Method, device, controller, and computer program product for comfortable braking

Abstract

To provide a method, a device, a controller, and a computer program product for comfortable braking.SOLUTION: The method includes determining a comfortable braking force on the basis of an openness of a brake pedal of a vehicle. The method further includes obtaining a current hydraulic braking force of the vehicle, The method further includes requesting a drive force from a vehicle control unit in response to the hydraulic braking force being greater than the comfortable braking force. In addition, the method further includes performing comfortable braking on the vehicle on the basis of the hydraulic braking force and the drive force. Thus, a scheme according to an embodiment of the present disclosure enables realization of a comfortable braking function with participation of hydraulic brakes, which improves flexibility of the comfortable braking by simultaneously utilizing the hydraulic braking force and the drive force, and expands an application scene of the comfortable braking, thereby improving ride experience of drivers and passengers.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] TECHNICAL FIELD Embodiments of the present disclosure relate to the field of computers, and more particularly to methods, apparatus, controllers and computer program products for comfort braking. [Background technology]

[0002] Comfort Braking is a feature that uses an intelligent brake system to improve ride comfort when braking a vehicle. It eliminates the impact of deceleration by controlling the brake pressure, absorbs the energy previously absorbed by the suspension, and smooths the entire parking process. The benefit of Comfort Braking is that it avoids forward tilt and backward rebound when braking the vehicle, reducing discomfort for the driver and passengers and improving the user experience.

[0003] Comfortable braking is an important part of driving a vehicle, and a good braking system can ensure a smooth and fast deceleration process, providing the driver with a more comfortable driving experience. Comfortable braking can effectively reduce the physical discomfort and fatigue of the driver and passengers, especially in urban traffic with frequent starts and stops. In addition, a good braking system can also improve the overall operating performance of the vehicle and make driving more stable and reliable. Summary of the Invention [Problem to be solved by the invention]

[0004] SUMMARY OF THE INVENTION Embodiments of the present disclosure provide methods, apparatus, controllers, computer program products, and media for comfort braking. [Means for solving the problem]

[0005] A first aspect of the present disclosure provides a method for comfort braking. The method includes determining a comfort braking force based on a brake pedal depression of a vehicle. The method further includes obtaining a current hydraulic braking force of the vehicle. The method further includes requesting a drive force from a vehicle control unit in response to the hydraulic braking force being greater than the comfort braking force. Additionally, the method further includes implementing comfort braking on the vehicle based on the hydraulic braking force and the drive force.

[0006] A second aspect of the present disclosure provides an apparatus for comfort braking. The apparatus includes a comfort braking determination unit configured to determine a comfort braking force based on a brake pedal depression of a vehicle. The apparatus further includes a hydraulic brake acquisition unit configured to acquire a current hydraulic braking force of the vehicle. The apparatus further includes a driving force request unit configured to request driving force from a vehicle control unit in response to the hydraulic braking force being greater than the comfort braking force. Additionally, the apparatus further includes a comfort braking control unit configured to perform comfort braking on the vehicle based on the hydraulic braking force and the driving force.

[0007] According to a third aspect of the present disclosure, there is provided a controller comprising at least one processor and a memory coupled to the at least one processor and storing thereon instructions that, when executed by the at least one processor, cause the controller to perform the steps of the method of the first aspect of the present disclosure.

[0008] According to a fourth aspect of the present disclosure, there is provided a computer program product tangibly stored on a non-transitory computer-readable medium and comprising computer-executable instructions that, when executed, cause a computer to perform the steps of the method of the first aspect of the present disclosure.

[0009] According to a fifth aspect of the present disclosure, there is provided a machine-readable storage medium having machine-executable instructions stored thereon that, when executed by a processor, cause the steps of the method of the first aspect of the present disclosure to be performed.

