal position as input; inaccurate brake pedal position input will lead to poor control of regenerative torque. Current technology primarily relies on the brake pedal position obtained through the Electronic Stability Program (ESP) and then transmits the signal to the Hybrid Control Unit (HCU).

[0026] However, this ESP-dependent solution is vulnerable to disruptions. When the ESP itself experiences electrical faults, communication interruptions, or software malfunctions (software anomalies), the entire vehicle's brake pedal signal acquisition link is completely disrupted. In this situation, the vehicle can only rely on unassisted mechanical braking, resulting in a sharp drop in braking force and a sluggish response, seriously threatening driving safety. In new energy vehicles requiring high-precision energy recovery, the ESP typically uses only a single pedal displacement sensor, and its filtering algorithm, limited by real-time requirements, struggles to adequately suppress high-frequency noise introduced by mechanical vibrations and electromagnetic interference. This leads to fluctuations in the pedal position signal received by the HCU, making it difficult to smoothly switch between the motor's regenerative torque and hydraulic braking force, causing the driver to experience jerking or sudden changes in braking force. Furthermore, the ESP typically uses a simplified linear mapping or fixed lookup table to handle the nonlinear relationship between pedal displacement and braking force, failing to compensate for pedal mechanical clearance, spring hysteresis, and the nonlinear gain of the vacuum booster under different vacuum levels. Therefore, under complex conditions where conventional braking and emergency braking alternate, the accuracy of braking force matching decreases significantly.

[0027] Besides ESP-based braking control schemes, other braking control methods in related technologies also have at least the following problems:

[0028] (1) The signal acquisition process is susceptible to mechanical vibration and electromagnetic interference, resulting in high-frequency noise in the acquired signal, which cannot accurately reflect the driver's braking intention.

[0029] (2) A complete pedal characteristic calibration model has not been established, the nonlinear relationship between pedal displacement and braking force has not been effectively compensated, and there is lag or deviation in braking response.

[0030] (3) The fault diagnosis mechanism is imperfect and cannot quickly identify pedal sensor faults, signal transmission faults and mechanical jamming faults, which can easily lead to brake failure or false braking.

[0031] (4) The existing processing method does not take into account the dynamic characteristics of the vacuum booster and the master cylinder, resulting in low braking force matching accuracy and inability to meet the braking requirements under different working conditions (such as low speed, high speed, and emergency braking).

[0032] To address the aforementioned issues, this application provides relevant solutions, which are detailed below.

[0033] According to an embodiment of this application, a method embodiment for vehicle braking control is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0034] The method embodiments provided in this application can be executed in a computer terminal or similar computing device connected to or installed in a vehicle. Figure 1 A hardware block diagram of a computer terminal for implementing a vehicle braking control method is shown. Figure 1 As shown, the computer terminal 10 may include one or more processors 102 (shown as 102a, 102b, ..., 102n in the figure) 102 (processor 102 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus), a network interface, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, computer terminal 10 may also include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0035] It should be noted that the aforementioned one or more processors 102 and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 10 (or mobile device). As involved in the embodiments of this application, the data processing circuits serve as a processor control mechanism (e.g., selection of a variable resistor termination path connected to an interface).

[0036] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle braking control method in this embodiment. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby realizing the aforementioned vehicle braking control method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the computer terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0037] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0038] The display can be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 10.

[0039] Under the above operating environment, embodiments of this application provide a vehicle braking control method, such as... Figure 2 As shown, the method includes the following steps:

[0040] Step S202: Obtain the set of brake pedal action signals of the target vehicle, wherein the set of brake pedal action signals includes the acquisition results of various preset types of brake pedal action signals;

[0041] In some embodiments of this application, the set of brake pedal action signals includes: brake pedal displacement signal, brake pedal force signal, and brake pedal angular displacement signal.

[0042] like Figure 3 As shown, the brake pedal is equipped with a Hall effect displacement sensor, a strain gauge tension sensor, and an angle sensor.

