Braking processing method, device and vehicle

Abstract

The application discloses a brake processing method and device and a vehicle, relates to the technical field of vehicle control, and aims to exclude improper comfort brake intervention time, match comfort brake and driver brake intention, and improve brake safety and driving experience. The method comprises the following steps: obtaining a brake anchor point moment based on a pedal opening fluctuation value of a brake pedal of a target vehicle and a brake deceleration fluctuation value of the target vehicle in a sliding time window; obtaining a deceleration difference and a pedal compensation amount corresponding to any correction event after the brake anchor point moment; obtaining a brake correction sensitivity based on the deceleration difference and the pedal compensation amount corresponding to at least one correction event; obtaining a predicted compensation amount of the brake pedal when the comfort brake is intervened based on the brake correction sensitivity, a brake deceleration at a current moment and target decelerations corresponding to multiple moments within a first time length; and determining whether the target vehicle intervenes the comfort brake based on the predicted compensation amount.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a braking processing method, device, and vehicle. Background Technology

[0002] Existing vehicle braking methods, such as comfort braking technology, generate smoother braking pressure, braking torque, or pressure gradient to achieve vehicle braking after the vehicle meets certain conditions. Although these methods can improve problems such as vehicle pitching and braking shock, their braking intervention timing is usually not appropriate. When the braking intervention timing is inappropriate, it will cause the braking process to be mismatched with the driver's braking intention, affecting braking safety and the driver's driving experience. Summary of the Invention

[0003] Therefore, this application proposes a braking processing method, device, and vehicle, which aims to eliminate unsuitable timing for comfort braking intervention in advance and enable comfort braking to intervene without violating the driver's braking intention, thereby improving braking safety and the driver's driving experience.

[0004] In a first aspect, embodiments of this application provide a braking processing method, the method comprising: The braking anchor point time is obtained based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window. After the braking anchor point moment, in response to any correction event, the deceleration difference and pedal compensation amount corresponding to the correction event are obtained, and the braking correction sensitivity is obtained based on the deceleration difference and pedal compensation amount corresponding to at least one correction event. Based on braking correction sensitivity, and combining the current braking deceleration with the target deceleration corresponding to each of the multiple moments within a first duration, a predicted compensation amount for the brake pedal when comfort braking is engaged is obtained. The predicted compensation amount is then used to determine whether the target vehicle engages comfort braking. The first duration is the time interval between any two selected moments between the braking anchor point and the target vehicle's stopping time.

[0005] In some embodiments, the braking anchor point time is obtained based on the pedal opening fluctuation value and braking deceleration fluctuation value of the brake pedal within the slip time window of the target vehicle, including: When the pedal opening fluctuation value is less than the pedal opening fluctuation threshold and the braking deceleration fluctuation value is less than the braking deceleration fluctuation threshold, the end time of the sliding time window is taken as the braking anchor point time.

[0006] In some embodiments, the pedal opening fluctuation value is the difference between the maximum and minimum pedal opening values ​​of the brake pedal within the sliding time window; the braking deceleration fluctuation value is the difference between the maximum and minimum braking deceleration values ​​within the sliding time window.

[0007] In some embodiments, whether a correction event has occurred is determined in the following ways: Regarding the second duration, if the first deceleration is insufficient to meet the deceleration condition at multiple moments within the second duration, and the pedal accelerator amount reaches the accelerator threshold within the second duration, a correction event is determined to occur in the second duration. The second duration is the time interval between any two moments selected between the braking anchor point moment and the stopping moment of the target vehicle, and the starting moment of the second duration is the braking anchor point moment.

[0008] Specifically, for any moment within the second time period, the first deceleration deficiency is the larger of the first preset value and the first deceleration difference, where the first deceleration difference is the difference between the reference deceleration at moment [time] and the braking deceleration at moment [time]. The deceleration difference is the cumulative value of the first deceleration deficiency at multiple moments within the second time period; the pedal compensation amount is the amount of pedal re-pressing within the second time period.

[0009] In some embodiments, the deceleration condition includes at least one of the following: During the second time period, the insufficient amount of the first deceleration at multiple moments was greater than the insufficient threshold. Within the second time period, the cumulative value of the insufficient first deceleration at multiple moments exceeds the cumulative threshold.

[0010] In some embodiments, braking correction sensitivity is obtained by: Based on the accumulated value of the deceleration difference from at least one correction event, and combined with a preset compensation coefficient, the deceleration parameters are obtained; and, The pedal compensation parameters are obtained based on the cumulative value of the pedal compensation amount based on at least one correction event. The ratio between the pedal compensation parameter and the deceleration parameter is used as the braking correction sensitivity.

[0011] In some embodiments, based on braking correction sensitivity, and combining the braking deceleration at the current moment with the target deceleration corresponding to each of multiple moments within a first time duration, a predicted compensation amount for the brake pedal when comfort braking is engaged is obtained, including: Based on the braking deceleration at the current moment, the first predicted deceleration corresponding to each of the multiple moments within the first time period is obtained, as well as the deceleration variables corresponding to each moment when comfort braking intervenes. For any moment within the first time period, based on the corresponding first preset deceleration and the corresponding deceleration variable, determine the second predicted deceleration at that moment when comfort braking is intervened, and obtain the second deceleration insufficiency at that moment; wherein, the second deceleration insufficiency is the larger value between the second preset value and the second deceleration difference, and the second deceleration difference is the difference between the target deceleration at that moment and the corresponding second predicted deceleration. Based on the braking correction sensitivity, and combined with the obtained multiple second deceleration differences, the predicted compensation amount is obtained.

[0012] In some embodiments, determining whether the target vehicle should engage comfort braking based on the predicted compensation amount includes: When the predicted compensation amount is less than or equal to the compensation threshold, the target vehicle is determined to engage comfort braking. When the predicted compensation amount is greater than the compensation threshold, it is determined that the target vehicle will not engage comfort braking.

[0013] In some embodiments, before determining that the target vehicle is engaging comfort braking, the method further includes: Determine that the brake pedal opening is less than a first opening threshold; and / or, Determine that the rate of increase of the brake pedal opening is less than the rate of increase threshold.

[0014] In some embodiments, before obtaining the braking anchor point time based on the pedal opening fluctuation value and braking deceleration fluctuation value of the brake pedal within the slip time window of the target vehicle, the method further includes: The target vehicle must meet at least one of the following criteria: Determine that the brake pedal opening is greater than the second opening threshold. The current operating condition of the target vehicle is determined to be a non-target operating condition; Determine that the target vehicle's speed reaches the preset speed; The target vehicle's speed is determined to be less than a preset speed, and for multiple operational items, at least one operational item's current operational parameter reaches its corresponding operational threshold. The operational threshold for each operational item is obtained based on the median value of multiple operational parameters within a third time period. The end time of the third time period is the braking anchor point time.

[0015] In some embodiments, it also includes: If the target vehicle's speed is less than the preset speed, and the current operating parameters of multiple operating items are all less than the corresponding operating thresholds, then it is determined that the target vehicle will not engage comfort braking.

[0016] In some embodiments, it also includes: In response to a release command to the brake pedal, it is determined that the target vehicle does not engage comfort braking.

[0017] In some embodiments, before obtaining the braking correction sensitivity based on the deceleration difference corresponding to each of the at least one correction event in the response and the pedal compensation amount, the method further includes: Determine that the total number of at least one correction event is less than a quantity threshold; Following the braking anchor point moment, it also includes: When the total number of at least one corrective event reaches a quantity threshold, it is determined that the target vehicle will not engage comfort braking.

[0018] Secondly, embodiments of this application provide a braking processing device, which includes: an anchor point acquisition module, a sensitivity acquisition module, and a comfort braking intervention determination module, wherein: The anchor point acquisition module is used to obtain the braking anchor point time based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window. The sensitivity acquisition module is used to obtain the deceleration difference and pedal compensation amount corresponding to any correction event after the braking anchor point time, and to obtain the braking correction sensitivity based on the deceleration difference and pedal compensation amount corresponding to each of the at least one correction event. The comfort braking intervention determination module is used to obtain the predicted compensation amount of the brake pedal when comfort braking is intervened, based on the braking correction sensitivity, combined with the braking deceleration at the current moment and the target deceleration corresponding to each of the multiple moments within a first duration. Based on the predicted compensation amount, it determines whether the target vehicle should engage comfort braking. The first duration is the time interval between any two moments selected between the braking anchor point moment and the stopping moment of the target vehicle.

