CN111674383A - Vehicle braking method and device and control equipment of vehicle - Google Patents

Vehicle braking method and device and control equipment of vehicle Download PDF

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Publication number
CN111674383A
CN111674383A CN202010450331.0A CN202010450331A CN111674383A CN 111674383 A CN111674383 A CN 111674383A CN 202010450331 A CN202010450331 A CN 202010450331A CN 111674383 A CN111674383 A CN 111674383A
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China
Prior art keywords
braking
vehicle
longitudinal deceleration
longitudinal
determining
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Granted
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CN202010450331.0A
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CN111674383B (en
Inventor
庄登祥
王俊平
朱帆
薛晶晶
于宁
刘备
吕雷兵
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Apollo Intelligent Technology Beijing Co Ltd
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Beijing Baidu Netcom Science and Technology Co Ltd
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Priority to CN202010450331.0A priority Critical patent/CN111674383B/en
Publication of CN111674383A publication Critical patent/CN111674383A/en
Priority to KR1020210066098A priority patent/KR102561037B1/en
Priority to JP2021087337A priority patent/JP2021165125A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0011—Planning or execution of driving tasks involving control alternatives for a single driving scenario, e.g. planning several paths to avoid obstacles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0005—Processor details or data handling, e.g. memory registers or chip architecture
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Physics & Mathematics (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

The application discloses a vehicle braking method and device, control equipment of a vehicle and a storage medium, and relates to the technical field of automatic driving. The specific implementation scheme is as follows: obtaining vehicle condition information of a vehicle; determining configuration parameters of longitudinal deceleration according to vehicle condition information; generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased; vehicle braking is controlled according to a control strategy for longitudinal deceleration. The method determines a control strategy of longitudinal deceleration according to vehicle condition information, uniformly decelerates the vehicle by controlling the longitudinal deceleration to be unchanged in a first braking stage, reduces inertia in emergency braking, and stably decelerates the vehicle by controlling the longitudinal deceleration to be increased in a second braking stage, so that the vehicle braking safety is ensured, and the vehicle braking body feeling is improved.

Description

Vehicle braking method and device and control equipment of vehicle
Technical Field
The present application relates to the field of automatic driving technologies in the field of computer technologies, and in particular, to a vehicle braking method and apparatus, and a control device for a vehicle.
Background
An automatic driving vehicle, also called as an unmanned vehicle, a computer driving vehicle or a wheeled mobile robot, is an intelligent vehicle which realizes unmanned driving through a computer system. An automatic control module of an automatic driving vehicle relates to the control effect of the whole vehicle and also comprises a braking strategy in an emergency braking scene.
When an existing automatic driving vehicle controls emergency braking of the vehicle in an emergency braking scene, a maximum braking command is directly sent to a chassis mainly through a control module. However, this braking method generates a large deceleration during deceleration, and generates a large inertia, which makes it extremely easy for passengers in the vehicle to get thrown and injured.
Disclosure of Invention
An embodiment of a first aspect of the present application provides a vehicle braking method, including:
acquiring vehicle condition information of a vehicle;
determining configuration parameters of longitudinal deceleration according to the vehicle condition information;
generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased;
and controlling the vehicle brake according to the control strategy of the longitudinal deceleration.
An embodiment of the second aspect of the present application provides a vehicle braking device, including:
the acquisition module is used for acquiring vehicle condition information of the vehicle;
the determining module is used for determining configuration parameters of longitudinal deceleration according to the vehicle condition information;
the generating module is used for generating a control strategy of the longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased;
and the braking module is used for controlling the vehicle braking according to the control strategy of the longitudinal deceleration.
An embodiment of a third aspect of the present application provides a control device for a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle braking method according to the embodiment of the first aspect.
A fourth aspect of the present application provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the vehicle braking method of the first aspect.
One embodiment in the above application has the following advantages or benefits: obtaining vehicle condition information of a vehicle; determining configuration parameters of longitudinal deceleration according to vehicle condition information; generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased; vehicle braking is controlled according to a control strategy for longitudinal deceleration. The method determines a final control strategy of longitudinal deceleration according to vehicle condition information, uniformly decelerates the vehicle by controlling the longitudinal deceleration to be unchanged in a first braking stage, reduces inertia during emergency braking, controls the longitudinal deceleration to be increased progressively in a second braking stage, and enables the vehicle to be stably braked and decelerated.
Other effects of the above-described alternative will be described below with reference to specific embodiments.