[0043] Optionally, a Hall effect displacement sensor can be used to acquire the brake pedal displacement signal. The sampling frequency is 100-200Hz, and the sensor outputs a voltage signal. With displacement Satisfies a linear relationship:

[0044]

[0045] in, The value is the sensitivity of the displacement sensor (V / mm), ranging from 0.01 to 0.05 V / mm; The zero-position voltage (V) of the displacement sensor has a value range of 0.5-1.0V; The value is the brake pedal displacement (mm) at time t, and its range is 0-150mm (corresponding to the full pedal travel).

[0046] For the brake pedal force signal, a strain gauge tension sensor can be used to collect the brake pedal force signal. The strain gauge is attached to the pedal linkage, and the sensor outputs a voltage signal. With pedaling force The relationship is:

[0047]

[0048] in, The sensitivity of the pedal force sensor (V / N) ranges from 0.001 to 0.005 V / N. The zero-point voltage (V) of the pedal force sensor has a value range of 0.5-1.0V; Let t be the braking force applied to the brake pedal (N), with a value ranging from 0 to 500N.

[0049] For brake pedal angular displacement signals, an angle sensor can be used to collect the brake pedal angular displacement signals. The sensor is mounted on the pedal shaft, and the angular displacement is related to the output voltage. satisfy:

[0050]

[0051] in, The angle sensor sensitivity (V / °) ranges from 0.005 to 0.02 V / °. The zero-position voltage (V) of the angle sensor has a value range of 0.5-1.0V; Let t be the angular displacement of the brake pedal (°), with a value range of 0-35° (corresponding to the full travel of the pedal).

[0052] In some embodiments of this application, the collected brake pedal action signal set may contain high-frequency noise mainly caused by mechanical vibration, electromagnetic interference, etc. A moving average filter combined with a Kalman filter can be used to reduce the noise in the collected brake pedal action signal set.

[0053] Optionally, the acquired raw signal can be filtered using a moving average according to the following formula to eliminate high-frequency spike noise:

[0054]

[0055]

[0056]

[0057] Where N is the length of the sliding window, and its value ranges from 5 to 15 (adjusted adaptively according to the sampling frequency; the higher the sampling frequency, the larger the value of N). , , These are the original displacement, stepping force, and angular displacement signals at time i, respectively. The 1 in the subscript indicates that the signal has been smoothed and filtered.

[0058] When performing Kalman filtering, taking displacement signals as an example, the following Kalman filtering model for displacement signals can be established:

[0059] The state equations are established as follows:

[0060]

[0061] The observation equations are established as follows:

[0062]

[0063] in: Let be the state variables of the filtered displacement signal at time t; A is the state transition matrix, B is the control matrix, u(t) is the control input, w(t) is the process noise, z(t) is the observation value at time t, C is the observation matrix, and n(t) is the observation noise. The subscript 2 indicates that the signal has been processed by Kalman filtering. By executing the Kalman filtering algorithm, the state variables of the filtered displacement signal at time t can be obtained. Similarly, regarding the pedaling force signal... Angular displacement signal The above Kalman filtering process is performed to obtain the denoised signal. , .

[0064] In some embodiments of this application, when performing filtering and noise reduction, each signal can first be subjected to moving average filtering, and then the signal after moving average filtering can be subjected to Kalman filtering.

[0065] In some embodiments of this application, the entire braking process can be divided into multiple consecutive acquisition moments. Each acquisition moment corresponds to an independent set of brake pedal action signals, which includes the brake pedal displacement signal, pedal force signal, and angular displacement signal acquired at that moment. Specifically, the brake controller operates continuously at a preset acquisition frequency, such as 100 Hz, and each acquisition cycle is recorded as an acquisition moment. At each acquisition moment, the controller reads instantaneous values ​​from the displacement sensor, pedal force sensor, and angle sensor, respectively, to form the brake pedal action signal set for that moment. Subsequently, the controller sequentially performs adaptive noise reduction processing, nonlinear calibration model calculation, brake type identification, and target brake master cylinder pressure calculation on the signal set for each moment. Because the signal set for each acquisition moment is processed independently, the system can track the dynamic changes in the driver's brake pedal operation in real time, thereby generating a target brake master cylinder pressure sequence that changes continuously over time, driving the brake actuator to output smooth and precise braking force.

