WO2024065227A1 - 一种制动控制方法及相关装置 - Google Patents

一种制动控制方法及相关装置 Download PDF

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Publication number
WO2024065227A1
WO2024065227A1 PCT/CN2022/121912 CN2022121912W WO2024065227A1 WO 2024065227 A1 WO2024065227 A1 WO 2024065227A1 CN 2022121912 W CN2022121912 W CN 2022121912W WO 2024065227 A1 WO2024065227 A1 WO 2024065227A1
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WO
WIPO (PCT)
Prior art keywords
braking force
braking
vehicle
distance
moment
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/121912
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English (en)
French (fr)
Inventor
吕尚炜
曲令虎
马文涛
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Huawei Technologies Co Ltd
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Huawei Technologies Co Ltd
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Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to JP2025517958A priority Critical patent/JP2025532235A/ja
Priority to EP22959876.8A priority patent/EP4582319A4/en
Priority to CN202280100083.4A priority patent/CN119855750A/zh
Priority to PCT/CN2022/121912 priority patent/WO2024065227A1/zh
Publication of WO2024065227A1 publication Critical patent/WO2024065227A1/zh
Priority to US19/090,551 priority patent/US20250222780A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/161—Systems with master cylinder
    • B60T13/162—Master cylinder mechanically coupled with booster
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/68—Traffic data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the present application relates to the field of smart vehicles, and in particular to a braking control method and related devices.
  • the vehicle In the scenario where the user brakes the vehicle or the intelligent driving system brakes the vehicle, the vehicle generally experiences a "nodding/stuttering" phenomenon. Especially when the vehicle is about to stop due to braking, the vehicle will experience a more obvious stuttering. Usually, the vehicle's powertrain or suspension system is optimized to reduce this "nodding/stuttering" phenomenon, but this "nodding/stuttering” phenomenon cannot be completely avoided.
  • the embodiment of the present application provides a braking control method and related devices, which can achieve comfortable braking and avoid the phenomenon of stalling and nodding caused by braking.
  • the braking control method provided in the embodiment of the present application is used to brake the vehicle, and energy recovery is used to cooperate with the vehicle braking system to achieve comfortable braking, which can improve the comfort of the braking process without increasing the braking distance and avoiding the risk of collision.
  • a braking control method comprising: obtaining a vehicle speed and a required braking force; determining a target braking force according to the vehicle speed and the required braking force; wherein, from a first moment to a second moment, the target braking force first changes to a first threshold value and then changes to a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the above-mentioned first moment is a moment when the vehicle speed is equal to a first speed; the above-mentioned second moment is a moment when the vehicle speed is equal to a second speed; according to the above-mentioned target braking force, determining a first execution braking force and a second execution braking force, the first execution braking force being provided by energy recovery, and the second execution braking force being provided by a braking system.
  • the required braking force may be obtained based on user input, or the required braking force may also be obtained based on an intelligent driving system (eg, an automatic driving system or a driving assistance system).
  • an intelligent driving system eg, an automatic driving system or a driving assistance system.
  • the user may be a driver of the vehicle or a passenger of the vehicle, or may be an authorized passenger in the vehicle, who has the power to instruct the vehicle to brake.
  • the braking force may be a braking torque, acceleration, etc. in a broad sense.
  • the first threshold value may be positively correlated with the required braking force; the first threshold value may also be positively correlated with the vehicle speed.
  • the expected braking distance can also be determined based on the vehicle speed and the required braking force, as well as the preset comfortable braking time.
  • the above-determined braking distance is greater than the current distance between the vehicle and the obstacle, it is necessary to determine the required braking force based on the distance between the vehicle and the obstacle and the vehicle speed, and then re-determine the above-mentioned target braking force or the change trend of the target braking force.
  • the above-mentioned second speed can be equal to 0, or can be other speeds, for example, other speeds close to 0, such as 5km/h.
  • the target braking force gradually decreases to the second threshold.
  • the above action of determining the target braking force based on the vehicle speed and the required braking force is performed all the time. Based on the currently determined target braking force, the target braking force at a certain time thereafter can be further determined. Furthermore, the basic change trend of the target braking force can also be determined.
  • the braking of a vehicle is divided into normal braking and comfort braking; among them, normal braking is prone to "nodding/stuttering" phenomenon during the vehicle braking process, while comfort braking is the braking taken by the braking control method proposed in the embodiment of the present application.
  • the force generated by the vehicle suspension during the deceleration process that can cause the vehicle to nod/jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding/jerking during the braking process.
  • the target braking force since the target braking force first rises and then falls, the corresponding value of the vehicle braking deceleration also increases and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. And by providing additional braking force through energy recovery, the workload based on the braking system is shared, providing a guarantee for achieving comfortable braking.
  • the target braking force becomes a third threshold value
  • the third threshold value is the braking force required to maintain the vehicle stationary.
  • the third threshold may be greater than the third threshold, or greater than 0 and less than the third threshold, as long as the vehicle can maintain the parking state based on the third threshold.
  • the vehicle when the vehicle is stationary or tends to be stationary, the vehicle can realize the automatic parking function based on the corresponding braking force of the vehicle to avoid the phenomenon of "slipping" of the vehicle.
  • the vehicle while reducing power consumption, it can also reduce the loss of vehicle components, such as the loss of the motor.
  • the vehicle is controlled to perform parking braking based on the method.
  • the above method may be executed by a braking system of a vehicle to perform the above parking braking process.
  • the sum of the first execution braking force and the second execution braking force is equal to the target braking force.
  • the second execution braking force before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.
  • the first execution braking force when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle is unable to perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.
  • the first vehicle speed may be a condition for braking through energy recovery.
  • the vehicle when it is at 30 kph, it can brake through the anti-drag braking force generated by the engine. At this time, the braking force provided by energy recovery is sufficient to meet the target braking force, so the braking force in the second execution may be configured to be 0.
  • the target braking force is determined based on the correspondence information among the vehicle speed, the required braking force and the target braking force.
  • the target braking force is jointly determined to ensure that the first execution braking force and the second execution braking force can be reasonably configured in the future, further providing guarantee for achieving comfortable braking of the vehicle.
  • the above-mentioned correspondence information includes a first data set
  • the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.
  • the preset curve information is a curve of target braking forces corresponding to multiple moments determined during the braking of the vehicle
  • the preset correspondence table information records the correspondence between the target braking forces corresponding to multiple moments during the braking of the vehicle.
  • the change trend of the above target braking force can be more intuitively presented through preset curve information or preset corresponding table information, which is convenient for providing users with a visualized change trend of the second required braking force.
  • the current vehicle satisfies a first condition
  • the first condition includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.
  • the numerical value corresponding to the deceleration mentioned in the embodiments of the present application refers to a scalar value.
  • the information included in the first condition may also include: the front axle suspension height of the vehicle is lower than the rear axle suspension height of the vehicle, the traffic light in front of the vehicle is red, there is a sidewalk in front of the vehicle, etc.
  • the active suspension four-wheel height refers to the height of the active suspension on the four wheels from the ground.
  • the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.
  • the target braking force is re-determined based on the current vehicle speed and the required braking force.
  • the vehicle braking when the difference between the first braking distance and the second braking distance is greater than the first distance threshold, or when the difference between the third braking distance and the first braking distance is less than the second distance threshold, the vehicle braking is controlled according to the second target braking force; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.
  • the vehicle when the difference between the first braking distance and the second braking distance is greater than the first distance threshold, or when the difference between the third braking distance and the first braking distance is less than the second distance threshold, it can be collectively referred to that the vehicle is in an under-braking state.
  • the second target braking force is a target braking force determined again based on the current driving environment of the vehicle, for example, the current vehicle speed, the required braking force, and the first distance threshold or the second distance threshold as a reference. Since the previously determined target braking force puts the vehicle in an under-braking state, the second target braking force is greater than the target braking force.
  • the under-braking situation of the vehicle can be effectively avoided. While reducing the braking distance, the risk of collision with obstacles in front of the vehicle can also be effectively reduced, thereby ensuring the driving safety of vehicle users.
  • the braking system includes a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.
  • the method can be applied to a variety of braking systems and has strong applicability and compatibility.
  • a braking control device which includes: an acquisition unit for acquiring a vehicle speed and a required braking force; a determination unit for determining a target braking force based on the vehicle speed and the required braking force; wherein, from a first moment to a second moment, the target braking force first changes to a first threshold value and then changes to a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the first moment is when the above-mentioned vehicle speed is equal to a first speed; the second moment is when the above-mentioned vehicle speed is equal to a second speed; according to the target braking force, a first execution braking force and a second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by a braking system.
  • the force generated by the vehicle suspension during the deceleration process that can cause the vehicle to nod/jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding/jerking during the braking process.
  • the target braking force since the target braking force first rises and then falls, the corresponding value of the vehicle braking deceleration also increases and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. And by providing additional braking force through energy recovery, the workload based on the braking system is shared, providing a guarantee for achieving comfortable braking.
  • the target braking force becomes a third threshold value
  • the third threshold value is the braking force required to maintain the vehicle stationary
  • the third threshold may be greater than the third threshold, or greater than 0 and less than the third threshold, as long as the vehicle can maintain the parking state based on the third threshold.
  • the vehicle when the vehicle is stationary or tends to be stationary, the vehicle can realize the automatic parking function based on the corresponding braking force of the vehicle to avoid the phenomenon of "slipping" of the vehicle.
  • the vehicle while reducing power consumption, it can also reduce the loss of vehicle components, such as the loss of the motor.
  • the apparatus further includes: a control unit, configured to control the vehicle to perform parking braking.
  • the sum of the first execution braking force and the second execution braking force is equal to the target braking force.
  • the second execution braking force before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.
  • the first execution braking force when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle is unable to perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.
  • the determination unit is specifically used to: determine the target braking force according to the correspondence information among the vehicle speed, the required braking force and the target braking force.
  • the determination unit jointly determines the target braking force based on various data to ensure that the first execution braking force and the second execution braking force can be reasonably configured later, further providing a guarantee for achieving comfortable braking of the vehicle.
  • the above-mentioned correspondence information includes a first data set
  • the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.
  • the change trend of the above target braking force can be more intuitively presented through preset curve information or preset corresponding table information, which is convenient for providing users with a visualized change trend of the second required braking force.
  • the above-mentioned determination unit is also used to: determine that the current vehicle satisfies a first condition, the first condition including at least one of the following: the vehicle braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.
  • control unit is also used to: when the difference between the first braking distance and the second braking distance is greater than the first distance threshold, or when the difference between the third braking distance and the first braking distance is less than the second distance threshold, control the vehicle braking according to the second target braking force; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.
  • the under-braking situation of the vehicle can be effectively avoided. While reducing the braking distance, the risk of collision with obstacles in front of the vehicle can also be effectively reduced, thereby ensuring the driving safety of vehicle users.
  • the braking system includes a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.
  • the method can be applied to a variety of braking systems and has strong applicability and compatibility.
  • a braking control device comprising a processor and a memory, wherein the processor and the memory are connected, wherein the memory is used to store program code, and the processor is used to call the program code to execute a method in any possible implementation of the method design of the first aspect above.
  • a chip system which is applied to an electronic device; the chip system includes one or more interface circuits and one or more processors; the interface circuit and the processor are interconnected through lines; the interface circuit is used to receive signals from a memory of the electronic device and send signals to the processor, and the signals include computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device executes a method in any possible implementation of the method design of the first aspect above.
  • a computer-readable storage medium storing a computer program or instructions, wherein the computer program or instructions are used to implement the method in any possible implementation manner in the method design of the first aspect.
  • a computer program product is provided.
  • the computer program code or instructions are executed on a computer, the computer executes a method in any possible implementation of the method design of the first aspect above.
  • an embodiment of the present application provides an integrated booster, which includes a pedal travel sensor, a brake master cylinder, a motor, a push rod mechanism, and a method for executing any possible implementation of the method design of the first aspect.
  • an embodiment of the present application provides a braking system, which includes a brake pedal, a brake actuator, a brake fluid pipe and the integrated booster described in the seventh aspect.
  • an embodiment of the present application provides a vehicle, comprising a braking control device as in any possible implementation of the second aspect or the third aspect, or an integrated booster as in any possible implementation of the seventh aspect, or a braking system as in any possible implementation of the eighth aspect.
