阅读说明：本技术 车辆制动控制方法、装置、设备、介质及程序产品 (Vehicle brake control method, device, apparatus, medium, and program product ) 是由 葛生高 李彬 姚远 张岩 黄斯亭 于 2021-09-15 设计创作，主要内容包括：本申请提供了一种车辆制动控制方法、装置、设备、介质及程序产品,通过获取针对动态监测范围的环境监测信息以及目标车辆在预设时间内的制动状态,该动态监测范围在目标车辆周围；然后根据环境监测信息以及制动状态确定目标车辆到达至少一个障碍物的时间和距离；接下来获取目标车辆当前的工作状态；再根据时间和距离,判断在工作状态下,是否进入变减速度制动模式,变减速度制动模式用于使目标车辆的减速度按预设方式进行变化。解决了在多种自动控制模式并存时,制动模式如何智能切换的技术问题。达到了用户制动时安全性与舒适性并存或智能切换的技术效果。(The application provides a vehicle braking control method, device, equipment, medium and program product, by acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within a preset time, the dynamic monitoring range is around the target vehicle; then determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state; then, acquiring the current working state of the target vehicle; and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change according to a preset mode. The technical problem of how to intelligently switch the braking modes when multiple automatic control modes coexist is solved. The technical effect that safety and comfort coexist or intelligent switching is achieved when a user brakes.)

1. A vehicle brake control method characterized by comprising:

acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within preset time, wherein the dynamic monitoring range is around the target vehicle;

determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state;

acquiring the current working state of the target vehicle;

and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change in a preset mode.

2. The vehicle brake control method according to claim 1, characterized in that the environment monitoring information includes: the relative distance between the target vehicle and at least one peripheral obstacle, the motion state of the obstacle relative to the target vehicle and the size of the obstacle;

correspondingly, the determining the time and the distance for the target vehicle to reach at least one obstacle according to the environment monitoring information and the braking state comprises:

determining at least one collision risk position according to the size of the obstacle and the relative distance;

determining the distance the target vehicle reaches at least one obstacle from the collision risk location;

determining the time for the target vehicle to reach at least one obstacle according to the braking state and the distance.

3. The vehicle brake control method according to claim 1, characterized in that the preset time includes: the target vehicle receives the time corresponding to the braking instruction sent by the user, or within a preset time period after the braking instruction is sent.

4. The vehicle brake control method according to claim 1, characterized in that the operating state includes: receiving at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle.

5. The vehicle brake control method according to claim 4, characterized in that the assist function includes: the automatic emergency braking function, correspondingly, the determining whether to enter the deceleration-variable braking mode in the working state according to the time and the distance includes:

judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance;

if so, starting the automatic emergency braking function and determining not to enter a comfortable braking mode;

and if not, determining to enter the comfortable braking mode.

6. The vehicle brake control method according to claim 5, characterized by, before the determining whether the activation condition of the automatic emergency braking function is satisfied based on the time and the distance, further comprising:

acquiring an opening state identifier of the automatic emergency braking function;

if the opening state mark is opened, determining not to enter the comfortable braking mode;

and if the starting state mark is not started, judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance.

7. The vehicle brake control method according to claim 4, characterized in that the assist function includes: the traffic jam auxiliary driving function, correspondingly, the judging whether to enter a deceleration-variable braking mode in the working state according to the time and the distance, comprises:

if the time and the distance of the target vehicle to reach the plurality of obstacles meet preset congestion conditions, starting a traffic congestion auxiliary driving function and determining not to enter a comfortable braking mode;

if not, determining to enter the variable deceleration braking mode.

8. The vehicle brake control method according to claim 4, characterized in that the assist function includes: a single pedal control function for enabling a user to control acceleration and braking of the target vehicle through only one control pedal;

correspondingly, before the determining whether to enter the variable deceleration braking mode in the working state according to the time and the distance, the method further comprises the following steps:

if the target vehicle starts the single-pedal control function, determining to enter a comfortable braking mode;

if not, judging whether to enter the comfortable braking mode under the working state according to the time and the distance.

9. The vehicle brake control method according to claim 4, characterized in that the assist function includes: the adaptive cruise function correspondingly comprises the following steps before the step of judging whether the variable deceleration braking mode is entered or not in the working state according to the time and the distance:

if the target vehicle starts the adaptive cruise function, determining not to enter a comfortable braking mode;

if not, judging whether to enter the comfortable braking mode under the working state according to the time and the distance.

10. The vehicle brake control method according to any one of claims 1 to 9, characterized in that the variable deceleration braking mode includes: a comfort braking mode for causing the subject vehicle to reduce deceleration a plurality of times during deceleration to cause a shock absorbing system of the subject vehicle to gradually release energy accumulated during braking and to reduce or avoid a feeling of impact felt by a user when the subject vehicle is stopped.