Drawings
The drawings are included to provide a better understanding of the present solution and are not intended to limit the present application. Wherein:
FIG. 1 is a schematic flow chart illustrating a vehicle braking method according to an embodiment of the present disclosure;
FIG. 2 is an exemplary illustration of a longitudinal deceleration profile as contemplated by the present application;
FIG. 3 is a schematic flow chart illustrating a vehicle braking method according to a second embodiment of the present application;
FIG. 4 is a schematic flow chart illustrating a vehicle braking method according to a third embodiment of the present application;
fig. 5 is a schematic structural diagram of a vehicle braking device according to an embodiment of the present application;
fig. 6 is a block diagram of a control apparatus of a vehicle for implementing a vehicle braking method of an embodiment of the present application.
Detailed Description
The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.
A vehicle braking method, a device, a control apparatus of a vehicle, and a storage medium of an embodiment of the present application are described below with reference to the drawings.
Fig. 1 is a schematic flowchart of a vehicle braking method according to an embodiment of the present application.
The embodiment of the application is exemplified in that the vehicle braking method is configured in a vehicle braking device, and the vehicle braking device can be applied to any control device of a vehicle, so that the control device of the vehicle can execute a vehicle braking function.
As shown in fig. 1, the vehicle braking method may include the steps of:
step S101 acquires vehicle condition information of the vehicle.
The vehicle condition information may indicate whether the vehicle chassis feedback information is abnormal when emergency braking is required during the driving of the vehicle.
For example, in an emergency braking scene such as receiving an emergency braking command in the automatic driving process of the vehicle, losing upper-layer planning information, or failing to verify information in a system time delay manner, there is no abnormality in the feedback of the vehicle chassis information.
In the embodiment of the application, in the automatic driving process of the vehicle, the control device of the vehicle can acquire the vehicle condition information of the vehicle in real time so as to perform emergency braking on the vehicle according to the acquired vehicle condition information.
For example, the control apparatus of the vehicle determines that the vehicle needs emergency braking based on the acquired vehicle condition information, and in this case, the control apparatus performs emergency braking on the vehicle to enable the vehicle to be safely stationary.
Step S102, according to the vehicle condition information, the configuration parameters of the longitudinal deceleration are determined.
Here, the longitudinal deceleration refers to a deceleration in the axial direction of the vehicle. The configuration parameter of the longitudinal deceleration means the magnitude of the longitudinal deceleration.
It can be understood that when the vehicle condition information acquired by the control device of the vehicle is in different emergency braking scenes, the configuration parameters of the longitudinal deceleration adopted when the vehicle is controlled to brake are different, so as to ensure that the vehicle is safely stationary and the vehicle is smoothly braked and decelerated.
For example, when the feedback of the vehicle chassis information is abnormal in the acquired vehicle condition information, the control device of the vehicle cannot receive the information fed back by the chassis during the braking of the vehicle, and the safety during the braking of the vehicle needs to be considered heavily, so the configuration parameters of the longitudinal deceleration when the feedback of the vehicle chassis information is abnormal are different from the configuration parameters when the feedback of the chassis information is normal.
In the embodiment of the application, in order to ensure that the vehicle brakes and decelerates smoothly on the premise of ensuring safety in the vehicle braking process, the vehicle braking process can be divided into a first braking stage and a second braking stage, and the configuration parameters of the longitudinal deceleration in the two braking stages are different.
In the embodiment of the application, after the control device of the vehicle acquires the vehicle condition information, whether the information feedback of the vehicle chassis is abnormal or not can be determined according to the vehicle condition information, so as to determine the configuration parameters of the longitudinal deceleration.
In one possible case, the control apparatus of the vehicle determines that there is no information feedback abnormality of the vehicle chassis based on the vehicle condition information. That is, if the vehicle chassis normally feeds back chassis information to the control device during emergency braking of the vehicle, a first longitudinal deceleration value to be used in the first braking phase may be determined, and a first rate of change of the longitudinal deceleration in the second braking phase may be determined.
Wherein the first longitudinal deceleration value is less than the deceleration threshold and the first rate of change is less than the rate of change threshold.
In another possible case, the control apparatus of the vehicle determines that the vehicle chassis has an information feedback abnormality based on the vehicle condition information. That is, the vehicle chassis information cannot be fed back to the control device at the time of emergency braking of the vehicle, it is possible to determine the second longitudinal deceleration value to be used in the first braking phase and to determine the second rate of change of the longitudinal deceleration in the second braking phase.
Wherein the second longitudinal deceleration value is greater than or equal to a deceleration threshold; the second rate of change is greater than or equal to a rate of change threshold.
The deceleration threshold value and the change and threshold values have predetermined constant values. It can be understood that, in the event that the vehicle chassis information cannot be normally fed back to the control device during emergency braking of the vehicle, which is dangerous, a greater longitudinal deceleration value can be set to enable the vehicle to be safely stopped as soon as possible, with emphasis on safety of vehicle braking.