[0010] To further clarify the above and other objects, features, and advantages of the present disclosure, exemplary embodiments of the present disclosure will be described in more detail in conjunction with the accompanying drawings, in which the same reference numerals typically represent similar parts. [Brief explanation of the drawings]

[0011] [Figure 1] 1 illustrates a schematic diagram of an exemplary environment in which a controller and / or method according to an embodiment of the present disclosure may be implemented. [Figure 2] 1 shows a flowchart of a method for comfort braking according to an embodiment of the present disclosure. [Figure 3A] 1 shows a schematic diagram of a process for achieving comfortable braking according to an embodiment of the present disclosure. [Figure 3B] 1 shows a schematic diagram of the change in braking force in the process of achieving comfortable braking according to an embodiment of the present disclosure. [Figure 4] 1 shows a schematic diagram of a process for monitoring driving force according to an embodiment of the present disclosure. [Figure 5] 1 shows a schematic diagram of a process for achieving comfortable braking according to an embodiment of the present disclosure. [Figure 6] 1 shows a schematic diagram of an apparatus for comfort braking according to an embodiment of the present disclosure. [Figure 7] 1 shows a schematic block diagram of an exemplary apparatus according to an embodiment suitable for implementing the teachings of the present disclosure;

[0012] In the various accompanying drawings, like or corresponding numerals represent like or corresponding parts. DETAILED DESCRIPTION OF THE INVENTION

[0013]

[0013] Examples of the present disclosure are described in more detail below with reference to the accompanying drawings, in which certain examples of the present disclosure are illustrated. While certain examples of the present disclosure are illustrated in the accompanying drawings, it should be understood that the present disclosure may be embodied in various forms and should not be construed as being limited to the examples set forth herein, but rather, these examples are provided for a more thorough and complete understanding of the present disclosure.

[0014] As mentioned above, comfort braking plays a very important role in the field of automotive braking. However, in conventional coupled brake systems, the hydraulic braking force cannot be flexibly adjusted and therefore cannot effectively support comfort braking functions, so related comfort braking techniques cannot be used when hydraulic brakes are involved. To this end, embodiments of the present disclosure provide a scheme for comfort braking that enables comfort braking in the braking process by requesting driving force from a motor during the braking process and flexibly controlling the total braking force.

[0015] The scheme first determines a comfort braking force based on the brake pedal depression angle of the driver, and then obtains the current hydraulic braking force of the vehicle. If the hydraulic braking force is greater than the comfort braking force, it requests driving force from the vehicle control unit, and performs comfort braking on the vehicle based on the hydraulic braking force and the driving force. In this way, the scheme according to the embodiment of the present disclosure enables the realization of a comfort braking function involving hydraulic brakes, which improves the flexibility of comfort braking by simultaneously utilizing hydraulic braking force and driving force for comfort braking, and also expands the application scenarios of comfort braking, thereby improving the riding experience of the driver and passengers.

[0016] Embodiments of the present disclosure are described in further detail below in conjunction with the accompanying drawings, in which FIG. 1 illustrates an example environment 100 in which controllers and / or methods according to embodiments of the present disclosure may be implemented.

[0017] As shown in FIG. 1 , the exemplary environment 100 includes a control system 110. The control system 110 can receive a comfort braking activation flag, a comfort braking force magnitude, and a gradient value from a comfort braking module 120. The comfort braking activation flag is used to notify the control system 110 whether to enable a comfort braking function. Upon receiving the comfort braking activation flag, the control system 110 activates a corresponding control strategy. The comfort braking force magnitude is a target value of the comfort braking force calculated by the comfort braking module 120 based on the current vehicle state. By receiving the braking force magnitude information, the control system 110 can adjust the driving force to achieve comfort braking. The gradient value is gradient information of the vehicle at its current location. In some embodiments, the gradient value can be obtained from a gradient sensor for the location where the vehicle is currently located. In some embodiments, the vehicle may not be equipped with a gradient sensor, but the gradient value can be estimated from other sensor information to generate an incline estimate. In some embodiments, the desired braking force and the comfort braking force change when the vehicle is on a slope, and the comfort braking module 120 can use parameters of the gradient value or the slope estimate when determining the comfort braking force. In some embodiments, the brake pedal depression can determine the target braking force desired by the driver, and then determine the comfort braking force according to the parameters of the target braking force, the vehicle speed, the deceleration, and the gradient value. Furthermore, in some embodiments, the control system 110 can determine the comfort braking force based on the brake pedal depression.