[0019] The above-described braking processing device has the same beneficial technical effects as the braking processing method in the above embodiments, and will not be described again here.

[0020] Thirdly, embodiments of this application provide a vehicle that includes a braking processing device and a vehicle body, as described in the second aspect; wherein the braking processing device is disposed inside the vehicle body.

[0021] The above-described vehicle has the same beneficial technical effects as the braking treatment method in the above embodiments, and will not be described again here.

[0022] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0023] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1A flowchart of a braking processing method provided in an embodiment of this application; Figure 2 A schematic diagram of the pedal opening-time curve and braking deceleration-time curve provided in the embodiments of this application; Figure 3 A flowchart of another braking processing method provided in the embodiments of this application; Figure 4 A schematic diagram illustrating the target deceleration, the first predicted deceleration, and the change of the first predicted deceleration over time, provided in an embodiment of this application; Figure 5 This application provides a schematic diagram for determining an operational intent. Figure 6 A structural block diagram of a braking processing device provided in an embodiment of this application; Figure 7 This is a structural block diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0025] In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0026] Unless the context otherwise requires, throughout the specification and claims, the term "comprising" is interpreted as open and encompassing, that is, "including, but not limited to".

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] In the description of embodiments of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0029] "At least one of A, B and C" has the same meaning as "at least one of A, B or C", both including the following combinations of A, B and C: only A, only B, only C, combinations of A and B, combinations of A and C, combinations of B and C, and combinations of A, B and C.

[0030] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0031] In addition, the use of “based on” implies openness and inclusivity, because processes, steps, calculations or other actions “based on” one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0032] Existing vehicle braking methods, such as comfort braking technology, achieve vehicle braking by generating smoother braking pressure, braking torque, or pressure gradient after the vehicle meets certain conditions.

[0033] For example, when the vehicle meets the conditions for smooth braking, the current braking value is reduced to a preset braking value according to a preset gradient to achieve vehicle braking; or when the vehicle speed is less than a preset threshold, non-emergency braking and emergency braking are distinguished according to the brake pedal displacement rate, and slow or fast rate pressure build-up is used respectively to improve low-speed braking dive; or, a pre-trained neural network model is used to predict the driver's required braking intensity and control the vehicle deceleration accordingly to achieve vehicle braking.

[0034] While the above methods can improve issues such as vehicle pitching and braking impact, the timing of braking intervention is often inappropriate. When the timing of braking intervention is inappropriate, the braking process will not match the driver's braking intention, affecting braking safety and the driver's driving experience.

[0035] For example, existing methods may enter a comfort braking preparation or execution state after determining that the vehicle speed is below a preset threshold and the driver has a braking request. If the driver has not formed a stable braking intention in the initial braking stage or at low speed, that is, the timing of braking intervention does not match the driver's actual braking intention, it will cause comfort braking to intervene too early, resulting in the braking force being weakened in advance, affecting braking safety and the driver's driving experience.

[0036] In addition, in actual driving, even if the driver's pedal change rate is small, the driver may press the pedal again when the vehicle deceleration is slightly insufficient. This additional pressing behavior indicates that the driver does not want the vehicle's braking system to reduce braking force at this time. However, since the existing methods cannot identify whether the driver is sensitive to the current change in braking force, it is easy to misjudge the temporary stability of the pedal as the state in which the driver allows comfort braking to intervene. That is, the timing of comfort braking intervention is judged incorrectly, thus allowing comfort braking to intervene, resulting in the braking force being weakened incorrectly.

[0037] Furthermore, after comfort braking intervenes, the existing methods lack the ability to anticipate the driver's subsequent reactions, meaning it is impossible to determine whether the timing of comfort braking intervention is appropriate based on the driver's reaction. When the driver feels that the deceleration is insufficient, they will frequently apply the brakes again. At this point, the braking system can only passively disengage or readjust, further exacerbating the driver's sense of insecurity and reducing their driving experience.

[0038] In view of this, embodiments of this application provide a braking processing method, device, and vehicle, which aim to eliminate unsuitable timing for comfort braking intervention in advance, so that comfort braking can intervene without violating the driver's braking intention, thereby improving braking safety and the driver's driving experience.

[0039] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with reference to the accompanying drawings and specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0040] Figure 1 A flowchart of a braking processing method provided in an embodiment of this application is shown below. Figure 1 As shown, it includes the following steps: Step S11: Based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window, obtain the braking anchor point time.

[0041] The target vehicle here is the vehicle that needs to be braked.

[0042] The aforementioned sliding time window is the collection interval for pedal opening data and braking deceleration data of the target vehicle within a recent preset time period. It ends at the current moment, with the aforementioned preset time period as the window length, and slides forward continuously as time progresses.

[0043] The pedal opening is a physical quantity that reflects the depth to which the driver presses the brake pedal. The larger the pedal opening, the deeper the driver presses the brake pedal, and the greater the desired braking force.

[0044] The pedal opening here can be directly measured by the pedal position sensor in the target vehicle.

[0045] The pedal opening fluctuation value can reflect the smoothness of the driver's braking operation and the stability of the braking intention. The smaller the fluctuation value, the more satisfied the driver is with the current pedal position and the more stable his braking intention is.

[0046] Braking deceleration is the magnitude of the deceleration generated by the target vehicle along the direction of travel during the current braking process. The greater the braking deceleration, the stronger the current braking intensity of the vehicle, and the more obvious its actual deceleration effect.

[0047] The braking deceleration here can be calculated based on the data collected by the wheel speed sensor and longitudinal acceleration sensor in the target vehicle.

[0048] Braking deceleration fluctuation value can reflect the smoothness of the actual deceleration process of the target vehicle and the driver's acceptance of the current braking effect. If the fluctuation value is small, it means that the vehicle deceleration is relatively smooth and the driver is more satisfied with the current braking response.

[0049] The above-mentioned braking anchor point time is the time for determining the timing of comfort braking intervention for the target vehicle.

[0050] In one embodiment, the aforementioned pedal opening fluctuation value can be the difference between the maximum and minimum pedal opening values ​​of the brake pedal within the sliding time window.

[0051] For example, within a sliding time window, the brake pedal opening of the target vehicle is collected in real time to obtain the pedal opening value corresponding to multiple moments. Then, the maximum and minimum values ​​are selected from these pedal opening values, and the difference between the maximum and minimum values ​​is the pedal opening fluctuation value within the sliding time window.

[0052] The braking deceleration fluctuation value can be the difference between the maximum braking deceleration value and the minimum braking deceleration value within the sliding time window.

[0053] In this embodiment of the application, when the sliding time window is W, the longitudinal acceleration of the target vehicle is... That is, during braking deceleration At that time, the pedal opening fluctuation and braking deceleration fluctuation within the sliding time window W can be expressed as: , , in, This represents the pedal opening fluctuation value within the sliding time window. This indicates the maximum pedal opening within the sliding time window. This represents the minimum pedal opening within the sliding time window, where... This represents any sampling moment within the sliding time window. This represents the braking deceleration fluctuation value within the sliding time window. This indicates the maximum braking deceleration within the braking time window. This represents the minimum braking deceleration within the braking time window. t represents the start time of the sliding time window, and t represents the end time of the sliding time window, which is the current time of the target vehicle.

[0054] Thus, within the sliding time window, by simply taking the maximum and minimum values ​​of the pedal opening and the maximum and minimum values ​​of the braking deceleration within the window and subtracting them once, the corresponding pedal opening fluctuation value and braking deceleration fluctuation value can be obtained. The entire calculation process is simple, has a small computational load, and does not require complex calculations, which can better meet the real-time control needs of the target vehicle.