[0066] Step S204: Determine the braking type of the target vehicle based on the set of brake pedal action signals. The braking type is used to reflect the driver's braking intention and to determine the relationship between the set of brake pedal action signals and the brake master cylinder pressure.

[0067] As an optional implementation method, determining the braking type of the target vehicle based on the set of brake pedal action signals includes: determining the brake pedal displacement distance and displacement change rate of the target vehicle based on the brake pedal displacement signal; and determining the braking type of the target vehicle based on a first value range where the brake pedal displacement distance is located and a second value range where the displacement change rate is located.

[0068] Optionally, it can be based on pedal displacement. Displacement change rate and pedaling force Braking types are divided into three categories, and the identification criteria are as follows:

[0069] (1) First braking type: and ;

[0070] (2) Second braking type: or ;

[0071] (3) Third braking type: and .

[0072] In some embodiments of this application, the braking type includes a first braking type, a second braking type, and a third braking type. The first braking type represents a conventional braking intent, the second braking type represents an emergency braking intent, and the third braking type represents a light braking intent.

[0073] Optionally, conventional braking corresponds to the driver's deceleration needs under most normal driving conditions, such as anticipatory deceleration or smooth stopping. In this case, the brake pedal displacement distance is within a moderate range and the rate of displacement change is moderate. The initial pressure output by the calibration model can be used as a basis, combined with the vacuum booster's vacuum level for linear correction, to achieve smooth braking force matching the current vehicle speed and operating conditions. Emergency braking corresponds to scenarios where the driver needs to deal with sudden dangers or requires the shortest braking distance. In this case, the brake pedal displacement distance is large or the rate of displacement change is extremely high. Vacuum level correction or filtering can be discontinued; instead, the maximum available master cylinder pressure can be output directly based on the ratio of the pedal displacement to the maximum displacement, achieving peak braking force as quickly as possible and prioritizing braking safety. Light braking corresponds to scenarios where the driver is crawling at low speeds, following other vehicles in congested traffic, or only needs slight deceleration. In this case, the brake pedal displacement distance is small and the rate of displacement change is low. First-order hysteresis filtering can be applied to the initial master cylinder pressure, incorporating historical pressure values ​​from the previous moment for weighted smoothing, avoiding vehicle nodding or jerking caused by sudden changes in braking force, and prioritizing driving comfort. By classifying braking into the above three types, this application can adaptively switch braking force matching strategies according to different braking operation characteristics of the driver, taking into account multiple objectives such as safety, responsiveness and smoothness.

[0074] Step S206: Determine the target brake master cylinder pressure of the target vehicle based on the brake pedal action signal set and braking type;

[0075] As an optional implementation, the step of determining the target brake master cylinder pressure of the target vehicle based on the brake pedal actuation signal set, the braking type, and the calibration model of the target vehicle includes: when the braking type is a first braking type or a third braking type, determining the brake calibration model of the target vehicle, and determining the target brake master cylinder pressure based on the brake calibration model and the brake pedal actuation signal set, wherein the brake calibration model is used to determine the correlation between the brake pedal actuation signal set and the target brake master cylinder pressure; when the braking type is a second braking type, determining a second pressure correction coefficient based on the ratio of the brake pedal displacement distance of the target vehicle to a preset maximum displacement distance, and determining the result of multiplying the preset maximum brake master cylinder pressure and the second pressure correction coefficient as the target brake master cylinder pressure.

[0076] In some embodiments of this application, due to factors such as mechanical clearance of the brake pedal, spring elastic deformation, and nonlinear characteristics of the vacuum booster, the relationship between pedal displacement and braking force is nonlinear, thus requiring compensation through a calibration model. The calibration model is a model established using multiple polynomial fitting (e.g., cubic polynomial) to reflect the mapping relationship between pedal displacement and brake master cylinder pressure, and angular displacement and pedal force can be incorporated for correction. The calculation method for the calibration model is as follows:

[0077]

[0078] in, The calibrated master cylinder pressure (MPa); These are the displacement fitting coefficients; These are correction factors for angular displacement and pedaling force. This is the cross-correction coefficient for displacement and angular displacement. It should be noted that the dimensions of each input parameter have been standardized in the above calculation formulas and other calculation formulas in this application. Any method can be used for dimension processing, and no limitation is made here.