11. A vehicle brake control apparatus, characterized by comprising:

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within preset time, and the dynamic monitoring range is around the target vehicle;

the processing module is used for determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state;

the acquisition module is further used for acquiring the current working state of the target vehicle;

the processing module is further configured to determine whether to enter a variable deceleration braking mode in the operating state according to the time and the distance, where the variable deceleration braking mode is used to change the deceleration of the target vehicle in a preset manner.

12. An electronic device, comprising: a processor and a memory;

the memory for storing a computer program for the processor;

the processor is configured to execute the vehicle brake control method according to any one of claims 1 to 10 via execution of the computer program.

13. A vehicle characterized by comprising the electronic device of claim 12.

14. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a vehicle brake control method according to any one of claims 1 to 10.

15. A computer program product comprising a computer program, characterized in that the computer program, when being executed by a processor, carries out the vehicle brake control method according to any one of claims 1 to 10.

Technical Field

The present application relates to the field of vehicle technologies, and in particular, to a vehicle braking control method, apparatus, device, medium, and program product.

Background

With the continuous development of vehicle technology, vehicles tend to be controlled intelligently, drivers are not relied on to operate the vehicles, and more auxiliary driving modes or automatic driving modes, such as functions of adaptive cruise, automatic following, vehicle body stability assisting and the like, are integrated in the vehicles.

After more and more new functions or new modes are added to vehicle control, how some original modes are switched to be applied in multiple modes, such as when a comfort braking mode is switched, becomes a technical problem which needs to be solved urgently.

Disclosure of Invention

The application provides a vehicle brake control method, a vehicle brake control device, vehicle brake control equipment, vehicle brake control media and a program product, and aims to solve the technical problem of how to intelligently switch brake modes when multiple automatic control modes coexist.

In a first aspect, the present application provides a vehicle brake control method comprising:

acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within preset time, wherein the dynamic monitoring range is around the target vehicle;

determining the time and the distance of the target vehicle to reach at least one obstacle according to the environment monitoring information and the braking state;

acquiring the current working state of a target vehicle;

and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change in a preset mode.

In one possible design, the environmental monitoring information includes: the relative distance between the target vehicle and at least one peripheral obstacle, the motion state of the obstacle relative to the target vehicle and the size of the obstacle;

correspondingly, the time and the distance of the target vehicle to reach at least one obstacle are determined according to the environment monitoring information and the braking state, and the method comprises the following steps:

determining at least one collision risk position according to the size and the relative distance of the obstacles;

determining a distance from the target vehicle to the at least one obstacle based on the collision risk location;

and determining the time when the target vehicle reaches at least one obstacle according to the braking state and the distance.

In one possible design, the preset time includes: the target vehicle receives the time corresponding to the braking instruction sent by the user or the preset time period after the braking instruction is sent.

In one possible design, the operating states include: at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle is received.

In one possible design, the auxiliary functions include: the automatic emergency braking function, correspondingly, judges whether to enter into the deceleration-variable braking mode under the working state according to the time and the distance, comprises:

judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance;

if so, starting an automatic emergency braking function and determining not to enter a comfortable braking mode;

if not, determining to enter a comfortable braking mode.

In one possible design, before determining whether the starting condition of the automatic emergency braking function is satisfied according to the time and the distance, the method further includes:

acquiring an opening state identifier of an automatic emergency braking function;

if the opening state mark is opened, determining not to enter a comfortable braking mode;

and if the starting state mark is not started, judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance.

In one possible design, the auxiliary functions include: the traffic jam auxiliary driving function correspondingly judges whether to enter a variable deceleration braking mode in the working state according to time and distance, and comprises the following steps:

if the time and the distance of the target vehicle to a plurality of obstacles meet the preset congestion condition, starting a traffic congestion auxiliary driving function and determining not to enter a comfortable braking mode;

if not, determining to enter a comfortable braking mode.

In one possible design, the auxiliary functions include: a single pedal control function for enabling a user to control acceleration and braking of a target vehicle through only one control pedal;

correspondingly, before judging whether the variable deceleration braking mode is entered or not in the working state according to the time and the distance, the method further comprises the following steps:

if the target vehicle starts the single-pedal control function, determining to enter a comfortable braking mode;

if not, judging whether to enter a comfortable braking mode under the working state according to the time and the distance.

In one possible design, the auxiliary functions include: the adaptive cruise function, correspondingly, before judging whether to enter into the deceleration-variable braking mode in the working state according to the time and the distance, further comprises:

if the target vehicle starts the self-adaptive cruise function, determining not to enter a comfortable braking mode;

if not, judging whether to enter a comfortable braking mode under the working state according to the time and the distance.