[0018] The control system 110 can request regenerative braking force from the regenerative braking module 130. Regenerative braking is a braking technique used in electric vehicles that converts and stores the vehicle's kinetic energy during braking. Specifically, regenerative braking converts the electric motor into a generator and, under braking, uses the vehicle's inertia to rotate the motor rotor, thereby generating a counter torque for braking. Energy recovery using the accelerator pedal alone when the brake pedal is not depressed is called slip energy recovery. The operating condition for slip energy recovery (also called sliding energy recovery) is that the vehicle has a certain speed. After the driver releases the accelerator pedal, the motor switches from providing driving torque to providing feedback braking torque, thereby generating regenerative braking force and braking deceleration for the entire vehicle. The operating condition for braking regeneration (braking energy recovery) is that, when the brake pedal is depressed, the motor provides braking torque to generate regenerative braking force. In some embodiments, control system 110 may request regenerative braking force from regenerative braking module 130, and regenerative braking unit 130 may transmit the amount of actual regenerative braking force that may be provided to control system 110. The actual regenerative braking force that may be provided by regenerative braking module 130 is related to the recovered power, the battery charge, the current vehicle speed, and other parameters of the motor.

[0019] Continuing to refer to FIG. 1 , the control system 110 can also cooperate with a hydraulic braking module 140. For example, the control system 110 can request hydraulic braking force from the hydraulic braking module 140. The hydraulic braking force refers to the brake pedal force converted into braking force by a hydraulic device in a vehicle braking system. The magnitude of the hydraulic braking force typically depends on the brake pedal force, total brake pump pressure, brake fluid performance, brake oil pipe resistance, brake pump efficiency, brake structure, and friction coefficient, etc. Hydraulic braking force is a braking force mode commonly used in current vehicle braking systems. It can be combined with electronic control systems such as ABS, EBD, and ESP to improve the braking performance and safety of a vehicle. During comfortable braking situations, drivers often do not actively release the brake pedal, resulting in the brake fluid not being able to return from the brake wheel cylinders to the brake master cylinder. As a result, the hydraulic braking force cannot be reduced and is not easy to adjust to achieve comfortable braking.

[0020] The hydraulic braking module 140 may transmit the magnitude of the current hydraulic braking force to the control system 110. For example, the control system 110 may request a hydraulic braking force of 500 N from the hydraulic braking module 140. However, the hydraulic braking module 140 may transmit a current hydraulic braking force of 800 N to the control system 110. As mentioned above, the hydraulic braking force actually provided by the hydraulic braking module 140 is at least 800 N. In addition, the control system 110 may also request supplemental braking force from the hydraulic braking module 140. For example, when it is detected that the magnitude of the current regenerative braking force does not meet safety requirements, hydraulic braking force may be requested from the hydraulic braking module 140 to supplement the braking force.

[0021] Continuing to refer to FIG. 1 , the control system 110 can also cooperate with the vehicle control unit 150. For example, the control system 110 can request driving force from the vehicle control unit 150. For example, the vehicle control unit 150 can obtain driving force from a motor. In a vehicle, motor driving force refers to the force with which the motor converts electrical energy into mechanical energy to drive the wheels. The motor driving force is related to the motor type, power, efficiency, control mode, gear ratio, etc. Furthermore, the vehicle control unit 150 can transmit the actual driving force that can be provided to the control system 110. For example, the actual driving force that the motor can provide may be less than the driving force requested by the control system 110 due to factors such as vehicle speed, battery level, and motor abnormality.

[0022] The above describes an example environment 100 in which embodiments of the present disclosure may be implemented in conjunction with Figure 1. A flowchart of a method 200 for comfort braking according to embodiments of the present disclosure is described below in conjunction with Figure 2.

[0023] FIG. 2 illustrates a flowchart of a method 200 for comfort braking consistent with embodiments of the present disclosure. In block 202, a comfort braking force may be determined based on a brake pedal depression of the vehicle. For example, with reference to FIG. 1, the control system 110 may determine a comfort braking force based on a brake pedal depression of the vehicle. Depression refers to the brake pedal depth, i.e., the degree to which the driver depresses the brake pedal. For example, if there is a large depression, the system may choose not to trigger comfort braking, but rather provide a target braking force that meets the driver's needs to accommodate a more urgent braking request. In block 204, a current hydraulic braking force of the vehicle may be obtained. For example, with reference to FIG. 1, the control system 110 may obtain the current hydraulic braking force of the vehicle. The current hydraulic braking force is the actual amount of braking force supplied to the vehicle by the hydraulic braking system, and the control system 110 may obtain the current hydraulic braking force from the hydraulic brake module 140.