[0079] The above fitting coefficients are obtained by using the least squares method, and the objective function is as follows:

[0080]

[0081] Taking the partial derivative of the objective function and setting it equal to 0, we obtain the following system of linear equations:

[0082]

[0083] in, For coefficient vectors; For the sample pressure vector; The sample matrix has dimensions 11×7, as shown below:

[0084]

[0085] Then you can solve the system of linear equations. And obtain the coefficient vector The calibration model was established.

[0086] In some embodiments of this application, during bench testing, the brake pedal can be controlled from 0% (unpressed) to 100% (fully depressed) of its full travel, and samples can be collected at 10% travel intervals. Five sets of data are collected at each interval, and the average value is taken as the calibration sample to obtain the sample set used to construct the calibration model. ,in (Corresponding to 11 travel intervals) This refers to the brake master cylinder pressure during the corresponding stroke.

[0087] After establishing the calibration model, a preset number of validation samples (e.g., 5 groups, with a stroke interval of 5%) can be collected, substituted into the calibration model, and the error between the predicted pressure and the actual pressure can be calculated. The details are as follows:

[0088]

[0089] If error If the error is within 0.1 MPa, the model calibration is successful; if the error is greater than 0.1 MPa, the fitting order should be adjusted (for example, it can be changed to a fourth-order polynomial) or the number of samples should be increased, and the fitting should be repeated until the error meets the requirements.

[0090] In some embodiments of this application, the step of determining the target brake master cylinder pressure based on the brake calibration model and the set of brake pedal action signals includes: substituting the set of brake pedal action signals into the brake calibration model to obtain the initial brake master cylinder pressure of the target vehicle; when the braking type is the first braking type, determining the first pressure correction coefficient based on the vacuum degree of the vacuum booster of the target vehicle, and determining the result of multiplying the initial brake master cylinder pressure and the first pressure correction coefficient as the target brake master cylinder pressure; when the braking type is the third braking type, determining the historical brake master cylinder pressure, and determining the weighted sum of the initial brake master cylinder pressure and the historical brake master cylinder pressure as the target brake master cylinder pressure at the current moment, wherein the historical brake master cylinder pressure is the brake master cylinder pressure corresponding to the previous adjacent moment of the current moment.

[0091] Optionally, the formula for calculating the target brake master cylinder pressure corresponding to the first braking type is as follows:

[0092]

[0093]

[0094] In the above formula, This is the vacuum degree correction factor. For the vacuum level of the vacuum booster, Indicates the calibration model, These are the noise-reduced brake pedal displacement signal, brake pedal angular displacement signal, and brake pedal force signal, respectively. Let t be the target braking master cylinder pressure at time t.

[0095] The formula for calculating the target brake master cylinder pressure corresponding to the second braking type is as follows:

[0096]

[0097] In the above formula, This represents the maximum displacement of the brake pedal (mm), a value determined by the vehicle model, for example, 150mm. Maximum brake master cylinder pressure. It is determined by the vehicle model parameters; for example, it is 10-15 MPa for general passenger cars.

[0098] The formula for calculating the target brake master cylinder pressure corresponding to the third braking type is as follows:

[0099]

[0100] In the above formula, The target braking master cylinder pressure at time t-1, Let t be the target braking master cylinder pressure at time t.

[0101] Step S208: Determine the braking control signal based on the target braking master cylinder pressure, and control the brake actuator to output braking force that matches the braking control signal based on the braking control signal.

[0102] As an optional implementation method, the matched target brake master cylinder pressure can be... Converted into a control signal for the brake actuator, control signal The calculation method is as follows:

[0103]

[0104] in, The control signal conversion coefficient (V / MPa) can range from 0.2 to 0.5 V / MPa. The zero-point voltage (V) of the control signal can be 1.0V.

[0105] Then the brake actuator can be adjusted according to the control signal. It outputs corresponding braking force to achieve precise matching between brake pedal operation and braking force.