[0055] In some embodiments, when obtaining the braking anchor point time based on the pedal opening fluctuation value and braking deceleration fluctuation value of the brake pedal within the sliding time window of the target vehicle, it can be achieved in the following way: When the pedal opening fluctuation value is less than the pedal opening fluctuation threshold and the braking deceleration fluctuation value is less than the braking deceleration fluctuation threshold, the end time of the sliding time window is taken as the braking anchor point time.

[0056] The pedal opening fluctuation threshold here can also be called the pedal holding threshold (ΔP). hold It is a pre-set function that can be used to determine whether the driver's current operation of the brake pedal has become stable, that is, whether the driver has formed a relatively stable braking intention.

[0057] The braking deceleration fluctuation threshold can also be called the braking deceleration holding threshold (Δa). hold It is a pre-set function that can be used to determine whether the driver approves of the current braking effect, that is, whether the vehicle has produced a braking response that can be perceived and accepted by the driver.

[0058] In the embodiments of this application, the pedal opening fluctuation threshold and braking deceleration fluctuation threshold of different vehicle models may be different to adapt to the differences in braking system characteristics, pedal structural properties, etc. of different vehicle models.

[0059] During implementation, at the moment when the braking anchor point of the target vehicle is determined ( Afterwards, record the pedal opening, braking deceleration, longitudinal vehicle speed, and the driver's requested braking torque corresponding to the aforementioned braking anchor point moment for subsequent use.

[0060] The pedal opening here is P. a =P(t a The braking deceleration is a. a =a b (t a The longitudinal speed is v a =v(t a The driver's requested braking torque is T. a =T req (t a ).

[0061] For example, the confirmation time (T) of the braking anchor point can also be preset.anchor If, within the aforementioned confirmation time, the pedal opening fluctuation value is always less than the pedal opening fluctuation threshold, and the braking deceleration fluctuation value is always less than the braking deceleration fluctuation threshold, then the end time of the sliding time window is taken as the braking anchor point time. In this way, the situation where the driver has formed a stable braking intention is avoided due to occasional brief pedal stabilization or deceleration stability, thereby improving the reliability of the braking anchor point time.

[0062] For example, Figure 2 In the diagram, curve 1 represents the change of the target vehicle's pedal opening over time, and curve 2 represents the change of the target vehicle's braking deceleration over time. For the slip time window W ( ~ At time t1, the fluctuation value of the pedal opening Less than the pedal opening fluctuation threshold ΔP hold Braking deceleration fluctuation value Less than the braking deceleration fluctuation threshold Δa hold And at confirmation time T anchor， Both inner curve 1 and curve 2 gradually stabilize, meaning that the pedal opening fluctuation and braking deceleration fluctuation values ​​remain within their respective thresholds throughout the confirmation time without significant changes. This indicates that the driver's braking intention and the vehicle's braking response have stabilized. At this point, the confirmation time is considered complete. The end time of the sliding time window is considered the braking anchor point time.

[0063] Because there is a setup process between the driver's braking operation and the vehicle's braking response, during the initial moment of the slip time window and for a period of time thereafter, the driver is usually in the initial depressing phase, at which time the pedal opening is still changing rapidly, and the vehicle's deceleration response has not yet been fully established (see reference). Figure 2 This means that the driver has not yet formed a relatively stable braking intention, and the vehicle has not yet produced a braking response that can be perceived and accepted by the driver. If any moment in the establishment process is directly taken as the intervention moment of comfort braking, it will not reflect the driver's true braking intention and will easily lead to premature intervention of comfort braking and premature weakening of braking force.

[0064] This application uses the end of the sliding time window as the braking anchor point when both the pedal opening fluctuation value and the braking deceleration fluctuation value are less than the braking deceleration fluctuation threshold. This ensures that the driver has formed a relatively stable braking intention and that the vehicle has produced a braking response that can be perceived and accepted by the driver. As a result, the timing of the intervention of the target vehicle's comfort braking is changed from being triggered by the vehicle's state to being triggered after the driver's intention is confirmed. That is, the event is triggered only after the driver's braking intention is fully judged. This can prevent the target vehicle's comfort braking from intervening prematurely, such as preventing the comfort braking from intervening prematurely while the driver is still adjusting the braking force, thereby improving braking safety and the driver's driving experience.

[0065] Step S12: After the braking anchor point moment, in response to any correction event, obtain the deceleration difference and pedal compensation amount corresponding to the correction event, and obtain the braking correction sensitivity based on the deceleration difference and pedal compensation amount corresponding to each of the at least one correction event.

[0066] Among them, the correction event is an operation event in the time period after the braking anchor point when the driver perceives that the vehicle deceleration does not meet his expectations and makes another correction to the braking input to compensate for the lack of actual deceleration relative to the expected deceleration, so that the actual deceleration of the vehicle approaches the deceleration expected by the driver.

[0067] For example, corrective actions such as pressing or releasing the brake pedal, or corrective actions that alter braking force by operating other devices on the vehicle that enable braking.

[0068] The following example, which corrects the driver's brake pedal press, illustrates the solution of this application.

[0069] In some embodiments, it can be determined whether a correction event has occurred in the following ways: For the second duration, if the first deceleration is insufficient to meet the deceleration condition at multiple moments within the second duration, and the pedal accelerator amount reaches the accelerator threshold within the second duration, a correction event is determined to occur in the second duration.

[0070] The second duration here is the time interval between any two selected moments between the braking anchor point and the stopping moment of the target vehicle. Its starting moment is the braking anchor point. This second duration can be understood as the driver's reaction time, such as the time interval required for the driver to perceive whether the braking deceleration has reached its expectation from the braking anchor point and to implement pedal correction (such as additional pedal press) after confirming that the braking deceleration is insufficient.

[0071] The aforementioned second duration is a human factor parameter. Different drivers have different reaction times. In this embodiment, after determining the driver information, it can be directly retrieved or the driver's reaction time can be calculated according to the corresponding algorithm to determine the second duration.

[0072] For example, a driver's reaction time can be 0.3s to 1s.

[0073] In this embodiment of the application, the driver's reaction time cannot exceed the time interval between the braking anchor point and the stopping time of the target vehicle.

[0074] Specifically, for any moment within the second time period, the first deceleration deficiency is the larger of the first preset value and the first deceleration difference, where the first deceleration difference is the difference between the reference deceleration at moment 1 and the braking deceleration at moment 2.

[0075] The reference deceleration here can be the braking deceleration at the braking anchor point (a) b (t a In this case, the reference deceleration at any moment within the second time period is the same, or it can be obtained by adjusting the vehicle speed decay of the target vehicle in combination with the slope. In this case, the reference deceleration at any moment within the second time period can be different, and this application does not impose any restrictions on this.

[0076] The braking deceleration is the actual braking deceleration of the target vehicle at any moment within the second time period.

[0077] In the embodiments of this application, the first preset value can be 0 or other values, and this application does not limit it.

[0078] For example, if the braking deceleration at a certain moment within the second time period is less than the reference deceleration at that moment, the insufficient first deceleration at that moment can be expressed as: , in, This indicates that the first deceleration at a certain moment within the second time period is insufficient. This represents the first preset value. This represents the first deceleration difference at a certain moment within the second time interval. This represents the reference deceleration at a certain moment within the second time period. This represents the actual braking deceleration at a certain moment within the second time period.

[0079] In some embodiments, the above deceleration conditions may include at least one of the following: During the second time period, the insufficient amount of the first deceleration at multiple moments was greater than the insufficient threshold. Within the second time period, the cumulative value of the insufficient first deceleration at multiple moments exceeds the cumulative threshold.

[0080] The insufficient threshold and cumulative threshold here are both preset and can be used to determine whether the first deceleration deficiency has always existed within the second time period, that is, to determine whether the actual braking deceleration perceived by the driver within the second time period has never reached his expectations.

[0081] Specifically, regarding the cumulative threshold, if the cumulative value of the insufficient first deceleration at multiple times exceeds the cumulative threshold, it is considered that the insufficient first deceleration has always existed within the second time period.