[0024] At block 206, traction force may be requested from the vehicle control unit in response to the hydraulic braking force being greater than a comfortable braking force. For example, with reference to FIG. 1 , control system 110 may request traction force from vehicle control unit 150 in response to the hydraulic braking force being greater than a comfortable braking force. At block 208, the vehicle may implement comfort braking based on the hydraulic braking force and the traction force. For example, with reference to FIG. 1 , control system 110 may implement comfort braking for the vehicle based on the hydraulic braking force and the traction force.

[0025] In this way, the method 200 according to an embodiment of the present disclosure enables the realization of comfort braking function with the involvement of hydraulic brakes, which improves the flexibility of comfort braking by utilizing hydraulic braking force and driving force simultaneously, and also expands the application scenarios of comfort braking, thereby improving the riding experience of the driver and passengers.

[0026] Figure 3A shows a schematic diagram of a process 300A for achieving comfortable braking, and Figure 3B shows a schematic diagram 300B of the change in braking force in the process of achieving comfortable braking consistent with an embodiment of the present disclosure. The process of comfortable braking according to an embodiment of the present disclosure is described below in conjunction with Figures 3A and 3B.

[0027] As shown in FIG. 3A , a comfortable braking force may be determined in block 302. For example, the magnitude of vehicle deceleration may be obtained from an acceleration sensor and a speed sensor, the brake pedal depression may be obtained from a brake pedal sensor, the vehicle speed may be obtained from a speed sensor, and the vehicle gradient or inclination estimate may be obtained from a gradient sensor, and the comfortable braking force magnitude may be calculated from these parameters. In some embodiments, parameters such as the overall vehicle weight, the wheel rolling radius, and the wheel spacing between the front and rear axles may also be used to calculate the comfortable braking force. In some embodiments, machine learning and / or deep learning models may be used to process the vehicle parameters and calculate the comfortable braking force.

[0028] At block 304, the current hydraulic braking force may be obtained. For example, the current hydraulic braking force may be obtained from the hydraulic braking module 140 in connection with FIG. 1. As previously mentioned, in a coupled braking system, the braking system cannot reduce hydraulic braking force when the driver maintains brake pedal depression, and therefore, the current hydraulic braking force must be determined to determine the minimum hydraulic braking force that will actually be provided.

[0029] In block 306, a comparison may be made to determine whether the current hydraulic braking force is greater than a comfortable braking force. For example, by comparing the current hydraulic braking force with the comfortable braking force, it may be determined whether traction force is required to achieve comfortable braking, or whether regenerative braking force is required to achieve comfortable braking. If the current hydraulic braking force is greater than the comfortable braking force, proceed to block 308. In block 308, traction force may be requested to offset the hydraulic braking force and achieve comfortable braking. For example, if the current hydraulic braking force is 800 N and the comfortable braking force is 500 N, a traction force of 300 N may be requested from the vehicle control unit to offset the additional hydraulic braking force. In some implementations, the hydraulic braking force may be offset with traction force based on the comfortable braking force. In some embodiments, the vehicle may perform comfortable braking using the offsetting hydraulic braking force.

[0030] The change in braking force during the process of achieving comfortable braking will be described below in connection with FIG. 3B. As shown in FIG. 3B, line 320 represents the slip regeneration request. Slip regeneration is a part of regenerative braking, and is triggered when the driver releases the accelerator pedal and does not depress the brake pedal. Curve 322 represents the regenerative braking force corresponding to the slip regeneration request. Dashed line 324 represents the start of comfortable braking. It can be seen that curve 322 gradually ends with the intervention of comfortable braking, i.e., the regenerative braking force corresponding to the slip regeneration request slowly changes to zero. Line 326 represents the target braking force requested by the driver, and curve 328 represents the comfortable braking force. It can be seen that the comfortable braking force is smaller than the target braking force, thereby reducing the impact on the braking process and achieving a comfortable braking process. Furthermore, curve 330 represents the actual hydraulic braking force, and curve 332 represents the driving force requested by the vehicle control unit. As will be appreciated, as described in block 308 of Figure 3A, the actual hydraulic braking force may be offset by the driving force, such that the actual generated braking force conforms to the comfort braking force curve 328. In some embodiments, the driving force may be reduced to zero in response to the vehicle coming to a stop. In some embodiments, the hydraulic braking force may be increased to equal the target braking force in response to the vehicle coming to a stop.