[0106] Optionally, the following methods can also be used to identify faults in the target vehicle: obtain the actual brake master cylinder pressure of the target vehicle; determine the deviation between the actual brake master cylinder pressure and the target brake master cylinder pressure; if the deviation is greater than a preset deviation threshold, determine that the target vehicle is faulty.

[0107] In some embodiments of this application, the fault identification method further includes: determining the brake pedal action signal change rate of the target vehicle based on the brake pedal action signal set, wherein the brake pedal action signal change rate includes at least one of the following: displacement change rate, pedal force change rate; and determining that the target vehicle has a brake pedal action signal change rate greater than a preset change rate threshold within a continuous first preset number of signal acquisition cycles, and determining the fault type as signal abnormality.

[0108] In some embodiments of this application, in the case of a brake pedal sensor failure, the constraint relationship between brake pedal action signals in the brake pedal action signal set can be determined; if the actual acquisition result of the brake pedal action signal does not meet the constraint relationship, or if there are brake pedal action signals that have not been acquired for a second preset number of consecutive acquisition cycles, the target vehicle is determined to be faulty, and the fault type is determined to be a sensor failure.

[0109] The above constraints include the permissible range of values ​​for one brake pedal action signal given the value of the other brake pedal action signal.

[0110] Optionally, for signal anomaly-related faults, the rate of change of the brake pedal signal can be calculated to determine whether there are abnormal fluctuations in the signal and the rate of displacement change. Rate of change of pedaling force The calculation method is as follows:

[0111]

[0112]

[0113] in, The acquisition period (s) is 0.005-0.01s (corresponding to an acquisition frequency of 100-200Hz).

[0114] You can then set a threshold, such as a displacement change rate threshold. Threshold for rate of change of pedaling force ;like or If the duration exceeds 3 acquisition cycles, it is determined to be a signal abnormality, and a signal abnormality fault code is output.

[0115] Optionally, sensor faults can be categorized into zero-position faults, signal loss faults, and consistency faults. For a zero-position fault, when the brake pedal is not depressed ( ), detect the output voltage of the displacement sensor , pedal force sensor output voltage ,like or If so, it is determined to be a sensor zero-position fault.

[0116] For signal loss faults, if displacement, stepping force, or angular displacement signals are not collected for a second preset number of consecutive acquisition cycles (e.g., five), it is determined that the corresponding sensor signal is lost.

[0117] For consistency fault diagnosis, there is a fixed constraint relationship between the displacement signal and the angular displacement signal, and the expression of the constraint relationship is as follows:

[0118]

[0119] In the above expression, L is the effective lever arm length of the brake pedal (mm), which is a known parameter and can be determined according to the vehicle model of the target vehicle.

[0120] Then k calculates the actual displacement Compared with the theoretical displacement calculated based on angular displacement deviation The calculation method is as follows:

[0121]

[0122] like If the duration exceeds a preset number of acquisition cycles (e.g., 3), it is determined to be a consistency failure between the displacement sensor and the angular displacement sensor.

[0123] In some embodiments of this application, for mechanical faults, the target brake master cylinder pressure can be calculated. Compared with the actual collected brake master cylinder pressure deviation The calculation method is as follows:

[0124]

[0125] like If the duration exceeds a preset number of acquisition cycles (e.g., 5), and the possibility of sensor failure is ruled out, then it is determined to be a mechanical sticking of the brake pedal or a vacuum booster failure, and a mechanical fault code is output.

[0126] In some embodiments of this application, after a fault is detected in the target vehicle, corresponding processing can be performed according to the fault level (minor, severe). For minor faults (such as abnormal signals), redundant signals (such as angular displacement signals replacing displacement signals) are used to continue working. For severe faults (such as sensor signal loss or mechanical jamming), the braking system alarm is triggered and the emergency braking mode is activated to ensure driving safety.

[0127] In some embodiments of this application, the following are also provided: Figure 4 The vehicle braking process shown includes the following steps:

[0128] Step S402: Collect multi-dimensional brake pedal signals of the target vehicle;

[0129] Step S404: Noise reduction processing is performed on the multi-dimensional brake pedal signal;

[0130] Step S406: Real-time fault diagnosis of the pedal is performed based on a predetermined calibration model and multi-dimensional brake pedal signals.

