Vehicle braking method and device, vehicle and vehicle control system

Abstract

A vehicle braking method and device, a vehicle and a vehicle control system. The method comprises: monitoring the current speed and the current location of a vehicle; then, on the basis of the current speed, the current location and a target parking location, perform braking estimation on the vehicle, so as to obtain braking estimation information of the vehicle, the braking estimation information being used for indicating a location relationship between an estimated parking location of the vehicle and the target parking location; on the basis of the braking estimation information, determining braking deceleration of the vehicle; and then, on the basis of the braking deceleration, controlling the vehicle to brake. Thus, the present disclosure can avoid defects of traditional braking modes in terms of road environments and response delays, satisfy objective demands for parking at fixed points, and implement flexible adjustments on the basis of actual conditions so as to be smoother and safer.

Description

Vehicle braking method and device, vehicle and vehicle control system Technical Field

[0001] The present disclosure relates to the field of vehicle control, and in particular to a vehicle braking method and device, a vehicle, and a vehicle control system. Background Art

[0002] Fixed-point docking, or stopping at a fixed location, is an objective requirement for unmanned mining vehicles in actual operational scenarios. Currently, unmanned mining vehicles typically rely on speed trajectories issued by decision-makers to achieve fixed-point docking. However, due to the complex road conditions in mining areas and the significant response delay of the mine vehicle's wire-controlled chassis, the speed trajectory issued by the decision-makers cannot achieve safe and accurate docking. This can lead to inaccurate docking, thus affecting mine vehicle operations and potentially causing safety risks such as vehicle collisions or brake damage. Summary of the Invention

[0003] In view of the above problems, the present disclosure provides a vehicle braking method and device, a vehicle, and a vehicle control system to improve the safety and accuracy of fixed-point parking to a certain extent.

[0004] In a first aspect, the present disclosure provides a vehicle braking method, the method comprising:

[0005] Monitor the current speed and current position of the vehicle;

[0006] performing braking estimation on the vehicle based on the current speed, the current position, and the target parking position to obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate a positional relationship between the estimated parking position of the vehicle and the target parking position;

[0007] determining a braking deceleration of the vehicle based on the braking estimation information;

[0008] Based on the braking deceleration, the vehicle braking is controlled.

[0009] In a second aspect, the present disclosure provides a vehicle braking device, the device comprising:

[0010] A monitoring unit is configured to monitor a current speed and a current position of the vehicle;

[0011] an estimating unit configured to estimate braking of the vehicle based on the current speed, the current position, and the target parking position, to obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate a relationship between the estimated parking position of the vehicle and the target parking position;

[0012] The estimation unit is further configured to determine a braking deceleration of the vehicle based on the braking estimation information;

[0013] The braking unit is configured to control braking of the vehicle based on the braking deceleration.

[0014] In a third aspect, the present disclosure provides a vehicle, comprising: a vehicle body; and a vehicle braking device configured to execute the vehicle braking method as described in any one of the first aspects.

[0015] In a fourth aspect, the present disclosure provides a vehicle control system, comprising: a communication module configured to communicate with a vehicle; and a vehicle braking device configured to execute the vehicle braking method as described in any one of the first aspects.

[0016] In a fifth aspect, the present disclosure provides an electronic device, comprising: a memory for storing computer-readable instructions; and a processor for executing the computer-readable instructions so that the electronic device executes the vehicle braking method as described in any one of the first aspects.

[0017] In a sixth aspect, the present disclosure provides a non-transitory computer-readable storage medium for storing computer-readable instructions, characterized in that when the computer-readable instructions are executed by a processor, the processor executes the vehicle braking method as described in any one of the first aspects.

[0018] The vehicle braking method and apparatus, as well as the vehicle and vehicle control system according to the disclosed embodiments, estimate vehicle braking by monitoring vehicle speed and position. This allows for the relationship between the current estimated parking position and the target parking position to be determined in real time. This relationship can then be used to dynamically determine the braking deceleration, achieving real-time braking control. This approach overcomes the shortcomings of traditional braking methods in terms of road conditions and response delays, meeting the objective needs of fixed-point parking while enabling flexible adjustments based on actual conditions, resulting in a smoother and safer operation.

[0019] It is to be understood that both the foregoing general description and the following detailed description are exemplary, and are intended to provide further explanation of the technology as claimed. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and other purposes, features, and advantages of the present disclosure will become more apparent through a more detailed description of the embodiments of the present disclosure in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and are not intended to limit the present disclosure. In the drawings, the same reference numerals generally represent the same components or steps.

[0021] FIG1 is a schematic flow chart of a vehicle braking method provided by the present disclosure;

[0022] FIG2 is a schematic diagram of a vehicle parking relationship in a disclosed embodiment;

[0023] FIG3 is a schematic flow chart of a vehicle braking method provided by the present disclosure;

[0024] FIG4 is a schematic diagram of a first vehicle braking method provided by the present disclosure;

[0025] FIG5 is a structural block diagram of a vehicle braking device provided by the present disclosure;

[0026] FIG6 is a structural block diagram of a vehicle provided by the present disclosure;

[0027] FIG7 is a structural block diagram of a vehicle control system provided by the present disclosure;

[0028] FIG8 is a hardware block diagram illustrating an electronic device according to an embodiment of the present disclosure;

[0029] FIG9 is a schematic diagram illustrating a computer-readable storage medium according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present disclosure more apparent, the following will describe in detail exemplary embodiments of the present disclosure with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described herein.

[0031] In the actual operation scenario of unmanned mining vehicles (hereinafter referred to as unmanned mining vehicles), the unmanned mining vehicles are required to stop at the actual operation location to realize cargo dumping or loading. If the unmanned mining vehicles do not stop in place, it will not only affect the smoothness of the operation flow and the operation efficiency, but may also cause safety risks such as collisions between the unmanned mining vehicles and obstacles such as the preceding vehicles and mountains, and brake damage.

[0032] Currently, unmanned mining vehicles still park based on speed trajectories issued by decision-makers. This parking method is limited by many practical conditions and often fails to park properly. For one thing, the actual operating scenarios of unmanned mining vehicles are complex. The conditions on mining roads are harsh, with varying slopes, road adhesion conditions, and poor flatness. Furthermore, unmanned mining vehicles themselves have limitations. For example, the long braking response delay of unmanned mining vehicles makes it difficult to accurately identify the dynamic braking delay. Furthermore, in complex environments, the unmanned mining vehicle's ability to detect obstacles is also affected, resulting in perception errors. These and other practical reasons make existing solutions that use speed trajectories issued by decision-makers often fail to park properly.

[0033] Based on this, and to enhance the smoothness and safety of vehicle parking, the present disclosure provides a vehicle braking method that can be applied to any vehicle's parking braking scenario to achieve a smooth and safe parking of the vehicle. The vehicle involved in this disclosure can be any vehicle with braking capability, which can be achieved by the vehicle itself or by a remote control platform.

[0034] For example, the technical solutions provided by this disclosure can be applied in industrial production scenarios. For example, they can be applied to the previously described fixed-point parking scenario of unmanned mining vehicles during actual operations. Another example is the braking and parking scenario of logistics vehicles. This list is not exhaustive.

[0035] For example, the technical solutions provided by this disclosure can also be applied to braking scenarios for civilian vehicles. For example, they can be applied to unmanned public vehicles, such as buses and rail transit vehicles. These vehicles are generally controlled by a central control console and are instructed to dock at fixed stops. In this case, the technical solutions provided by this disclosure can be used to achieve fixed-point docking. Another example is that they can be applied to family cars equipped with autonomous driving capabilities. When the autonomous driving function is activated and automatic docking is required, the technical solutions provided by this disclosure can be used to achieve automatic docking.

[0036] The following is a detailed description.

[0037] Please refer to FIG1 , which is a flow chart of a vehicle braking method provided by the present disclosure. As shown in FIG1 , the method includes:

[0038] S102, monitoring the current speed and current position of the vehicle.

[0039] During the vehicle's driving process, the vehicle's current position and speed are monitored in real time to facilitate subsequent real-time deceleration intervention. As the vehicle speed decreases, the deceleration also changes accordingly, ultimately achieving a smooth and safe parking of the vehicle.

[0040] In specific implementations, the vehicle's current location can be determined using detection devices built into or attached to the vehicle. For example, unmanned mining vehicles are typically equipped with positioning and speed control devices to monitor the vehicle's status in real time and control its speed and direction in complex operating scenarios. This solution can reuse these positioning and speed control devices to obtain the vehicle's current speed and location in real time. For another example, everyday civilian cars are also equipped with positioning devices (e.g., GPS) and speed detection devices, which can also be reused to implement this step.

[0041] S104 , based on the current speed, current position and target parking position, the vehicle is brake-estimated to obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate the positional relationship between the estimated parking position and the target parking position of the vehicle.

[0042] In this disclosure, the target parking location is the location where the vehicle is expected to stop, and this location can be customized. For example, in an unmanned mining vehicle parking scenario, the target parking location could be the dumping site or the crushing opening. In another example, in a public transportation braking scenario, the target parking location could be a bus stop or a subway car parking location.