In one possible design, the variable deceleration braking mode includes: a comfort braking mode for causing the target vehicle to reduce deceleration a plurality of times during deceleration so that a shock absorbing system of the target vehicle gradually releases energy accumulated during braking and reduces or avoids a feeling of impact felt by a user when the target vehicle is stopped.

In a second aspect, the present application provides a vehicle brake control apparatus comprising:

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within preset time, and the dynamic monitoring range is around the target vehicle;

the processing module is used for determining the time and the distance of the target vehicle to reach at least one obstacle according to the environment monitoring information and the braking state;

the acquisition module is also used for acquiring the current working state of the target vehicle;

and the processing module is also used for judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, and the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change according to a preset mode.

In one possible design, the environmental monitoring information includes: the relative distance between the target vehicle and at least one peripheral obstacle, the motion state of the obstacle relative to the target vehicle and the size of the obstacle;

correspondingly, the processing module is configured to:

determining at least one collision risk position according to the size and the relative distance of the obstacles;

determining a distance from the target vehicle to the at least one obstacle based on the collision risk location;

and determining the time when the target vehicle reaches at least one obstacle according to the braking state and the distance.

In one possible design, the preset time includes: the target vehicle receives the time corresponding to the braking instruction sent by the user or the preset time period after the braking instruction is sent.

In one possible design, the operating states include: at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle is received.

In one possible design, the auxiliary functions include: automatic emergency braking function, corresponding, processing module is used for:

judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance;

if so, starting an automatic emergency braking function and determining not to enter a comfortable braking mode;

if not, determining to enter a comfortable braking mode.

In one possible design of the system, the system may be,

the acquisition module is also used for acquiring an opening state identifier of the automatic emergency braking function;

a processing module further configured to:

if the opening state mark is opened, determining not to enter a comfortable braking mode;

and if the starting state mark is not started, judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance.

In one possible design, the auxiliary functions include: the traffic jam assistant driving function is correspondingly used for:

if the time and the distance of the target vehicle to a plurality of obstacles meet the preset congestion condition, starting a traffic congestion auxiliary driving function and determining not to enter a comfortable braking mode;

if not, determining to enter a comfortable braking mode.

In one possible design, the auxiliary functions include: a single pedal control function for enabling a user to control acceleration and braking of a target vehicle through only one control pedal;

correspondingly, the processing module is configured to:

if the target vehicle starts the single-pedal control function, determining to enter a comfortable braking mode;

if not, whether the variable deceleration braking mode is entered or not in the working state is judged according to the time and the distance.

In one possible design, the auxiliary functions include: the adaptive cruise function, correspondingly, the processing module, is further configured to:

if the target vehicle starts the self-adaptive cruise function, determining not to enter a comfortable braking mode;

if not, judging whether to enter a comfortable braking mode under the working state according to the time and the distance.

In one possible design, the variable deceleration braking mode includes: a comfort braking mode for causing the target vehicle to reduce deceleration a plurality of times during deceleration so that a shock absorbing system of the target vehicle gradually releases energy accumulated during braking and reduces or avoids a feeling of impact felt by a user when the target vehicle is stopped.

In a third aspect, the present application provides an electronic device comprising:

a memory for storing program instructions;

and the processor is used for calling and executing the program instructions in the memory to execute any one of the possible vehicle brake control methods provided by the first aspect.

In a fourth aspect, the present application provides a vehicle comprising: the electronic device provided by the third aspect.

In a fifth aspect, the present application provides a storage medium readable by a computer program stored thereon, the computer program being configured to execute any one of the possible vehicle braking control methods provided by the first aspect.

In a sixth aspect, the present application further provides a computer program product comprising a computer program which, when executed by a processor, implements any one of the possible vehicle braking control system methods provided by the first aspect.

The application provides a vehicle braking control method, device, equipment, medium and program product, by acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within a preset time, the dynamic monitoring range is around the target vehicle; then determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state; then, acquiring the current working state of the target vehicle; and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change according to a preset mode. The technical problem of how to intelligently switch the braking modes when multiple automatic control modes coexist is solved. The technical effect that safety and comfort coexist or intelligent switching is achieved when a user brakes.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.

FIG. 1 is a schematic diagram illustrating an application scenario of a vehicle brake control according to an embodiment of the present disclosure;

FIG. 2 is a schematic flow chart illustrating a vehicle braking control method according to an embodiment of the present disclosure;

FIG. 3 is a schematic flow chart of another vehicle braking control method provided by the embodiments of the present application;

FIG. 4 is a schematic structural diagram of a vehicle brake control device according to an embodiment of the present disclosure;

fig. 5 is a schematic structural diagram of an electronic device provided in the present application.