  • FIG. 1 is a schematic diagram of an electronic hydraulic brake system provided in an embodiment of the present application.
  • FIG. 2 is a flow chart of a braking control method provided in an embodiment of the present application.
  • FIG. 3 is a parameter variation trend diagram of a braking control method provided in an embodiment of the present application.
  • FIG. 4 is a flow chart of another braking control method provided in an embodiment of the present application.
  • FIG. 5 is a schematic structural diagram of a brake control device 500 provided in an embodiment of the present application.
  • FIG. 6 is a schematic block diagram of a brake control device 600 provided in an embodiment of the present application.
  • FIG. 7 is a schematic structural diagram of a brake control device 700 provided in an embodiment of the present application.
  • the mobile carrier involved in the present application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc.
  • the mobile carrier may be a vehicle, which is a vehicle in a broad sense, and may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc.
  • the embodiment of the present application does not specifically limit the type of vehicle.
  • the mobile carrier may be a vehicle such as an airplane or a ship.
  • the braking system is one of the core control systems of a vehicle, used to achieve longitudinal control of the vehicle, slowing it down or maintaining a certain speed.
  • FIG1 shows a schematic diagram of an electronic hydraulic brake (EHB) system.
  • EHB electronic hydraulic brake
  • the brake system includes a brake pedal 101 , an integrated booster 102 , brake actuators ( 103 - 1 , 103 - 2 , 103 - 3 , 103 - 4 ) and a brake fluid pipe 104 .
  • the integrated booster 102 is the core component of the brake system, integrating an electronic control unit (ECU), a pedal travel sensor, a brake master cylinder, a motor, a push rod mechanism, etc.
  • the brake pedal 101 is rigidly connected to the integrated booster 102 through the push rod mechanism, and the integrated booster 102 is connected to the brake actuator (103-1, 103-2, 103-3, 103-4) installed on the side of the wheel through the brake fluid pipe 104.
  • the user steps on the brake pedal 101, the push rod mechanism of the integrated booster 102 is displaced, the pedal travel sensor detects the displacement of the push rod mechanism, and sends the displacement signal to the ECU, the ECU calculates the torque that the motor should generate, and then the transmission mechanism of the motor converts the torque into braking force.
  • the braking force and the push rod force generated by the push rod mechanism of the brake pedal 101 act on the brake master cylinder together, and are converted into hydraulic pressure in the brake master cylinder.
  • the brake fluid with hydraulic pressure acts on the brake actuator (103-1, 103-2, 103-3, 103-4) through the brake fluid pipe 104 to achieve braking.
  • an embodiment of the present application proposes a braking control method, which achieves comfortable braking through energy recovery combined with a braking system. It can improve the comfort of the braking process and avoid the phenomenon of "nodding/stumbling" of the vehicle during braking without increasing the braking distance and avoiding the risk of collision.
  • FIG2 shows a schematic flow chart of a braking control method proposed in an embodiment of the present application.
  • the required braking force is obtained according to user input, or the required braking force is obtained according to an intelligent driving system (such as an automatic driving system or a driving assistance system).
  • an intelligent driving system such as an automatic driving system or a driving assistance system.
  • the user may be the driver of the vehicle or a passenger of the vehicle. Furthermore, the user may be an authorized passenger in the vehicle, and the authorized passenger has the power to instruct the vehicle to brake.
  • the braking force may be a braking torque, acceleration, etc. in a broad sense.
  • the above-mentioned action of determining the target braking force based on the vehicle speed and the required braking force can be performed at all times. Based on the current target braking force, the target braking force at a certain time thereafter can be further determined. Furthermore, the basic change trend of the target braking force can also be determined.
  • the expected braking distance may also be determined based on the vehicle speed and the required braking force, as well as the preset comfortable braking time.
  • the required braking force needs to be determined based on the distance between the vehicle and the obstacle and the vehicle speed, and then the above-mentioned target braking force or the change trend of the target braking force is re-determined.
  • vehicle braking is divided into normal braking and comfort braking; among them, normal braking is prone to "nodding/stuttering" phenomenon during vehicle braking, and comfort braking is braking taken by the braking control method proposed in the embodiment of the present application.
  • FIG. 3 shows a parameter variation trend diagram of a braking control method proposed in an embodiment of the present application.
  • Figure 3 (a), Figure 3 (b), and Figure 3 (c) all mark four representative moments on the first deceleration curve: the first moment, the second moment, and the third moment.
  • the first moment is the moment when the vehicle starts to start comfort braking
  • the second moment is a moment in the process of comfort braking
  • the third moment is a moment after the vehicle stops after comfort braking.
  • the first deceleration curve is determined during the braking of the vehicle, and the first deceleration curve is calculated from the first moment shown in Figure 3. Since the first deceleration curve conforms to the basic curve trend of comfort braking, the following is the general curve trend of the first deceleration curve that meets the requirements of comfort braking:
  • the embodiment of the present application determines the target braking force at multiple moments based on the required braking force, combined with the above vehicle speed and required braking force, so as to avoid the phenomenon of "nodding/stumbling" of the vehicle during braking.
  • the first moment, the second moment and the third moment, as well as the deceleration trend of each time period are marked on the first deceleration curve.
  • the preset curve information about the target braking force corresponding to the first deceleration curve can also be determined.
  • the target braking force curve shown in FIG. 3 can be determined, specifically the bold line part in FIG. 3 , wherein the first moment can be the starting time of the target braking force variation curve, and the variation trend of the target braking force that can meet the comfort braking condition is as follows:
  • the target braking force first becomes a first threshold value and then becomes a second threshold value, wherein the first threshold value is greater than the required braking force and the second threshold value is less than the required braking force, the first moment is when the above-mentioned vehicle speed is equal to the first speed, and the second moment is when the above-mentioned vehicle speed is equal to the second speed.
  • the second speed may be equal to 0, or may be other speeds less than the first speed, for example, other speeds close to 0, such as 5 km/h.
  • the first threshold value may be positively correlated with the required braking force.
  • the first threshold value may also be positively correlated with the vehicle speed.
  • the target braking force gradually decreases to the second threshold.
  • the process in which the target braking force increases actually corresponds to the portion in the first deceleration curve where the speed decreases rapidly.
  • the process of the above-mentioned target braking force decreasing actually corresponds to the part of the first deceleration curve where the deceleration trend tends to be flat.
  • the force generated by the vehicle suspension during the deceleration process that can cause the vehicle to nod/jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding/jerking during braking.
  • the target braking force first increases and then decreases, the corresponding vehicle braking deceleration value also increases first and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance.
  • the target braking force becomes a third threshold value, which is a braking force required to maintain the vehicle stationary.
  • the target braking force in order to keep the vehicle stationary, after the second moment during vehicle braking, the target braking force may need to be increased compared to the target braking force at the second moment, the target braking force may also be decreased compared to the target braking force at the second moment, or the target braking force may remain unchanged.
  • the change trend of the target braking force after the second moment mainly depends on the torque required to ensure that the vehicle is stationary. However, under normal circumstances, the braking force to keep the vehicle stationary is less than the required braking force input by the user. Based on this technical solution, while reducing power consumption, it is also possible to reduce the loss of vehicle components, such as the loss of the motor.
  • the above method may be executed by a braking system of a vehicle to perform the above parking braking process.
  • the automatic parking function of the vehicle may be activated, and the parking operation may be performed based on the third threshold.
  • the automatic parking function of the vehicle may be implemented by the vehicle's electronic parking brake (EPB) system, automatic parking brake (AVH) system, or P-lock (P-Lock).
  • EPB electronic parking brake
  • AVG automatic parking brake
  • P-Lock P-lock
  • S230 Determine a first execution braking force and a second execution braking force according to the target braking force.
  • the first executive braking force is provided by energy recovery, and the second executive braking force is provided by a braking system.
  • the force generated by the vehicle suspension during the deceleration process that can cause the vehicle to nod/jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding/jerking during the braking process.
  • the target braking force since the target braking force first rises and then falls, the corresponding deceleration value of the vehicle braking also increases first and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. And by providing additional braking force through energy recovery, the workload based on the braking system is shared, providing a guarantee for achieving comfortable braking.
  • the braking system of the vehicle may be instructed to perform a braking operation according to the first execution braking force and the second execution braking force.
  • the sum of the first execution braking force and the second execution braking force is equal to the target braking force.
  • the second execution braking force before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.
  • the above-mentioned first vehicle speed is a condition for braking through energy recovery.
  • the vehicle when it is at 30kph, it can brake through the anti-drag braking force generated by the engine. At this time, the braking force provided by energy recovery is sufficient to meet the target braking force, so the braking force in the second execution can be configured to 0.
  • the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.
  • the first execution braking force curve in FIG. 3 is a variation curve of the braking force provided by energy recovery
  • the second execution braking force curve is a variation curve of the braking force provided by the braking system.
  • the braking force provided by energy recovery can meet the requirement of the target braking force, and therefore, there is no need to provide braking force through the braking system at this moment.
  • the braking force provided by energy recovery gradually decreases and cannot meet the target braking force requirement. Therefore, during this period of time, the braking force needs to be supplemented by the braking system so that the sum of the first execution braking force and the second execution braking force is equal to the target braking force.
  • the braking force provided by energy recovery is always 0, for example, the vehicle speed is always less than the first speed, that is, the braking force cannot be provided by energy recovery. Therefore, during the vehicle braking, the braking force is provided by the braking system, and the braking force is always equal to the target braking force. Therefore, during the entire comfort braking process, (c) in FIG3 only has the second execution braking force curve.
  • comfortable braking can be achieved, avoiding the phenomenon of vehicle stalling and nodding during braking, and improving the comfort of the braking process without increasing the braking distance and avoiding the risk of collision.
  • additional braking force is provided by energy recovery to share the workload of the vehicle's braking system, providing a guarantee for achieving comfortable braking.
  • the target braking force may be determined according to the correspondence information among the vehicle speed, the required braking force and the target braking force.
  • the above-mentioned correspondence information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.
  • the change trend of the above target braking force can be more intuitively presented through preset curve information or preset corresponding table information, which is convenient for providing users with a visualized change trend of the second required braking force.
  • the preset curve information is a curve of target braking forces corresponding to multiple moments determined during the braking of the vehicle
  • the preset correspondence table information records the correspondence between the target braking forces corresponding to multiple moments during the braking of the vehicle.
  • the target braking forces at multiple moments confirmed historically are directly used, thereby reducing the calculation cost of comfort braking and increasing the calculation efficiency of comfort braking.
  • Starting the above-mentioned comfort braking process also requires determining whether the vehicle currently meets specified prerequisites. If the prerequisites are met, the above-mentioned comfort braking process can be started.
  • first condition includes at least one of the following: the vehicle braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.
  • the first preset interval may be [0,15] m/s 2 , or other reasonable deceleration interval;
  • the above preset speed may be 50 kph, or may be other reasonable preset speed values
  • the above preset distance may be 150m, or other reasonable preset distance values
  • the second preset interval may be [0,10] cm, or other reasonable preset intervals;
  • the third preset interval may be [0,5] cm/s, or other reasonable preset intervals.
  • the numerical value corresponding to the deceleration mentioned in the embodiments of the present application refers to a scalar value.
  • the first condition may also include: the front axle suspension height of the vehicle is lower than the rear axle suspension height of the vehicle, the traffic light in front of the vehicle is red, there is a sidewalk in front of the vehicle, etc.
  • the active suspension four-wheel height refers to the height of the active suspension on the four wheels from the ground.
  • the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.
  • the vehicle when the vehicle is performing comfort braking, such as during the above-mentioned vehicle braking period, the vehicle also needs to determine whether the vehicle during this period still meets the first condition. If the vehicle does not meet the first condition at a certain moment, it may mean that the current driving environment of the vehicle has undergone a sudden change, such as other targets suddenly appearing in front of the vehicle, or an emergency situation in the cab.
  • the target braking force is re-planned to avoid traffic accidents caused by the inability to make emergency avoidance due to the execution of comfort braking when an emergency occurs during the execution of comfort braking.
  • the safety of comfort braking is further increased.