[0043] During vehicle braking, a certain deceleration is applied to the vehicle, gradually reducing its speed and ultimately stopping it. In the specific scenario of a vehicle stopping, the distance between the vehicle's current position and the target parking location is generally close, and the vehicle can be considered to be traveling in a straight line. Therefore, the relationship between distance, speed, and acceleration (deceleration in this disclosure) can be used to estimate vehicle braking.

[0044] Specifically, different braking methods apply different decelerations to the vehicle. Therefore, the present disclosure monitors the vehicle's current speed and position in real time, and, in conjunction with the target parking position, estimates the positional relationship between the vehicle's potential parking position (i.e., the estimated parking position) and the target parking position using different decelerations. Based on the positional relationship reflected in the braking estimation information, it is possible to determine whether the deceleration is appropriate. Based on this information, the vehicle's deceleration is adjusted in real time, enabling real-time and flexible adjustments to the vehicle's braking process, allowing the vehicle to park smoothly and safely.

[0045] S106 , determining the braking deceleration of the vehicle based on the braking estimation information.

[0046] As mentioned above, the braking estimation information can characterize the positional relationship between the estimated stopping position and the target stopping position of the vehicle under different deceleration conditions. Therefore, the range of braking deceleration that can be currently adopted can be determined based on this information. The braking deceleration can also be controlled based on changes in real-time conditions to achieve a smooth and safe stopping effect.

[0047] It should be noted that in this disclosure, considering that the vehicle is decelerated in the vehicle braking scenario, the term "deceleration" is used to characterize the rate of vehicle deceleration. It should be understood that in terms of numerical relationship, deceleration is the negative of acceleration, and the values ​​are the same. Therefore, deceleration also satisfies the objective law between acceleration, distance, and speed. In the following text, for ease of expression, "deceleration" will be used for explanation, and when comparing the magnitude relationship of deceleration, the absolute value of deceleration (which can be regarded as acceleration value) will be used for comparison.

[0048] S108: Control vehicle braking based on the braking deceleration.

[0049] In this step, a braking deceleration that is more in line with the current real-time state has been determined based on the current speed and current position of the vehicle. Therefore, it is only necessary to perform braking control according to this braking deceleration.

[0050] In addition, as mentioned above, the vehicle braking method shown in Figure 1 can be executed locally on the vehicle or on the remote control side. Taking the docking scenario of an unmanned mine car as an example, this method can be executed in the control unit locally mounted on any unmanned mine car, and based on instant communication with the positioning device, speed control device, etc., the unmanned mine car can be controlled to dock smoothly and safely at the target parking position. Alternatively, the method can also be executed on the remote control side of the unmanned mine car, such as in a main control console or remote control device; after obtaining the corresponding information through real-time communication with the positioning device and speed control device mounted on the unmanned mine car, the above method is used to determine the currently applicable braking deceleration, and then a control instruction is issued to the unmanned mine car so that the unmanned mine car can achieve braking and parking according to the braking deceleration.

[0051] It should be understood that the braking control method shown in Figure 1 can be repeatedly executed in real time during vehicle braking, so that the braking deceleration can be determined in real time based on the real-time vehicle state (speed, position). In other words, in a precision parking scenario, a relatively large deceleration can be used for braking at the beginning. However, as the distance between the vehicle's current position and the target parking position gets closer, the vehicle's current speed decreases, and the braking deceleration of the vehicle also decreases. Ultimately, by controlling the vehicle's braking deceleration, the vehicle can be brought to a safe and smooth stop.

[0052] In summary, the technical solution provided by this disclosure enables vehicle braking estimation by monitoring vehicle speed and position, thereby determining the relationship between the current estimated parking position and the target parking position in real time. Furthermore, based on this real-time relationship, the braking deceleration can be dynamically determined, achieving real-time braking control. This approach overcomes the shortcomings of traditional braking methods in terms of road conditions and response delays, meeting the objective needs of fixed-point parking while enabling flexible adjustments based on actual conditions, resulting in a smoother and safer approach.

[0053] As previously described, the braking estimation information referred to in this disclosure is used to indicate the relationship between the estimated parking position and the target parking position. The relationship between the two positions can be represented in a variety of ways. For example, the positional relationship can be represented by coordinates, or by distance (in which case the direction can be further represented by a positive or negative sign). In another example, different intervals can be preset based on the target parking position, and the positional relationship between the two can be represented by the interval to which the estimated parking position belongs.

[0054] In one exemplary embodiment, when determining the vehicle's braking deceleration based on the estimated braking information, the vehicle's braking deceleration can be determined specifically based on the interval to which the estimated parking position indicated by the estimated braking information belongs. The interval is associated with the target parking position. Furthermore, the interval can be determined by the target parking position, the furthest parking position, and a dangerous parking position; in the vehicle's travel direction, the furthest parking position, the target parking position, and the dangerous parking position are, in order, farther from the current position; the dangerous parking position is separated from the target parking position by a first preset distance, and the furthest parking position is separated from the target parking position by a second preset distance.

[0055] Please refer to Figure 2, which is a schematic diagram of a vehicle parking relationship in the disclosed embodiment. Figure 2 shows three special positions in the direction of vehicle travel (arrow direction): the farthest parking position, the target parking position, and the dangerous parking position. As shown in Figure 2, the farthest parking position, the target parking position, and the dangerous parking position are successively farther away from the current position. The target parking position is a preset parking position, and the dangerous parking position and the target parking position are separated by a first preset distance, which can be recorded as dPrkAccuracy1, while the farthest parking position and the target parking position are separated by a second preset distance, dPrkAccuracy2. In a specific implementation scenario, the first preset distance and the second preset distance can both be regarded as parking accuracy, wherein the first preset distance is a parking accuracy index requirement for whether the vehicle exceeds the dangerous parking position, and the second preset distance is an index requirement for parking accuracy when the vehicle is not parked in place.

[0056] In this disclosure, the range between the dangerous parking position and the furthest parking position is defined as the safe range for a vehicle to safely and smoothly park, also known as the safe parking interval. Once the target parking position is determined, the corresponding safe parking interval is also determined. When parking in the direction of travel, if the final parking position does not reach the furthest parking position, it is considered underparking. If the final parking position exceeds the dangerous parking position, it is considered overparking. Both situations constitute improper parking and pose a certain risk of collision.

[0057] In order to further distinguish the parking conditions of vehicles, the present disclosure further divides the safe parking interval, which specifically includes two intervals: a first interval and a second interval, wherein the first interval is the interval between the farthest parking position and the target parking position, and the second interval is the interval between the target parking position and the dangerous parking position.

[0058] Thus, when estimating vehicle braking, the positional relationship between the vehicle's estimated parking position and the target parking position can be specifically expressed as the relationship between the estimated parking position and the intervals shown in the schematic diagram of Figure 2 , that is, the intervals within which the vehicle's estimated parking position falls. Specifically, these include the following situations, in the order of vehicle travel: not reaching the safe parking interval, being in the first interval, being in the second interval, and being outside the safe parking interval.

[0059] In addition, for two special positions, namely the target parking position and the dangerous parking position, they can be used as the boundaries of the interval in actual scenarios, or as an independent situation to independently determine the vehicle's braking deceleration.

[0060] There are many ways to determine the braking deceleration based on the above relationship indicated by the braking estimation information (for example, based on the interval to which the estimated parking position indicated by the braking estimation information belongs).

[0061] In an exemplary implementation, the current deceleration can be adjusted based on the braking estimation information. Specifically, the braking deceleration can be controlled to increase or decrease. For example, if an estimation is made using a certain braking deceleration and it is determined that the estimated parking position corresponding to the braking deceleration exceeds the safe parking interval and falls outside the dangerous parking position, a larger braking deceleration can be determined based on the actual situation to perform braking control so that the vehicle can park safely. For another example, if the estimated parking position estimated using another braking deceleration is located in the first interval, the braking deceleration can be maintained unchanged or reduced based on the current braking deceleration. The present disclosure has no particular restrictions on the specific implementation of increasing or decreasing the braking deceleration. For example, it can be increased or decreased according to a predetermined increase / decrease amplitude, or the increase / decrease amplitude can be estimated based on the distance between the estimated parking position and the target parking position. The examples are not exhaustive.

[0062] In another exemplary implementation, based on the different positional relationships indicated by the braking estimation information, a corresponding braking deceleration control method can be set for each positional relationship. Thus, based on the real-time positional relationship, the corresponding braking deceleration method is adopted to determine the vehicle's braking deceleration. This disclosure provides a possible embodiment based on this design concept.

[0063] At this time, based on different situations indicated by the estimated braking information (for example, different intervals to which the estimated parking position belongs), the vehicle's braking deceleration may be determined in the following situations:

[0064] Case 1: The estimated braking information indicates that the estimated parking position exceeds the safe parking zone. This can be understood in conjunction with Figure 2. At this point, the estimated braking information for the vehicle has exceeded the safe parking zone, indicating that a greater deceleration is required for braking control to bring the vehicle's final parking position closer to the target parking position and the safe parking zone.