With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments, including but not limited to combinations of embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any inventive step are within the scope of the present application.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

The following explanations are made for terms related to this application:

IMU (Inertial Measurement Unit) is a sensor mainly used to detect and measure acceleration and rotational movement. The principle is implemented by using the law of inertia, including accelerometers and angular velocity meters (gyroscopes). When built into the vehicle, the acceleration/deceleration of the vehicle (lateral acceleration/deceleration and longitudinal acceleration/deceleration) can be monitored, as well as vehicle steering information.

TJP (Traffic Jam Pilot, Traffic congestion assistance automatic driving function): the driver can let go of both hands and feet on a congested expressway or an urban expressway, attention can be transferred from a driving environment for a long time, activities such as watching a mobile phone, receiving a phone call, watching a landscape and the like can be performed, and the maximum working speed of the system is 40-60 km/h.

AEB (Autonomous ignition Braking): the vehicle-mounted computer can automatically and emergently brake after detecting that the collision risk exists by utilizing equipment such as an ultrasonic radar and a camera to detect the road ahead.

The braking technology is the important factor in the vehicle active safety technology, and at present, many auxiliary functions relate to braking, such as TJP, AEB and the like, but in the prior art, the pause phenomenon appearing in braking can be often ignored when various modes coexist, so that safety and comfort can not be considered, mode switching is harsh and abrupt, driving experience is influenced very much, and smooth and non-inductive switching can not be realized. That is, when multiple automatic control modes coexist, how to intelligently switch the braking modes so that the braking control can simultaneously consider safety and riding comfort becomes a technical problem to be solved urgently.

In order to solve the above problems, the inventive concept of the present application is:

the inventor of the application finds that the vehicle is decelerated to the stop period in the braking, under the action of inertia force, the vehicle damping system buffers and stores energy, and releases the energy instantly when stopping, so that the vehicle can have obvious pause and frustration phenomena, and certain impact is generated on drivers and passengers, and poor driving or riding experience is caused.

In the process, the inventor of the present application finds the reason for the above mentioned setback phenomenon: firstly, the depth of the driver for stepping on the brake pedal does not change along with the change of the vehicle speed, and secondly, each automatic mode does not carry out corresponding mode switching aiming at comfortable braking during switching. If the brake pedal depth, or the braking force, can be automatically reduced to reduce the deceleration of the vehicle as the vehicle speed changes during this period, the jerk is greatly reduced.

At present, the comfortable braking is mainly to judge the driving intention of a driver and calculate the information of the required deceleration of the whole vehicle according to the depth of the driver stepping on a brake pedal, the stepping time and the running state of the vehicle, and to control a braking system to decelerate to stop according to the intention of the driver. After a driver steps on a brake pedal, the depth of the pedal cannot be timely and effectively adjusted due to factors such as driving experience, the surrounding environment condition of a vehicle, road surface information and the movement change of obstacles, so that the vehicle stops with jerking and the driving comfort is affected, functions of various auxiliary modes such as AEB and TJP sometimes conflict with comfortable braking, and how to solve the conflicts, so that when a plurality of automatic modes coexist, reasonable switching of comfortable braking is carried out, and the problem needs to be solved by the application.

This application is through real-time supervision vehicle all ring edge borders, whether intervene comfortable braking in automatic judgement before the security control of not receiving other automatic mode intervenes, and when the security receives the influence, take over safety braking by automatic modes such as AEB, TJP, reach the effect that travelling comfort and security compromise, promote user's use and experience.

The following describes the technical solutions of the present application and how to solve the above technical problems with specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic view of an application scenario of a vehicle brake control according to an embodiment of the present application. As shown in fig. 1, the on-board sensors on the vehicle 100 monitor a preset monitoring range in real time to acquire environmental monitoring information of the surrounding environment, where the preset monitoring range includes: front surveillance zone 101, left surveillance zone 102, right surveillance zone 103, and rear surveillance zone 104. When the vehicle 101 is running, after the driver perceives an obstacle through visual observation or system monitoring and prompting, the driver takes braking and/or steering measures, and at the moment, if the vehicle has enough braking space, the braking mode adopts variable deceleration braking to ensure that the lateral deceleration and the longitudinal deceleration of the vehicle gradually change, and accumulated impact energy is released to a damping system of the vehicle until the vehicle stops or returns to normal running. In the process, the variable deceleration braking mode ensures the comfort experience of the driver and passengers when the vehicle 100 is braked under the premise of ensuring the safety of the vehicle together with the functions of automatic emergency braking of AEB, traffic congestion assistance automatic driving of TJP, adaptive cruise and the like in a basic mode.

The following illustrates specific implementation steps of the vehicle brake control method provided by the present application.

Fig. 2 is a schematic flow chart of a vehicle braking control method according to an embodiment of the present application. As shown in fig. 2, the vehicle brake control method includes the following specific steps:

s201, acquiring environment monitoring information aiming at the dynamic monitoring range and the braking state of the target vehicle within preset time.