Step S103, according to the configuration parameters, a control strategy of the longitudinal deceleration is generated.
The control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased.
In one possible case, the control strategy of the longitudinal deceleration may be a longitudinal deceleration curve, after determining the configuration parameters of the longitudinal deceleration, the longitudinal deceleration in the first braking period is determined to be a constant value, the longitudinal deceleration in the second braking period is increased, and the longitudinal deceleration curve as shown in fig. 2 may be drawn according to the configuration parameters.
As shown in FIG. 2, during the first braking phase within the first t1 seconds, the longitudinal deceleration value is a0m/s2During the second braking phase, which is within t1 seconds to tf seconds, the derivative of the longitudinal deceleration is constant, i.e. the longitudinal deceleration is increasing. Thus, by applying the continuous increasing braking strategy, the vehicle can be smoothly braked and decelerated while the safety of the vehicle braking is ensured.
In a possible case where it is determined that there is no information feedback abnormality of the vehicle chassis, that is, where the vehicle chassis normally feeds back information to the control apparatus of the vehicle, the longitudinal deceleration may be set to 0.0m/s2To 0.3m/s2The first rate of change is set to 0.003m/s3To 0.006m/s3In fact, the value of the first change rate is given according to the actual debugging of the vehicle, and the scheme considers that the value is set to be 0.0045m/s3The time value is better.
In another possible case, when it is determined that there is an information feedback abnormality in the vehicle chassis, that is, in a case where the vehicle chassis does not feed back information to the control apparatus of the vehicle, there is a danger in braking the vehicle due to loss of the chassis information feedback. At this time, the longitudinal deceleration may be set to 0.2m/s2To 0.5m/s2So that the vehicle speed is reduced as quickly as possible. The second rate of change may be set to 0.005m/s3To 0.008m/s3In fact, the value of the second change rate is also given according to the actual debugging of the vehicle, and the scheme considers that the value is set to be 0.0075m/s3The time value is better.
And step S104, controlling the vehicle brake according to the control strategy of the longitudinal deceleration.
In the embodiment of the application, after the control strategy of the longitudinal deceleration is generated according to the configuration parameters, the vehicle brake can be controlled according to the control strategy of the longitudinal deceleration.
In a possible case, when the vehicle is emergently braked under the condition that the vehicle chassis information is fed back normally, the longitudinal deceleration at each braking time can be determined according to the control strategy of the longitudinal deceleration, and the mapping relation between the longitudinal deceleration and the braking instruction parameters is inquired according to the longitudinal deceleration at each braking time, so that the braking instruction parameters at each braking time are generated, and the braking instruction parameters at each braking time are sent to the braking controller of the vehicle to carry out braking control on the vehicle.
In another possible case, in the case where there is an abnormality in the feedback of the vehicle chassis information, the control apparatus of the vehicle does not acquire the feedback information of the chassis. In order to ensure the safety of the vehicle and passengers during emergency braking of the vehicle, the longitudinal speed of the vehicle at each braking moment and the deflection angle indicated by the steering wheel command can be acquired, so that the deflection angle indicated by the steering wheel command at the corresponding braking moment can be adjusted according to the longitudinal speed at each braking moment. Therefore, the situation that when the vehicle is braked emergently, the vehicle collides with an obstacle due to the fact that the steering wheel has an overlarge deflection angle is avoided, and meanwhile, passengers in the vehicle are prevented from being injured.
According to the vehicle braking method, vehicle condition information of a vehicle is acquired; determining configuration parameters of longitudinal deceleration according to vehicle condition information; generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased; vehicle braking is controlled according to a control strategy for longitudinal deceleration. The method determines a final control strategy of longitudinal deceleration according to vehicle condition information, uniformly decelerates the vehicle by controlling the longitudinal deceleration to be unchanged in a first braking stage, reduces inertia during emergency braking, and stably brakes and decelerates the vehicle by controlling the longitudinal deceleration to be increased progressively in a second braking stage, so that vehicle braking safety is ensured and vehicle braking feeling is improved.
In addition to the above embodiments, in step 104, when the vehicle braking is controlled according to the control strategy of the longitudinal deceleration, the mapping relationship between the longitudinal deceleration and the braking instruction parameter may be queried according to the longitudinal deceleration at each braking time indicated by the control strategy of the longitudinal deceleration, so as to determine the braking instruction parameter at each braking time, and further enable the braking controller of the vehicle to control the vehicle braking according to the braking instruction parameter at each braking time. The above process is described in detail with reference to fig. 3, and fig. 3 is a schematic flow chart of a vehicle braking method according to a second embodiment of the present application.