[0131] Step S408: Determine the braking type based on the multi-dimensional brake pedal signal, and dynamically match the braking force of the target vehicle based on the multi-dimensional brake pedal signal, the pre-determined calibration model and the braking type.

[0132] It should be noted that steps S406 and S408 are steps that can be executed in parallel.

[0133] By acquiring a set of brake pedal action signals from a target vehicle, including the acquisition results of various preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, where the braking type reflects the driver's braking intention and is used to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining the brake control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output braking force matching the brake control signal, this method achieves the goal of identifying the driver's braking intention and adjusting the braking process according to the braking intention. This achieves the technical effect of matching the vehicle's braking state with the driver's actual needs, thus solving the technical problem of mismatch between the actual vehicle braking state and the driver's needs caused by the inability to adjust the braking process according to the driver's braking intention in related technologies.

[0134] In the vehicle braking control method provided in this application embodiment, precise processing of the brake pedal signal is achieved through multi-dimensional signal acquisition, adaptive noise reduction, nonlinear calibration, real-time fault diagnosis, and dynamic braking force matching, thereby improving the control accuracy and safety of the braking system. The vehicle braking control method includes multi-sensor fusion of the brake pedal, nonlinear calibration, fault diagnosis logic, and dynamic braking force matching. The entire scheme realizes the entire process from signal acquisition → filtering → multi-variable nonlinear calibration → fault diagnosis → dynamic braking force distribution.

[0135] This application provides a vehicle braking control device. Figure 5 This is a schematic diagram of the device. From... Figure 5As can be seen from the diagram, the device includes: a first processing module 50, used to acquire a set of brake pedal action signals of the target vehicle, wherein the set of brake pedal action signals includes the acquisition results of multiple preset types of brake pedal action signals; a second processing module 52, used to determine the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle, and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; a third processing module 54, used to determine the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; and a fourth processing module 56, used to determine a brake control signal based on the target brake master cylinder pressure, and to control the brake actuator to output a braking force matching the brake control signal based on the brake control signal.

[0136] In some embodiments of this application, the set of brake pedal action signals includes: brake pedal displacement signal, brake pedal force signal, and brake pedal angular displacement signal.

[0137] In some embodiments of this application, the braking type includes a first braking type, a second braking type, and a third braking type;

[0138] In some embodiments of this application, the step of the third processing module 54 determining the target brake master cylinder pressure of the target vehicle based on the brake pedal action signal set, the braking type, and the calibration model of the target vehicle includes: when the braking type is a first braking type or a third braking type, determining the brake calibration model of the target vehicle, and determining the target brake master cylinder pressure based on the brake calibration model and the brake pedal action signal set, wherein the brake calibration model is used to determine the correlation between the brake pedal action signal set and the target brake master cylinder pressure; when the braking type is a second braking type, determining a second pressure correction coefficient based on the ratio of the brake pedal displacement distance of the target vehicle to a preset maximum displacement distance, and determining the result of multiplying the preset maximum brake master cylinder pressure and the second pressure correction coefficient as the target brake master cylinder pressure.

[0139] In some embodiments of this application, the step of the third processing module 54 in determining the target brake master cylinder pressure based on the brake calibration model and the set of brake pedal action signals includes: substituting the set of brake pedal action signals into the brake calibration model to obtain the initial brake master cylinder pressure of the target vehicle; when the braking type is the first braking type, determining the first pressure correction coefficient based on the vacuum level of the vacuum booster of the target vehicle, and determining the result of multiplying the initial brake master cylinder pressure and the first pressure correction coefficient as the target brake master cylinder pressure; when the braking type is the third braking type, determining the historical brake master cylinder pressure, and determining the weighted sum of the initial brake master cylinder pressure and the historical brake master cylinder pressure as the target brake master cylinder pressure at the current moment, wherein the historical brake master cylinder pressure is the brake master cylinder pressure corresponding to the previous adjacent moment of the current moment.