In this step, the dynamic monitoring range is around the target vehicle, and the environment monitoring information includes: the relative distance between the target vehicle and at least one peripheral obstacle, the motion state of the obstacle relative to the target vehicle and the size of the obstacle.

In this embodiment, a sensor is used to monitor a real-time condition in a dynamic detection range in real time to obtain environment monitoring information. The sensors include vehicle-mounted sensors such as electromagnetic wave radar, lidar, and vehicle-mounted cameras, IMU inertial measurement units, and the like.

In the present embodiment, the target vehicle is provided with an electric booster, a chassis area controller (or referred to as an electronic body stabilization system), a radar, a camera, an IMU inertial measurement unit, and other intelligent devices.

Specifically, based on relevant intelligent auxiliary devices such as radar information, camera information and an IMU inertial measurement unit, environmental information around the target vehicle is identified, including but not limited to relative distance, motion trajectory, motion direction and size of obstacles around the target vehicle. As shown in fig. 1, the front monitoring zone 101, the left monitoring zone 102, the right monitoring zone 103, and the rear monitoring zone 104 all have radar or a camera to monitor and acquire environmental monitoring information in real time.

In a possible embodiment, a coordinate system may be established for the dynamic monitoring range, the origin of the coordinate system is the position of the target vehicle, and since the motions are relative, the origin may be regarded as stationary, and all obstacles, whether moving objects such as vehicles and pedestrians, or static objects such as railings and roadblocks, may be regarded as dynamic obstacles in the coordinate system, that is, assuming that the target vehicle is stationary, all motions are regarded as motions of the obstacles, so that the distance, motion trajectory, motion direction, and the like of the obstacles relative to the target vehicle can be accurately and more simply processed.

For a braking state within a preset time, the preset time comprises: the target vehicle receives the time corresponding to the braking instruction sent by the user or the preset time period after the braking instruction is sent. Specifically, the braking state within the preset time may be the speed, deceleration (including lateral deceleration and longitudinal deceleration), driving or rotating direction, etc. of the target vehicle detected by the onboard inertial navigation system when the driver has last depressed the brake pedal, or may be a continuous braking state of the target vehicle within a preset time period, such as 5S, after the driver has depressed the brake pedal, such as a braking curve (speed or deceleration versus time) within the preset time period.

In one possible embodiment, the braking state of the preset time may also be a brake curve that is calibrated in advance and closest to the current driving environment or the current driving state, or a brake curve when another vehicle is driven under a similar state. If the braking curves of other vehicles passing through the same environment are just transmitted to the cloud data center by other vehicles, the braking curves are issued to other subsequent vehicles passing through the same environment by the cloud data center and serve as reference information of the vehicle chassis domain controller, namely the braking state in the step.

The target vehicle may be a single vehicle, or a single vehicle fleet, or a vehicle cluster formed by a plurality of vehicles, and the vehicle cluster has the same driving destination and is divided into groups by the intelligent transportation system.

Optionally, the wireless module may also receive the traffic information transmitted by the surrounding traffic monitoring system as one of the environmental monitoring information. The intersection monitoring system consists of monitoring equipment arranged on the roadside.

S202, determining the time and the distance of the target vehicle to reach at least one obstacle according to the environment monitoring information and the braking state.

In this step, the environmental monitoring information and the braking state collected in S201 are sent to the intelligent driving controller on the target vehicle, and the intelligent driving controller superimposes the motion state of the target vehicle on the obstacle, that is, the target vehicle is regarded as static, and all the motions are completed by the obstacle. Or the obstacle may be considered static and all movement may be accomplished by the target vehicle. And determining the time and the distance of the target vehicle to at least one obstacle according to the size and the relative distance of the obstacles.

In one possible design, at least one collision risk position may be determined based on the size and relative distance of the obstacle; determining a distance from the target vehicle to the at least one obstacle based on the collision risk location; and determining the time when the target vehicle reaches at least one obstacle according to the braking state and the distance.

Since the target vehicle has a certain size, when the collision risk position is set, the size of the collision risk position can be enlarged, that is, a sufficient safety margin or a safety control coefficient can be set, and the collision risk position can be obtained in accordance with the size of the obstacle and the size of the target vehicle in combination with the movement state of the target vehicle or the obstacle.

In this embodiment, after the intelligent driving controller obtains the time and the distance through comprehensive calculation, the time and the distance are sent to the chassis domain controller for subsequent braking processing.

And S203, acquiring the current working state of the target vehicle.

In this step, the chassis area controller obtains the current working state of each important part of the vehicle detected by each sensor on the vehicle through a bus such as a CAN bus. The working state comprises the following steps: at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle is received.