[0065] Based on this, in a possible embodiment of the first case, when the braking estimation information indicates that the estimated parking position exceeds the safe parking interval, the braking deceleration of the vehicle is determined to be the maximum braking deceleration corresponding to the vehicle (denoted as a max ), so that the braking control can be performed at the maximum deceleration that can be implemented, so that the final parking position of the vehicle can be brought closer to the target parking position to the maximum extent, or even fall within the safe parking range. This is more conducive to ensuring the safety of the vehicle's braking process and minimizing the risk of a collision after exceeding the safe parking range.

[0066] In addition, in the actual implementation scenario, if the braking estimation information indicates a max If the estimated parking position obtained by braking estimation is still beyond the safe parking range, you can maxIn addition to braking control, other braking methods can be used to ensure the vehicle is placed as close to or within the safe parking zone as possible to avoid potential risks such as collisions. This disclosure does not specifically limit other braking methods, and custom designs can be used in actual scenarios. For example, resistance can be designed for the portion of the unmanned mining vehicle's operating road that exceeds the safe parking zone. Another example is to add a resistance device to the vehicle to enhance resistance, etc., which will not be elaborated on here.

[0067] Case 2: The estimated braking information indicates that the estimated parking position is within the first interval. Referring to Figure 2 , the estimated parking position is within the first interval of the safe parking interval, that is, between the furthest parking position and the target parking position, and has not yet reached the target parking position. In this case, a safer and smoother braking control method can be used.

[0068] In one possible embodiment of the second scenario, when the estimated braking information indicates that the estimated parking position is within the first interval, the vehicle's braking deceleration is determined to be a first deceleration, where the first deceleration is related to the vehicle's current speed, current position, and target parking position. Specifically, the first deceleration satisfies the following formula with the vehicle's current speed, current position, and target parking position:

[0069] Among them, a safe represents the first deceleration (also known as the safety parking deceleration), v represents the current speed of the vehicle, d safe represents the distance between the vehicle's current position and the target parking position (also known as the first real-time distance), ω represents the braking parameter (also known as the parking distance correction coefficient), which is used to ensure that the vehicle can brake at a larger deceleration during deceleration to leave a margin for the final parking. safe When ≥0.01, the relationship shown in this formula can be used to determine the first deceleration.

[0070] It is worth noting that in order to control the vehicle to stop at least in the first interval including the farthest parking position, as shown in Figure 2, that is, in order to make the vehicle stop at least to the right of the farthest parking position, the present disclosure also introduces the concept of the maximum braking deceleration (denoted as aprefer_max) for the vehicle to stop smoothly in the first interval. In addition, in order to make the vehicle stop at least in the first interval, the first braking deceleration a must be satisfied in the present disclosure. safe Less than or equal to aprefer_max in this case, i.e. a safe<aprefer_max (absolute value comparison) This allows the vehicle to park smoothly with a more gradual deceleration while ensuring it stops at at least the furthest parking position. The vehicle decelerates more slowly and parks closer to the target parking position. Furthermore, based on this condition, the braking scheme described in this disclosure eliminates the fourth scenario described above, where the vehicle ultimately fails to reach the safe parking zone. This scenario will not be discussed further below.

[0071] aprefer_max specifically represents the maximum braking deceleration required for a vehicle to park smoothly in the first zone, and is actually related to the furthest parking position. In a specific implementation scenario, the aprefer_max value can be obtained in real time based on the vehicle's current speed and the distance between the current position and the furthest parking position, utilizing the speed-distance-acceleration relationship. The third real-time distance between the vehicle's current position and the furthest parking position can be calculated based on the vehicle's current position, the target parking position, and a second preset distance between the target parking position and the furthest parking position.

[0072] Case 3: The braking estimation information indicates that the estimated parking position is within the second interval. In this case, as also referred to in Figure 2 , the estimated parking position is within the second interval of the safe parking range, that is, between the target parking position and the dangerous parking position. At this point, the target parking position has been exceeded, and there is a risk of exceeding the dangerous parking position. In this case, there are multiple possible ways to determine the braking deceleration.

[0073] For example, in one possible embodiment of the third scenario, when the estimated braking information indicates that the estimated parking position is within the second interval, the braking deceleration can still be determined as the first deceleration. The method for determining the first deceleration is not further described below. This approach can also ensure that the vehicle is parked within the safe parking interval, ensuring accurate parking requirements.

[0074] Exemplarily, in another possible embodiment of the third case, when the braking estimation information indicates that the estimated parking position is in the second interval, the braking deceleration can be determined as a second deceleration, wherein the second deceleration is related to the current speed, the current position, and the dangerous parking position.

[0075] Specifically, the second deceleration satisfies the following formula with the current speed, current position, and dangerous parking position:

[0076] Among them, a danger represents the second deceleration (also known as dangerous parking deceleration), v represents the current speed of the vehicle, d dangerrepresents the distance between the vehicle's current position and the dangerous parking position (also known as the second real-time distance), ω represents the braking parameter (also known as the parking distance correction coefficient), which is used to ensure that the vehicle can brake at a larger deceleration during deceleration to leave a margin for the final parking. danger When ≥0.01, the relationship shown in this formula can be used to determine the second deceleration.

[0077] In addition, the braking parameters of the first deceleration and the braking parameters of the second deceleration may be the same or different. The above two formulas are merely exemplary and are not used to limit the range of the braking parameters, so they will not be described in detail.

[0078] Exemplarily, in another possible embodiment of the third situation, when the braking estimation information indicates that the estimated parking position is in the second interval, the first deceleration and the second deceleration are speed-fused to obtain the braking deceleration; wherein the second deceleration is related to the current speed, the current position, and the dangerous parking position.

[0079] This is mainly because the second real-time distance is greater than the first real-time distance (ie, d danger >d safe ), therefore, the second deceleration is less than the first deceleration (i.e. a danger <a safe , absolute value comparison). The smaller the deceleration, the slower the vehicle deceleration and the smoother the parking. Based on this, it is possible to consider fusing the first and second decelerations to meet the smoothness requirements of the vehicle parking and provide a smoother and more harmonious parking experience.

[0080] It should be understood that the deceleration obtained after velocity fusion should be within the range of the first and second decelerations. There are various ways to implement this fusion. For example, the first and second decelerations can be weightedly fused, an average can be calculated, any deceleration can be determined within the range of the first and second decelerations, or any other possible fusion method can be used.

[0081] Taking the weighted fusion method as an example, the specific determination of the braking deceleration can include the following steps: first, based on the current speed, current position and target parking position, determine the first deceleration; and, based on the current speed, current position and dangerous parking position, determine the second deceleration. Then, the first deceleration and the second deceleration are weightedly fused using the fusion parameters to obtain the braking deceleration.

[0082] At this time, the braking deceleration a, the first deceleration a safe , second deceleration a danger The following relationship is satisfied: a=pa safe +(1-p)adanger (p∈[0,1))

[0083] Among them, p is the fusion parameter, and its value range is [0,1).

[0084] In actual application scenarios, the fusion parameter (also known as the deceleration weight coefficient) can be a fixed value or a non-fixed value. When it is a non-fixed value, it is necessary to determine the fusion parameter before performing the aforementioned weighted fusion step. There are many ways to determine the fusion parameter. For example, the current data can be processed based on at least one of a pre-trained neural network model, a preset algorithm, and a preset data processing method to determine the appropriate fusion parameter for the current situation.

[0085] In one exemplary embodiment, the fusion parameters can be determined based on a pre-trained neural network model. For example, the inputs to the neural network model may include, but are not limited to, the vehicle's current speed, current location, target parking location, and a first preset distance (or a dangerous parking location). The output of the neural network model is the fusion parameter, which is in the range [0 1).

[0086] In another exemplary embodiment, fusion parameters can also be determined based on braking estimation information. As previously described, braking estimation information can characterize the relationship between the vehicle's estimated parking position and the target position. Based on this information, it can be further determined whether the estimated parking position is closer to the target parking position. Fusion parameters can then be determined based on this positional relationship, more accurately reflecting the current situation and ensuring smoother and safer parking.

[0087] For example, in one possible implementation, the fusion parameters p and d danger_余量 Strong correlation. At this time, p and d danger_余量 The following formula can be satisfied:

[0088] Among them, p is the fusion parameter, d danger_余量 Indicates the first real-time distance d danger The first distance difference between the first braking distance ddanger_thrd, ie, d danger_余量 =d danger -ddanger_thrd, first real-time distance d danger is the distance between the current position and the dangerous parking position, and the first braking distance ddanger_thrd is determined based on the maximum braking deceleration corresponding to the vehicle and the current speed; d safe_余量 Indicates the second real-time distance d safe and the second braking distance d safe_thrd The second distance difference between safe_余量 =d safe -dsafe_thrd , the second real-time distance d safe is the distance between the current position and the target parking position, the second braking distance d safe_thrd It is determined based on aprefer_max and the current speed. danger_余量 with d safe_余量 , which will be explained in detail later and will not be expanded here.