[0031] Continuing with reference to FIG. 3A , if the current hydraulic braking force at block 306 is less than the comfort braking force, proceed to block 310. At block 310, regenerative braking force may be requested to compensate to achieve comfort braking. In some embodiments, regenerative braking force may be requested in response to the hydraulic braking force being less than the comfort braking force. For example, if the current hydraulic braking force is 400 N and the comfort braking force is 500 N, 100 N of regenerative braking force may be requested from the regenerative braking module to compensate. In some embodiments, hydraulic braking force may also be requested to compensate. For example, if the current hydraulic braking force is 400 N and the comfort braking force is 500 N, 100 N of hydraulic braking force may be requested from the hydraulic braking module to compensate. In some embodiments, the vehicle may perform comfort braking based on the hydraulic braking force and the regenerative braking force. In combination with FIG. 3B, if the diagonal line 334 represents the regenerative braking intervention, the curve 336 represents the regenerative braking force corresponding to the regenerative braking intervention, and the regenerative braking force requested by the regenerative braking module may be used to supplement the hydraulic braking force.

[0032] FIG. 4 shows a schematic diagram of a process 400 for monitoring driving force consistent with embodiments of the present disclosure. In block 402, the actual driving force of the vehicle may be monitored. For example, with reference to FIG. 1 , the control system 110 may obtain the current driving force of the vehicle from the vehicle control unit 150. In some embodiments, the actual driving force of the vehicle may be obtained. In block 404, it may be determined whether the total braking force after the hydraulic braking force is offset by the driving force is greater than a comfortable braking force. For example, assuming a driving force of 100 N is requested from the vehicle control unit and a hydraulic braking force of 500 N is requested from the hydraulic control module, the total braking force is 400 N, and the total braking force may be compared to the comfortable braking force to determine the magnitude. In some embodiments, the total braking force may be determined based on the actual driving force and the hydraulic braking force. If the total braking force is greater than the comfortable braking force, proceed to block 406. In block 406, it may be determined whether the total braking force is less than a target braking force. For example, the driver's desired target braking force may be determined by the brake pedal depression.

[0033] If the total braking force is less than the target braking force, proceed to block 408. In block 408, additional driving force is requested to align the total braking force with the comfort braking force curve. For example, when the total braking force is 400 N, the target braking force is 800 N, and the comfort braking force is 300 N, an additional driving force of 100 N may be requested to reduce the total braking force to 300 N. In block 410, the additional target driving force may be sent to the vehicle control unit. Returning to block 406, if the total braking force is not less than the target braking force, proceed to block 412. In block 412, comfort braking is not activated. For example, if the total braking force is 800 N, the target braking force is 800 N, and comfort braking is not activated, the impact generated by the brakes to stop the vehicle is relatively large. Therefore, driving force is requested from the vehicle control unit to reduce the total braking force, trigger comfort braking, and improve braking comfort. In some embodiments, hydraulic braking force and traction force may be adjusted based on the total braking force, comfort braking force, and the required target braking force. In some embodiments, traction force may be increased in response to the total braking force equaling the target braking force, thereby reducing the total braking force. In block 414, indicators may be sent to the vehicle control unit to indicate the comfort braking activation status and traction force request.

[0034] Returning to block 404, if the total braking force is not greater than the comfort braking force, proceed to block 416. In block 416, it may be determined whether the total braking force is equal to the comfort braking force. If the total braking force is equal to the comfort braking force, proceed to block 418. In block 418, full performance comfort braking may be triggered. For example, full performance comfort braking may be triggered when the total braking force and the comfort braking force are both 500 N. In block 420, a comfort braking indicator may be sent to the vehicle control unit. For example, real-time feedback regarding comfort braking performance ensures that the driver is aware of the vehicle's braking performance and allows other systems to make adjustments based on the comfort braking performance level.

[0035] Returning to block 416, if the total braking force is less than the comfortable braking force, proceed to block 422. In block 422, the requested driving force may be reduced, or additional hydraulic braking force may be requested to make up the total braking force. For example, if the comfortable braking force is 500 N and the total braking force is 400 N, there is a security risk, and therefore a command to reduce the requested driving force by 100 N needs to be sent to the vehicle control unit, or an additional 100 N of hydraulic braking force may be requested from the hydraulic braking module to assist braking. In block 424, a command to reduce the requested driving force and an indicator that a security risk may exist may be sent to the vehicle control unit. In some embodiments, the requested driving force may be reduced, or the hydraulic braking force may be increased, in response to the total braking force being less than the comfortable braking force.