As shown in fig. 3, the step 104 may further include the following steps:
step S201 is to query a mapping relationship between the longitudinal deceleration and the braking instruction parameter according to the longitudinal deceleration at each braking time indicated by the control strategy, and generate the braking instruction parameter at each braking time.
In the embodiment of the present application, after the control strategy of the longitudinal deceleration is generated based on the configuration parameter of the longitudinal deceleration, the longitudinal deceleration at each braking time may be determined based on the control strategy of the longitudinal deceleration.
In one possible case, assuming that the control strategy is in the form of a longitudinal deceleration curve, the longitudinal deceleration at each braking instant can be determined from the longitudinal deceleration curve.
As an example, referring to the longitudinal deceleration curve in fig. 2, it may be determined that the longitudinal deceleration at time t1 is a0 and the longitudinal deceleration at time tf is a 1. Of course, the longitudinal deceleration at any braking moment may be determined from the longitudinal deceleration profile, which is described herein as an example only.
The braking instruction parameter is used for indicating a braking oil pressure value or the opening degree of a braking pedal. The brake oil pressure value refers to the pressure value in a brake oil pipe in the braking process of the vehicle. The brake pedal is a pedal for limiting power, i.e., a pedal of a service brake (service brake), and the brake pedal is used for decelerating and stopping.
It can be understood that, when the longitudinal deceleration is different in controlling the braking of the vehicle, the corresponding brake oil pressure value and the corresponding brake pedal opening degree are different, and the longitudinal deceleration and the brake command parameter have a one-to-one correspondence relationship, so that a mapping relationship exists between the longitudinal deceleration and the brake command parameter.
In the embodiment of the application, after the longitudinal deceleration at each braking time in the vehicle braking process is determined, the mapping relationship between the longitudinal deceleration and the braking instruction parameter can be queried to determine the braking oil pressure value or the brake pedal opening degree corresponding to each braking time.
Step 202, sending braking instruction parameters at each braking moment to a braking controller of the vehicle so as to control the vehicle to brake.
In the embodiment of the application, when it is determined that the vehicle chassis normally feeds back information to the control equipment of the vehicle, in the braking process of the vehicle, the braking of the vehicle can be controlled according to the braking instruction parameters of the braking moments received by the braking controller of the vehicle and the braking actual parameters fed back by the vehicle chassis. The actual braking parameter refers to an actual braking oil pressure value or a brake pedal opening degree of the vehicle, which is fed back to a control device of the vehicle by a vehicle chassis in the braking process of the vehicle.
In the embodiment of the application, after the braking instruction parameters at each braking moment are determined in the vehicle braking process, the braking instruction parameters corresponding to the braking moment can be sent to the brake controller of the vehicle at each braking moment, and the braking actual parameters fed back by the chassis of the vehicle can be obtained. And if the actual braking parameter is smaller than the braking instruction parameter at one braking moment, continuously sending a braking instruction parameter corresponding to the braking moment to the braking controller at the next braking moment. And the brake instruction parameter corresponding to the next brake moment is larger than the brake instruction parameter at the current brake moment.
If the fact that the actual braking parameters are larger than or equal to the braking instruction parameters at one braking moment is determined, the longitudinal deceleration needing to be increased at each braking stage is obtained according to the fact that the set variation of the longitudinal deceleration is multiplied by the duration of the braking stage, then the mapping relation between the longitudinal deceleration and the braking instruction parameters is inquired, and the braking instruction parameters at all the braking moments are generated. Therefore, the brake instruction parameters corresponding to each brake moment can be acquired, so that the vehicle brake can be controlled according to the brake instruction parameters at each brake moment, and the safety of the vehicle brake is ensured.
According to the vehicle braking method, the mapping relation between the longitudinal deceleration and the braking instruction parameters is inquired according to the longitudinal deceleration at each braking time indicated by the control strategy, and the braking instruction parameters at each braking time are generated; the braking instruction parameter is used for indicating a braking oil pressure value or the opening degree of a braking pedal; and sending the braking command parameters of each braking moment to a braking controller of the vehicle so as to control the vehicle to brake. Therefore, in the process of braking the vehicle, the vehicle brake is controlled according to the brake command parameters at each brake moment, and the safety of the vehicle brake is improved.
In a possible scenario, if the steering wheel rotation angle is too large during emergency braking of the vehicle, the vehicle may collide with an obstacle, and at the same time, a potential safety hazard may also exist for people in the vehicle. The above process is described in detail with reference to fig. 4, and fig. 4 is a schematic flow chart of a vehicle braking method according to a third embodiment of the present application.