  • the above-mentioned braking system includes a hydraulic braking system, an EPB, and an electromechanical brake system (electromechanical brake, EMB).
  • EMB electromechanical brake
  • the method can be applied to a variety of braking systems and has strong applicability and compatibility.
  • the comfort braking function of the vehicle may be automatically activated after power-on, or may be activated through a designated comfort braking function activation instruction after the vehicle is powered on.
  • the switch status of the comfort braking function after the last vehicle power-on is obtained; if the comfort braking function was turned on after the last vehicle power-on, it means that the comfort braking function of the current vehicle can be turned on; if the comfort braking function was turned off after the last vehicle power-on, a prompt message can be sent to the user, and the prompt message is used to prompt the user whether to turn on the comfort braking function of the vehicle; when the user's turn-on instruction is detected, the comfort braking function of the vehicle is turned on.
  • the above prompt information may be voice prompt information, text prompt information, video prompt information or other forms of prompt information, which is not limited in the embodiments of the present application.
  • the start command can be an operation command of a physical control button on the center console of the vehicle, or a touch command of a virtual button on the center console display screen of the vehicle, or a voice command, gesture command or other command, which is not limited to the embodiments of the present application.
  • the comfort brake function switch state after the vehicle was powered on last time refers to whether the comfort brake function was available as determined during the last vehicle startup.
  • the vehicle after the vehicle is powered on, it is also possible to detect whether the vehicle and the system are available: when it is determined that the vehicle and the system are available, the above-mentioned acquisition of the comfort braking function switch status after the last vehicle power-on and subsequent operations are performed; when it is determined that the vehicle and the system are not available, it indicates that the comfort braking function is not available.
  • whether the vehicle and the system are available is detected, specifically, whether there are factors that affect the vehicle's comfortable braking, such as a damaged brake pedal, a ruptured brake master cylinder, etc.
  • the vehicle may be in an over-brake state or an under-brake state.
  • the vehicle When the vehicle is in an over-brake state or an under-brake state, it will not only affect the comfort, but also the driving safety. Therefore, during the comfort braking process, it is necessary to monitor in real time whether the vehicle is under-brake or over-brake. If it is determined that the vehicle is in an under-brake state or an over-brake state, exit the comfort braking and perform ordinary braking, or redefine the target braking force, for example, determine the second target braking force, and control the vehicle braking according to the second target braking force.
  • the following methods can be used to determine whether the vehicle is in an under-braking state or an over-braking state:
  • the vehicle's comfort braking time is greater than the preset time, or,
  • the difference between the first braking distance and the second braking distance is greater than the first distance threshold, or the difference between the third braking distance and the first braking distance is less than the second distance threshold; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle, or,
  • the change in the vehicle's deceleration is greater than the first deceleration threshold.
  • the preset time may be 20 seconds, or other reasonable preset time values
  • the first distance threshold may be 150m, or other reasonable thresholds
  • the second distance threshold may be 50m, or other reasonable thresholds
  • the third distance threshold may be 100m, or other reasonable thresholds
  • the first deceleration threshold may be 20 m/s 2 or other reasonable thresholds.
  • the vehicle's comfort braking time is greater than a preset time, that is, the braking force is insufficient, resulting in a longer braking time.
  • a preset time that is, the braking force is insufficient, resulting in a longer braking time.
  • the difference between the first braking distance and the second braking distance is greater than the first distance threshold, that is, the braking distance of the vehicle is too long due to insufficient braking force, that is, the braking force provided by the vehicle's brake master cylinder and/or the braking force provided by energy recovery is insufficient. This situation indicates that the vehicle is in an under-braking state.
  • the difference between the third braking distance and the first braking distance is less than the second distance threshold, that is, the braking distance of the vehicle is too long due to insufficient braking force, that is, the braking force provided by the vehicle's brake master cylinder and/or the braking force provided by energy recovery is insufficient. This situation indicates that the vehicle is in an under-braking state.
  • the change in the vehicle's deceleration is too large because the braking force is too large, that is, the braking force provided by the vehicle's brake master cylinder and/or the braking force provided by energy recovery is too large. This situation indicates that the vehicle is in an over-braking state.
  • a portion of brake fluid is extracted from or pressed into the vehicle's brake master cylinder by controlling the solenoid valve or controlling the motor based on a pressure closed loop, thereby reducing or increasing the pressure of the vehicle's brake master cylinder in coordination with the braking force provided by energy recovery.
  • the pressure unit adjusts the pressure of the vehicle's brake master cylinder according to a preset pressure curve by controlling the solenoid valve or controlling the motor based on a pressure closed loop. This method makes pressure regulation more stable and less noisy, and provides braking force through energy recovery, sharing part of the braking force and reducing the workload of the braking system.
  • the pedal travel sensor detects the displacement of the push rod mechanism, and sends the displacement signal to the ECU
  • the ECU calculates the torque that the motor should generate, the torque corresponds to the required braking force input by the user, and then the transmission mechanism of the motor converts the torque into the braking force.
  • the ECU calculates the pressure of the brake master cylinder when the braking force and the push rod force generated by the brake pedal 101 through the push rod mechanism act on the brake master cylinder, and the pressure is the above-mentioned required pressure.
  • the ECU controls the braking force of the brake master cylinder to change according to the braking force corresponding to the above-mentioned preset curve information and the braking force provided by energy recovery; in this process, the hydraulic pressure is converted into a hydraulic pressure in the brake master cylinder, and the brake fluid with hydraulic pressure acts on the brake actuator (103-1, 103-2, 103-3, 103-4) through the brake fluid pipe 104, thereby achieving comfortable braking.
  • the embodiment of the present application proposes another braking control method.
  • FIG4 shows a flow chart of another braking control method proposed in an embodiment of the present application.
  • S410 Detecting the braking force required by the user, and obtaining the driving state information of the vehicle.
  • the vehicle's driving status information may include vehicle speed, braking force input to the vehicle, pedal movement speed, etc.
  • S420 Determine whether the vehicle meets the first condition based on the driving status information.
  • step S430 If it is determined that the vehicle meets the first condition, the vehicle needs to take a comfort braking operation and execute step S430; otherwise, execute step S470.
  • the specific contents of the vehicle's driving state information and determining whether to perform comfort braking based on the driving state information can be found in the relevant description of the aforementioned embodiments and will not be described again here.
  • the braking force of the vehicle's brake master cylinder is adjusted according to the preset curve information in the embodiment shown in FIG. 3 and the braking force provided by energy recovery at multiple moments; the specific implementation process can refer to the relevant description of the aforementioned embodiment.
  • S440 Determine whether the vehicle is in an under-braking state or an over-braking state.
  • step S430 is continued; when the vehicle is in an under-braking state or an over-braking state, step S470 is executed.
  • S450 Determine whether the vehicle is stopped.
  • step S460 is executed; when the vehicle does not stop, step S430 is continued.
  • the braking force provided by energy recovery is limited, or braking through energy recovery is impossible, and at this time the braking force of the vehicle's brake master cylinder is small and insufficient to keep the vehicle stationary. Therefore, when the vehicle is stationary, the pressure of the vehicle's brake master cylinder is increased to reach the pressure required to maintain the vehicle stationary; when the pressure of the vehicle's brake master cylinder reaches the pressure required to maintain the vehicle stationary, the vehicle's automatic parking system is turned on; or when the vehicle is stationary, the vehicle's automatic parking system is turned on.
  • the above-mentioned ordinary braking can be performed according to a conventional established strategy, or can be directly handed over to the driver or the intelligent driving system to control the vehicle to perform braking operations.
  • the vehicle when the vehicle is in an under-braking state or an over-braking state, if comfort braking continues, it will affect driving safety. Therefore, when the vehicle is in an under-braking state or an over-braking state, the vehicle will be controlled to exit comfort braking and perform normal braking.
  • FIG5 shows a schematic diagram of the structure of a brake control device 500 provided in an embodiment of the present application.
  • the brake control device 500 includes:
  • the detection module 510 is used to detect the required braking force input by the user and obtain the driving state information of the vehicle.
  • information can be detected in real time by collecting information stored in the brake ECU (the status of the last activation of the comfort braking function), vehicle instrument or button input, user input information (accelerator pedal, brake pedal travel, etc.), vehicle sensor module (wheel speed, vehicle speed, acceleration, etc.), network module (surrounding vehicle information, etc.), environmental perception module (presence of obstacles, distance to obstacles, traffic light zebra crossing information, etc.) and associated ECU (active suspension four-wheel height, etc.), and performing fusion processing to obtain the vehicle's driving status information.
  • the brake ECU the status of the last activation of the comfort braking function
  • vehicle instrument or button input user input information
  • user input information accelerator pedal, brake pedal travel, etc.
  • vehicle sensor module wheel speed, vehicle speed, acceleration, etc.
  • network module surrounding vehicle information, etc.
  • environmental perception module presence of obstacles, distance to obstacles, traffic light zebra crossing information, etc.
  • associated ECU active suspension four-wheel height, etc.
  • the judgment module 520 is used to judge whether the vehicle meets the first condition based on the driving state information of the vehicle, and further determine whether the vehicle needs to perform a comfort braking operation.
  • the monitoring module 530 is used to monitor in real time whether the vehicle is in an under-braking state or an over-braking state based on the data collected by the detection module 510 and the vehicle status.
  • Control module 540 if the vehicle is equipped with active suspension and has an external response interface, then during the entire driving braking process, it can cooperate with energy recovery braking and the braking system to achieve the effect of comfortable braking; if the vehicle is equipped with ordinary suspension and it has been determined that comfortable braking is required, the designated braking unit of the braking system adjusts the braking pressure required to be provided according to the preset curve information and the braking force that can be provided by energy recovery.
  • the pressure may be different from the braking pressure corresponding to the travel of the vehicle's brake pedal or the braking pressure requested by the automatic braking system; when the vehicle is stationary, the designated braking pressure is restored to the pressure that can keep the vehicle stationary, and is not necessarily the pressure requested by the intelligent driving system or the pressure corresponding to the user's brake pedal travel.
  • the execution module 550 is used to adjust the braking force provided by energy recovery and the pressure of the vehicle brake master cylinder according to the above preset curve information.
  • the specific adjustment method is not limited, and a decoupled braking system or a non-decoupled braking system can be used.
  • an embodiment of the present application also provides a device for implementing any of the above methods.
  • a braking device is provided, which includes a unit (or means) for implementing any of the above braking methods.
  • FIG6 shows a schematic block diagram of a brake control device 600 provided in an embodiment of the present application. As shown in FIG6 , the device 600 includes:
  • An acquisition unit 610 is used to acquire the vehicle speed and required braking force of the vehicle;
  • Determination unit 620 is used to determine the target braking force according to the vehicle speed and the required braking force; wherein, from the first moment to the second moment, the target braking force first becomes a first threshold value and then becomes a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the first moment is when the above-mentioned vehicle speed is equal to the first speed; the second moment is when the above-mentioned vehicle speed is equal to the second speed; the second speed is less than the above-mentioned first speed; according to the target braking force, the first execution braking force and the second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by the braking system.
  • the target braking force becomes a third threshold, where the third threshold is the braking force required to maintain the vehicle stationary.
  • the device 600 further includes a control unit 630 for controlling the vehicle to perform parking braking.
  • the sum of the first execution braking force and the second execution braking force is equal to the target braking force.
  • the second execution braking force before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.
  • the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.
  • the determination unit is specifically used to determine the target braking force according to the correspondence information among the vehicle speed, the required braking force and the target braking force.
  • the above correspondence information includes a first data set
  • the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.
  • the determination unit 620 is also used to determine whether the current vehicle satisfies a first condition, which includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.
  • a first condition which includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.
  • control unit 630 is also used to control vehicle braking according to a second target braking force when the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.
  • FIG7 is a schematic diagram of the structure of a brake control device 700 provided in an embodiment of the present application.
  • the brake control device 700 shown in FIG7 (the device 700 may be a computer device) includes a processor 710, a memory 720, and a communication interface 730.
  • the processor 710, the memory 720, and the communication interface 730 are connected to each other through a bus.
  • the processor 710 can adopt a general central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processing unit (GPU) or one or more integrated circuits to execute relevant programs to implement the functions required to be performed by the units in the braking device 600 of the embodiment of the present application, or execute the braking control method of the method embodiment of the present application, or implement the functions required to be performed by the modules in the braking device 600 of the embodiment of the present application.