[0036] FIG. 5 shows a schematic diagram of a process 500 for performing comfort braking consistent with embodiments of the present disclosure. In block 502, driving force can be requested from the front axle motor, and a total braking force of the front axle can be determined. The front axle motor and the rear axle motor refer to the manner in which the vehicle's motors are disposed on the front and rear axles, respectively, which achieves four-wheel drive and improves the vehicle's traction and maneuverability. The front axle motor and the rear axle motor can automatically adjust the motor output power and torque according to different operating conditions and driving modes. During comfort braking in the later stages of braking, the vehicle speed is very low due to being close to parking, and regenerative braking force of the vehicle's front and rear axles is unnecessary. At this point, the regenerative braking force of the front axle can be fully transferred to the rear axle braking force, so that driving force can be requested from the front axle motor to reduce the total braking force of the front axle. In some embodiments, the total braking force on the front axle may be determined by the drive force and hydraulic braking force on the front axle.

[0037] In block 504, regenerative braking force may be requested from the rear axle motors, and a total braking force for the rear axles may be determined. For example, regenerative braking force may be requested from the rear axle motors to increase braking force on the rear axles. In some embodiments, the total braking force for the rear axles may be determined by the regenerative braking force and the hydraulic braking force on the rear axles. In some embodiments, the total braking force for the front axles and the total braking force for the rear axles may be distributed based on a predetermined scale or may be dynamically distributed based on vehicle conditions. In block 506, the vehicle may be comfort-braked based on the total braking force for the front axles and the total braking force for the rear axles.

[0038] 6 shows a schematic diagram of an apparatus 600 for comfort braking consistent with an embodiment of the present disclosure. The apparatus 600 includes a comfort braking determination unit 602 configured to determine a comfort braking force based on a brake pedal depression of the vehicle. The apparatus 600 also includes a hydraulic brake acquisition unit 604 configured to acquire a current hydraulic braking force of the vehicle. The apparatus 600 also includes a driving force request unit 606 configured to request driving force from the vehicle control unit in response to the hydraulic braking force being greater than the comfort braking force. In addition, the apparatus 600 further includes a comfort braking control unit 608 configured to implement comfort braking on the vehicle based on the hydraulic braking force and the driving force.

[0039] In some embodiments, the comfort braking control unit 608 includes a driving force canceling unit configured to offset the hydraulic braking force with a driving force based on the comfort braking force, and a comfort braking second control unit that performs comfort braking on the vehicle using the offsetting hydraulic braking force.

[0040] In some embodiments, the apparatus 600 further comprises an actual driving force acquisition unit configured to acquire an actual driving force of the vehicle, a total braking force determination unit configured to determine a total braking force based on the actual driving force and the hydraulic braking force, and a braking force adjustment unit configured to adjust the hydraulic braking force and the driving force based on the total braking force, the comfortable braking force, and the required target braking force.

[0041] In some embodiments, the braking force modulation unit comprises a hydraulic braking augmentation unit configured to increase the hydraulic braking force or decrease the drive force in response to the total braking force being less than a comfortable braking force, and a drive force modulation unit configured to increase the drive force in response to the total braking force being greater than the comfortable braking force.

[0042] In some embodiments, the braking force modulation unit further comprises a comfort braking trigger unit configured to trigger full performance comfort braking in response to the total braking force being equal to the comfort braking force.

[0043] In some embodiments, the apparatus 600 further includes a regenerative braking request unit configured to request regenerative braking force in response to the hydraulic braking force being less than the comfort braking force, and a comfort braking third control unit configured to perform comfort braking on the vehicle based on the hydraulic braking force and the regenerative braking force.

[0044] In some embodiments, the apparatus 600 further comprises a front axle braking determination unit configured to determine a total braking force of the front axles based on the hydraulic braking force and the driving force required from the front axle motors of the vehicle, a rear axle braking determination unit configured to determine a total braking force of the rear axles based on the hydraulic braking force and the regenerative braking force required from the rear axle motors of the vehicle, and a comfort braking fourth control unit configured to perform comfort braking on the vehicle based on the total braking force of the front axles and the total braking force of the rear axles.