[0082] Setting deceleration conditions in this way can avoid being misjudged as continuous insufficient braking deceleration due to instantaneous fluctuations in the braking deceleration signal, noise interference, or occasional external disturbances. This prevents the driver's normal pedal fine-tuning in response to instantaneous fluctuations from being mistaken for supplemental pedaling to correct continuous insufficient braking force, avoids large deviations in the braking correction sensitivity determined in this way, and thus avoids incorrect judgment of the timing of comfort braking intervention. In this way, it ensures that the intervention of comfort braking does not contradict the driver's true braking intention.

[0083] The amount of pedal retouch during the second time period mentioned above can be the change in pedal opening during that time period (such as the pedal opening value corresponding to when the driver perceives insufficient braking deceleration and completes the retouch operation after the braking anchor point) relative to the pedal opening at the braking anchor point, that is, the additional amount of pedal opening.

[0084] The threshold for re-stepping (ΔP) corr The preset function can be used to determine whether the driver has made a significant pedal correction, that is, to distinguish between the driver's pedal correction behavior when the current deceleration is insufficient and normal minor pedal adjustments.

[0085] During implementation, if the first deceleration is insufficient to meet the deceleration condition at multiple moments within the second time period, and the pedal press amount reaches the press threshold within that time period, then a correction event is considered to have occurred, and the correction event is recorded.

[0086] In this way, it can be ensured that the judgment of the corrective event is based on the simultaneous occurrence of insufficient braking deceleration and driver active additional braking, that is, to achieve closed-loop correction. This can avoid misjudgment caused by fluctuations in braking deceleration signal but no actual additional braking by the driver, or misjudgment caused by the driver making slight pedal movements but no sustained insufficient braking deceleration. This reduces the misjudgment rate of corrective events and provides a reliable basis for judging the timing of subsequent comfort braking intervention.

[0087] After the braking anchor point, in response to any correction event, the deceleration difference and pedal compensation amount corresponding to the correction event are obtained, and the braking correction sensitivity is obtained based on the deceleration difference and pedal compensation amount corresponding to at least one correction event.

[0088] In some embodiments, the deceleration difference corresponding to the correction event can be the cumulative value of the insufficient first deceleration at multiple moments within the second time period, and the pedal compensation amount can be the pedal replenishment amount within the second time period.

[0089] The deceleration difference and pedal compensation here can be expressed as follows: , , in, e represents the deceleration difference corresponding to the i-th correction event. a (t) represents the insufficient amount of the first deceleration at a certain moment within the second time period. This represents the pedal compensation amount corresponding to the i-th correction event. This indicates the pedal opening during the second time period, i.e., from... Time The subsequent pedal opening, This indicates the pedal opening at the moment of the braking anchor point.

[0090] In this way, by taking the cumulative value of the insufficient deceleration at multiple moments within the second time period and the amount of pedal re-pressing as the deceleration difference and pedal compensation amount of the correction events occurring within that time period, the driver's correction needs caused by insufficient deceleration can be accurately quantified, and the extent to which the driver compensates for the braking deceleration by re-pressing the pedal can be reflected. This provides a data basis for subsequent calculation of the driver's braking correction sensitivity.

[0091] The above-mentioned braking correction sensitivity can be used to reflect the driver's sensitivity to changes in braking force. If the driver's correction sensitivity is high, it means that even slight changes in braking deceleration may cause the driver to press the brake pedal again. In this case, the intervention of comfort braking will lead to a weakening of braking force, which is very likely to cause the driver to press the brake pedal frequently.

[0092] If the correction sensitivity is low, it means that the driver has a certain tolerance for changes in braking force. When the deceleration decreases slightly, the driver can still keep the pedal stable without making corrections. This means that comfort braking is more likely to have a concession window. Within this window, comfort braking can be intervened and the braking force can be reduced appropriately without causing the driver to perceive or object.

[0093] In the embodiments of this application, the braking correction sensitivity is not fixed, but is calculated in real time for each braking of the target vehicle, thus adapting to the different braking needs of the same driver in different scenarios.

[0094] In some embodiments, such as Figure 3 As shown, step S12 in the above embodiment may include the following steps: Step S31: Based on the accumulated value of the deceleration difference of at least one correction event, and combined with a preset compensation coefficient, obtain the deceleration parameter; and based on the accumulated value of the pedal compensation amount of at least one correction event, obtain the pedal compensation parameter.

[0095] The preset compensation coefficient here is used to prevent the obtained deceleration parameters from being too small due to the extremely small cumulative value of the deceleration difference, so as to ensure the normal progress of subsequent calculations.

[0096] For example, if the cumulative value of the deceleration difference is close to 0, and no preset compensation coefficient is set, the deceleration parameter will also be close to 0, making subsequent calculations impossible.

[0097] The cumulative value of the deceleration difference of at least one of the above-mentioned corrective events can be expressed as: The deceleration parameter can be expressed as ,in, This represents the preset compensation coefficient; the pedal compensation parameter can be expressed as: .

[0098] Step S32: Use the ratio between the pedal compensation parameter and the deceleration parameter as the braking correction sensitivity.

[0099] The braking correction sensitivity here can be expressed as: , in, This indicates the braking correction sensitivity of the target vehicle's current braking.

[0100] Thus, by using the cumulative value of the deceleration difference and the cumulative value of the pedal compensation amount from at least one corrective event, combined with a preset compensation coefficient, the braking correction sensitivity is determined. This accurately quantifies the amount of pedal compensation generated by the driver under a unit deceleration difference, reflecting the driver's sensitivity to changes in braking deceleration. A larger ratio indicates that the driver is more sensitive to insufficient deceleration and more likely to make supplemental pedal corrections; a smaller ratio indicates that the driver has a certain tolerance for changes in deceleration. This provides a basis for subsequent judgments on whether and when comfort braking is appropriate, allowing comfort braking control to better adapt to different drivers' braking habits and subjective needs.

[0101] For example, if no correction event occurs within the second time period, the preset braking correction sensitivity (K) can be adjusted. d0 As a braking correction sensitivity, the preset braking correction sensitivity will be continuously updated as the target vehicle brakes. In this way, even if the driver does not show obvious braking correction behavior during the current braking process, a reasonable initial braking correction sensitivity can still be provided to ensure the normal progress of the subsequent process.

[0102] The preset braking correction sensitivity here refers to an initial braking correction sensitivity value that is set before any correction event is detected.

[0103] Step S13: Based on the braking correction sensitivity, combined with the braking deceleration at the current moment and the target deceleration corresponding to each of the multiple moments within the first time period, obtain the predicted compensation amount of the brake pedal when comfort braking is engaged, and determine whether the target vehicle engages comfort braking based on the predicted compensation amount.

[0104] The first duration here (T) p () is the time period after the braking anchor point, that is, the time interval between any two selected moments between the braking anchor point and the stopping time of the target vehicle.

[0105] In this embodiment of the application, the first duration can be a time period after the second duration, or a time period after the braking anchor point time that partially overlaps with the second duration.

[0106] The aforementioned first duration can be preset, but it cannot exceed the time interval between the braking anchor point time and the target vehicle's stopping time.

[0107] In the embodiments of this application, the first duration can be 0.4s to 1s.

[0108] The braking deceleration at the current moment refers to the braking deceleration of the target vehicle at the beginning of the first time period.

[0109] The target deceleration is the braking deceleration that can meet the driver's expectations at all subsequent moments after the target vehicle is comfortably braked at the current moment.

[0110] The predicted compensation amount can be the amount of additional pedal pressure the driver is expected to apply to compensate for insufficient deceleration if comfort braking is engaged at the current moment.

[0111] In some embodiments, the predicted compensation amount of the brake pedal when comfort braking is engaged can be obtained in the following ways: First, based on the braking deceleration at the current moment, the first predicted deceleration corresponding to each of the multiple moments within the first time period is obtained, as well as the deceleration variables corresponding to each moment when comfort braking intervenes.

[0112] The first predicted deceleration here refers to the braking deceleration corresponding to multiple moments (i.e. multiple future moments) within the predicted first time period when the target vehicle has not engaged comfort braking at the current moment.