  • CPU central processing unit
  • ASIC application specific integrated circuit
  • GPU graphics processing unit
  • the processor 710 may also be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the braking control method of the present application may be completed by an integrated logic circuit of hardware or software instructions in the processor 710.
  • the above-mentioned processor 710 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.
  • DSP digital signal processor
  • ASIC application-specific integrated circuit
  • FPGA field programmable gate array
  • the methods, steps and logic block diagrams disclosed in the embodiments of the present application may be implemented or executed.
  • the general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.
  • the steps of the method disclosed in the embodiments of the present application may be directly embodied as being executed by a hardware decoding processor, or may be executed by a combination of hardware and software modules in a decoding processor.
  • the software module may be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc.
  • the storage medium is located in the memory 720, and the processor 710 reads the information in the memory 720, and combines its hardware to complete the functions required to be performed by the units included in the vehicle-mounted device of the embodiment of the present application, or executes the method of comfortable braking control communication of the method embodiment of the present application.
  • the memory 720 may be a read-only memory (ROM), a static storage device, a dynamic storage device or a random access memory (RAM).
  • the memory 720 may store a program. When the program stored in the memory 720 is executed by the processor 710, the processor 710 and the communication interface 730 are used to execute the various steps of the braking control method of the embodiment of the present application.
  • the communication interface 730 uses a transceiver device such as, but not limited to, a transceiver to implement communication between the brake control device 700 and other devices or a communication network.
  • a transceiver device such as, but not limited to, a transceiver to implement communication between the brake control device 700 and other devices or a communication network.
  • the bus may include a path for transmitting information between various components of the brake control device 700 (eg, the processor 710 , the memory 720 , and the communication interface 730 ).
  • the determination unit 620 in the braking device 600 may be equivalent to the processor 710 .
  • the brake control device 700 shown in FIG. 7 only shows a memory, a processor, and a communication interface
  • the device 700 also includes other devices necessary for normal operation.
  • the device 700 may also include hardware devices for implementing other additional functions.
  • the device 700 may also only include the devices necessary for implementing the embodiments of the present application, and does not necessarily include all the devices shown in FIG. 7.
  • the embodiment of the present application also provides a computer storage medium, wherein the computer storage medium can store a program, and when the program is executed, it can implement some or all of the steps of any braking control method recorded in the above method embodiment.
  • the aforementioned storage medium includes: a USB flash drive, a read-only memory (English: read-only memory), a random access memory (English: random access memory, RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store program codes.
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are only schematic.
  • the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed.
  • Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program codes.

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Abstract

一种制动控制方法，包括：获取车辆的车速和需求制动力；根据车速和需求制动力，确定目标制动力；根据目标制动力，确定第一执行制动力和第二执行制动力，第一执行制动力由能量回收提供，第二执行制动力由制动系统提供。该制动控制方法能够确定实现舒适制动的目标制动力，并且通过能量回收的方式提供额外的制动力，以满足目标制动力，并分担基于制动系统的工作负荷，为实现舒适制动提供保障。还提供了相关装置。

Description

一种制动控制方法及相关装置 技术领域
本申请涉及智能车领域，具体涉及一种制动控制方法及相关装置。
背景技术
在用户进行车辆制动或智能驾驶系统进行车辆制动的场景中，车辆一般会出现“点头/顿挫”的现象。尤其在制动使得车辆即将停车时，车辆会出现更为明显的顿挫。通常采取对车辆的动力总成或悬架系统的进行优化，以减轻这种“点头/顿挫”的现象，但这种“点头/顿挫”的现象仍然不能完全避免。
为了进一步地避免车辆在制动过程中出现“点头/顿挫”的现象，达到舒适的制动效果，在驾驶车辆过程中，即使车辆处于智能驾驶模式，在车辆低速或者制动使得车辆即将停车时的场景中，难以避免车辆在制动过程中出现“点头/顿挫”的现象。
因此，如何通过合理的制动控制方法，避免车辆在制动过程中出现“点头/顿挫”的现象，以实现舒适制动，是亟需解决的问题。
发明内容
本申请实施例提供了一种制动控制方法及相关装置，可以实现舒适制动，避免了制动引发的顿挫点头的现象。采用本申请实施例提供的制动控制方法进行车辆制动，通过能量回收的方式，配合车辆制动系统共同完成舒适制动，能够在不额外增加制动距离，避免碰撞风险的情况下，提高制动过程的舒适程度。
第一方面，提供了一种制动控制方法，该方法包括：获取车辆的车速和需求制动力；根据车速和需求制动力，确定目标制动力；其中，在第一时刻至第二时刻，目标制动力先变为第一阈值，后变为第二阈值；该第一阈值大于需求制动力，该第二阈值小于需求制动力；上述第一时刻为当车速等于第一速度的时刻；上述第二时刻为当车速等于第二速度的时刻；根据上述目标制动力，确定第一执行制动力和第二执行制动力，该第一执行制动力由能量回收提供，该第二执行制动力由制动系统提供。
示例地，上述需求制动力可以根据用户输入获得，或者，上述需求制动力也可以根据智能驾驶系统(例如自动驾驶系统或驾驶辅助系统)获得。
其中，上述用户可以是车辆的驾驶员，也可以是车辆的乘客，进一步地，还可以是车辆中被授权后的乘客，被授权后的乘客具有指示车辆执行制动的权力。另外，上述制动力可以为广义上的制动力矩、加速度等。
示例地，上述第一阈值可以与需求制动力之间呈现正相关的关系；第一阈值还可以与上述车速之间呈现正相关的关系。
示例地，还可以根据车速和需求制动力，以及预设的舒适制动时间，确定预期的制动距离。当车辆前方存在障碍物，而且上述确定的制动距离大于当前车辆与障碍物之间的距 离时，需要根据车辆与障碍物之间的距离以及车速确定需求制动力，进而重新确定上述目标制动力或者目标制动力的变化趋势。示例地，上述第二速度可以等于0，还可以为其他速度，例如可以为其他接近于0的速度，如5km/h。
示例地，在上述第一时刻到第二时刻之间，存在一个时刻，在该时刻，上述目标制动力等于上述需求制动力，在该时刻之后，目标制动力逐渐下降至上述第二阈值。
示例地，上述根据车速和需求制动力确定目标制动力的动作是时刻进行的，根据当前确定的目标制动力，还可以进一步地确定此后某个时刻的目标制动力，进一步地，还可以确定目标制动力的基本变化趋势。
示例地，车辆的制动分为普通制动和舒适制动；其中，普通制动容易在车辆制动过程中出现“点头/顿挫”的现象，舒适制动则是采取本申请实施例提出的制动控制方法所采取的制动。