[0089] The fusion parameter p determined based on the relationship shown in the formula can be based on d danger_余量 Realize the degree of control over the deceleration. danger_余量 The larger the value, the farther away from the dangerous parking position, the smaller the possibility of exceeding the safe parking range, and the easier it is to brake. safe On the contrary, d danger_余量 The smaller it is, the closer it is to the dangerous parking position, and the greater the possibility of exceeding the safe parking range, then it is necessary to consider using a larger braking force for braking. At this time, a danger A larger proportion.

[0090] For the two special locations, the dangerous parking position and the target parking position, the braking deceleration can be determined based on different interval definitions using a method corresponding to the interval to which they belong, or independently.

[0091] In a possible implementation, the braking deceleration is determined according to the interval definition and the method described above.

[0092] For the target parking position, if the first interval does not include the target parking position as the interval endpoint, then when the braking estimation information indicates that it is located in a dangerous parking position, it is determined that the braking estimation information indicates that it is located in the second interval, and braking control is performed in accordance with the method indicated in the second interval (for example, fusion deceleration). Conversely, if the first interval includes the target parking position as the interval endpoint, the braking estimation information will indicate that it is within the first interval, and the method indicated in the first interval (for example, fusion deceleration) is performed. safe ) for braking control. In addition, the interval to which the endpoint belongs can also be determined based on whether the second interval contains the relevant definition of the endpoint, which will not be repeated here.

[0093] For dangerous parking positions, if the safe parking interval does not include the endpoint of the dangerous parking position, then when the braking estimation information indicates that it is in the dangerous parking position, it is also considered to have exceeded the safe parking interval. According to the first case (i.e., a max Conversely, if the safe parking interval includes the dangerous parking position as an interval endpoint, the braking estimation information will indicate that it is within the second interval, and braking control will be performed in the manner indicated by the second interval (e.g., integrating deceleration).

[0094] In another possible implementation, each of the aforementioned intervals does not include an endpoint. In this case, the aforementioned positional relationship is no longer considered, and the corresponding braking deceleration needs to be determined based solely on the special position.

[0095] For the target parking position, when the braking estimation information indicates that the estimated parking position is at the target parking position, the vehicle's braking deceleration is determined to be the deceleration corresponding to the first braking method, which is the maximum braking deceleration required to smoothly park the vehicle in the first interval. In other words, when the braking estimation information indicates that the estimated parking position is at the target parking position, braking control is performed using aprefer_max. This facilitates a smooth transition between the first and second intervals, enhancing the parking experience. Alternatively, in other embodiments, the braking deceleration may be determined using the same method as for the first or second intervals, or using other custom methods, which are not exhaustive.

[0096] For a dangerous parking position, when the braking estimation information indicates that the estimated parking position is in a dangerous parking position, the braking deceleration of the vehicle is determined to be the maximum deceleration corresponding to the vehicle, that is, using a max Performing brake control is more conducive to the safe stopping of the vehicle. In addition, in other embodiments, the braking deceleration can also be determined in the same manner as in the first interval or the second interval or in other customized manners, which are not exhaustive.

[0097] It should be understood that how to determine the braking deceleration based on the braking estimation information is closely related to the method of determining the braking estimation information. The braking estimation process is described below.

[0098] As mentioned above, when performing braking estimation, you can use a one-time estimation method or a multiple-time estimation method. If you use a one-time estimation method, you need to adjust the acceleration of the vehicle in the next estimation process based on the current position, current speed, and current acceleration.

[0099] In another possible embodiment, two braking estimates can be used, and comprehensive control can be performed based on the results of the two braking estimates. Preferably, the maximum braking deceleration a that the vehicle can issue can be used. max The relationship between the estimated parking position of the vehicle and the target parking position and the dangerous parking position is calculated based on the two extreme cases of aprefer_max, which allows the vehicle to stop smoothly in the first interval, and precise braking control is achieved accordingly.

[0100] In an exemplary embodiment, the process of determining the braking information (ie, S104 shown in FIG. 1 ) specifically includes the following steps:

[0101] obtaining first estimation information based on a first braking method and a current speed, a current position, and a target parking position; wherein the first braking method is braking at a maximum braking deceleration for smoothly stopping the vehicle in the first section; wherein the first estimation information indicates a positional relationship between an estimated parking position of the vehicle and the target parking position when braking with the first braking method; and determining the positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information;

[0102] and / or,

[0103] Based on the second braking method and the current speed, current position, and dangerous parking position, second estimation information is obtained; wherein the second braking method brakes with the maximum braking deceleration corresponding to the vehicle; wherein the second estimation information is used to indicate the positional relationship between the estimated parking position and the dangerous parking position when the vehicle brakes with the second braking method; and based on the second estimation information, the positional relationship between the estimated parking position and the target parking position of the vehicle is determined.

[0104] In this embodiment, the first estimation information can be obtained based solely on the first braking method to implement this solution, or the second estimation information can be obtained based solely on the second braking method to implement this solution. Alternatively, the first estimation information and the second estimation information can be obtained based on the first braking method and the second braking method respectively, and the first estimation information and the second estimation information can be comprehensively considered to implement this solution.

[0105] For example, please refer to FIG3 , which is a flow chart of a vehicle braking method provided by the present disclosure. The specific implementation of S104 will be described below in conjunction with FIG3 . As shown in FIG3 , in the vehicle control method, the process of determining braking information (i.e., S104 shown in FIG1 ) specifically includes the following steps:

[0106] S1042: Obtain first estimation information based on the first braking method and the current speed, current position, and target parking position.

[0107] The first braking method brakes the vehicle at a maximum braking deceleration for a smooth parking of the vehicle in the first interval; the first estimation information is used to indicate a positional relationship between an estimated parking position and a target parking position when the vehicle is braked in the first braking method.

[0108] This disclosure defines a first braking method, which utilizes aprefer_max. As previously described, aprefer_max is the maximum braking deceleration that allows the vehicle to smoothly reach the first braking interval. In a specific implementation scenario, aprefer_max can be determined based on the furthest parking position, current speed, and current position. Thus, the first braking method enables the vehicle to park at least to the right of the furthest parking position, as shown in Figure 2, within the safe parking interval.

[0109] Then, under the condition of known acceleration aprefer_max and speed, the possible driving distance of the vehicle can be estimated and recorded as the first braking distance (recorded as d safe_thrd ), thus, based on distance and / or position comparison, the positional relationship between the estimated parking position corresponding to the first braking method and the target parking position can be more clearly indicated. As shown in FIG2 , this positional relationship is specifically as follows: the estimated parking position corresponding to the first braking method is to the left of the target parking position (a first interval), the estimated parking position corresponding to the first braking method is the target parking position (it should be understood that, depending on the definition of intervals, this positional relationship may not exist in some embodiments), and the estimated parking position corresponding to the first braking method is to the right of the target parking position (a second interval).

[0110] It can be seen that the first estimation information involved in the present disclosure is used to characterize the above-mentioned position relationship. The position relationship can be characterized by a distance relationship or a position relationship, which is illustrated below with examples.

[0111] For example, the first estimation information can be obtained by the first real-time distance d safe and the first braking distance d safe_thrd The first real-time distance is the distance between the vehicle's current position and the target parking position. For example, the first real-time distance can be represented by whether the difference between the two distances is greater than 0, or by the size relationship between the two distances.

[0112] Exemplarily, the first estimated information may be position information in a preset coordinate system. The estimated parking position may be estimated based on the first braking distance, thereby obtaining the first estimated information by comparing the estimated parking position with the target parking position in the same coordinate system. For example, a rectangular coordinate system may be constructed with the target parking position (or the vehicle's current position as the origin, which may be custom designed without limitation) as the origin, with the x-axis denoting the vehicle's direction of travel. In this case, the point of the estimated parking position may be determined based on the first braking distance, thereby determining the first estimated information based on the coordinate relationship between the two. In this case, the first estimated information may be expressed as the coordinates of the estimated parking position in the preset coordinate system, or as position information of the estimated parking position relative to the target parking position (e.g., to the left, to the right, or at the same location as the target parking position), or in any other form capable of representing a positional relationship, without limitation.

[0113] S1044: Obtain second estimation information based on the second braking method and the current speed, current position, and dangerous parking position.

[0114] The second braking method is braking with a maximum braking deceleration corresponding to the vehicle; and the second estimation information is used to indicate a positional relationship between an estimated parking position and a dangerous parking position when the vehicle is braked with the second braking method.

[0115] The second braking method is defined in this disclosure, which is to use a max The method of braking. max It refers to the maximum braking deceleration that the vehicle can generate. When the second braking method is used, it is mainly used to estimate whether the vehicle can park in a safe parking zone using the maximum braking deceleration. Therefore, the second estimation information is used to indicate the positional relationship between the estimated parking position corresponding to the second braking method and the dangerous parking position.