[0113] For example, the braking deceleration of the target vehicle at the current moment can be calculated based on the data collected by the wheel speed sensor and longitudinal acceleration sensor of the target vehicle. Then, it can be combined with dynamic relationship formulas or pre-trained vehicle speed prediction models to predict the braking deceleration of the target vehicle at multiple future moments.

[0114] In practice, if the target vehicle engages comfort braking at the current moment, the braking deceleration of the target vehicle at the current moment can be input into the pre-trained comfort braking model to predict the deceleration variables of the target vehicle at multiple moments within the first time period after comfort braking is engaged. This process is only a prediction process and does not actually change the actual braking force of the target vehicle.

[0115] Subsequently, for any moment within the first time period, based on the corresponding first preset deceleration and the corresponding deceleration variable, the second predicted deceleration corresponding to the aforementioned moment when comfort braking is intervened can be determined, and the second deceleration deficiency amount at the aforementioned moment can be obtained.

[0116] For example, for a certain moment within the first time period, the difference between the first preset deceleration at that moment and the deceleration variable at that moment can be calculated. This difference is the second predicted deceleration at that moment, which can be expressed by the following formula: , in, Indicates the end time of the first duration. This represents any moment within the first time period. Indicates the first duration The second predicted deceleration at time t, Indicates the first duration The first predicted deceleration at time t, Indicates the first duration The deceleration variable at any given moment.

[0117] The aforementioned insufficient second deceleration is the larger of the second preset value and the difference between the second deceleration values.

[0118] In the embodiments of this application, the second preset value can be 0 or other values, and this application does not limit it.

[0119] The second deceleration difference corresponding to each moment within the first time period is the difference between the target deceleration and the corresponding second predicted deceleration at each of the aforementioned moments.

[0120] Finally, the predicted compensation amount can be obtained based on the braking correction sensitivity and in combination with the obtained multiple second deceleration differences.

[0121] The braking correction sensitivity here refers to the braking correction sensitivity corresponding to the current braking process of the target vehicle.

[0122] The above predicted compensation amount can be expressed as: , in, This indicates the predicted compensation amount of the brake pedal when comfort braking is engaged. This indicates the braking correction sensitivity corresponding to the current braking process of the target vehicle. This represents the second preset value. Indicates the first duration The second deceleration difference corresponding to time , where, Indicates the first duration The target deceleration at each moment, Indicates the first duration The second predicted deceleration at time t corresponds to the current time. This represents any moment within the first duration.

[0123] The curves showing the target deceleration over time during the first time period, the curves showing the first predicted deceleration over time, and the curves showing the second predicted deceleration over time are as follows: Figure 4 As shown in the figure, the area enclosed by the curves representing the target deceleration versus time and the second predicted deceleration versus time is the... .

[0124] In this way, without actually changing the braking force of the target vehicle, a pre-trained comfort braking model predicts the deceleration variable of the target vehicle at future moments. Based on this deceleration variable, it estimates the amount of pedal compensation the driver might produce after comfort braking intervention (i.e., the predicted compensation amount). This predicted compensation amount is then compared with a preset compensation threshold. Therefore, before actual comfort braking intervention, it proactively determines whether intervention at the current moment will trigger a driver's corrective pedal press, thus predicting the driver's subsequent reaction to comfort braking intervention. This avoids problems such as accidental triggering of comfort braking, driver corrective pedal press, and repeated entry and exit of the function in actual vehicles.

[0125] In some instances, the process of determining whether the target vehicle should engage comfort braking based on the predicted compensation amount is as follows: When the predicted compensation amount is less than or equal to the compensation threshold, the target vehicle is determined to engage comfort braking; when the predicted compensation amount is greater than the compensation threshold, the target vehicle is determined not to engage comfort braking.

[0126] The compensation threshold here is preset. It is the critical value of the pedal compensation amount that the driver can perceive after comfort braking intervention and may therefore make a supplementary pedal correction.

[0127] For example, when the predicted compensation amount Δ P pred_sh Less than or equal to the compensation threshold Δ P notice When the predicted compensation amount Δt is within the driver's acceptable range, it means that the change in braking deceleration caused by the current intervention of comfort braking is within the driver's acceptable range, thus determining that comfort braking can be intervened for the current target vehicle. P pred_sh Greater than the compensation threshold Δ P notice If the current intervention of comfort braking may cause the driver to feel insufficient braking force and induce additional pressing or a second pressing of the pedal, then the target vehicle is considered to no longer engage comfort braking.

[0128] The determination that the target vehicle does not engage comfort braking can include the following two situations: (1) Delayed comfort braking intervention, that is, comfort braking is not intervened temporarily. When a new braking anchor point is obtained again, and the calculated predicted compensation amount is less than or equal to the compensation threshold, comfort braking can still be intervened.

[0129] (2) Comfort braking is prohibited from intervention, that is, comfort braking will not be intervened until the current braking process ends.

[0130] In this way, the driver's acceptance of comfort braking intervention can be judged in advance based on the predicted compensation amount before the actual intervention of comfort braking. This avoids the driver having to press the pedal again or deepen it a second time due to excessive reduction of braking force, reduces the problem of false triggering of comfort braking and repeated entry and exit of the function, and improves the accuracy of the judgment of comfort braking intervention timing and the driver's driving experience.

[0131] For example, it can be determined whether the target vehicle should engage comfort braking based on factors such as the braking anchor point time, the predicted compensation amount, the current speed of the target vehicle, and whether the vehicle is within the safety boundary. Under the premise of ensuring braking safety, it can be determined whether there is a triggerable window for comfort braking, thereby deciding whether to make comfort corrections to the braking process.

[0132] For example, after determining the braking anchor point time, if the predicted compensation amount is less than or equal to the compensation threshold, and the target vehicle is traveling at low speed and within the safety boundary, then it is determined that the target vehicle can engage comfort braking.

[0133] The aforementioned safety boundary represents the minimum safe range permitted during vehicle braking to ensure that the vehicle remains in a safe, stable, and controllable state.

[0134] During implementation, the safety boundary of the target vehicle can be determined based on the remaining braking margin of the target vehicle, the road surface adhesion status, the road surface slope, and whether the anti-lock braking system, electronic stability control system, and automatic emergency braking system of the target vehicle are engaged.

[0135] In some embodiments, the following determinations are required before determining whether the target vehicle has engaged comfort braking: Determine that the brake pedal opening is less than a first opening threshold, and / or determine that the brake pedal opening growth rate is less than a growth rate threshold.

[0136] That is, determining that the brake pedal opening is less than a first opening threshold, or determining that the brake pedal opening growth rate is less than a growth rate threshold, or simultaneously determining that the brake pedal opening is less than the first opening threshold and that the brake pedal opening growth rate is less than a growth rate threshold.

[0137] The first opening threshold and the rate of increase threshold are both preset. The first opening threshold is used to determine whether the brake pedal opening is small enough. If the pedal opening is greater than or equal to the first opening threshold, it means that the driver is currently pressing the pedal too deeply and the braking demand is large. In this case, the comfort braking intervention should be prohibited.

[0138] The growth rate threshold is used to determine whether the growth rate of the brake pedal opening is small enough. If the growth rate of the pedal opening is greater than or equal to the growth rate threshold, it means that the driver is pressing the pedal too quickly and has a strong braking intention. In this case, the comfort braking intervention should also be prohibited.

[0139] In practice, when the rate of increase of the brake pedal opening is less than the rate of increase threshold, if the target vehicle is traveling at low speed at this time, it means that the driver's current intention has changed from the intention to correct the position to the intention to confirm the stop, and then it can be determined that the target vehicle has engaged comfort braking.

[0140] Thus, before determining whether to engage comfort braking for the target vehicle, the driver's braking request is judged from the perspective of the brake pedal opening or the rate of increase of the pedal opening. When the pedal opening is less than the first opening threshold, or the rate of increase of the pedal opening is less than the rate of increase threshold, or both are met, that is, when the driver's braking request is small and the braking intention is relatively gentle, further judgment is allowed on whether to engage comfort braking. This avoids erroneously engaging comfort braking when the driver needs more force, which would affect the braking effect and the driver's driving experience.