It should be noted that the auxiliary functions include: a vehicle Stability control esc (electronic Stability controller) function, an automatic emergency brake AEB, a traffic congestion assistance automatic driving function TJP, an adaptive Cruise acc (adaptive Cruise control), and the like.

And S204, judging whether the current working state is in the variable deceleration braking mode or not according to the time and the distance.

In this step, the variable deceleration braking mode is used to change the deceleration of the target vehicle in a preset manner.

In the present embodiment, the shift brake mode includes: comfort braking and emergency braking. The comfort braking mode is used to cause the subject vehicle to reduce deceleration a plurality of times during deceleration so that the shock absorbing system of the subject vehicle gradually releases the energy accumulated during braking and reduces or avoids a feeling of impact felt by the user when the subject vehicle is stopped. The two are combined with each other, so that the energy accumulated in the damping system is timely released by changing the deceleration for many times on the premise that the safety of the vehicle is guaranteed, the vehicle can not be stopped finally, the phenomenon of pause and contusion caused by forward rushing or backward leaning of a driver and passengers due to concentrated release of the energy can be avoided, and the driving comfort is improved.

Specifically, the chassis domain controller comprehensively determines the driver intention information according to the movement state of each obstacle and the movement and working state (including but not limited to information of pedaling of the driver, wheel speed information, vehicle attitude and the like) of the target vehicle within the preset monitoring range in S202 and S203, and timely makes corresponding braking determination to support braking. The braking deceleration of the target vehicle is changed continuously, and the driver is judged to intend to be the active braking deceleration, and the information such as collision time, distance and the like given by the intelligent driving controller is combined to perform comfortable braking at proper time.

Optionally, when the chassis domain controller determines that the driver intends to perform active braking deceleration and the deceleration is large, the brake pressure is appropriately increased according to the emergency braking execution of the driver, so as to ensure safe parking.

Optionally, when the chassis domain controller determines that the driver intends to actively brake and decelerate, and information (i.e., time and distance to reach at least one obstacle) given by the intelligent driving controller is not satisfied with the braking safety requirement at this time, if the AEB function is turned on, the automatic emergency braking function is automatically activated; if the AEB function is not opened, the chassis domain controller sends out warning information to prompt the driver that the collision risk exists, and the driver is requested to increase the braking force or automatically and forcibly increase the braking deceleration so as to avoid the collision.

The peripheral condition of vehicle is initiatively discerned through on-vehicle radar, camera, IMU inertia measurement unit and relevant intelligent auxiliary device to this embodiment, and intelligent driving controller sends the chassis domain controller with after these data processing, carries out comfortable braking in good time by it according to vehicle state information to realize that the vehicle is brakied and is weakened or disappear to the pause and frustration phenomenon when the vehicle stops, and then promote driver and crew's comfort.

In summary, the present embodiment provides a vehicle braking control method, which includes obtaining environment monitoring information for a dynamic monitoring range and a braking state of a target vehicle within a preset time, where the dynamic monitoring range is around the target vehicle; then determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state; then, acquiring the current working state of the target vehicle; and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change according to a preset mode. The technical problem of how to intelligently switch the braking modes when multiple automatic control modes coexist is solved. The technical effect that safety and comfort coexist or intelligent switching is achieved when a user brakes.

To enhance the understanding of the coordination of the various control modes involved in S204 to enable the comfort braking mode to intervene and exit the braking control at appropriate times, the following embodiments further exemplify this.

FIG. 3 is a schematic flow chart of another vehicle braking control method provided in the present application. As shown in fig. 3, the specific steps of the vehicle brake control method include:

s301, acquiring environment monitoring information aiming at the dynamic monitoring range and the braking state of the target vehicle within preset time.

In this step, the dynamic monitoring range is around the target vehicle, as shown in fig. 1 as a front monitoring zone 101, a left monitoring zone 102, a right monitoring zone 103, and a rear monitoring zone 104.

S302, determining the time and the distance of the target vehicle to reach at least one obstacle according to the environment monitoring information and the braking state.

This step may be performed separately by a separate controller or a separate module, or by a separate thread.

In this embodiment, the environmental monitoring information and the braking state collected by the radar, the camera, the inertia detection unit and other relevant intelligent auxiliary devices are sent to the intelligent driving controller for comprehensive calculation, so as to obtain the time and distance for the vehicle to reach the obstacle, and the information is sent to the chassis domain controller, so that the chassis domain controller performs specific control of the variable deceleration braking mode, including comfort braking and emergency braking control.

And S303, acquiring the current working state of the target vehicle.

In this step, the working state includes: at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle is received.

The auxiliary functions include: an automatic emergency braking function AEB, a traffic jam assisted driving function TJP, a single pedal control function, an adaptive cruise function and the like.