[0116] Then, given the known acceleration a max Under the conditions of speed, the possible driving distance of the vehicle can be estimated and recorded as the second braking distance (referred to as ddanger_thrd). Therefore, based on distance comparison and / or position comparison, the positional relationship between the estimated parking position corresponding to the second braking method and the dangerous parking position can be relatively clearly indicated. As shown in Figure 2, this positional relationship can specifically be: the estimated parking position corresponding to the second braking method is to the left of the dangerous parking position (the second interval), the estimated parking position corresponding to the second braking method is the dangerous parking position (it should be understood that due to different definitions of intervals, this positional relationship may not exist in some embodiments), and the estimated parking position corresponding to the second braking method is to the right of the target parking position (outside the safe parking interval).

[0117] It can be seen that the second estimation information involved in the present disclosure is used to characterize the above-mentioned position relationship. The position relationship can be characterized by a distance relationship or a position relationship, which is illustrated below with examples.

[0118] For example, the second estimated information can be obtained by the second real-time distance d danger The second real-time distance is the distance between the vehicle's current position and the dangerous parking position. For example, the distance difference between the two distances can be used to represent the position, or the distance difference between the two distances can be used to represent the position.

[0119] Exemplarily, the second estimated information may be position information in a preset coordinate system. The estimated parking position may be estimated based on the second braking distance, thereby comparing the estimated parking position with the dangerous parking position in the same coordinate system to obtain the second estimated information. For example, a rectangular coordinate system may be constructed with the dangerous parking position (or the vehicle's current position as the origin, custom design is not limited thereto) as the origin, with the x-axis being the vehicle's direction of travel. In this case, the point of the estimated parking position may be determined based on the second braking distance, thereby determining the second estimated information based on the coordinate relationship between the two. In this case, the second estimated information may be expressed as the coordinates of the estimated parking position in the preset coordinate system, or as position information of the estimated parking position relative to the dangerous parking position (e.g., to the left, to the right, or at the same location as the dangerous parking position), or any other form capable of representing a positional relationship, without limitation.

[0120] S1046: Determine a positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information and / or the second estimation information.

[0121] Based on S1042 and S1044, first and second estimated information are obtained. These information can be used to determine the possible parking locations of the vehicle under braking control with different decelerations, thereby determining the positional relationship. Specifically, the first estimated information represents the positional relationship between the estimated parking position corresponding to the first braking method and the target parking position, while the second estimated information represents the positional relationship between the estimated parking position corresponding to the second braking method and the dangerous parking position. Taking these two into consideration, the positional relationships between the estimated parking position and the target parking position that can be determined include the following: the estimated parking position is within the first interval, the estimated parking position is within the second interval, and the estimated parking position is outside the safe parking interval. Furthermore, the two special locations can be determined separately or included within a specific interval.

[0122] In summary, in the embodiment shown in FIG3 , the vehicle's braking can be estimated based on the two more extreme states of the vehicle (the corresponding maximum deceleration and the deceleration for parking gently to the right of the farthest parking position). A comprehensive judgment is made as to the approximate area of ​​the estimated parking position where the vehicle may be parked relative to the target parking position when the vehicle is braked between the two decelerations. Thus, the braking control can be performed in a manner that is more suitable for its positional relationship, so that the vehicle can be parked as smoothly, safely, and accurately as possible near the target parking position.

[0123] Based on the embodiment shown in FIG3 , the present disclosure further provides a specific implementation of S1042. Specifically, when obtaining the first estimation information based on the first braking mode and the current speed, the current position, and the target parking position, the following steps may be included: First, based on the maximum braking deceleration of the vehicle when it stops smoothly in the first interval and the current speed, a first braking distance d is obtained. safe_thrd ; Then, based on the current position, the target parking position and the first braking distance, the first estimation information is determined.

[0124] As mentioned above, d safe_thrd It is determined based on the maximum braking deceleration aprefer_max corresponding to the first braking mode when the vehicle stops smoothly in the first interval. safe_thrd , aprefer_max, and the vehicle's current speed v satisfy the following formula:

[0125] Among them, ω is the braking parameter, which can be customized in actual scenarios.

[0126] Determine d based on the relationship shown in the above formula safe_thrd Afterwards, the first estimation information may be further determined. As mentioned above, the first estimation information may be represented by distance and / or position. The following describes an implementation scheme for representing the position relationship based on distance.

[0127] In an exemplary embodiment, when determining the first estimated information based on the current position, the target parking position and the first braking distance, the following steps may be specifically included: first, obtaining a first distance difference between a first real-time distance and the first braking distance; wherein the first real-time distance is the distance between the current position and the target parking position; then, based on the first distance difference, determining the first estimated information, that is, the positional relationship between the estimated parking position determined based on the first braking method and the target parking position.

[0128] In other words, when implementing it, you can first safe_余量 =d safe -dsafe_thrd This relationship determines d safe_余量 , so we know d safe_余量 The relationship between the estimated parking position corresponding to the first braking mode and the target parking position is determined. In one embodiment, when d safe_余量 >0, the estimated parking position corresponding to the first braking mode is on the left side of the target parking position (first interval); when d safe_余量 = 0, the estimated parking position corresponding to the first braking mode is the target parking position; when d safe_余量 When <0, the estimated parking position corresponding to the first braking mode is on the right side of the target parking position (second interval). In another embodiment, if the first interval includes the target parking position as the interval endpoint, there are two cases: d safe_余量 ≥0, the estimated parking position corresponding to the first braking mode is within the first interval; when d safe_余量 When <0, the estimated parking position corresponding to the first braking method is within the second interval.

[0129] Alternatively, in specific implementation, you can directly compare d safe with d safe_thrd The specific position relationship is characterized by the size relationship of . In an exemplary embodiment, when d safe >d safe_thrd When d safe =d safe_thrd 0, the estimated parking position corresponding to the first braking mode is the target parking position; when d safe <d safe_thrd In another embodiment, if the first interval includes the target parking position as the interval endpoint, there are two cases: safe ≥d safe_thrd When the estimated parking position corresponding to the first braking mode is within the first interval; when d safe <d safe_thrd When the first braking method corresponds to the estimated parking position within the second interval, other equivalent alternatives will not be exhaustively listed.

[0130] Based on the embodiment shown in FIG3 , the present disclosure further provides a specific implementation of S1044. Specifically, obtaining second estimation information based on the second braking mode and the current speed, the current position, and the dangerous parking position may include the following steps: first, obtaining a second braking distance ddanger_thrd based on the maximum braking deceleration corresponding to the vehicle and the current speed; and determining the second estimation information based on the current position, the dangerous parking position, and the second braking distance.

[0131] As mentioned above, ddanger_thrd is the maximum braking deceleration a corresponding to the vehicle based on the second braking mode. max Specifically, ddanger_thrd, a max , and the vehicle's current speed v satisfy the following formula:

[0132] Among them, ω is the braking parameter, which can be customized in actual scenarios.

[0133] After determining ddanger_thrd based on the relationship shown in the above formula, the second estimation information can be further determined. As mentioned above, the second estimation information can be represented by distance and / or position. The following describes an implementation scheme for representing the position relationship based on distance.

[0134] In an exemplary embodiment, when determining the second estimated information based on the current position, the dangerous parking position and the second braking distance, the following steps may be specifically included: first, obtaining a second distance difference between the second real-time distance and the second braking distance; wherein the second real-time distance is the distance between the current position and the dangerous parking position; then, based on the second distance difference, determining the second estimated information, that is, the positional relationship between the estimated parking position determined based on the second braking method and the dangerous parking position.

[0135] In other words, when implementing it, you can first danger_余量 =d danger -ddanger_thrd This relationship determines d danger_余量 , so we know d danger_余量 The relationship between the estimated parking position corresponding to the second braking mode and the dangerous parking position is determined. In one embodiment, when d danger_余量 >0, the estimated parking position corresponding to the second braking mode is on the left side of the dangerous parking position (the second interval); when d danger_余量 = 0, the estimated parking position corresponding to the second braking mode is a dangerous parking position; when d danger_余量When <0, the estimated parking position corresponding to the second braking mode is on the right side of the dangerous parking position (beyond the safe parking interval). In another embodiment, if the first interval includes the target parking position, there are two situations: d danger_余量 ≥0, the estimated parking position corresponding to the second braking mode is within the second interval; when d danger_余量 When <0, the estimated parking position corresponding to the second braking mode exceeds the safe parking range.

[0136] Alternatively, in specific implementation, you can directly compare d danger The specific position relationship is characterized by the size relationship with ddanger_thrd. In an exemplary embodiment, when d danger >ddanger_thrd, the estimated parking position corresponding to the second braking mode is on the left side of the dangerous parking position (second interval); when d danger =ddanger_thrd0, the estimated parking position corresponding to the second braking mode is a dangerous parking position; when d danger <ddanger_thrd, the estimated parking position corresponding to the second braking mode is to the right of the dangerous parking position (beyond the safe parking interval). In another embodiment, if the second interval includes the endpoint of the dangerous parking position, there are two situations: d danger ≥ddanger_thrd, the estimated parking position corresponding to the second braking mode is within the second interval; when d danger When ddanger_thrd is less than ddanger_thrd, the estimated parking position corresponding to the second braking method exceeds the safe parking range. Other equivalent alternative methods are not listed exhaustively.