[0141] Understandably, in this embodiment, within the sliding time window, the braking anchor point is determined based on the brake pedal opening fluctuation and braking deceleration fluctuation. Then, based on the driver's correction events, the corresponding braking correction sensitivity is determined. Based on this braking correction sensitivity and the target vehicle's target deceleration at a future time, the predicted compensation amount for the target vehicle is estimated. This predicted compensation amount is then used to determine whether comfort braking should intervene after the braking anchor point. In this way, the intervention timing of comfort braking is further determined only after the driver has received a satisfactory braking response. This changes the triggering of comfort braking intervention from vehicle state-triggered to driver intent-triggered, thus eliminating some unsuitable intervention timings (such as comfort braking intervention while the driver is still adjusting braking force), avoiding premature weakening of braking force, and improving braking safety and the driver's driving experience.

[0142] The aforementioned braking correction sensitivity is obtained based on the driver-vehicle closed-loop correction information. It can reflect whether the driver is willing to allow the target vehicle to make comfort braking force adjustments. It can avoid misjudging the temporary stability of the pedal as the driver's permission for comfort braking intervention, so that the intervention of comfort braking is in line with the driver's braking intention.

[0143] Subsequently, based on the braking correction sensitivity and through the pre-set comfort braking model, the comfort braking is simulated to predict the amount of pedal compensation generated by the driver after the comfort braking intervention at the current moment, i.e., the predicted compensation amount. Based on this predicted compensation amount, the subsequent reaction of the driver after the comfort braking intervention can be judged in advance to further eliminate inappropriate comfort braking intervention timing, while ensuring that the intervention of comfort braking is in line with the driver's braking intention. Even if comfort braking is intervened without violating the driver's braking intention, it can effectively improve braking safety and the driver's driving experience.

[0144] In some embodiments, before obtaining the braking anchor point time based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the slip time window, it is also necessary to determine that the target vehicle satisfies at least one of the following: Determine that the brake pedal opening is greater than the second opening threshold. The current operating condition of the target vehicle is determined to be a non-target operating condition; Determine that the target vehicle's speed reaches the preset speed; It is determined that the target vehicle's speed is less than the preset speed, and for multiple operating items, at least one operating item's current operating parameter reaches the corresponding operating threshold.

[0145] The second opening threshold (P) here on The preset function is used to determine whether the driver has actually pressed the brake pedal and generated a valid braking request.

[0146] Non-target operating conditions of the target vehicle are relative to the target operating conditions. The aforementioned target operating conditions refer to operating conditions where the braking demand is strong and the driver's braking intention is urgent or clear. When the target vehicle is in the target operating conditions, comfort braking is prohibited from intervening to avoid affecting the braking effect and driving safety due to the weakening of braking force.

[0147] The target operating conditions may include rapid and deep pedal depressing, requesting a rapid increase in braking torque, and intervention of the stability control system.

[0148] Non-target conditions include situations where the driver does not quickly and deeply depress the pedal, the requested braking torque does not increase rapidly, and the stability control system does not intervene. For example, a normal braking condition where the driver slowly depresses the brake pedal, the braking request is relatively gentle, and the vehicle is in a stable state.

[0149] In practice, when the target vehicle is in a non-target operating condition, it means that the driver's braking intention is relatively gentle or the vehicle is in a stable state, and only then is it permissible to further determine whether to intervene in comfort braking.

[0150] The preset speed can be a low speed set in advance, such as a speed of 1km / h to 5km / h. This preset speed can be used to distinguish whether the driver's current operating intention is a short-term braking intention or a parking braking intention.

[0151] In practice, when the target vehicle's speed reaches the preset speed, it means that the driver's current operating intention is to stop and brake. Only then is it permissible to further determine whether to intervene in comfort braking.

[0152] The aforementioned operating parameters may include, but are not limited to: the duration of each braking stroke, the peak pedal opening, the time integral area of ​​the pedal requested intensity, and the release interval.

[0153] The multiple operating items here can form a braking detection envelope to determine whether the driver is performing short-duration braking operations in extremely low vehicle speed scenarios.

[0154] The operating threshold for each of the above operating items is obtained based on the median value of multiple operating parameters within the third time period.

[0155] The third duration here refers to the time period before the braking anchor point time, and its end time is the aforementioned braking anchor point time.

[0156] In practice, the third duration can be determined based on the time interval between multiple intermittent braking operations detected before the braking anchor point. Taking five intermittent braking operations that occur before the braking anchor point as an example, if the time of the first intermittent braking operation is the longest from the braking anchor point and the time of the fifth intermittent braking operation is the shortest from the braking anchor point, then the time interval between the time of the first intermittent braking operation and the time of the fifth intermittent braking operation can be regarded as the third duration.

[0157] For example, the aforementioned third duration can also be preset based on engineering experience, for example, it can be set to 3s~8s.

[0158] The aforementioned operating threshold can be regarded as the upper limit of the braking judgment envelope of the operating item. When an operating item exceeds its corresponding operating threshold, it means that the operating item has exceeded the set range of the braking behavior, and it can be determined that the current operation does not belong to braking.

[0159] For example, Figure 5 The brake pedal opening curve changes over time. In the first stage, the pedal opening shows multiple isolated peaks, with a smooth period between the peaks where it completely falls back to the bottom (i.e., the pedal is fully released). The peak values ​​do not exceed the upper limit of the pulse braking judgment envelope. In this stage, the driver is performing short pulse braking operations. In the second stage, the brake pedal remains in a high position and no longer returns to 0 at intervals. In this stage, the driver is performing braking operations.

[0160] The following uses three operational terms—duration of each braking stroke, peak pedal opening, and time integral area of ​​pedal request intensity—as examples to illustrate how to obtain their corresponding operational thresholds. The operational thresholds for the aforementioned three operational terms can be expressed as follows: , , , in, This indicates the operating threshold corresponding to the duration of the intermittent braking. This represents the median duration of multiple effective braking points. The absolute median difference representing the duration of multiple effective braking points. This represents the duration of the j-th effective braking point. This indicates the operating threshold corresponding to the peak pedal opening. This represents the median of the peak pedal opening during multiple effective braking processes. This represents the absolute median difference of the peak pedal opening during multiple effective braking processes. This represents the peak pedal opening during the j-th effective braking process. This represents the running threshold corresponding to the time integral area of ​​the pedal request intensity. This represents the median of the time-integrated area of ​​the pedal request intensity from multiple valid braking samples. This represents the absolute median difference of the time-integrated area of ​​the pedal request intensity from multiple valid braking samples. Let represent the integral area of ​​the pedal requested intensity over time during the j-th effective braking process. , and These represent the deviation weights set for the three operation items: duration, peak pedestal opening, and integral area, respectively.

[0161] Here This indicates multiple sample values ​​for the same running item. Find the median, then calculate the absolute value of the difference between each sample value and the median, and finally take the median of these absolute differences. This method can be used to robustly measure the dispersion of sample data.

[0162] The above , and All of these can be obtained through calibration.

[0163] In practice, when the target vehicle's speed is determined to be less than the preset speed, and for multiple operating items, at least one operating item's current operating parameter reaches the corresponding operating threshold, it means that the driver's current operation is not a short-duration braking operation, but may be a braking operation, and further judgment is allowed on whether to intervene in comfort braking.

[0164] For example, when the target vehicle's speed is less than the preset speed, and the current operating parameters of each of the multiple operating items are all less than the corresponding operating threshold, that is, when the current operating parameters of each operating item are all less than the upper limit of the corresponding point braking judgment envelope, it is considered that the driver is performing a following position correction operation, and comfort braking is not allowed to intervene, in order to avoid the problem that comfort braking is mistakenly intervened when the driver only makes a slight adjustment to the distance, thereby causing the braking force to be weakened in advance, thus improving the driver's driving experience and braking safety.