基于上述技术方案，在上述目标制动力先上升后下降的过程中，能够逐渐将车辆悬架在减速过程产生的能够导致车辆点头/顿挫的力消耗掉，从而能够有效减少车辆在制动过程中发生点头/顿挫的现象。而且由于目标制动力先上升后下降，对应的车辆制动的减速度的数值也是先增加后减小的，通过该变化趋势可知，相较于普通的减速度变化较小的制动方式，该方案能够实现不增加制动距离的前提下实现舒适制动。并且通过能量回收的方式提供额外的制动力，分担基于制动系统的工作负荷，为实现舒适制动提供保障。
结合第一方面，在第一方面的某些实现方式中，在第二时刻之后，目标制动力变为第三阈值，第三阈值为维持车辆静止所需的制动力。
示例地，上述第三阈值相较于上述第三阈值，既可以大于第三阈值，也可以大于0小于第三阈值，只需要保证基于该第三阈值能够实现车辆保持驻车状态即可。
基于上述技术方案，在车辆静止或者趋于静止时，基于车辆相应的制动力，以使得车辆能够实现自动驻车功能，以避免车辆出现“溜车”等现象。并且，在降低功耗的同时，还可以减小车辆部件的损耗，比如电机的损耗。
结合第一方面，在第一方面的某些实现方式中，基于该方法控制车辆执行驻车制动。
示例地，可以通过车辆的制动系统，执行上述方法，以执行上述驻车制动过程。
结合第一方面，在第一方面的某些实现方式中，上述第一执行制动力和第二执行制动力之和等于目标制动力。
结合第一方面，在第一方面的某些实现方式中，在第一时刻之前，或者，车速大于或等于第一车速时，第二执行制动力被配置为0，第一执行制动力被配置为等于目标制动力。
结合第一方面，在第一方面的某些实现方式中，当车速小于或等于第二车速时，或者当车辆无法执行能量回收制动时，第一执行制动力被配置为0，第二执行制动力被配置为等于目标制动力。
示例地，上述第一车速可以是通过能量回收进行制动的一个条件，例如车辆在30kph时，能够通过发动机产生的反拖制动力进行制动，此时能量回收提供的制动力足够满足目标制动力，所以第二执行中制动力可以被配置为0。
基于上述技术方案，通过能量回收制动和制动系统结合，并且根据车速实时配置第一执行制动力和第二执行制动力，为实现车辆舒适制动提供保障。
结合第一方面，在第一方面的某些实现方式中，根据车速、需求制动力与目标制动力 的对应关系信息确定目标制动力。
基于上述技术方案，基于多方面的数据，联合确定目标制动力，以保障后续能够合理配置上述第一执行制动力和第二执行制动力，进一步为实现车辆舒适制动提供保障。
结合第一方面，在第一方面的某些实现方式中，上述对应关系信息包括第一数据集，该第一数据集包括在第一时刻至第二时刻的目标制动力的预设曲线信息或者预设对应表信息。
示例地，上述预设曲线信息是在上述车辆制动期间确定的多个时刻对应的目标制动力的曲线，上述预设对应表信息则是记载上述车辆制动期间的多个时刻分别对应的目标制动力的对应关系。
基于上述技术方案，通过预设曲线信息或者预设对应表信息能够更为直观地呈现上述目标制动力的变化趋势，方便为用户提供可视化的第二需求制动力变化趋势。
结合第一方面，在第一方面的某些实现方式中，确定当前车辆满足第一条件，第一条件包括以下至少一种：车辆制动减速度在第一预设区间内、车速低于预设速度、车辆与障碍物之间的距离大于或者等于预设距离、车辆的踏板行程在第二预设区间内、车辆的踏板行程变化率在第三预设区间内。
示例地，本申请实施例提到的减速度对应的数值指的是一个标量值。
示例地，上述第一条件包括的信息，除上述信息之外，第一条件还可以包括：车辆的前轴悬架高度低于车辆的后轴悬架高度、车辆前方的交通信号灯为红灯、车辆前方有人行道等。其中，主动悬架四轮高度是指四轮上的主动悬架距离地面的高度。
示例地，对于上述第一预设区间、第二预设区间、第三预设区间、预设距离、预设速度可以针对不同的车辆、不同的行驶环境进行设定。
基于上述技术方案，由于舒适制动的特殊性，需要在一定前提下才能完成，避免在紧急状况下仍采用舒适制动造成相应的安全隐患，增加了舒适制动的安全性。
示例地，在车辆制动期间内，检测到其他目标物体出现在车辆前方，若确定当前车辆仍满足第一条件，则根据当前车速和需求制动力，重新确定目标制动力。
示例地，在有其他目标突然出现在车辆前方，驾驶室内出现突发状况，为了保障用户、乘客以及道路上的其他目标的安全性，需要停止舒适制动操作，将制动权完全交给用户；当然，即便是有其他目标突然出现在车辆前方，车辆仍然满足第一条件，则表明当前的行驶环境依然良好，此时并不需要停止舒适制动操作，只需要重新确定目标制动力即可。基于该技术方案，在执行舒适制动期间，如车辆的行驶环境发生变化，通过重新确认车辆是否仍满足第一条件，在车辆仍满足第一条件时，则重新规划目标制动力，避免在执行舒适制动期间发生紧急状况时，因执行舒适制动而无法紧急避让造成交通事故的情况。进一步增加了舒适制动的安全性。
结合第一方面，在第一方面的某些实现方式中，当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制动距离与第一制动距离的差小于第二距离阈值时，根据第二目标制动力控制车辆制动；其中，第一制动距离根据目标制动力矩和车速计算获得，第二制动距离根据需求制动力和车速计算获得，第三制动距离为车辆与障碍物之间的距离。
示例地，当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制 动距离与第一制动距离的差小于第二距离阈值时，可以统称为车辆处于欠制动状态。
示例地，上述第二目标制动力是基于当前车辆的行驶环境，例如，当前车速、需求制动力以及结合上述第一距离阈值或者第二额距离阈值作为参考，再次确定的目标制动力。由于此前确定的目标制动力使车辆处于欠制动状态，所以第二目标制动力要大于目标制动力。
基于上述技术方案，能够有效避免车辆出现欠制动的情况，减少制动距离的同时，还能够有效降低了与车前障碍物碰撞的风险，保障了车辆用户的行车安全。
结合第一方面，在第一方面的某些实现方式中，上述制动系统包括液压制动系统、电子驻车制动系统EPB、电子机械制动系统EMB。
基于上述技术方案，该方法能够适用于多种制动系统中，具有较强的适用性和兼容性。
第二方面，提供了一种制动控制装置，该装置包括：获取单元，用于获取车辆的车速和需求制动力；确定单元，用于根据车速和需求制动力，确定目标制动力；其中，在第一时刻至第二时刻，目标制动力先变为第一阈值，后变为第二阈值；第一阈值大于需求制动力，第二阈值小于需求制动力；第一时刻为当上述车速等于第一速度的时刻；第二时刻为当上述车速等于第二速度的时刻；根据目标制动力，确定第一执行制动力和第二执行制动力，第一执行制动力由能量回收提供，第二执行制动力由制动系统提供。
基于上述技术方案，在上述目标制动力先上升后下降的过程中，能够逐渐将车辆悬架在减速过程产生的能够导致车辆点头/顿挫的力消耗掉，从而能够有效减少车辆在制动过程中发生点头/顿挫的现象。而且由于目标制动力先上升后下降，对应的车辆制动的减速度的数值也是先增加后减小的，通过该变化趋势可知，相较于普通的减速度变化较小的制动方式，该方案能够实现不增加制动距离的前提下实现舒适制动。并且通过能量回收的方式提供额外的制动力，分担基于制动系统的工作负荷，为实现舒适制动提供保障。
结合第二方面，在第二方面的某些实现方式中，在第二时刻之后，目标制动力变为第三阈值，第三阈值为维持车辆静止所需的制动力。
示例地，上述第三阈值相较于上述第三阈值，既可以大于第三阈值，也可以大于0小于第三阈值，只需要保证基于该第三阈值能够实现车辆保持驻车状态即可。
基于上述技术方案，在车辆静止或者趋于静止时，基于车辆相应的制动力，以使得车辆能够实现自动驻车功能，以避免车辆出现“溜车”等现象。并且，在降低功耗的同时，还可以减小车辆部件的损耗，比如电机的损耗。
结合第二方面，在第二方面的某些实现方式中，上述装置还包括：控制单元，用于控制车辆执行驻车制动。
结合第二方面，在第二方面的某些实现方式中，上述第一执行制动力和第二执行制动力之和等于目标制动力。
结合第二方面，在第二方面的某些实现方式中，在第一时刻之前，或者，车速大于或等于第一车速时，第二执行制动力被配置为0，第一执行制动力被配置为等于目标制动力。
结合第二方面，在第二方面的某些实现方式中，当车速小于或等于第二车速时，或者当车辆无法执行能量回收制动时，第一执行制动力被配置为0，第二执行制动力被配置为等于目标制动力。
基于上述技术方案，通过能量回收制动和制动系统结合，并且根据车速实时配置第一 执行制动力和第二执行制动力，为实现车辆舒适制动提供保障。
结合第二方面，在第二方面的某些实现方式中，上述确定单元具体用于：根据车速、需求制动力与目标制动力的对应关系信息确定目标制动力。
基于上述技术方案，确定单元基于多方面的数据，联合确定目标制动力，以保障后续能够合理配置上述第一执行制动力和第二执行制动力，进一步为实现车辆舒适制动提供保障。
结合第二方面，在第二方面的某些实现方式中，上述对应关系信息包括第一数据集，第一数据集包括在第一时刻至第二时刻的目标制动力的预设曲线信息或者预设对应表信息。
基于上述技术方案，通过预设曲线信息或者预设对应表信息能够更为直观地呈现上述目标制动力的变化趋势，方便为用户提供可视化的第二需求制动力变化趋势。
结合第二方面，在第二方面的某些实现方式中，上述确定单元还用于：确定当前车辆满足第一条件，第一条件包括以下至少一种：车辆制动减速度在第一预设区间内、车速低于预设速度、车辆与障碍物之间的距离大于或者等于预设距离、车辆的踏板行程在第二预设区间内、车辆的踏板行程变化率在第三预设区间内。
基于上述技术方案，由于舒适制动的特殊性，需要在一定前提下才能完成，避免在紧急状况下仍采用舒适制动造成相应的安全隐患，增加了舒适制动的安全性。
结合第二方面，在第二方面的某些实现方式中，上述控制单元还用于：当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制动距离与第一制动距离的差小于第二距离阈值时，根据第二目标制动力控制车辆制动；其中，第一制动距离根据目标制动力矩和车速计算获得，第二制动距离根据需求制动力和车速计算获得，第三制动距离为车辆与障碍物之间的距离。
基于上述技术方案，能够有效避免车辆出现欠制动的情况，减少制动距离的同时，还能够有效降低了与车前障碍物碰撞的风险，保障了车辆用户的行车安全。
结合第二方面，在第二方面的某些实现方式中，上述制动系统包括液压制动系统、电子驻车制动系统EPB、电子机械制动系统EMB。
基于上述技术方案，该方法能够适用于多种制动系统中，具有较强的适用性和兼容性。
第三方面，提供了一种制动控制装置，包括处理器和存储器，其中，处理器和存储器相连，其中，存储器用于存储程序代码，处理器用于调用程序代码，以执行上述第一方面的方法设计中任意一种可能的实现方式中的方法。
第四方面，提供了一种芯片系统，芯片系统应用于电子设备；芯片系统包括一个或多个接口电路，以及一个或多个处理器；接口电路和处理器通过线路互联；接口电路用于从电子设备的存储器接收信号，并向处理器发送信号，信号包括存储器中存储的计算机指令；当处理器执行计算机指令时，电子设备执行上述第一方面的方法设计中任意一种可能的实现方式中的方法。
第五方面，提供了一种计算机可读存储介质，存储有计算机程序或指令，该计算机程序或指令用于实现第一方面的方法设计中任意一种可能的实现方式中的方法。
第六方面，提供了一种计算机程序产品，该计算机程序代码或指令在计算机上执行时，使得计算机执行上述第一方面的方法设计中任意一种可能的实现方式中的方法。
第七方面，本申请实施例提供一种集成式助力器，该集成式助力器包括踏板行程传感器、制动主缸、电机、推杆机构及执行第一方面的方法设计中任意一种可能的实现方式中的方法。
第八方面，本申请实施例提供一种制动系统，该制动系统包括制动踏板、制动执行器、制动液管及第七方面所述的集成式助力器。
第九方面，本申请实施例提供一种车辆，该车辆包括如第二方面或第三方面中任一种可能实现方式中的制动控制装置，或者，如第七方面中任一种可能实现方式中的集成式助力器，或者，如第八方面中任一种可能实现方式中的制动系统。
附图说明
图1是本申请实施例提供的一种电子液压制动系统的示意图。
图2是本申请实施例提供的一种制动控制方法的流程示意图。
图3是本申请实施例提供的一种制动控制方法的参数变化趋势图。
图4是本申请实施例提供的又一种制动控制方法的流程示意图。
图5是本申请实施例提供的一种制动控制装置500的结构示意图。
图6是本申请实施例提供的一种制动控制装置600的示意性框图。
图7是本申请实施例提供的一种制动控制装置700的结构示意图。
具体实施方式
下面将结合附图，对本申请实施例中的技术方案进行描述。
本申请中涉及的移动载体可以包括路上交通工具、水上交通工具、空中交通工具、工业设备、农业设备、或娱乐设备等。例如移动载体可以为车辆，该车辆为广义概念上的车辆，可以是交通工具(如商用车、乘用车、摩托车、飞行车、火车等)，工业车辆(如：叉车、挂车、牵引车等)，工程车辆(如挖掘机、推土车、吊车等)，农用设备(如割草机、收割机等)，游乐设备，玩具车辆等，本申请实施例对车辆的类型不作具体限定。再如，移动载体可以为飞机、或轮船等交通工具。