And S304, judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance.

In this step, if yes, step S305 is executed; if not, the process goes to comfort braking, i.e., step S311.

It should be noted that, in a possible design, before this step, the method further includes:

acquiring an opening state identifier of an automatic emergency braking function;

if the opening state mark is opened, determining not to enter a comfortable braking mode;

if the starting state mark is not opened, the step is executed, namely whether the starting condition of the automatic emergency braking function is met or not is judged according to the time and the distance.

And S305, starting an automatic emergency braking function.

In this step, the chassis domain controller starts the AEB automatic emergency braking function, and if the driver steps on the brake pedal with insufficient depth or mistakenly steps on the accelerator pedal, the chassis domain controller will directly increase the braking force or increase the braking deceleration according to the safety requirement, so that the vehicle is rapidly braked to avoid the collision accident.

And S306, judging whether a preset congestion condition is met or not according to the time and the distance.

In this step, if the congestion condition is preset, including the distances between the target vehicle and the plurality of obstacles and the time for reaching the obstacles are less than the preset threshold, the current environment is considered as a congestion environment.

If yes, go to step S307; if not, go to S311.

And S307, if the time and the distance of the target vehicle to the multiple obstacles meet the preset congestion conditions, starting a traffic congestion auxiliary driving function and determining that the target vehicle does not enter a comfortable braking mode.

In the step, when the chassis domain controller identifies that the periphery of the vehicle is no longer suitable for comfortable braking, if traffic jam occurs and other vehicles are seriously jammed, the driver is prompted to pay attention to the surrounding environment, the braking force is adjusted to avoid collision, and the TJP function is started to assist the driver in driving in the jam environment. .

And S308, judging whether the target vehicle starts a single-pedal control function or not.

In this step, the single-pedal control function is used to allow the user to control the acceleration and braking of the target vehicle through only one control pedal.

Because the single pedal function is a comfortable driving function for the user in an environment with lower running risk, when the function is started, the collision risk is lower, and the comfort is taken as the main point.

If yes, go to step S311; if not, go to step S309.

And S309, judging whether to enter a comfortable braking mode in the working state according to the time and the distance.

In this step, it is continuously checked whether other auxiliary functions are turned on, and whether to enter the comfort braking mode is selected according to the corresponding determination result.

And S310, judging whether the self-adaptive cruise function is started or not.

In this step, if yes, step S312 is executed without entering the comfort braking mode, and if no, it is continuously checked whether other auxiliary functions are turned on, and whether to enter the comfort braking mode is selected according to a corresponding determination result.

S311, the brake control in the comfort brake mode is performed.

In the step, the deceleration is detected to be in a comfortable braking range, if the deceleration is less than 0.6g, the braking system has no fault information, intelligent driving has no abnormal information, and the comfortable braking can be activated. After the vehicle is completely stopped, the parking function (including but not limited to vehicle holding, automatic parking, electronic parking brake and other functions) takes over the control right of the vehicle, and the comfortable brake is finished.

It should be noted that the chassis domain controller may comprehensively process and determine whether to enter the comfort braking mode according to the vehicle lateral and longitudinal motion state information, the real-time working state information of each internal component, the brake master cylinder assembly information, the vehicle external state information, and the like (including but not limited to the vehicle speed, the wheel speed, the longitudinal/lateral acceleration/deceleration, the suspension attitude, and the vehicle peripheral information acquired by the intelligent driving controller). If an external anomaly is detected, for example: the radar of the vehicle and the vision identify the people around the vehicle, the lane, the distance and other relevant information, and when the vehicle is not suitable for normal braking or comfortable braking, the chassis area controller brakes according to the intention of the driver. Optionally, if the AEB automatic emergency braking function is activated, the function is executed, otherwise, it is executed according to the intention of the driver.

And S312, not executing the comfortable braking mode.

The embodiment provides a vehicle braking control method, which includes acquiring environment monitoring information aiming at a dynamic monitoring range and a braking state of a target vehicle within a preset time, wherein the dynamic monitoring range is around the target vehicle; then determining the time and the distance of the target vehicle to at least one obstacle according to the environment monitoring information and the braking state; then, acquiring the current working state of the target vehicle; and judging whether to enter a variable deceleration braking mode in the working state according to the time and the distance, wherein the variable deceleration braking mode is used for enabling the deceleration of the target vehicle to change according to a preset mode. The technical problem of how to intelligently switch the braking modes when multiple automatic control modes coexist is solved. The technical effect that safety and comfort coexist or intelligent switching is achieved when a user brakes.

Fig. 4 is a schematic structural diagram of a vehicle brake control device according to an embodiment of the present application. The vehicle brake control device 400 may be implemented by software, hardware, or a combination of both.