[0165] Thus, before obtaining the braking anchor point moment, data such as the target vehicle's pedal opening, current operating conditions, and current speed are used to determine whether the driver's current operating intention is a braking intention and whether the braking intention is stable. If the driver's braking intention changes, the process of obtaining the braking anchor point moment is no longer performed. This avoids prematurely reducing braking force before the braking intention is stable, thereby improving the driver's driving experience and braking safety. At the same time, it also avoids invalid calculations and subsequent judgments on the braking anchor point moment, thereby reducing unnecessary calculations and judgments and saving computing resources.

[0166] In some embodiments, if the controller of the target vehicle (such as the brake controller) receives and responds to a brake pedal release command during the process of obtaining the predicted compensation amount or determining whether the target vehicle should engage comfort braking based on the predicted compensation amount, then it is determined that the target vehicle should not engage comfort braking.

[0167] The release specification here can be the command generated when the driver releases the brake pedal again.

[0168] In this embodiment, when the controller of the target vehicle responds to the release command of the brake pedal, it means that the driver has released the brake pedal or significantly reduced the pedal opening, and the braking request has weakened or ended. At this time, it is no longer appropriate to continue to judge the comfort braking intervention. That is, the comfort braking intervention can be delayed or prohibited to avoid the problem of improperly intervening in comfort braking when the driver no longer has a braking need or the braking need changes, which would lead to an improper weakening of braking force. This improves the safety and smoothness of the vehicle braking process and the driver's driving experience.

[0169] In some embodiments, before obtaining the braking correction sensitivity, the number of correction events generated by the driver during the current braking process of the target vehicle can be determined, and the braking correction sensitivity is calculated based on the deceleration difference corresponding to at least one correction event generated by the current driver and the pedal compensation amount only when the total number of correction events generated by the driver is less than the number threshold.

[0170] The quantity threshold here can be determined based on engineering experience, and it can be used to determine whether the driver frequently applies the brakes during the braking process.

[0171] In practice, if the total number of corrective events is less than the threshold, it indicates that the driver is not frequently applying the brakes, but may only occasionally apply them for correction, and the braking intention remains relatively stable. In this case, the braking correction sensitivity can be calculated based on the data corresponding to the corrective events, and the calculated braking correction sensitivity can be used to complete subsequent operations. If the total number of corrective events is greater than or equal to the threshold, it indicates that the driver is frequently applying the brakes, expecting stronger braking force or a shorter stopping distance, i.e., the braking intention has changed significantly. In this case, comfort braking intervention should be prohibited (e.g., the controller of the target vehicle changes the comfort braking intervention state from delayed to prohibited), and there is no need to calculate the braking correction sensitivity again. In this way, judging in advance based on the number of corrective events can reduce unnecessary calculations and save system computing resources.

[0172] In some embodiments, after obtaining the braking anchor point moment, the number of correction events generated by the driver during the current braking process of the target vehicle can be determined, and when the total number of correction events reaches a threshold, it is determined that the target vehicle will not engage comfort braking.

[0173] The number of the aforementioned corrective events reflects the number of times the driver applies the brakes. The more times the driver applies the brakes, the less satisfied the driver is with the current braking force, and the less stable the braking intention becomes. If comfort braking is engaged at this time, the braking force will be weakened, causing the driver to need to apply the brakes more frequently, which will affect the driver's driving experience. This application will not engage comfort braking after the total number of corrective events reaches the threshold. Delaying or prohibiting the engagement of comfort braking can avoid the conflict between comfort braking and the driver's braking intention, thereby improving the driver's driving experience and braking safety.

[0174] Figure 6 A structural block diagram of a braking processing device provided in an embodiment of this application is shown below. Figure 6 As shown, the device 100 includes: an anchor point acquisition module 101, a sensitivity acquisition module 102, and a comfort braking intervention judgment module 103.

[0175] The anchor point acquisition module 101 is used to obtain the braking anchor point time based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window.

[0176] The sensitivity acquisition module 102 is used to obtain the deceleration difference and pedal compensation amount corresponding to any correction event after the braking anchor point time, and to obtain the braking correction sensitivity based on the deceleration difference and pedal compensation amount corresponding to each of the at least one correction event.

[0177] The comfort braking intervention determination module 103 is used to obtain the predicted compensation amount of the brake pedal when comfort braking is intervened, based on the braking correction sensitivity, combined with the braking deceleration at the current moment and the target deceleration corresponding to each of the multiple moments within the first time period, and to determine whether the target vehicle should intervene in comfort braking based on the predicted compensation amount.

[0178] The first duration is the time interval between any two selected moments between the braking anchor point moment and the stopping moment of the target vehicle.

[0179] In some embodiments, the anchor point obtaining module 101 is specifically used for: When the pedal opening fluctuation value is less than the pedal opening fluctuation threshold and the braking deceleration fluctuation value is less than the braking deceleration fluctuation threshold, the end time of the sliding time window is taken as the braking anchor point time.

[0180] In some embodiments, the sensitivity acquisition module 102 described above is further configured to: For the second duration, if the first deceleration is insufficient to meet the deceleration condition at multiple moments within the second duration, and the pedal press amount within the second duration reaches the press threshold, it is determined that the correction event occurs in the second duration. Specifically, for any moment within the second time period, the first deceleration deficiency is the larger of the first preset value and the first deceleration difference, where the first deceleration difference is the difference between the reference deceleration at moment 1 and the braking deceleration at moment 2; the deceleration difference is the cumulative value of the first deceleration deficiency at multiple moments within the second time period; and the pedal compensation amount is the amount of pedal replenishment within the second time period.

[0181] The second duration here is the time interval between any two selected moments between the braking anchor point moment and the stopping moment of the target vehicle, and the starting moment of the second duration is the braking anchor point moment.

[0182] In some embodiments, the sensitivity acquisition module 102 described above is further configured to: Based on the accumulated value of the deceleration difference from at least one correction event, and combined with a preset compensation coefficient, the deceleration parameters are obtained; and, The pedal compensation parameters are obtained based on the cumulative value of the pedal compensation amount based on at least one correction event. The ratio between the pedal compensation parameter and the deceleration parameter is used as the braking correction sensitivity.

[0183] In some embodiments, the comfort braking intervention determination module 103 described above is specifically used for: Based on the braking deceleration at the current moment, the first predicted deceleration corresponding to each of the multiple moments within the first time period is obtained, as well as the deceleration variables corresponding to each moment when comfort braking intervenes. For any moment within the first time period, based on the corresponding first preset deceleration and the corresponding deceleration variable, determine the second predicted deceleration at that moment when comfort braking is intervened, and obtain the second deceleration insufficiency at that moment; wherein, the second deceleration insufficiency is the larger value between the second preset value and the second deceleration difference, and the second deceleration difference is the difference between the target deceleration at that moment and the corresponding second predicted deceleration. Based on the braking correction sensitivity, and combined with the obtained multiple second deceleration differences, the predicted compensation amount is obtained.

[0184] In some embodiments, the comfort braking intervention determination module 103 described above is further configured to: When the predicted compensation amount is less than or equal to the compensation threshold, the target vehicle is determined to engage comfort braking. When the predicted compensation amount is greater than the compensation threshold, it is determined that the target vehicle will not engage comfort braking.

[0185] The braking processing device 100 described above has the same beneficial technical effects as the braking processing method in the above embodiments, and will not be described again here.

[0186] This application provides a vehicle 200, which includes a braking device 100 and a vehicle body 300.

[0187] The braking processing device 100 is located inside the vehicle body 300 and is used to acquire braking request signals in real time during vehicle operation, and control the corresponding braking execution components according to the braking request signals to control the vehicle to decelerate or stop.

[0188] The vehicle 200 described above has the same beneficial technical effects as the braking treatment method in the above embodiments, and will not be described again here.

[0189] Some embodiments of this disclosure provide a computer-readable storage medium (e.g., a non-transitory computer-readable storage medium) storing computer program instructions that, when executed on a computer (e.g., an electronic device), cause the computer to perform the braking processing method as described in any of the embodiments above.