[0137] Based on the embodiment shown in FIG3 , S1046 can be implemented in a variety of ways. As previously mentioned, the information content indicated by the braking estimation information is related to whether the interval contains a special endpoint. The following describes two cases respectively.

[0138] For the case where the interval contains special endpoints.

[0139] In an exemplary embodiment, determining the positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information and / or the second estimation information may include the following situations:

[0140] First case: Based on the first estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position is determined.

[0141] Specifically, when the estimated parking position corresponding to the first braking method is closer to or equally close to the current position than the target parking position, it is determined that the estimated parking position is located in the first interval of the safe parking interval (as mentioned above, the position relationship can also be expressed in other ways, which are only illustrative here and not exhaustive).

[0142] Combined with the above example of using distance difference to represent the estimated information. Corresponding to this situation, when d safe_余量 ≥0, that is, d safe ≥d safe_thrd , the estimated parking position corresponding to the first braking method is closer to the current position than the target parking position, or the estimated parking position corresponding to the first braking method is the target parking position (equally close). Since the first interval includes the special endpoint of the target parking position, in these two cases, the braking estimation information actually indicates that the estimated parking position is within the first interval of the safe parking interval.

[0143] In this case, braking with the first braking method can, to a certain extent, meet the requirements for precise, safe, and smooth parking, eliminating the need for braking with maximum deceleration (i.e., the second braking method). This is because, even if this were included in the decision-making process, the second estimated information would only indicate that the estimated parking position corresponding to the second braking method is to the left of the dangerous parking position, overlapping with the first estimated information within its range. Furthermore, the first estimated information is more accurate, so in actual implementation scenarios, this specific positional relationship can be determined solely based on the first estimated information.

[0144] Second case: Based on the second estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position is determined.

[0145] Specifically, when the estimated parking position corresponding to the second braking mode is farther from the current position than the dangerous parking position, it is determined that the estimated parking position exceeds the safe parking interval.

[0146] Corresponding to this situation, when d danger_余量 <0, that is, d danger <ddanger_thrd, the estimated parking position corresponding to the second braking mode is farther from the current position than the dangerous parking position. Therefore, it can be determined that the estimated parking position exceeds the safe parking range.

[0147] In this case, even braking with the second braking method (maximum braking deceleration) cannot guarantee that the vehicle will stop within the safe parking zone, so the first braking method is no longer necessary. Furthermore, even if this were included in the decision-making process, the first estimated information would only indicate that the estimated parking position corresponding to the first braking method is to the right of the dangerous parking position, which overlaps with the second estimated information within its range. The second estimated information is more accurate, so in actual implementation scenarios, this specific positional relationship can be determined solely based on the second estimated information.

[0148] A third case: based on the first estimation information and the second estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position is determined.

[0149] Specifically, the positional relationship between the estimated parking position of the vehicle and the target parking position is determined based on the first estimation information and the second estimation information in the following manner: when the estimated parking position corresponding to the first braking method is farther away from the current position than the target parking position, and the estimated parking position corresponding to the second braking method is closer to or equally close to the current position than the dangerous parking position, it is determined that the estimated parking position is located in the second interval of the safe parking interval.

[0150] Corresponding to this situation, when d safe_余量 <0 and d danger_余量 ≥0, that is, when d safe <d safe_thrd and d danger ≥ddanger_thrd, the estimated parking position corresponding to the second braking method is determined to be within the second interval of the safe parking range, that is, between the target parking position and the dangerous parking position, or the estimated parking position corresponding to the second braking method is the dangerous parking position (i.e., it is close to the target parking position). In this case, the second interval includes the special endpoint of the dangerous parking position.

[0151] It should also be noted that, in actual implementation scenarios, this solution can be implemented based on only one of the aforementioned scenarios. For example, when executing S104, the first estimation information can be obtained based only on the first braking method, and the subsequent steps can be implemented based on this. In this case, there is no need to execute the step of obtaining the second estimation information in S1044 as shown in FIG3 . Alternatively, the second estimation information can be obtained based only on the second braking method, and the subsequent steps can be implemented based on this. In this case, there is no need to execute the step of obtaining the first estimation information in S1042 as shown in FIG3 . Of course, the more preferred solution in actual implementation scenarios is to obtain the first estimation information and the second estimation information, and make a comprehensive judgment based on the two to determine which of the three aforementioned scenarios the positional relationship between the estimated parking position and the target parking position belongs to.

[0152] If the interval does not include a special endpoint, the braking estimation information may indicate this situation alone.

[0153] In an exemplary embodiment, determining the positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information and / or the second estimation information may include the following situations:

[0154] The first case: when the estimated parking position corresponding to the first braking method is closer to the current position than the target parking position, the estimated parking position is determined to be in the first section of the safe parking section. In other words, when d safe_余量 >0, that is, d safe >d safe_thrd When the braking estimation information indicates this situation, the first deceleration a can be used. safe Braking control can meet both the requirements of precise parking and the requirements of stability.

[0155] The second case: when the estimated parking position corresponding to the second braking mode is further away from the current position than the dangerous parking position, it is determined that the estimated parking position exceeds the safe parking range. In other words, when d danger_余量 <0, that is, d danger When ddanger_thrd is less than the braking estimation information, the vehicle's corresponding maximum deceleration a can be used. max Perform braking control to control vehicle braking at maximum braking deceleration to minimize possible collision risks; other braking control measures can also be combined in actual scenarios.

[0156] The third case: when the estimated parking position corresponding to the first braking method is farther from the current position than the target parking position, and the estimated parking position corresponding to the second braking method is closer to the current position than the dangerous parking position, it is determined that the estimated parking position is in the second section of the safe parking section. In other words, when d safe_余量 <0 and d danger_余量 >0, that is, when d safe <d safe_thrd and d danger >ddanger_thrd, the braking estimation information indicates this situation. At this time, the first deceleration a can be used safe , or, the second deceleration a danger , or the fusion deceleration of the first deceleration and the second deceleration (for example, pa safe +(1-p)a danger) to perform braking control to ensure that the vehicle can be parked relatively smoothly in a safe parking area to avoid the risk of collision.

[0157] Fourth case: when the estimated parking position corresponding to the first braking mode is the target parking position, it is determined that the estimated parking position is located at the target parking position. In other words, when d safe_余量 = 0, that is, d safe =d safe_thrd When the braking estimation information indicates this situation, the braking deceleration can be determined based on the braking deceleration determination method corresponding to this situation. For example, the braking deceleration can be determined in the same way as the first interval, that is, the first deceleration a corresponding to the first interval is used. safe Alternatively, for example, in order to ensure the stability of the actual parking effect, in actual implementation, the braking control may be performed according to the maximum braking deceleration aprefer_max for the vehicle to be parked smoothly in the first interval.

[0158] The fifth case: when the estimated parking position corresponding to the second braking mode is the dangerous parking position, it is determined that the estimated parking position is located at the dangerous parking position. In other words, when d danger_余量 = 0, that is, d danger =ddanger_thrd, the braking estimation information indicates this situation. In this case, the braking deceleration can be determined based on the braking deceleration determination method corresponding to this situation. For example, the braking deceleration can be determined in the same manner as the second interval, that is, the weighted fusion deceleration corresponding to the second interval is used for braking control. Or, for example, in order to minimize the parking risk and make the vehicle stop closer to the safe parking interval, the vehicle's maximum braking deceleration a can be used. max Perform brake control.

[0159] The above two embodiments illustrate the cases where intervals contain specific endpoints. It should be understood that intervals in real-world scenarios can be freely defined. For example, the first interval may contain the target parking location endpoint, while the second interval may not contain the dangerous parking location endpoint, or vice versa. It should be understood that the above descriptions are merely illustrative, and these situations can be handled similarly to the previous sections of this disclosure, which will not be elaborated upon.

[0160] In order to more clearly illustrate the present solution, the present disclosure provides a more specific embodiment. When the present solution is implemented, the following steps 1-7 can be repeatedly executed in real time until the vehicle stops.

[0161] 1) Real-time monitoring of the vehicle's current speed and current position.

[0162] 2) Based on the current speed v of the vehicle and the deceleration aprefer_max corresponding to the first braking method, determine the first braking distance d safe_thrd .

[0163] 3) Based on the current speed v of the vehicle and the deceleration a corresponding to the second braking method pmax , determine the second braking distance ddanger_thrd.

[0164] 4) Based on the current position and the target parking position, determine the first real-time distance d safe , and further determine d safe with d safe_thrd The first distance difference d between safe_余量 .

[0165] 5) Based on the current position and the dangerous parking position, determine the second real-time distance d danger , and further determine d danger The second distance difference d between ddanger_thrd danger_余量 .