As shown in fig. 4, the vehicle brake control method may further include the steps of:
step S301, in the braking process of the vehicle, the longitudinal speed of the vehicle at each braking moment is obtained, and a steering wheel command is monitored.
The longitudinal speed refers to a running speed of the vehicle in a running direction of the vehicle.
In the application, in the vehicle braking process, when the vehicle chassis information feedback is abnormal, the longitudinal speed of the vehicle detected by the vehicle speed sensor at each braking moment can be acquired, and the steering wheel command is monitored, so that the automatic driving vehicle can avoid the obstacle in the emergency braking process. The steering wheel command refers to a steering wheel lateral control command, that is, a deflection angle indicated by a real-time steering wheel lateral control command is determined.
Step S302, determining a scaling factor of each braking time according to the longitudinal speed of each braking time.
In the present application, the scaling factor at each braking time is a coefficient smaller than 1, and the longitudinal speed may be divided into a plurality of speed sections, and each speed section sets a scaling factor for the lateral steering wheel. Wherein, the larger the longitudinal speed is, the smaller the value of the corresponding scale factor is. Specifically, in the vehicle braking process, after the longitudinal speed at each braking time is obtained, the speed interval to which the longitudinal speed at each braking time belongs is determined, so that the proportional factor at the corresponding braking time is determined according to the speed interval.
As an example, assuming that, during braking of the vehicle, the longitudinal speed at which the braking time T1 is obtained is V1 and the longitudinal speed at which the braking time T2 is obtained is V2, if the longitudinal speed V1 is greater than the longitudinal speed V2, the scale factor corresponding to the longitudinal speed V1 is smaller than the scale factor corresponding to the longitudinal speed V2.
Here, the scale factor of each braking time is set to avoid the situation that the vehicle runs away due to the fact that the vehicle runs away when the steering wheel is knocked down when the vehicle runs at a high speed.
Step S303, adjusting the deflection angle indicated by the steering wheel command at the corresponding braking moment according to the scale factor, so that the adjusted deflection angle is smaller than the deflection angle before adjustment.
It can be understood that when the emergency braking of the vehicle is controlled according to the planned path, if the path needs to avoid obstacles, the deflection angle indicated by the steering wheel command can be calculated. If the calculated deflection angle indicated by the steering wheel command is larger, after the scale factor of each braking moment is determined, the deflection angle indicated by the steering wheel command at the corresponding braking moment can be adjusted according to the scale factor, so that the adjusted deflection angle is smaller than the deflection angle before adjustment. Therefore, the deflection angle of the steering wheel at the corresponding braking moment is adjusted through the scale factor, so that the condition that the vehicle collides with an obstacle due to the fact that the rotation angle of the steering wheel is too large when the vehicle is emergently braked can be avoided, and meanwhile, the condition that passengers in the vehicle are injured is avoided.
Optionally, when the steering wheel command indicates that the steering angle is relatively large during braking of the vehicle, in order to avoid a situation that the vehicle collides with an obstacle due to an excessively large steering wheel rotation angle during emergency braking of the vehicle, a scaling factor at each braking time may be determined according to a longitudinal speed of the vehicle at each braking time, and then the scaling factor may be multiplied by the steering angle indicated by the steering wheel command. Because the scaling factor of each braking moment is a coefficient smaller than 1, the deflection angle after adjustment according to the scaling factor is smaller than the deflection angle before adjustment, thereby avoiding the technical problem of traffic safety of vehicles caused by overlarge rotation angle of a steering wheel when the vehicles are emergently braked.
Continuing with the example in step 302, after determining that the scaling factor H1 corresponding to the longitudinal speed V1 is smaller than the scaling factor H2 corresponding to the longitudinal speed V2, multiplying the yaw angle indicated by the steering wheel command at the braking time T1 by the scaling factor H1 to adjust the yaw angle of the steering wheel at the time T1; the yaw angle indicated by the steering wheel command at the braking timing T2 is multiplied by a scale factor H2 to adjust the yaw angle of the steering wheel at the timing T2. Because the scaling factor of each braking moment is a coefficient smaller than 1, the deflection angle after adjustment according to the scaling factor is smaller than the deflection angle before adjustment.
According to the vehicle braking method, the longitudinal speed of the vehicle at each braking moment is obtained in the vehicle braking process, and a steering wheel command is monitored; determining a scale factor of each braking moment according to the longitudinal speed of each braking moment; and adjusting the deflection angle indicated by the steering wheel command at the corresponding braking moment according to the scale factor so as to enable the adjusted deflection angle to be smaller than the deflection angle before adjustment. Therefore, the deflection angle indicated by the steering wheel command is adjusted through the scale factor at each braking moment, so that the condition that the vehicle collides with an obstacle due to the fact that the steering wheel rotating angle is too large when the vehicle is emergently braked is avoided, and meanwhile, the safety of personnel in the vehicle is guaranteed.