[0140] In some embodiments of this application, the vehicle braking control device is further configured to: acquire the actual brake master cylinder pressure of the target vehicle; determine the deviation value between the actual brake master cylinder pressure and the target brake master cylinder pressure; and determine a target vehicle malfunction if the deviation value is greater than a preset deviation value threshold.

[0141] In some embodiments of this application, the vehicle braking control device is further configured to: determine the rate of change of the brake pedal action signal of the target vehicle based on the set of brake pedal action signals, wherein the rate of change of the brake pedal action signal includes at least one of the following: displacement rate of change, pedal force rate of change; and determine that the target vehicle is faulty if the target vehicle has a rate of change of the brake pedal action signal greater than a preset rate of change threshold within a first preset number of signal acquisition cycles.

[0142] In some embodiments of this application, the vehicle braking control device is further configured to: determine the constraint relationship between brake pedal action signals in the set of brake pedal action signals; and determine the target vehicle fault and determine the fault type as sensor fault if the actual acquisition result of the brake pedal action signal does not meet the constraint relationship, or if there are brake pedal action signals that have not been acquired for a second preset number of consecutive acquisition cycles.

[0143] It should be noted that the modules in the above-mentioned vehicle braking control device can be program modules (such as a set of program instructions to implement a certain function) or hardware modules. For the latter, they can be in the following forms, but are not limited to these: each of the above modules is in the form of a processor, or the functions of each of the above modules are implemented by a processor.

[0144] According to an embodiment of this application, a vehicle is also provided, including: a memory and a processor. The processor is used to run a program stored in the memory, wherein the program executes the following vehicle braking control method: acquiring a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes the acquisition results of multiple preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output a braking force matching the braking control signal based on the braking control signal.

[0145] According to an embodiment of this application, a vehicle is also provided, including: a memory and a processor. The processor is used to run a program stored in the memory, wherein the program executes the following vehicle braking control method: acquiring a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes the acquisition results of multiple preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output a braking force matching the braking control signal based on the braking control signal.

[0146] According to an embodiment of this application, a non-volatile storage medium is also provided, which stores a program. When the program runs, it controls the device containing the non-volatile storage medium to execute the following vehicle braking control method: acquiring a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes the acquisition results of multiple preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the driver's braking intention and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output braking force matching the braking control signal based on the braking control signal.

[0147] According to an embodiment of this application, a computer program product is also provided, including a computer program, wherein the computer program, when executed by a processor, implements the following steps of a vehicle braking control method: acquiring a set of brake pedal action signals of a target vehicle, wherein the set of brake pedal action signals includes the acquisition results of multiple preset types of brake pedal action signals; determining the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure; determining the target brake master cylinder pressure of the target vehicle based on the set of brake pedal action signals and the braking type; determining a braking control signal based on the target brake master cylinder pressure, and controlling the brake actuator to output braking force matching the braking control signal based on the braking control signal.

[0148] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0149] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0150] The units described as separate components may or may not be physically separate. 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0151] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0152] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it 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 related technologies, or all or 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, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0153] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle braking control method, characterized in that, include: Acquire a set of brake pedal action signals of the target vehicle, wherein the set of brake pedal action signals includes the acquisition results of various preset types of brake pedal action signals; Based on the set of brake pedal action signals, the braking type of the target vehicle is determined, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure. Based on the set of brake pedal action signals and the braking type, the target brake master cylinder pressure of the target vehicle is determined; The braking control signal is determined based on the target braking master cylinder pressure, and the braking actuator is controlled to output a braking force that matches the braking control signal based on the braking control signal.

2. The vehicle braking control method according to claim 1, characterized in that, The set of brake pedal action signals includes: brake pedal displacement signal, brake pedal force signal, and brake pedal angular displacement signal; determining the braking type of the target vehicle based on the set of brake pedal action signals includes: Based on the brake pedal displacement signal, determine the brake pedal displacement distance and displacement change rate of the target vehicle; The braking type of the target vehicle is determined based on the first value range of the displacement distance of the brake pedal and the second value range of the displacement change rate.