[0045] In some embodiments, the comfort braking determination unit 602 comprises a target braking determination unit configured to determine a required target braking force based on a brake pedal depression, and a second comfort braking determination unit configured to determine a comfort braking force based on the target braking force, a gradient value of the vehicle, and a vehicle speed of the vehicle.

[0046] In some embodiments, the apparatus 600 further comprises a drive force modulation unit configured to reduce drive force to zero or transition to vehicle idle drive force in response to the vehicle coming to a stop, and a hydraulic braking modulation unit configured to increase hydraulic braking force to equal a target braking force.

[0047] 7 shows a schematic block diagram of an example device 700 that can be used to implement embodiments of the present disclosure. As shown in the figure, the device 700 includes a processor 701 that can perform various appropriate actions and processes according to embedded program instructions stored in a read-only memory (ROM) 702 or a random access memory (RAM) 703. Various programs and data necessary for the operation of the device 700 can also be stored in the RAM 703. The processor 701, the ROM 702, and the RAM 703 are interconnected through a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0048] The various processes and operations described above may be executed by the processor 701. For example, in some embodiments, they may be implemented as an embedded program tangibly contained in a machine-readable medium. In some embodiments, some or all of the embedded program may be loaded and / or installed onto the device 700 via the ROM 702. When the embedded program is loaded onto the RAM 703 and executed by the processor 701, one or more actions of the methods and processes described in this disclosure may be performed.

[0049] A machine-readable storage medium may be a tangible device that maintains and stores instructions used to instruct an execution device. A machine-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor memory device, or any suitable combination of the above. More specific examples (a non-exhaustive list) of machine-readable storage media include random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), and any suitable combination of the above. As used herein, a machine-readable storage medium should not be interpreted as a transient signal itself, such as an electric wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through an electrical wire.

[0050] The machine-readable program instructions described herein may be downloaded from machine-readable storage media to various computing / processing devices, or can be downloaded to an external machine or storage device from a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include copper transmission cables, fiber optic transmissions, wireless transmissions, routers, firewalls, switches, gateway machines, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the machine-readable program instructions from the network and forwards the machine-readable program instructions for storage in the machine-readable storage media of each computing / processing device.

[0051] The machine program instructions used to carry out the operations of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source or object code written in any combination of one or more programming languages, including programming languages ​​including object-oriented programming languages ​​such as Smalltalk, C++, and the like, as well as traditional procedural programming languages ​​such as "C" or similar programming languages. The machine-readable program instructions may be executed entirely on the user's machine, partially on the user's machine, as a separate software package, partially on the user's machine and partially on a remote machine, or entirely on a remote machine or server. When a remote machine is involved, the remote machine may be connected to the user's machine through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external machine (such as by using an Internet service provider for Internet connectivity). In some embodiments, the state information of the machine-readable program instructions is used to customize custom electronic circuitry, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), such that the electronic circuitry is capable of executing the machine-readable program instructions to thereby accomplish various aspects of the present disclosure.

[0052] Various aspects of the present disclosure are described herein with reference to flowcharts and / or block diagrams that illustrate methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It will be understood that all blocks of the flowcharts and / or block diagrams, and combinations of various blocks in the flowcharts and / or block diagrams, can be implemented by machine-readable program instructions.

[0053] These machine-readable program instructions may be provided to a processing unit of a general-purpose machine, a special-purpose machine, or other programmable data processing apparatus, to thereby produce a type of machine that, when executed by a processing unit of the machine or other programmable data processing apparatus, produces an apparatus that implements the functions / actions specified in one or more boxes in the flowcharts and / or block diagrams. These machine-readable program instructions may also be stored in a machine-readable storage medium, causing the machine, programmable data processing apparatus, and / or other apparatus to operate in a particular manner. Thus, a machine-readable medium containing instructions comprises an article of manufacture including instructions for implementing various aspects of the functions / actions identified by one or more boxes in the flowcharts and / or block diagrams.

[0054] The machine-readable program instructions may also be loaded onto a machine, other programmable data processing apparatus, or other device and cause a sequence of operation steps to be performed on the machine, other programmable data processing apparatus, or other device to produce a machine-implemented process, which enables the instructions, when executed on the machine, other programmable data processing apparatus, or other device, to implement the functions / actions identified in one or more boxes in the flowcharts and / or block diagrams.