In order to achieve the above embodiments, the present application proposes a vehicle brake device.
Fig. 5 is a schematic structural diagram of a vehicle braking device according to an embodiment of the present application.
As shown in fig. 5, the vehicle brake device 500 may include: an acquisition module 510, a determination module 520, a generation module 530, and a braking module 540.
The obtaining module 510 is configured to obtain vehicle condition information of a vehicle.
And the determining module 520 is used for determining the configuration parameters of the longitudinal deceleration according to the vehicle condition information.
A generating module 530, configured to generate a control strategy for longitudinal deceleration according to the configuration parameter; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a constant value, and the longitudinal deceleration in the second braking stage is increased.
And a braking module 540 for controlling vehicle braking according to the control strategy of the longitudinal deceleration.
As a possible case, the determining module 520 may further include:
the first determining unit is used for determining whether the information feedback of the vehicle chassis is abnormal or not according to the vehicle condition information;
the second determining unit is used for determining a first longitudinal deceleration value adopted in the first braking stage and determining a first change rate of the longitudinal deceleration in the second braking stage if no information feedback abnormality exists; wherein the first longitudinal deceleration value is less than the deceleration threshold and the first rate of change is less than the rate of change threshold.
As another possible case, the determining module 520 may further include:
the third determining unit is used for determining a second longitudinal deceleration value adopted in the first braking stage and determining a second change rate of the longitudinal deceleration in the second braking stage if the information feedback abnormality exists;
wherein the second longitudinal deceleration value is greater than or equal to a deceleration threshold; the second rate of change is greater than or equal to a rate of change threshold.
As another possibility, the first rate of change and the second rate of change are constant during the second braking phase.
As another possible case, the control strategy of the longitudinal deceleration is in the form of a curve for indicating the longitudinal deceleration at each braking time, and the braking module 540 may further include:
the fourth determining unit is used for inquiring the mapping relation between the longitudinal deceleration and the braking instruction parameters according to the longitudinal deceleration at each braking time indicated by the control strategy and determining the braking instruction parameters at each braking time; the braking instruction parameter is used for indicating a braking oil pressure value or the opening degree of a braking pedal.
And the sending unit is used for sending the braking instruction parameters at each braking moment to a braking controller of the vehicle so as to control the vehicle to brake.
As another possible scenario, the sending unit is further configured to:
at each braking moment, sending a braking instruction parameter corresponding to the braking moment to a braking controller of the vehicle, and acquiring a braking actual parameter fed back by a chassis of the vehicle;
and if the actual braking parameter is smaller than the braking instruction parameter at one braking moment, continuously sending a braking instruction parameter corresponding to the braking moment to the braking controller at the next braking moment.
As another possible case, the vehicle braking apparatus 500 may further include:
the monitoring module is used for acquiring the longitudinal speed of the vehicle at each braking moment in the braking process of the vehicle and monitoring a steering wheel command;
the scaling factor determining module is used for determining the scaling factor of each braking moment according to the longitudinal speed of each braking moment; wherein, the larger the longitudinal speed is, the smaller the value of the corresponding scale factor is;
and the reducing module is used for adjusting the deflection angle indicated by the steering wheel command at the corresponding braking moment according to the scale factor so as to enable the adjusted deflection angle to be smaller than the deflection angle before adjustment.
As another possible case, the scale factor determining module further includes:
and the fifth determining unit is used for determining the speed interval to which the longitudinal speed belongs for each braking moment.
And the sixth determining unit is used for determining the scale factor of the corresponding braking moment according to the speed interval.
According to the vehicle braking device, the vehicle condition information of the vehicle is acquired; determining configuration parameters of longitudinal deceleration according to vehicle condition information; generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased; vehicle braking is controlled according to a control strategy for longitudinal deceleration. The method determines a final control strategy of longitudinal deceleration according to vehicle condition information, uniformly decelerates the vehicle by controlling the longitudinal deceleration to be unchanged in a first braking stage, reduces inertia during emergency braking, and stably brakes and decelerates the vehicle by controlling the longitudinal deceleration to be increased progressively in a second braking stage, so that vehicle braking safety is ensured and vehicle braking feeling is improved.
According to an embodiment of the present application, there is also provided a control apparatus of a vehicle and a readable storage medium.