3. The vehicle braking control method according to claim 1, characterized in that, The braking types include a first braking type, a second braking type, and a third braking type; based on the brake pedal action signal set, the braking type, and the calibration model of the target vehicle, the target brake master cylinder pressure of the target vehicle is determined, including: When the braking type is the first braking type or the third braking type, the braking calibration model of the target vehicle is determined, and the target brake master cylinder pressure is determined based on the braking calibration model and the set of brake pedal action signals, wherein the braking calibration model is used to determine the correlation between the set of brake pedal action signals and the target brake master cylinder pressure; When the braking type is the second braking type, a second pressure correction coefficient is determined based on the ratio of the target vehicle's brake pedal displacement distance to the preset maximum displacement distance, and the result of multiplying the preset maximum brake master cylinder pressure and the second pressure correction coefficient is determined as the target brake master cylinder pressure.

4. The vehicle braking control method according to claim 3, characterized in that, Determining the target brake master cylinder pressure based on the brake calibration model and the set of brake pedal action signals includes: Substituting the set of brake pedal action signals into the brake calibration model, the initial brake master cylinder pressure of the target vehicle is obtained; When the braking type is the first braking type, a first pressure correction coefficient is determined based on the vacuum level of the vacuum booster of the target vehicle, and the result of multiplying the initial brake master cylinder pressure and the first pressure correction coefficient is determined as the target brake master cylinder pressure; When the braking type is the third braking type, the historical braking master cylinder pressure is determined, and the weighted sum of the initial braking master cylinder pressure and the historical braking master cylinder pressure is determined as the target braking master cylinder pressure at the current time, wherein the historical braking master cylinder pressure is the braking master cylinder pressure corresponding to the previous adjacent time of the current time.

5. The vehicle braking control method according to claim 4, characterized in that, The method further includes: Obtain the actual brake master cylinder pressure of the target vehicle; Determine the deviation between the actual brake master cylinder pressure and the target brake master cylinder pressure; If the deviation value is greater than a preset deviation value threshold, the target vehicle is determined to be faulty.

6. The vehicle braking control method according to claim 1, characterized in that, The method further includes: Based on the set of brake pedal action signals, the rate of change of the brake pedal action signal of the target vehicle is determined, wherein the rate of change of the brake pedal action signal includes at least one of the following: rate of change of displacement, rate of change of pedal force; If, within a first preset number of signal acquisition cycles, the target vehicle exhibits a brake pedal action signal change rate greater than a preset change rate threshold, then the target vehicle is determined to be faulty, and the fault type is determined to be a signal abnormality.

7. The vehicle braking control method according to claim 1, characterized in that, The method further includes: Determine the constraint relationships between the brake pedal action signals in the set of brake pedal action signals; If the actual acquisition result of the brake pedal action signal does not meet the constraint relationship, or if there are brake pedal action signals that are not acquired for a second preset number of consecutive acquisition cycles, the target vehicle is determined to be faulty, and the fault type is determined to be sensor fault.

8. A vehicle braking control device, characterized in that, include: The first processing module is used to acquire a set of brake pedal action signals of the target vehicle, wherein the set of brake pedal action signals includes the acquisition results of various preset types of brake pedal action signals. The second processing module is used to determine the braking type of the target vehicle based on the set of brake pedal action signals, wherein the braking type is used to reflect the braking intention of the driver of the target vehicle, and to determine the correlation between the set of brake pedal action signals and the brake master cylinder pressure. The third processing module is used to determine the target brake master cylinder pressure of the target vehicle based on the brake pedal action signal set and the braking type. The fourth processing module is used to determine the braking control signal based on the target braking master cylinder pressure, and to control the braking actuator to output a braking force that matches the braking control signal based on the braking control signal.

9. A vehicle, characterized in that, include: A memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when executed, performs the vehicle braking control method according to any one of claims 1 to 7.

10. A non-volatile storage medium, characterized in that, The non-volatile storage medium stores a program, wherein when the program is executed, it controls the device containing the non-volatile storage medium to perform the vehicle braking control method according to any one of claims 1 to 7.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle braking control method according to any one of claims 1 to 7.

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