为了方便理解，本申请实施例以普通汽车为例，对本申请实施例进行相应的说明。
制动系统是车辆核心控制系统之一，用于实现车辆的纵向控制，使车辆减速或者维持一定的速度。
图1示出了一种电子液压制动(electro hydraulic brake，EHB)系统的示意图。
该制动系统包括：制动踏板101、集成式助力器102、制动执行器(103-1、103-2、103-3、103-4)以及制动液管104。
集成式助力器102是制动系统的核心部件，集成有电子控制单元(electroniccontrol unit，ECU)、踏板行程传感器、制动主缸、电机、推杆机构等。制动踏板101通过推杆机构与集成式助力器102刚性连接，集成式助力器102通过制动液管104与安装在车轮边的制动执行器(103-1、103-2、103-3、103-4)连接。
在制动实现过程中，用户踩制动踏板101，集成式助力器102的推杆机构产生位移，踏板行程传感器检测到推杆机构的位移，并将位移信号发送至ECU，ECU计算出电机应产生的扭矩，再由电机的传动机构将扭矩转化为制动力。制动力与制动踏板101通过推杆 机构产生的推杆力一起作用于制动主缸上，在制动主缸内共同转化为液压力，具有液压力的制动液经制动液管104作用在制动执行器(103-1、103-2、103-3、103-4)实现制动。
但是，基于上述EHB系统进行车辆制动，难以避免车辆在制动过程中出现“点头/顿挫”的现象，为了实现车辆舒适制动，用户一般会刻意地减小制动压力，但是不可避免会增加制动距离，甚至引发车辆碰撞风险。
鉴于此，本申请实施例提出了一种制动控制方法，通过能量回收的方式结合制动系统的方式共同完成舒适制动，能够在不额外增加制动距离，避免碰撞风险的情况下，提高制动过程的舒适程度，避免车辆在制动过程中出现“点头/顿挫”的现象。
图2示出了本申请实施例提出的一种制动控制方法的流程示意图。
S210：获取车辆的车速和需求制动力。
在一些可能的实施例中，上述需求制动力根据用户输入获得，或者，上述需求制动力根据智能驾驶系统(例如自动驾驶系统或驾驶辅助系统)获得。
在一些可能的实施例中，上述用户可以是车辆的驾驶员，也可以是车辆的乘客，进一步地，还可以是车辆中被授权后的乘客，被授权后的乘客具有指示车辆执行制动的权力；上述制动力可以为广义上的制动力矩、加速度等。
在一些可能的实施例中，上述根据车速和需求制动力确定目标制动力的动作可以是时刻进行的，根据当前的目标制动力，还可以进一步地确定此后某个时刻的目标制动力，进一步地，还可以确定目标制动力的基本变化趋势。
在一些可能的实施例中，还可以根据车速和需求制动力，以及预设的舒适制动时间，确定预期的制动距离。当车辆前方存在障碍物，而且上述确定的制动距离大于当前车辆与障碍物之间的距离时，需要根据车辆与障碍物之间的距离以及车速确定需求制动力，进而重新确定上述目标制动力或者目标制动力的变化趋势。
在一些可能的实施例中，车辆的制动分为普通制动和舒适制动；其中，普通制动容易在车辆制动过程中出现“点头/顿挫”的现象，舒适制动则是采取本申请实施例提出的制动控制方法所采取的制动。
图3示出了本申请实施例提出的一种制动控制方法的参数变化趋势图。
为了方便描述，本申请实施例将车辆制动过程中各个参数的变化趋势通过曲线的形式呈现，图3中的(a)、图3中的(b)、图3中的(c)均在第一减速曲线上标记出了四个具有代表性的时刻：第一时刻、第二时刻、第三时刻。其中，第一时刻是车辆开始启动舒适制动的时刻，第二时刻是车辆在舒适制动过程中的某个时刻，第三时刻是车辆经过舒适制动停止之后的某个时刻，而第一减速曲线是在车辆制动期间确定的，其中，第一减速曲线是从图3所示的第一时刻算起的。由于第一减速曲线是符合舒适制动的基本曲线趋势的，所以，以下则是符合舒适制动要求的第一减速曲线的一般性曲线趋势：
如图3中的(a)、图3中的(b)、图3中的(c)所示，第一减速曲线的趋势如下：
在第一时刻到第二时刻之间，车辆的减速度先比较大，之后逐渐减小并趋于平缓；
在第二时刻到第三时刻之间，由于车辆的实时速度从趋于0直至等于0，所以车辆的减速度也逐渐为0，第一减速曲线中的实时速度也趋于为0。应理解，当车辆在制动过程中满足上述减速趋势时，能够有效避免车辆发生“点头/顿挫”的现象，但是用户通常无法准确把握通过踏板输入的制动力，而本申请实施例提供的技术方案能够调节多个时刻的 制动力，以实现车辆的舒适制动。S220：根据车速和需求制动力，确定目标制动力。
在一些可能的实施例中，如果采取需求制动力，车辆虽然能够完成制动，但是难以避免车辆在制动过程中发生“点头/顿挫”的现象。因此，本申请实施例在需求制动力的基础之上，结合上述车速和需求制动力，确定多个时刻的目标制动力，能够避免车辆在制动过程中发生“点头/顿挫”的现象。
如图3中的(a)、图3中的(b)、图3中的(c)所示，在第一减速曲线上标记出了第一时刻、第二时刻、第三时刻，以及各个时间段的减速趋势，基于该趋势，也可以确定第一减速曲线相对应的关于目标制动力的预设曲线信息，基于该预设曲线信息能够确定如图3所示的目标制动力曲线，具体为图3中的粗线部分，其中，第一时刻可以为目标制动力的变化曲线的起始时间，该能够满足舒适制动条件的目标制动力的变化趋势如下：
在车辆制动期间的第一时刻到第二时刻，目标制动力先变为第一阈值，后变为第二阈值，其中，第一阈值大于需求制动力，第二阈值小于需求制动力，第一时刻为当上述车速等于第一速度的时刻，第二时刻为当上述车速等于第二速度的时刻。
在一些可能的实施例中，上述第二速度可以等于0，还可以为小于上述第一速度的其他速度，例如可以为其他接近于0的速度，如5km/h。
在一些可能的实施例中，上述第一阈值可以与需求制动力之间呈现正相关的关系。第一阈值还可以与上述车速之间呈现正相关的关系。
在一些可能的实施例中，在上述第一时刻到第二时刻之间，存在一个时刻，在该时刻，上述目标制动力等于上述需求制动力，在该时刻之后，目标制动力逐渐下降至上述第二阈值。
在上述目标制动力上升的过程中，其实对应着第一减速曲线中速度迅速下降的部分。
在上述目标制动力下降的过程中，其实对应着第一减速曲线中减速趋势趋于平缓的部分。在该过程中，能够逐渐将车辆悬架在减速过程产生的能够导致车辆点头/顿挫的力消耗掉，从而能够有效减少车辆在制动过程中发生点头/顿挫的现象。而且由于目标制动力先上升后下降，对应的车辆制动的减速度的数值也是先增加后减小的，通过该变化趋势可知，相较于普通的减速度变化较小的制动方式，该方案能够实现不增加制动距离的前提下实现舒适制动。
在车辆制动期间的第二时刻之后，目标制动力变为第三阈值，第三阈值为维持车辆静止所需的制动力。
在一些可能的实施例中，为了能够维持车辆静止，在车辆制动期间的第二时刻之后，目标制动力可能需要较第二时刻的目标制动力有所回升，目标制动力也可能较第二时刻的目标制动力有所下降，目标制动力还可能保持不变，对于在上述第二时刻之后的目标制动力的变化趋势主要取决于能够保证车辆静止所需求的扭矩。但是，通常情况下维持车辆静止的制动力是小于用户输入的需求制动力的。基于该技术方案，在降低功耗的同时，还可以减小车辆部件的损耗，比如电机的损耗。
在一些可能的实施例中，可以通过车辆的制动系统，执行上述方法，以执行上述驻车制动过程。
在一些可能的实施例中，在上述第二时刻之后，在车辆静止时，也可以启动车辆的自动驻车功能，基于上述第三阈值进行驻车操作。可选地，车辆的自动驻车功能可以是通过 车辆的电子驻车制动(electrical park brake,EPB)系统、自动驻车制动(autohold,AVH)系统或者P档锁(P-Lock)实现的。当然还可以是其他方式，本申请实施例对此不作限定。
S230：根据上述目标制动力，确定第一执行制动力和第二执行制动力。
其中，上述第一执行制动力由能量回收提供，上述第二执行制动力由制动系统提供。
基于上述技术方案，在上述目标制动力先上升后下降的过程中，能够逐渐将车辆悬架在减速过程产生的能够导致车辆点头/顿挫的力消耗掉，从而能够有效减少车辆在制动过程中发生点头/顿挫的现象。而且由于目标制动力先上升后下降，对应的车辆制动的减速度的数值也是先增加后减小的，通过该变化趋势可知，相较于普通的减速度变化较小的制动方式，该方案能够实现不增加制动距离的前提下实现舒适制动。并且通过能量回收的方式提供额外的制动力，分担基于制动系统的工作负荷，为实现舒适制动提供保障。
在一些可能的实施例中，在确定上述第一执行制动力和第二执行制动力后，可以根据上述第一执行制动力和第二执行制动力指示车辆的制动系统执行制动操作。
在一些可能的实施例中，上述第一执行制动力和第二执行制动力之和等于目标制动力。
在一些可能的实施例中，在上述第一时刻之前，或者，车速大于或等于第一车速时，第二执行制动力被配置为0，第一执行制动力被配置为等于目标制动力。
其中，上述第一车速是能够通过能量回收进行制动的一个条件，例如车辆在30kph时，能够通过发动机产生的反拖制动力进行制动，此时能量回收提供的制动力足够满足目标制动力，所以第二执行中制动力可以被配置为0。
在一些可能的实施例中，当车速小于或等于第二车速时，或者当车辆无法执行能量回收制动时，第一执行制动力被配置为0，第二执行制动力被配置为等于目标制动力。
为了方便描述，以下结合如图3中的(a)、图3中的(b)、图3中的(c)分别具体描述上述第一执行制动力、第二执行制动力以及目标制动力之间的变化关系。
在一些可能的实施例中，图3中的第一执行制动力曲线为通过能量回收提供的制动力的变化曲线，第二执行制动力曲线为通过制动系统提供的制动力的变化曲线。
如图3中的(a)所示，在第一时刻，通过能量回收提供的制动力能够满足目标制动力的需求，因此，该时刻不需要通过制动系统来提供制动力。
在第一时刻到第二时刻之间，通过能量回收提供的制动力逐渐减小，无法满足目标制动力的需求，因此，这段时间内需要通过制动系统来补充制动力，使第一执行制动力和第二执行制动力之和等于目标制动力。
在第二时刻之前的某个时刻，无法再通过能量回收的提供制动力，在该时刻之后，只能通过制动系统提供制动力并满足目标制动力的需求，因此，在该时刻之后，第二执行制动力曲线的变化趋势与预设曲线信息的变化趋势一致。
如图3中的(b)所示，在第一时刻到第二时刻之间，由于一开始通过能量回收的制动力足以满足目标制动力的需求，因此，开始的这段时间内不需要通过制动系统来提供制动力。但是之后由于通过能量回收提供的制动力逐渐减小，在某一时刻开始，无法满足目标制动力的需求，因此，该时刻之后，需要通过制动系统来补充制动力，使第一执行制动力和第二执行制动力之和等于目标制动力。
在临近第二时刻之前的某个时刻，无法再通过能量回收的提供制动力，在该时刻之后，只能通过制动系统式提供制动力并满足目标制动力的需求，因此，在该时刻之后，第二执 行制动力曲线的变化趋势与预设曲线信息的变化趋势一致。
如图3中的(c)所示，从第一时刻开始，通过能量回收提供的制动力一直为0，例如，车辆的车速始终小于上述第一速度，即无法通过能量回收的方式提供制动力。所以，在车辆制动期间，都是通过制动系统提供制动力，且该制动力一直等于目标制动力。因此，在整个舒适制动过程中，图3中的(c)只有第二执行制动力曲线。
基于上述技术方案，能够实现舒适制动，避免了车辆在制动过程中发生顿挫点头的现象，在不额外增加制动距离，避免碰撞风险的情况下，提高制动过程的舒适程度。并且通过能量回收的方式提供额外的制动力，分担车辆制动系统的工作负荷，为实现舒适制动提供保障。
在一些可能的实施例中，可以根据车速、需求制动力与目标制动力的对应关系信息确定目标制动力。
其中，上述对应关系信息包括第一数据集，该第一数据集包括在第一时刻至第二时刻的目标制动力的预设曲线信息或者预设对应表信息。
基于上述技术方案，通过预设曲线信息或者预设对应表信息能够更为直观地呈现上述目标制动力的变化趋势，方便为用户提供可视化的第二需求制动力变化趋势。
在一些可能的实施例中，上述预设曲线信息是在上述车辆制动期间确定的多个时刻对应的目标制动力的曲线，上述预设对应表信息则是记载上述车辆制动期间的多个时刻分别对应的目标制动力的对应关系。
基于上述技术方案，直接沿用历史确认的多个时刻的目标制动力，从而减少了舒适制动的计算成本，并且增加了舒适制动的计算效率。
启动上述舒适制动的流程还需要判断车辆当前是否满足指定的前提条件，如果满足前提条件，则可以启动上述舒适制动的流程。
在一些可能的实施例中，在S220之前，还可以确定当前车辆是否满足第一条件，该第一条件包括以下至少一种：车辆制动减速度在第一预设区间内、车速低于预设速度、车辆与障碍物之间的距离大于或者等于预设距离、车辆的踏板行程在第二预设区间内、车辆的踏板行程变化率在第三预设区间内。
示例地，上述第一预设区间可以是[0,15]m/s 2，也可以是其他合理的减速度区间；
上述预设速度可以是50kph，也可以是其他合理的预设速度值；
上述预设距离可以是150m，也可以是其他合理的预设距离值；
上述第二预设区间可以是[0,10]cm，也可以是其他合理的预设区间；