[0166] 6) Based on d safe_余量 with d danger_余量 The numerical value of (in this embodiment, this is the braking estimation information mentioned above in this disclosure) is used to determine the braking deceleration of the vehicle.

[0167] At this time, please refer to Figure 4, which is a schematic diagram of the first vehicle braking method provided by the present disclosure. Figure 4 shows a rectangular coordinate system in which the horizontal axis represents d safe_余量 , the vertical axis represents d danger_余量 As shown in Figure 4,

[0168] When d safe_余量 When ≥0, it means that the first deceleration a safe Brake calmly.

[0169] When d danger_余量 When <0, it means the maximum deceleration a that the vehicle can issue immediately max Braking cannot stop the vehicle within the safe parking zone, so maximum braking is required, using the maximum deceleration a that the vehicle can generate. max Perform brake control.

[0170] When d safe_余量 <0 and d danger_余量 When ≥0, a trade-off between the stopping distance and the braking size can be made, and braking can be performed in a deceleration fusion manner. When braking, refer to Figure 4 and use the fusion parameter p to adjust the first deceleration a. safe With the second deceleration a dangerPerform deceleration fusion to determine the more appropriate braking deceleration, p can be combined with d danger_余量 Strong correlation can also be determined by other methods.

[0171] 7) Perform braking control based on the deceleration determined in step 6.

[0172] In summary, based on the braking control method provided by the present disclosure, the safe parking range of the vehicle is constrained by the dangerous parking position and the farthest parking position, which is equivalent to constraining the final parking range of the vehicle, ensuring parking accuracy, avoiding the problem of improper parking or serious damage to the vehicle due to braking, and meeting the actual needs of real-life production. Furthermore, the present disclosure monitors the current speed and current position of the vehicle to obtain the distance of the current vehicle from the dangerous parking position and the distance from the target parking position in real time, and makes braking estimates based on this, and dynamically adjusts the vehicle's braking acceleration in real time based on the estimation results. In the specific parking braking process, braking can be performed first with a large deceleration. As the vehicle speed decreases, the deceleration becomes smaller and smaller, ultimately allowing the vehicle to stop safely, smoothly and accurately, further meeting the needs of safe and smooth parking in precise parking scenarios.

[0173] The present disclosure also provides a vehicle braking device. FIG5 is a structural block diagram of a vehicle braking device provided by the present disclosure. As shown in FIG5 , the vehicle braking device 500 includes:

[0174] A monitoring unit 510 is configured to monitor the current speed and current position of the vehicle;

[0175] an estimating unit 520 configured to estimate braking of the vehicle based on the current speed, the current position, and the target parking position, and obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate a relationship between the estimated parking position of the vehicle and the target parking position;

[0176] The estimation unit 520 is further configured to determine a braking deceleration of the vehicle based on the braking estimation information;

[0177] The braking unit 530 is configured to control vehicle braking based on a braking deceleration.

[0178] In a possible embodiment, the estimation unit 520 is specifically configured to: determine the braking deceleration of the vehicle based on the interval to which the estimated parking position indicated by the braking estimation information belongs; wherein the interval is determined by the target parking position, the farthest parking position, and the dangerous parking position; in the driving direction of the vehicle, the farthest parking position, the target parking position, and the dangerous parking position are successively farther away from the current position; the dangerous parking position and the target parking position are separated by a first preset distance, and the farthest parking position and the target parking position are separated by a second preset distance.

[0179] In one possible embodiment, the estimation unit 520 is specifically configured to: when the braking estimation information indicates that the estimated parking position exceeds the safe parking interval, determine the vehicle's braking deceleration as the maximum braking deceleration corresponding to the vehicle; when the braking estimation information indicates that the estimated parking position is within the first interval, determine the vehicle's braking deceleration as a first deceleration, where the first deceleration is related to the current speed, the current position, and the target parking position; when the braking estimation information indicates that the estimated parking position is within the second interval, perform velocity fusion on the first deceleration and the second deceleration to obtain a braking deceleration; wherein the second deceleration is related to the current speed, the current position, and the dangerous parking position;

[0180] Among them, the safe parking interval is the interval between the farthest parking position and the dangerous parking position; the first interval is the interval between the farthest parking position and the target parking position; and the second interval is the interval between the target parking position and the dangerous parking position.

[0181] In a possible embodiment, the estimation unit 520 is specifically configured to: determine a first deceleration based on the current speed, the current position and the target parking position; determine a second deceleration based on the current speed, the current position and the dangerous parking position; and use a fusion parameter to weightedly fuse the first deceleration and the second deceleration to obtain a braking deceleration.

[0182] In a possible embodiment, the estimation unit 520 is further configured to: determine a fusion parameter based on the braking estimation information.

[0183] In a possible embodiment, the estimation unit 520 is specifically configured to: when the braking estimation information indicates that the estimated parking position is at the target parking position, determine the vehicle's braking deceleration as the deceleration corresponding to the first braking method, and the first braking method is the maximum braking deceleration for the vehicle to be parked smoothly in the first interval; when the braking estimation information indicates that the estimated parking position is at a dangerous parking position, determine the vehicle's braking deceleration as the maximum deceleration corresponding to the vehicle.

[0184] In one possible embodiment, the estimation unit 520 is specifically configured to: obtain first estimation information based on a first braking method and a current speed, a current position, and a target parking position; wherein the first braking method is braking with a maximum braking deceleration for a vehicle to stop smoothly in a first interval; wherein the first estimation information is configured to indicate a positional relationship between an estimated parking position and a target parking position when the vehicle is braked using the first braking method; and determine the positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information; and / or,

[0185] Based on the second braking method and the current speed, current position, and dangerous parking position, second estimation information is obtained; wherein the second braking method brakes with a maximum braking deceleration corresponding to the vehicle; wherein the second estimation information is set to indicate a positional relationship between an estimated parking position and a dangerous parking position when the vehicle brakes with the second braking method; and based on the second estimation information, a positional relationship between the estimated parking position and a target parking position of the vehicle is determined.

[0186] In a possible embodiment, the estimation unit 520 is specifically configured to: obtain a first braking distance based on the maximum braking deceleration and current speed of the vehicle when it is smoothly parked in the first interval; and determine first estimation information based on the current position, the target parking position and the first braking distance.

[0187] In a possible embodiment, the estimation unit 520 is specifically configured to: obtain a first distance difference between a first real-time distance and a first braking distance; wherein the first real-time distance is the distance between the current position and the target parking position; and based on the first distance difference, determine a positional relationship between the estimated parking position corresponding to the first braking mode and the target parking position.

[0188] In a possible embodiment, the estimation unit 520 is specifically configured to: obtain the second braking distance based on the maximum braking deceleration and current speed corresponding to the vehicle; and determine the second estimation information based on the current position, the dangerous parking position and the second braking distance.

[0189] In a possible embodiment, the estimating unit 520 is specifically configured to determine that the estimated parking position is located in the first interval of the safe parking interval when the estimated parking position corresponding to the first braking mode is closer to or equally close to the current position than the target parking position.

[0190] In a possible embodiment, the estimating unit 520 is specifically configured to determine that the estimated parking position exceeds the safe parking interval when the estimated parking position corresponding to the second braking mode is farther away from the current position than the dangerous parking position.

[0191] In a possible embodiment, the estimation unit 520 is specifically configured to: when the estimated parking position corresponding to the first braking method is farther away from the current position than the target parking position, and the estimated parking position corresponding to the second braking method is closer to or equally close to the current position than the dangerous parking position, determine that the estimated parking position is located in the second interval of the safe parking interval.

[0192] The present disclosure also provides a vehicle. FIG6 is a structural block diagram of a vehicle provided by the present disclosure. As shown in FIG6 , the vehicle 600 includes:

[0193] Vehicle body 610;

[0194] The vehicle braking device 620 is configured to execute the vehicle braking method described in any of the above embodiments.

[0195] The present disclosure also provides a vehicle control system. FIG7 is a structural block diagram of a vehicle control system provided by the present disclosure. As shown in FIG7 , the vehicle control system 700 includes:

[0196] a communication module 710 configured to communicate with the vehicle 600;

[0197] The vehicle braking device 720 is configured to execute the vehicle braking method described in any of the above embodiments.

[0198] As shown in Figure 7, the vehicle control system can communicate with the vehicle and issue brake control commands to the vehicle. The vehicle control system can be remotely controlled from the vehicle. As mentioned above, the vehicle control system can be a vehicle control console, a remote control device, etc., which are not exhaustive.

[0199] The present disclosure also provides an electronic device. Figure 8 is a hardware block diagram illustrating an electronic device 800 according to an embodiment of the present disclosure. The electronic device according to an embodiment of the present disclosure includes at least a processor and a memory for storing computer-readable instructions. When the computer-readable instructions are loaded and executed by the processor, the processor executes the vehicle braking method described in any of the preceding embodiments.