As shown in fig. 6, is a block diagram of a control apparatus of a vehicle according to a vehicle braking method of an embodiment of the present application. The control device of the vehicle is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. The control device of the vehicle may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application that are described and/or claimed herein.
As shown in fig. 6, the control apparatus of the vehicle includes: one or more processors 601, memory 602, and interfaces for connecting the various components, including a high-speed interface and a low-speed interface. The various components are interconnected using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executed within a control device of the vehicle, including instructions stored in or on the memory to display graphical information of the GUI on an external input/output device (such as a display device coupled to the interface). In other embodiments, multiple processors and/or multiple buses may be used, along with multiple memories and multiple memories, as desired. Also, multiple vehicle control devices may be connected, with each device providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multi-processor system). In fig. 6, one processor 601 is taken as an example.
The memory 602 is a non-transitory computer readable storage medium as provided herein. Wherein the memory stores instructions executable by at least one processor to cause the at least one processor to perform the vehicle braking methods provided herein. The non-transitory computer readable storage medium of the present application stores computer instructions for causing a computer to perform the vehicle braking method provided by the present application.
The memory 602, which is a non-transitory computer readable storage medium, may be used to store non-transitory software programs, non-transitory computer executable programs, and modules, such as program instructions/modules corresponding to the method of vehicle braking (e.g., the obtaining module 510, the determining module 520, the generating module 530, and the braking module 540 shown in fig. 5) in the embodiments of the present application. The processor 601 executes various functional applications of the server and data processing by running non-transitory software programs, instructions and modules stored in the memory 602, that is, implementing the method of braking the vehicle in the above-described method embodiments.
The memory 602 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to use of a control device of the vehicle that brakes the vehicle, and the like. Further, the memory 602 may include high speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory 602 optionally includes memory located remotely from the processor 601, and these remote memories may be connected over a network to the vehicle's control devices for vehicle braking. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The control apparatus of a vehicle of the vehicle braking method may further include: an input device 603 and an output device 604. The processor 601, the memory 602, the input device 603 and the output device 604 may be connected by a bus or other means, and fig. 6 illustrates the connection by a bus as an example.
The input device 603 may receive input numeric or character information and generate key signal inputs related to user settings and function control of control equipment of the vehicle braked, such as a touch screen, keypad, mouse, track pad, touch pad, pointer stick, one or more mouse buttons, track ball, joystick or like input device. The output devices 604 may include a display device, auxiliary lighting devices (e.g., LEDs), and tactile feedback devices (e.g., vibrating motors), among others. The display device may include, but is not limited to, a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display, and a plasma display. In some implementations, the display device can be a touch screen.
Various implementations of the systems and techniques described here can be realized in digital electronic circuitry, integrated circuitry, application specific ASICs (application specific integrated circuits), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
These computer programs (also known as programs, software applications, or code) include machine instructions for a programmable processor, and may be implemented using high-level procedural and/or object-oriented programming languages, and/or assembly/machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, apparatus, and/or device (e.g., magnetic discs, optical disks, memory, Programmable Logic Devices (PLDs)) used to provide machine instructions and/or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal used to provide machine instructions and/or data to a programmable processor.
To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), and the Internet.
The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other.
According to the technical scheme of the embodiment of the application, vehicle condition information of a vehicle is acquired; determining configuration parameters of longitudinal deceleration according to vehicle condition information; generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased; vehicle braking is controlled according to a control strategy for longitudinal deceleration. The method determines a final control strategy of longitudinal deceleration according to vehicle condition information, uniformly decelerates the vehicle by controlling the longitudinal deceleration to be unchanged in a first braking stage, reduces inertia during emergency braking, and stably brakes and decelerates the vehicle by controlling the longitudinal deceleration to be increased progressively in a second braking stage, so that vehicle braking safety is ensured and vehicle braking feeling is improved.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present application may be executed in parallel, sequentially, or in different orders, and the present invention is not limited thereto as long as the desired results of the technical solutions disclosed in the present application can be achieved.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (18)

1. A method of braking a vehicle, the method comprising:
acquiring vehicle condition information of a vehicle;
determining configuration parameters of longitudinal deceleration according to the vehicle condition information;
generating a control strategy of longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased;
and controlling the vehicle brake according to the control strategy of the longitudinal deceleration.
2. The vehicle braking method according to claim 1, wherein the determining a configuration parameter of a longitudinal deceleration based on the vehicle condition information includes:
determining whether the information feedback of the vehicle chassis is abnormal or not according to the vehicle condition information;
if no information feedback abnormality exists, determining a first longitudinal deceleration value adopted in the first braking stage, and determining a first change rate of longitudinal deceleration in the second braking stage;
wherein the first longitudinal deceleration value is less than a deceleration threshold and the first rate of change is less than a rate of change threshold.