As shown in fig. 4, the vehicle brake control device 400 includes:

an obtaining module 401, configured to obtain environment monitoring information for a dynamic monitoring range and a braking state of a target vehicle within a preset time, where the dynamic monitoring range is around the target vehicle;

a processing module 402, configured to determine, according to the environment monitoring information and the braking state, a time and a distance at which the target vehicle reaches at least one obstacle;

the obtaining module 401 is further configured to obtain a current working state of the target vehicle;

the processing module 402 is further configured to determine whether to enter a variable deceleration braking mode in the operating state according to the time and the distance, where the variable deceleration braking mode is used to change the deceleration of the target vehicle in a preset manner.

In one possible design, the environmental monitoring information includes: the relative distance between the target vehicle and at least one peripheral obstacle, the motion state of the obstacle relative to the target vehicle and the size of the obstacle;

correspondingly, the processing module 402 is configured to:

determining at least one collision risk position according to the size and the relative distance of the obstacles;

determining a distance from the target vehicle to the at least one obstacle based on the collision risk location;

and determining the time when the target vehicle reaches at least one obstacle according to the braking state and the distance.

In one possible design, the preset time includes: the target vehicle receives the time corresponding to the braking instruction sent by the user or the preset time period after the braking instruction is sent.

In one possible design, the operating states include: at least one of a brake control instruction issued by a user, a wheel speed of the target vehicle, a posture of the target vehicle, and an on-off state of each auxiliary function of the target vehicle is received.

In one possible design, the auxiliary functions include: an automatic emergency braking function, correspondingly, the processing module 402, is configured to:

judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance;

if so, starting an automatic emergency braking function and determining not to enter a comfortable braking mode;

if not, determining to enter a comfortable braking mode.

In one possible design of the system, the system may be,

the obtaining module 401 is further configured to obtain an opening state identifier of the automatic emergency braking function;

a processing module 402, further configured to:

if the opening state mark is opened, determining not to enter a comfortable braking mode;

and if the starting state mark is not started, judging whether the starting condition of the automatic emergency braking function is met or not according to the time and the distance.

In one possible design, the auxiliary functions include: the traffic jam assistant driving function, correspondingly, the processing module 402, is configured to:

if the time and the distance of the target vehicle to a plurality of obstacles meet the preset congestion condition, starting a traffic congestion auxiliary driving function and determining not to enter a comfortable braking mode;

if not, determining to enter a variable deceleration braking mode.

In one possible design, the auxiliary functions include: a single pedal control function for enabling a user to control acceleration and braking of a target vehicle through only one control pedal;

correspondingly, the processing module 402 is configured to:

if the target vehicle starts the single-pedal control function, determining to enter a comfortable braking mode;

if not, judging whether to enter a comfortable braking mode under the working state according to the time and the distance.

In one possible design, the auxiliary functions include: the adaptive cruise function, correspondingly, the processing module 402, is further configured to:

if the target vehicle starts the self-adaptive cruise function, determining not to enter a comfortable braking mode;

if not, judging whether to enter a comfortable braking mode under the working state according to the time and the distance.

In one possible design, the variable deceleration braking mode includes: a comfort braking mode for causing the target vehicle to reduce deceleration a plurality of times during deceleration so that a shock absorbing system of the target vehicle gradually releases energy accumulated during braking and reduces or avoids a feeling of impact felt by a user when the target vehicle is stopped.

It should be noted that the apparatus provided in the embodiment shown in fig. 4 can execute the method provided in any of the above method embodiments, and the specific implementation principle, technical features, term explanation and technical effects thereof are similar and will not be described herein again.

Fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in fig. 5, the electronic device 500 may include: at least one processor 501 and memory 502. Fig. 5 shows an electronic device as an example of a processor.

The memory 502 is used for storing programs. In particular, the program may include program code including computer operating instructions.

Memory 502 may comprise high-speed RAM memory, and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

Processor 501 is configured to execute computer-executable instructions stored in memory 502 to implement the methods described in the method embodiments above.

The processor 501 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

Alternatively, the memory 502 may be separate or integrated with the processor 501. When the memory 502 is a device independent from the processor 501, the electronic device 500 may further include:

a bus 503 for connecting the processor 501 and the memory 502. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be classified as address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.

Alternatively, in a specific implementation, if the memory 502 and the processor 501 are integrated on a chip, the memory 502 and the processor 501 may communicate through an internal interface.

An embodiment of the present application further provides a vehicle, including: any one of the possible electronic devices in the embodiment shown in fig. 5.

An embodiment of the present application further provides a computer-readable storage medium, where the computer-readable storage medium may include: various media that can store program codes, such as a usb disk, a removable hard disk, a read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores program instructions for the methods in the above method embodiments.

An embodiment of the present application further provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the computer program implements the method in the foregoing method embodiments.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.