[0200] The electronic device 800 shown in Figure 8 specifically includes: a central processing unit (CPU) 801, a graphics processing unit (GPU) 802, and a memory 803. These units are interconnected via a bus 804. The central processing unit (CPU) 801 and / or the graphics processing unit (GPU) 802 can be used as the above-mentioned processor, and the main memory 803 can be used as the above-mentioned memory for storing computer-readable instructions. In addition, the electronic device 800 may also include a communication unit 805, a storage unit 806, an output unit 807, an input unit 808, and an external device 809, which are also connected to the bus 804.

[0201] FIG9 is a schematic diagram illustrating a computer-readable storage medium according to an embodiment of the present disclosure. As shown in FIG9 , a computer-readable storage medium 900 according to an embodiment of the present disclosure has computer-readable instructions 901 stored thereon. When the computer-readable instructions 901 are executed by a processor, the vehicle braking method described with reference to the above figures according to any of the foregoing embodiments of the present disclosure is executed. The computer-readable storage medium includes, but is not limited to, volatile memory and / or non-volatile memory. Volatile memory may, for example, include random access memory (RAM) and / or cache memory. Non-volatile memory may, for example, include read-only memory (ROM), a hard disk, a flash memory, an optical disk, a magnetic disk, etc.

[0202] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this disclosure.

[0203] The basic principles of the present disclosure have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in this disclosure are merely illustrative and not restrictive, and should not be construed as necessarily possessed by each embodiment of the present disclosure. Furthermore, the specific details disclosed above are provided for illustrative purposes and to facilitate understanding, rather than as limitations. These details do not limit the present disclosure to necessarily being implemented using these specific details.

[0204] The block diagrams of the devices, devices, equipment, and systems involved in this disclosure are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, devices, equipment, and systems can be connected, arranged, or configured in any manner. Words such as "include," "comprise," "have," and the like are open-ended words, meaning "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0205] Additionally, as used herein, "or" used in a list of items beginning with "at least one" indicates a separate list, so that, for example, a list of "at least one of A, B, or C" means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word "exemplary" does not mean that the example described is preferred or better than other examples.

[0206] It should also be noted that in the system and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0207] Various changes, substitutions, and modifications may be made to the technology described herein without departing from the teachings defined by the appended claims. Moreover, the scope of the claims of this disclosure is not limited to the specific aspects of the processes, machines, manufactures, compositions of things, means, methods, and actions described above. Currently existing or later developed processes, machines, manufactures, compositions of things, means, methods, or actions that perform substantially the same function or achieve substantially the same results as the corresponding aspects described herein may be utilized. Accordingly, the appended claims include within their scope such processes, machines, manufactures, compositions of things, means, methods, or actions.

[0208] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0209] The above description has been provided for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A vehicle braking method, the method comprising: Monitor the current speed and current position of the vehicle; performing braking estimation on the vehicle based on the current speed, the current position, and the target parking position to obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate a positional relationship between the estimated parking position of the vehicle and the target parking position; determining a braking deceleration of the vehicle based on the braking estimation information; Based on the braking deceleration, the vehicle braking is controlled.

2. The method according to claim 1, wherein The determining, based on the braking estimation information, a braking deceleration of the vehicle, comprises: determining the braking deceleration of the vehicle based on the interval to which the estimated parking position indicated by the braking estimation information belongs; Among them, the interval is determined by the target parking position, the farthest parking position, and the dangerous parking position; in the driving direction of the vehicle, the farthest parking position, the target parking position, and the dangerous parking position are successively farther away from the current position; the dangerous parking position and the target parking position are separated by a first preset distance, and the farthest parking position and the target parking position are separated by a second preset distance.

3. The method according to claim 2, wherein: The determining the braking deceleration of the vehicle based on the interval to which the estimated parking position indicated by the braking estimation information belongs includes: When the braking estimation information indicates that the estimated parking position exceeds a safe parking interval, determining the braking deceleration of the vehicle as a maximum braking deceleration corresponding to the vehicle; When the braking estimation information indicates that the estimated parking position is located in a first interval, determining the braking deceleration of the vehicle to be a first deceleration, the first deceleration being related to the current speed, the current position, and the target parking position; When the braking estimation information indicates that the estimated parking position is in a second interval, performing speed fusion on the first deceleration and the second deceleration to obtain the braking deceleration; wherein the second deceleration is related to the current speed, the current position, and the dangerous parking position; Wherein, the safe parking interval is the interval between the farthest parking position and the dangerous parking position; The first interval is the interval between the farthest parking position and the target parking position; The second section is a section between the target parking position and the dangerous parking position.

4. The method according to claim 3, wherein: The performing speed fusion on the first deceleration and the second deceleration to obtain the braking deceleration includes: determining the first deceleration based on the current speed, the current position, and the target parking position; determining the second deceleration based on the current speed, the current position, and the dangerous parking position; The first deceleration and the second deceleration are weightedly fused using a fusion parameter to obtain the braking deceleration.

5. The method according to claim 4, wherein The method further comprises: The fusion parameter is determined based on the braking estimation information.

6. The method according to claim 1, wherein The determining, based on the braking estimation information, a braking deceleration of the vehicle, comprises: When the braking estimation information indicates that the estimated parking position is at the target parking position, determining the braking deceleration of the vehicle to be a deceleration corresponding to a first braking mode, the first braking mode being a maximum braking deceleration for smoothly parking the vehicle in a first interval; When the braking estimation information indicates that the estimated parking position is located in a dangerous parking position, the braking deceleration of the vehicle is determined to be a maximum deceleration corresponding to the vehicle.

7. The method according to any one of claims 1 to 6, wherein: The performing braking estimation on the vehicle based on the current speed, the current position, and the target parking position to obtain braking estimation information of the vehicle includes: obtaining first estimation information based on a first braking method and the current speed, the current position, and the target parking position; wherein the first braking method brakes the vehicle at a maximum braking deceleration for smoothly stopping the vehicle in the first section; wherein the first estimation information indicates a positional relationship between an estimated parking position of the vehicle and the target parking position when braking the vehicle using the first braking method; and determining the positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information; and / or, Based on a second braking method and the current speed, the current position, and the dangerous parking position, second estimation information is obtained; wherein, the second braking method brakes with a maximum braking deceleration corresponding to the vehicle; wherein, the second estimation information is used to indicate a positional relationship between an estimated parking position of the vehicle when braking with the second braking method and the dangerous parking position; and based on the second estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position is determined.

8. The method according to claim 7, wherein: The acquiring first estimation information based on the first braking mode and the current speed, the current position, and the target parking position includes: obtaining a first braking distance based on a maximum braking deceleration of the vehicle when the vehicle stops smoothly in the first interval and the current speed; The first estimation information is determined based on the current position, the target parking position, and the first braking distance.

9. The method according to claim 8, wherein The determining the first estimation information based on the current position, the target parking position, and the first braking distance includes: Obtaining a first distance difference between a first real-time distance and the first braking distance; wherein the first real-time distance is the distance between the current position and the target parking position; The first estimation information is determined based on the first distance difference.

10. The method according to claim 7, wherein: The acquiring second estimation information based on the second braking mode and the current speed, the current position, and the dangerous parking position includes: Obtaining a second braking distance based on the maximum braking deceleration corresponding to the vehicle and the current speed; The second estimation information is determined based on the current position, the dangerous parking position, and the second braking distance.

11. The method according to any one of claims 7 to 10, wherein: The determining, based on the first estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position includes: When the estimated parking position corresponding to the first braking method is closer to or equally close to the current position than the target parking position, it is determined that the estimated parking position is located in a first section of a safe parking section.

12. The method according to any one of claims 7 to 10, wherein: The determining, based on the second estimation information, a positional relationship between the estimated parking position of the vehicle and the target parking position includes: When the estimated parking position corresponding to the second braking mode is farther from the current position than the dangerous parking position, it is determined that the estimated parking position exceeds the safe parking interval.

13. The method according to any one of claims 7 to 10, wherein: Determining a positional relationship between the estimated parking position of the vehicle and the target parking position based on the first estimation information and the second estimation information in the following manner: When the estimated parking position corresponding to the first braking method is farther away from the current position than the target parking position, and the estimated parking position corresponding to the second braking method is closer to or equally close to the current position than the dangerous parking position, it is determined that the estimated parking position is located in the second interval of the safe parking interval.

14. A vehicle braking device, comprising: A monitoring unit is configured to monitor a current speed and a current position of the vehicle; an estimating unit configured to estimate braking of the vehicle based on the current speed, the current position, and the target parking position, to obtain estimated braking information of the vehicle; wherein the estimated braking information is used to indicate a relationship between the estimated parking position of the vehicle and the target parking position; The estimation unit is further configured to determine a braking deceleration of the vehicle based on the braking estimation information; The braking unit is configured to control braking of the vehicle based on the braking deceleration.

15. A vehicle, characterized in that: include: Vehicle body; A vehicle braking device is configured to execute the vehicle braking method according to any one of claims 1 to 13.

16. A vehicle control system, characterized in that: include: a communication module configured to communicate with the vehicle; A vehicle braking device is configured to execute the vehicle braking method according to any one of claims 1 to 13.

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