[0190] For example, the aforementioned computer-readable storage media may include, but are not limited to: magnetic storage devices (e.g., hard disks, floppy disks, or magnetic tapes), optical discs (e.g., CDs (Compact Disks), DVDs (Digital Versatile Disks), etc.), smart cards, and flash memory devices (e.g., EPROMs (Erasable Programmable Read-Only Memory), cards, sticks, or key drives, etc.). The various computer-readable storage media described in this disclosure may represent one or more devices and / or other machine-readable storage media for storing information. The term "machine-readable storage medium" may include, but is not limited to, wireless channels and various other media capable of storing, containing, and / or carrying instructions and / or data.

[0191] Some embodiments of this disclosure also provide a computer program product, for example, stored on a non-transitory computer-readable storage medium. The computer program product includes computer program instructions that, when executed on a computer (e.g., an electronic device), cause the computer to perform the braking processing method as described in the above embodiments.

[0192] The computer-readable storage medium and computer program product described above have the same beneficial technical effects as the braking processing method in the above embodiments, and will not be repeated here.

[0193] In the description of this specification, the references to the terms "embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0194] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking processing method, characterized in that, The method includes: The braking anchor point time is obtained based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window. After the braking anchor point time, in response to any correction event, the deceleration difference and pedal compensation amount corresponding to the correction event are obtained, and the braking correction sensitivity is obtained based on the deceleration difference and pedal compensation amount corresponding to each of the at least one correction event. Based on the braking correction sensitivity, combined with the braking deceleration at the current moment and the target deceleration corresponding to each of the multiple moments within the first duration, a predicted compensation amount for the brake pedal when comfort braking is engaged is obtained, and the target vehicle is determined to engage comfort braking based on the predicted compensation amount; the first duration is the time interval between any two moments selected between the braking anchor point moment and the stopping moment of the target vehicle.

2. The method as described in claim 1, characterized in that, Based on the brake pedal opening fluctuation and braking deceleration fluctuation values ​​of the target vehicle within the slip time window, the braking anchor point time is obtained, including: When the pedal opening fluctuation value is less than the pedal opening fluctuation threshold and the braking deceleration fluctuation value is less than the braking deceleration fluctuation threshold, the end time of the sliding time window is taken as the braking anchor point time.

3. The method as described in claim 1, characterized in that, The pedal opening fluctuation value is the difference between the maximum and minimum pedal opening values ​​of the brake pedal within the sliding time window; the braking deceleration fluctuation value is the difference between the maximum and minimum braking deceleration values ​​within the sliding time window.

4. The method as described in claim 1, characterized in that, The occurrence of the correction event is determined by the following methods: For the second duration, if the first deceleration is insufficient to meet the deceleration condition at multiple moments within the second duration, and the pedal press amount within the second duration reaches the press threshold, it is determined that the correction event occurs within the second duration. The second duration is the time interval between any two selected moments between the braking anchor point moment and the stopping moment of the target vehicle, and the starting moment of the second duration is the braking anchor point moment; Specifically, for any moment within the second time period, the first deceleration deficiency is the larger of the first preset value and the first deceleration difference, where the first deceleration difference is the difference between the reference deceleration at that moment and the braking deceleration at that moment; the deceleration difference is the cumulative value of the first deceleration deficiency at multiple moments within the second time period; and the pedal compensation amount is the pedal supplementary pressing amount within the second time period.

5. The method as described in claim 4, characterized in that, The deceleration condition includes at least one of the following: During the second time period, the insufficient amount of the first deceleration at multiple moments was greater than the insufficient threshold. During the second time period, the cumulative value of the insufficient first deceleration at multiple moments exceeds the cumulative threshold.

6. The method as described in claim 1, characterized in that, The braking correction sensitivity is obtained in the following manner: Based on the cumulative value of the deceleration difference of the at least one correction event, and combined with a preset compensation coefficient, the deceleration parameters are obtained. as well as, Based on the cumulative value of the pedal compensation amount of the at least one correction event, the pedal compensation parameters are obtained; The ratio between the pedal compensation parameter and the deceleration parameter is used as the braking correction sensitivity.

7. The method as described in claim 1, characterized in that, Based on the braking correction sensitivity, and combining the current braking deceleration and the target deceleration corresponding to each of the multiple moments within the first time duration, the predicted compensation amount of the brake pedal when comfort braking is engaged is obtained, including: Based on the braking deceleration at the current moment, the first predicted deceleration corresponding to each of the multiple moments within the first duration is obtained, as well as the deceleration variable corresponding to each moment when comfort braking intervenes. For any moment within the first duration, based on the corresponding first preset deceleration and the corresponding deceleration variable, determine the second predicted deceleration corresponding to the moment when comfort braking is intervened, and obtain the second deceleration insufficiency at the moment; wherein, the second deceleration insufficiency is the larger value between the second preset value and the second deceleration difference, and the second deceleration difference is the difference between the target deceleration corresponding to the moment and the corresponding second predicted deceleration; Based on the braking correction sensitivity, and combined with the obtained multiple second deceleration differences, the predicted compensation amount is obtained.

8. The method as described in claim 1, characterized in that, Determining whether the target vehicle should engage comfort braking based on the predicted compensation amount includes: When the predicted compensation amount is less than or equal to the compensation threshold, the target vehicle is determined to engage comfort braking. When the predicted compensation amount is greater than the compensation threshold, it is determined that the target vehicle will not engage comfort braking.

9. The method as described in claim 8, characterized in that, Before determining that the target vehicle engages comfort braking, the process also includes: Determine that the brake pedal opening is less than a first opening threshold; and / or, It is determined that the rate of increase of the brake pedal opening is less than the rate of increase threshold.

10. The method according to any one of claims 1 to 9, characterized in that, Before obtaining the braking anchor point time based on the brake pedal opening fluctuation and braking deceleration fluctuation values ​​of the target vehicle within the slip time window, the following steps are also included: The target vehicle is determined to satisfy at least one of the following: It is determined that the pedal opening of the brake pedal is greater than the second opening threshold. The current operating condition of the target vehicle is determined to be a non-target operating condition; Determine that the target vehicle's speed reaches a preset speed; It is determined that the speed of the target vehicle is less than the preset speed, and for multiple operating items, at least one operating item's current operating parameter reaches the corresponding operating threshold; wherein, the operating threshold of each operating item is obtained based on the median value of multiple operating parameters within a third time period; the end time of the third time period is the braking anchor point time.

11. The method as described in claim 10, characterized in that, Also includes: If the target vehicle's speed is less than the preset speed, and the current operating parameters of each of the multiple operating items are all less than the corresponding operating threshold, then it is determined that the target vehicle will not engage comfort braking.

12. The method according to any one of claims 1 to 9, characterized in that, Also includes: In response to a release command to the brake pedal, it is determined that the target vehicle does not engage comfort braking.

13. The method according to any one of claims 1 to 9, characterized in that, Before obtaining the braking correction sensitivity based on the deceleration difference corresponding to at least one correction event in the response and the pedal compensation amount, the following steps are also included: The total number of the at least one correction event is determined to be less than a quantity threshold; After the braking anchor point moment, it also includes: When the total number of the at least one corrective event reaches the number threshold, it is determined that the target vehicle does not engage comfort braking.

14. A braking processing device, characterized in that, include: The anchor point acquisition module is used to obtain the braking anchor point time based on the brake pedal opening fluctuation value and braking deceleration fluctuation value of the target vehicle within the sliding time window. The sensitivity acquisition module is used to obtain the deceleration difference and pedal compensation amount corresponding to any correction event after the braking anchor point time, and to obtain the braking correction sensitivity based on the deceleration difference and pedal compensation amount corresponding to each of the at least one correction event. The comfort braking intervention determination module is used to obtain the predicted compensation amount of the brake pedal when comfort braking is intervened based on the brake correction sensitivity, combined with the braking deceleration at the current moment and the target deceleration corresponding to each of the multiple moments within the first time period, and to determine whether the target vehicle should intervene in comfort braking based on the predicted compensation amount. The first duration is the time interval between any two selected moments between the braking anchor point moment and the stopping moment of the target vehicle.

15. A vehicle, characterized in that, It includes the braking treatment device as described in claim 14 and the vehicle body; wherein the braking treatment device is disposed within the vehicle body.

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