[0055] The flowcharts and block diagrams in the accompanying drawings illustrate system architecture, functionality, and operations that may be implemented based on systems, methods, and computer program products according to several embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, program section, or part of an instruction, which contains one or more executable instructions used to implement the specified logical function. In some alternative implementations, the occurrence of functions displayed in the blocks may also differ from the order displayed in the accompanying drawings. For example, two consecutive blocks may in fact be substantially performed in a simultaneous manner, or the blocks may sometimes be performed in reverse order depending on the functionality involved. It should also be noted that all blocks in the block diagrams and / or flowcharts, as well as combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system used to perform the specified functions or actions, or may be implemented using a combination of dedicated hardware and machine instructions.

[0056] Various embodiments of the present disclosure have been described above. The description provided is illustrative and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The choice of terminology used in this text is intended to best explain the principles and practical applications of the various embodiments, technical improvements of the technology in the market, or to enable those skilled in the art to understand the various embodiments disclosed in this text.

Claims

1. A method (200) for comfortable braking, comprising: Determining a comfortable braking force based on a brake pedal depression of the vehicle (202); Obtaining (204) a current hydraulic braking force of the vehicle; requesting drive force from a vehicle control unit in response to the hydraulic braking force being greater than the comfort braking force (206); performing a comfortable braking action on the vehicle based on the hydraulic braking force and the driving force (208); A method comprising:

2. Implementing the comfort braking on the vehicle includes: offsetting the hydraulic braking force with the driving force based on the comfortable braking force; performing said comfort braking on said vehicle using a countervailing hydraulic braking force; The method (200) of claim 1, comprising:

3. obtaining an actual driving force of the vehicle; determining a total braking force based on the actual driving force and the hydraulic braking force; adjusting the hydraulic braking force and the driving force based on the total braking force, the comfort braking force, and a required target braking force; The method (200) of claim 1, further comprising:

4. Adjusting the hydraulic braking force and the driving force includes: increasing the hydraulic braking force or decreasing the drive force in response to the total braking force being less than the comfort braking force; increasing the driving force in response to the total braking force being greater than the comfort braking force; The method (200) of claim 3, comprising:

5. 5. The method (200) of claim 4, further comprising triggering full performance comfort braking in response to the total braking force being equal to the comfort braking force.

6. requesting regenerative braking force in response to the hydraulic braking force being less than the comfort braking force; performing comfortable braking on the vehicle based on the hydraulic braking force and the regenerative braking force; The method (200) of claim 1, further comprising:

7. determining a total front axle braking force based on the hydraulic braking force and a drive force demanded from a front axle motor of the vehicle; determining a total rear axle braking force based on the hydraulic braking force and regenerative braking force required from a rear axle motor of the vehicle; performing comfort braking on the vehicle based on the total braking force of the front axles and the total braking force of the rear axles; The method (200) of claim 6, further comprising:

8. Determining the comfortable braking force comprises: determining a required target braking force based on the opening degree of the brake pedal; determining the comfortable braking force based on the target braking force, a gradient value of the vehicle, and a vehicle speed of the vehicle; The method (200) of claim 1, comprising:

9. reducing the drive force to zero in response to the vehicle coming to a stop; increasing the hydraulic braking force to be equal to the target braking force; 9. The method (200) of claim 8, further comprising:

10. transitioning the driving force to an idle driving force of the vehicle in response to the vehicle stopping; increasing the hydraulic braking force to be equal to the target braking force; 9. The method (200) of claim 8, further comprising:

11. A device for comfortable braking, comprising: a comfort braking determination unit configured to determine a comfort braking force based on an opening of a brake pedal of the vehicle; a hydraulic brake acquisition unit configured to acquire a current hydraulic braking force of the vehicle; a driving force request unit configured to request driving force from a vehicle control unit in response to the hydraulic braking force being greater than the comfortable braking force; a comfort braking control unit configured to perform comfort braking on the vehicle based on the hydraulic braking force and the driving force; An apparatus comprising:

12. a controller, at least one processor; a memory coupled to said at least one processor and storing instructions that, when executed by said at least one processor, cause said controller to perform the method of any one of claims 1 to 10; A controller comprising:

13. A computer program product tangibly stored on a non-transitory computer readable medium, the computer program product comprising machine executable instructions used to implement the method of any one of claims 1 to 10.

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