上述第三预设区间可以是[0,5]cm/s，也可以是其他合理的预设区间。
在一些可能的实施例中，本申请实施例提到的减速度对应的数值指的是一个标量值。
在一些可能的实施例中，上述第一条件包括的信息除上述信息之外，第一条件还可以包括：车辆的前轴悬架高度低于车辆的后轴悬架高度、车辆前方的交通信号灯为红灯、车辆前方有人行道等。其中，主动悬架四轮高度是指四轮上的主动悬架距离地面的高度。
在一些可能的实施例中，对于上述第一预设区间、第二预设区间、第三预设区间、预设距离、预设速度可以针对不同的车辆、不同的行驶环境进行设定。
基于上述技术方案，由于舒适制动的特殊性，需要在一定前提下才能完成，避免在紧急状况下仍采用舒适制动造成相应的安全隐患，增加了舒适制动的安全性。
在一些可能的实施例中，当车辆进行舒适制动期间，例如在上述车辆制动期间，车辆还需要确定这段时间内的车辆是否仍满足第一条件。如果车辆在某个时刻不满足第一条件，可能意味着当前车辆的驾驶环境发生了突变，例如有其他目标突然出现在车辆前方，驾驶室内出现突发状况，为了保障用户、乘客以及道路上的其他目标的安全性，需要停止舒适制动操作，将制动权完全交给用户；当然，即便是有其他目标突然出现在车辆前方，车辆仍然满足第一条件，则表明当前的行驶环境依然良好，此时并不需要停止舒适制动操作，只需要重新确定目标制动力或者规划预设曲线信息即可。
基于上述技术方案，在执行舒适制动期间，如车辆的行驶环境发生变化，通过重新确认车辆是否满足第一条件，在车辆满足第一条件时，则重新规划目标制动力，避免在执行舒适制动期间发生紧急状况时，因执行舒适制动而无法紧急避让造成交通事故的情况。进一步增加了舒适制动的安全性。
在一些可能的实施例中，上述制动系统包括液压制动系统、EPB、电子机械制动系统(electromechanical brake，EMB)。
基于上述技术方案，该方法能够适用于多种制动系统中，具有较强的适用性和兼容性。
在一些可能的实施例中，车辆的舒适制动功能可以是自上电之后就自动启动的，也可以是在车辆上电之后通过指定的舒适制动功能开启指令而启动的。
在一些可能的实施例中，在车辆上电后，获取上次车辆上电后的舒适制动功能开关状态；若在上次车辆上电后的舒适制动功能是开启的，表示当前车辆的舒适制动功能是可以开启的；若在上次车辆上电后的舒适制动功能是关闭的，则可以向用户发送提示信息，该提示信息用于提示用户是否开启车辆的舒适制动功能；在检测到用户的开启指令时，开启车辆的舒适制动功能。
在一些可能的实施例中，上述提示信息可以是语音提示信息，可以是文本提示信息、视频提示信息或者其他形式的提示信息，本申请实施例对此不作限定。
在一些可能的实施例中，开启指令可以是用户针对车辆的中控台上的物理控制按钮的操作指令，也可以是用户针对车辆的中控台显示屏上的虚拟按钮的触摸指令、也可以是语音指令、手势指令或者其他指令，本申请实施例对此不作限定。
在一些可能的实施例中，上次车辆上电后的舒适制动功能开关状态是指上次车辆在启动期间确定的舒适制动功能是否可用。
在一些可能的实施例中，在车辆上电后，还可以检测车辆及系统是否可用：在确定车辆及系统可用时，执行上述获取上次车辆上电后的舒适制动功能开关状态以及后续操作；在确定车辆及系统不可用时，表示舒适制动功能不可用。
在一些可能的实施例中，检测车辆及系统是否可用，具体可以是检测是否存在影响车辆舒适制动的因素，比如制动踏板损坏、制动主缸破裂等。
在一些可能的实施例中，在进行舒适制动过程中，可能会出现车辆处于过制动(over brake)状态或者欠制动(under brake)状态。在车辆处于过制动状态或者欠制动状态不仅会影响舒适性，甚至还会影响驾驶的安全性。因此在进行舒适制动过程中，还需要实时监测车辆是否发生欠制动或者过制动。若确定车辆处于欠制动状态或者过制动状态，则退出舒适制动，并进行普通制动，或者重新确定目标制动力，例如，确定第二目标制动力，并根据第二目标制动力控制车辆制动。
以下以液压制动系统为例，具体可通过以下方式来判断车辆是否处于欠制动状态或者过制动状态：
车辆的舒适制动时间大于预设时间，或者，
第一制动距离与第二制动距离的差大于第一距离阈值，或者，第三制动距离与第一制动距离的差小于第二距离阈值；其中，第一制动距离根据目标制动力矩和车速计算获得，第二制动距离根据需求制动力和车速计算获得，第三制动距离为车辆与障碍物之间的距离，或者，
在舒适制动过程中车辆的减速度的变化量大于第一减速度阈值。
示例地，上述预设时间可以是20s，也可以是其他合理的预设时间值；
上述第一距离阈值可以是150m，也可以是其他合理的阈值；
上述第二距离阈值可以是50m，也可以是其他合理的阈值；
上述第三距离阈值可以是100m，也可以是其他合理的阈值；
上述第一减速度阈值可以是20m/s 2，也可以是其他合理的阈值。
在一些可能的实施例中，车辆的舒适制动的时间大于预设时间，也就是说制动力不足，导致制动所耗费的时间较长，出现这样的情况表示通过车辆的制动主缸提供的制动力和/或通过能量回收提供的制动力不足，车辆处于欠制动状态。
在舒适制动过程中，第一制动距离与第二制动距离的差大于第一距离阈值，也就是说车辆的制动距离过长，原因是制动力不足，即通过车辆的制动主缸提供的制动力和/或通过能量回收提供的制动力不足，出现这种情况表示车辆处于欠制动状态。
在舒适制动过程中，第三制动距离与第一制动距离的差小于第二距离阈值，也就是说车辆的制动距离过长，原因是制动力不足，即通过车辆的制动主缸提供的制动力和/或通过能量回收提供的制动力不足，出现这种情况表示车辆处于欠制动状态。
在舒适制动过程中车辆的减速度的变化量过大，原因是制动力过大，即通过车辆的制动主缸提供的制动力和/或通过能量回收提供的制动力过大，出现这种情况表示车辆处于过制动状态。
对于不解耦的制动系统，通过控制电磁阀或者基于压力闭环方式控制电机从车辆的制动主缸中抽取或者向制动主缸压入一部分制动液，从而配合通过能量回收提供的制动力，减小或者增大车辆制动主缸的压力。对于解耦的制动系统，通过控制电磁阀或者基于压力闭环方式控制电机，使得压力单元按照预设压力曲线调整车辆制动主缸的压力，这种方式使得压力调节更加稳定，噪音小，并且通过能量回收提供制动力，分担了一部分制动力，降低了制动系统的工作负荷。
以图1所示的制动系统为例，在制动实现过程中，用户踩制动踏板101，集成式助力器102的推杆机构产生位移，踏板行程传感器检测到推杆机构的位移，并将位移信号发送至ECU，ECU计算出电机应产生的扭矩，该扭矩对应于用户输入的需求制动力，再由电机的传动机构将扭矩转化为制动力。ECU计算该制动力与制动踏板101通过推杆机构产生的推杆力一起作用于制动主缸上时制动主缸的压力，该压力为上述需求压力。ECU根据需求压力，并按照上述控制方式，控制制动主缸的制动力根据上述预设曲线信息对应的制动力和能量回收提供的制动力进行变化；在这个过程中，在制动主缸内共同转化为液压力，具有液压力的制动液经制动液管104作用在制动执行器(103-1、103-2、103-3、103-4) 从而实现舒适制动。
结合上述判断车辆是否处于欠制动状态或者过制动状态的实施例，本申请实施例提出了又一种制动控制方法。
图4示出了本申请实施例提出的又一种制动控制方法的流程示意图。
S410：检测到用户输入需求制动力，获取车辆的行驶状态信息。
其中，车辆的行驶状态信息可以包括车速、整车输入的制动力、踏板移动速度等。
S420：根据行驶状态信息判断车辆是否满足第一条件。
其中，若判断车辆满足第一条件，则车辆需要采取舒适制动操作，执行步骤S430；反之执行步骤S470。
在一些可能的实施例中，车辆的行驶状态信息以及根据行驶状态信息确定是否进行舒适制动的具体内容可参见前述实施例的相关描述，在此不再叙述。
S430：通过能量回收制动的方式和/或制动主缸液压分配的方式，以实现舒适制动。
在一些可能的实施例中，根据图3所示的实施例中的预设曲线信息，以及多个时刻能量回收提供的制动力，调整车辆制动主缸的制动力；具体实现过程可参见前述实施例的相关描述。
S440：判断是否处于欠制动状态或者过制动状态。
在一些可能的实施例中，在舒适制动过程中，实时确定车辆是否处于欠制动状态或者过制动状态；具体确定方法可参见前述实施例的相关描述，在此不再叙述。在车辆不处于欠制动状态且不处于过制动状态时，继续执行步骤S430；在车辆处于欠制动状态或者过制动状态时，执行步骤S470。
S450、判断车辆是否停止。
在一些可能的实施例中，根据车辆的行驶信息确定车辆是否停止；该行驶信息可以为车辆的速度，当然也可以是其他信息，在此不做限定。当车辆停止后，执行步骤S460；当车辆未停止时，继续执行步骤S430。
S460、恢复制动力或者驻车。
在一些可能的实施例中，按照上述预设曲线信息进行舒适制动过程中，在车辆静止时，能量回收提供的制动力有限，或者无法通过能量回收制动，而且此时车辆制动主缸的制动力较小，不足以维持车辆保持静止，因此在车辆静止时，增大车辆制动主缸的压力，以达到维持车辆静止所需的压力；在车辆制动主缸的压力达到维持车辆静止所需的压力时，开启车辆的自动驻车系统；或者在车辆静止时，开启车辆的自动驻车系统。
S470、普通制动。
在一些可能的实施例中，上述普通制动可以是按照常规既定策略进行制动，也可以是直接交由驾驶员或者智能驾驶系统接管，进而控制车辆进行制动操作。
在一些可能的实施例中，在车辆处于欠制动状态或者过制动状态时，如果继续进行舒适制动，会影响到驾驶的安全，因此在车辆处于欠制动状态或者过制动状态时，会控制车辆退出舒适制动，并进行普通制动。
图5示出了本申请实施例提供的一种制动控制装置500的结构示意图。如图5所示，该制动控制装置500包括：
检测模块510，用于检测用户输入的需求制动力并获取车辆的行驶状态信息。
上述行驶状态信息的具体内容可参见前述实施例的相关描述，在此不再叙述。
在一些可能的实施例中，可以通过收集制动ECU中存储的信息(舒适制动功能上一次启动的状态)、车辆仪表或按键输入、用户输入信息(油门踏板、制动踏板行程等)、车辆传感器模块(轮速车速、加速度等)、网联模块(周围车辆信息等)、环境感知模块(有无障碍物，与障碍物距离、红绿灯斑马线信息等)和关联ECU(主动悬架四轮高度等)等模块实时检测信息，并且进行融合处理，以得到车辆的行驶状态信息。
判断模块520，用于基于车辆的行驶状态信息判断车辆是否满足第一条件，进而确定车辆是否需要进行舒适制动操作。
具体判断过程可以参见前述实施例的相关内容，在此不再叙述。
监控模块530，用于根据检测模块510采集的数据及车辆的整车状态，实时监控车辆是否处于欠制动状态或者过制动状态。
控制模块540，如果车辆配有主动悬架，并且有外部响应接口，那么在整个行车制动过程中，都可以和能量回收制动、制动系统配合以达到舒适制动的效果；如果车辆配有普通悬架，并且已判断为需要进行舒适制动时，制动系统的指定制动单元按预设曲线信息以及通过能量回收能够提供的制动力进行调节需要提供的制动压力，该压力可以与车辆的制动踏板的行程相应的制动压力或者自动制动系统请求的制动压力不同；当车辆静止后，指定制动压力恢复到能使车辆保持静止的压力，而不一定是智能驾驶系统请求或者用户制动踏板行程对应的压力。
执行模块550，用于根据上述预设曲线信息调整能量回收提供的制动力和车辆制动主缸的压力，不限定具体的调整方式，可以使用解耦制动系统或者非解耦制动系统。
在此需要指出的是，上述检测模块510、判断模块520、监控模块530、控制模块540和执行模块550的实现过程可前述实施例的相关描述，在此不再叙述。
此外，本申请实施例还提供用于实现以上任一种方法的装置，例如，提供一种制动装置，该装置包括用以实现以上任一种制动的方法的单元(或手段)。
图6示出了本申请实施例提供的一种制动控制装置600的示意性框图。如图6所示，该装置600包括：
获取单元610，用于获取车辆的车速和需求制动力；
确定单元620，用于根据车速和需求制动力，确定目标制动力；其中，在第一时刻至第二时刻，目标制动力先变为第一阈值，后变为第二阈值；第一阈值大于需求制动力，第二阈值小于需求制动力；第一时刻为当上述车速等于第一速度的时刻；第二时刻为当上述车速等于第二速度的时刻；该第二速度小于上述第一速度；根据目标制动力，确定第一执行制动力和第二执行制动力，第一执行制动力由能量回收提供，第二执行制动力由制动系统提供。
在一些可能的实施例中，在第二时刻之后，目标制动力变为第三阈值，第三阈值为维持车辆静止所需的制动力。
在一些可能的实施例中，上述装置600还包括控制单元630，用于控制车辆执行驻车制动。
在一些可能的实施例中，上述第一执行制动力和第二执行制动力之和等于目标制动力。
在一些可能的实施例中，在第一时刻之前，或者，车速大于或等于第一车速时，第二 执行制动力被配置为0，第一执行制动力被配置为等于目标制动力。
在一些可能的实施例中，当车速小于或等于第二车速时，或者当车辆无法执行能量回收制动时，第一执行制动力被配置为0，第二执行制动力被配置为等于目标制动力。
在一些可能的实施例中，上述确定单元具体用于：根据车速、需求制动力与目标制动力的对应关系信息确定目标制动力。
在一些可能的实施例中，上述对应关系信息包括第一数据集，第一数据集包括在第一时刻至第二时刻的目标制动力的预设曲线信息或者预设对应表信息。
在一些可能的实施例中，上述确定单元620还用于确定当前车辆满足第一条件，第一条件包括以下至少一种：车辆制动减速度在第一预设区间内、车速低于预设速度、车辆与障碍物之间的距离大于或者等于预设距离、车辆的踏板行程在第二预设区间内、车辆的踏板行程变化率在第三预设区间内。
在一些可能的实施例中，上述控制单元630还用于，当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制动距离与第一制动距离的差小于第二距离阈值时，根据第二目标制动力控制车辆制动；其中，第一制动距离根据目标制动力矩和车速计算获得，第二制动距离根据需求制动力和车速计算获得，第三制动距离为车辆与障碍物之间的距离。
图7是本申请实施例提供的一种制动控制装置700的结构示意图。图7所示的制动控制装置700(该装置700具体可以是一种计算机设备)包括处理器710、存储器720以及通信接口730。其中，处理器710、存储器720和通信接口730通过总线实现彼此之间的通信连接。
处理器710可以采用通用的中央处理器(Central Processing Unit，CPU)，微处理器，应用专用集成电路(Application Specific Integrated Circuit，ASIC)，图形处理器(graphics processing unit，GPU)或者一个或多个集成电路，用于执行相关程序，以实现本申请实施例的制动装置600中的单元所需执行的功能，或者执行本申请方法实施例的制动控制方法，或者实现本申请实施例的制动装置600中的模块所需执行的功能。
处理器710还可以是一种集成电路芯片，具有信号的处理能力。在实现过程中，本申请的制动控制方法的各个步骤可以通过处理器710中的硬件的集成逻辑电路或者软件形式的指令完成。上述的处理器710还可以是通用处理器、数字信号处理器(Digital Signal Processing，DSP)、专用集成电路(ASIC)、现成可编程门阵列(Field Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件。可以实现或者执行本申请实施例中的公开的各方法、步骤及逻辑框图。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。结合本申请实施例所公开的方法的步骤可以直接体现为硬件译码处理器执行完成，或者用译码处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器720，处理器710读取存储器720中的信息，结合其硬件完成本申请实施例的车载装置中包括的单元所需执行的功能，或者执行本申请方法实施例的舒适制动控制交流的方法。
存储器720可以是只读存储器(Read Only Memory，ROM)，静态存储设备，动态存储设备或者随机存取存储器(Random Access Memory，RAM)。存储器720可以存储 程序，当存储器720中存储的程序被处理器710执行时，处理器710和通信接口730用于执行本申请实施例的制动控制方法的各个步骤。
通信接口730使用例如但不限于收发器一类的收发装置，来实现制动控制装置700与其他设备或通信网络之间的通信。
总线可包括在制动控制装置700各个部件(例如，处理器710、存储器720、通信接口730)之间传送信息的通路。
应理解，制动装置600中的确定单元620可以相当于处理器710。
在一些可能的实施例中，尽管图7所示的制动控制装置700仅仅示出了存储器、处理器、通信接口，但是在具体实现过程中，本领域的技术人员应当理解，装置700还包括实现正常运行所必须的其他器件。同时，根据具体需要，本领域的技术人员应当理解，装置700还可包括实现其他附加功能的硬件器件。此外，本领域的技术人员应当理解，装置700也可仅仅包括实现本申请实施例所必须的器件，而不必包括图7中所示的全部器件。
本申请实施例还提供一种计算机存储介质，其中，该计算机存储介质可存储有程序，该程序执行时可以实现包括上述方法实施例中记载的任何制动控制方法的部分或全部步骤。前述的存储介质包括：U盘、只读存储器(英文：read-only memory)、随机存取存储器(英文：random access memory，RAM)、移动硬盘、磁碟或者光盘等各种可以存储程序代码的介质。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计 算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (29)

  1. 一种制动控制方法，其特征在于，包括：
    获取车辆的车速和需求制动力；
    根据所述车速和所述需求制动力，确定目标制动力；
    其中，在第一时刻至第二时刻，所述目标制动力先变为第一阈值，后变为第二阈值；所述第一阈值大于所述需求制动力，所述第二阈值小于所述需求制动力；
    所述第一时刻为当所述车速等于第一速度的时刻；
    所述第二时刻为当所述车速等于第二速度的时刻，所述第二速度小于所述第一速度；
    根据所述目标制动力，确定第一执行制动力和第二执行制动力，所述第一执行制动力由能量回收提供，所述第二执行制动力由制动系统提供。
  2. 根据权利要求1所述的方法，其特征在于，在所述第二时刻之后，所述目标制动力变为第三阈值，所述第三阈值为维持所述车辆静止所需的制动力。
  3. 根据权利要求2所述的方法，其特征在于，还包括：控制所述车辆执行驻车制动。
  4. 根据权利要求1至3任一项所述的方法，其特征在于，所述第一执行制动力和所述第二执行制动力之和等于所述目标制动力。
  5. 根据权利要求1至4任一项所述的方法，其特征在于，在所述第一时刻之前，或者，所述车速大于或等于所述第一车速时，所述第二执行制动力被配置为0，所述第一执行制动力被配置为等于所述目标制动力。
  6. 根据权利要求1至5任一项所述的方法，其特征在于，还包括：
    当所述车速小于或等于第二车速时，或者当所述车辆无法执行能量回收制动时，所述第一执行制动力被配置为0，所述第二执行制动力被配置为等于所述目标制动力。
  7. 根据权利要求1至6任一项所述的方法，其特征在于，所述根据所述车速和所述需求制动力，确定目标制动力，包括：
    根据所述车速、所述需求制动力与所述目标制动力的对应关系信息确定所述目标制动力。
  8. 根据权利要求7所述的方法，其特征在于，所述对应关系信息包括第一数据集，所述第一数据集包括在所述第一时刻至所述第二时刻的所述目标制动力的预设曲线信息或者预设对应表信息。
  9. 根据权利要求1至8中任一项所述的方法，其特征在于，所述方法还包括：
    确定当前所述车辆满足第一条件，所述第一条件包括以下至少一种：所述车辆制动减速度在第一预设区间内、所述车速低于预设速度、所述车辆与障碍物之间的距离大于或者等于预设距离、所述车辆的踏板行程在第二预设区间内、所述车辆的踏板行程变化率在第三预设区间内。
  10. 根据权利要求1至9任一项所述的方法，其特征在于，还包括：
    当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制动距离与所述第一制动距离的差小于第二距离阈值时，根据第二目标制动力控制所述车辆制动；
    其中，所述第一制动距离根据所述目标制动力矩和所述车速计算获得，所述第二制动 距离根据所述需求制动力和所述车速计算获得，所述第三制动距离为所述车辆与障碍物之间的距离。
  11. 根据权利要求1至10中任一项所述的方法，其特征在于，所述制动系统包括以下至少一种：液压制动系统、电子驻车制动系统EPB、电子机械制动系统EMB。
  12. 一种制动控制装置，其特征在于，包括：
    获取单元，用于获取车辆的车速和需求制动力；
    确定单元，用于根据所述车速和所述需求制动力，确定目标制动力；其中，在第一时刻至第二时刻，所述目标制动力先变为第一阈值，后变为第二阈值；所述第一阈值大于所述需求制动力，所述第二阈值等于所述需求制动力；所述第一时刻为当所述车速等于第一速度的时刻；所述第二时刻为当所述车速等于第二速度的时刻，所述第二速度小于所述第一速度；根据所述目标制动力，确定第一执行制动力和第二执行制动力，所述第一执行制动力由能量回收提供，所述第二执行制动力由制动系统提供。
  13. 根据权利要求12所述的装置，其特征在于，在所述第二时刻之后，所述目标制动力变为第三阈值，所述第三阈值为维持所述车辆静止所需的制动力。
  14. 根据权利要求12或13所述的装置，其特征在于，所述装置还包括：
    控制单元，用于控制所述车辆执行驻车制动。
  15. 根据权利要求12至14中任一项所述的装置，其特征在于，所述第一执行制动力和所述第二执行制动力之和等于所述目标制动力。
  16. 根据权利要求12至15中任一项所述的装置，其特征在于，在所述第一时刻之前，或者，所述车速大于或等于所述第一车速时，所述第二执行制动力被配置为0，所述第一执行制动力被配置为等于所述目标制动力。
  17. 根据权利要求12至16中任一项所述的装置，其特征在于，当所述车速小于或等于第二车速时，或者当所述车辆无法执行能量回收制动时，所述第一执行制动力被配置为0，所述第二执行制动力被配置为等于所述目标制动力。
  18. 根据权利要求12至17中任一项所述的装置，其特征在于，所述确定单元具体用于：
    根据所述车速、所述需求制动力与所述目标制动力的对应关系信息确定所述目标制动力。
  19. 根据权利要求18所述的装置，其特征在于，所述对应关系信息包括第一数据集，所述第一数据集包括在所述第一时刻至所述第二时刻的所述目标制动力的预设曲线信息或者预设对应表信息。
  20. 根据权利要求12至19中任一项所述的装置，其特征在于，所述确定单元还用于：
    确定当前所述车辆满足第一条件，所述第一条件包括以下至少一种：所述车辆制动减速度在第一预设区间内、所述车速低于预设速度、所述车辆与障碍物之间的距离大于或者等于预设距离、所述车辆的踏板行程在第二预设区间内、所述车辆的踏板行程变化率在第三预设区间内。
  21. 根据权利要求12至20中任一项所述的装置，其特征在于，所述控制单元还用于：
    当第一制动距离与第二制动距离的差大于第一距离阈值时，或者，当第三制动距离与所述第一制动距离的差小于第二距离阈值时，根据第二目标制动力控制所述车辆制动；
    其中，所述第一制动距离根据所述目标制动力矩和所述车速计算获得，所述第二制动距离根据所述需求制动力和所述车速计算获得，所述第三制动距离为所述车辆与障碍物之间的距离。
  22. 根据权利要求12至21中任一项所述的装置，其特征在于，所述制动系统包括以下至少一种：液压制动系统、电子驻车制动系统EPB、电子机械制动系统EMB。
  23. 一种制动控制装置，其特征在于，包括处理器和存储器，其中，所述处理器和存储器相连，其中，所述存储器用于存储程序代码，所述处理器用于调用所述程序代码，以执行如权利要求1至8任一项所述的制动控制方法。
  24. 一种芯片系统，其特征在于，所述芯片系统应用于电子设备；所述芯片系统包括一个或多个接口电路，以及一个或多个处理器；所述接口电路和所述处理器通过线路互联；所述接口电路用于从所述电子设备的存储器接收信号，并向所述处理器发送所述信号，所述信号包括所述存储器中存储的计算机指令；当所述处理器执行所述计算机指令时，所述电子设备执行如权利要求1至11中任一项所述的制动控制方法。
  25. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行以实现如权利要求1至11中任一项所述的制动控制方法。
  26. 一种计算机程序产品，其特征在于，所述计算机程序代码或指令在计算机上执行时，使得所述计算机执行如权利要求1至11中任一项所述的方法。
  27. 一种集成式助力器，其特征在于，所述集成式助力器包括踏板行程传感器、制动主缸、电机、推杆机构及执行如权利要求1至11中任一项所述的制动控制方法的电子控制单元ECU。
  28. 一种制动系统，其特征在于，所述制动系统包括制动踏板、制动执行器、制动液管及如权利要求27所述的集成式助力器。
  29. 一种车辆，其特征在于，包括如权利要求12至22中任一项所述的制动控制装置，或者，包括如权利要求27所述的集成式助力器，或者，包括如权利要求28所述的制动系统。
PCT/CN2022/121912 2022-09-27 2022-09-27 一种制动控制方法及相关装置 Ceased WO2024065227A1 (zh)

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