3. The vehicle braking method according to claim 2, wherein, after determining whether the information feedback of the vehicle chassis is abnormal according to the vehicle condition information, further comprising:
if the information feedback is abnormal, determining a second longitudinal deceleration value adopted in the first braking stage, and determining a second change rate of the longitudinal deceleration in the second braking stage;
wherein the second longitudinal deceleration value is greater than or equal to the deceleration threshold; the second rate of change is greater than or equal to the rate of change threshold.
4. A vehicle braking method according to claim 3 wherein the first and second rates of change are constant over the second braking phase.
5. The vehicle braking method according to any one of claims 1 to 4, wherein the control strategy of the longitudinal deceleration is in the form of a curve for indicating the longitudinal deceleration at each braking instant; the controlling the vehicle braking according to the control strategy of the longitudinal deceleration comprises the following steps:
according to the longitudinal deceleration at each braking moment indicated by the control strategy, inquiring the mapping relation between the longitudinal deceleration and the braking instruction parameters, and determining the braking instruction parameters at each braking moment; the braking instruction parameter is used for indicating a braking oil pressure value or the opening degree of a braking pedal;
and sending the braking command parameters of each braking moment to a braking controller of the vehicle so as to control the vehicle to brake.
6. The vehicle braking method according to claim 5, wherein the sending braking command parameters for each braking moment to a brake controller of the vehicle to control vehicle braking comprises:
at each braking moment, sending a braking instruction parameter corresponding to the braking moment to a braking controller of the vehicle, and acquiring a braking actual parameter fed back by a chassis of the vehicle;
and if the braking actual parameter is smaller than the braking instruction parameter at one braking moment, continuously sending the braking instruction parameter corresponding to the one braking moment to the braking controller at the next braking moment.
7. The vehicle braking method according to any one of claims 1 to 4, further comprising, after controlling vehicle braking according to the longitudinal deceleration curve:
in the vehicle braking process, acquiring the longitudinal speed of the vehicle at each braking moment, and monitoring a steering wheel command;
determining a scale factor of each braking moment according to the longitudinal speed of each braking moment; wherein, the larger the longitudinal speed is, the smaller the value of the corresponding scale factor is;
and adjusting the deflection angle indicated by the steering wheel command at the corresponding braking moment according to the scale factor so as to enable the adjusted deflection angle to be smaller than the deflection angle before adjustment.
8. The vehicle braking method according to claim 7, wherein the determining a scaling factor for each braking instant as a function of the longitudinal speed at each braking instant comprises:
for each braking moment, determining a speed interval to which the longitudinal speed belongs;
and determining the proportional factor of the corresponding braking moment according to the speed interval.
9. A vehicle braking apparatus, the apparatus comprising:
the acquisition module is used for acquiring vehicle condition information of the vehicle;
the determining module is used for determining configuration parameters of longitudinal deceleration according to the vehicle condition information;
the generating module is used for generating a control strategy of the longitudinal deceleration according to the configuration parameters; the control strategy of the longitudinal deceleration comprises a first braking stage and a second braking stage, wherein the longitudinal deceleration in the first braking stage is a fixed value, and the longitudinal deceleration in the second braking stage is increased;
and the braking module is used for controlling the vehicle braking according to the control strategy of the longitudinal deceleration.
10. The vehicle braking apparatus according to claim 9, wherein the determination module further includes:
the first determining unit is used for determining whether the information feedback of the vehicle chassis is abnormal or not according to the vehicle condition information;
the second determining unit is used for determining a first longitudinal deceleration value adopted in the first braking stage and determining a first change rate of the longitudinal deceleration in the second braking stage if no information feedback abnormality exists;
wherein the first longitudinal deceleration value is less than a deceleration threshold and the first rate of change is less than a rate of change threshold.
11. The vehicle braking apparatus according to claim 10, wherein the determination module further includes:
a third determining unit, configured to determine, if there is an information feedback abnormality, a second longitudinal deceleration value adopted in the first braking stage, and determine a second rate of change of the longitudinal deceleration in the second braking stage;
wherein the second longitudinal deceleration value is greater than or equal to the deceleration value threshold; the second rate of change is greater than or equal to the rate of change threshold.
12. The vehicle braking apparatus according to claim 11, wherein the first rate of change and the second rate of change are constant values in the second braking period.
13. The vehicle brake arrangement according to any one of claims 9-12, wherein the control strategy of the longitudinal deceleration is in the form of a curve for indicating the longitudinal deceleration at each braking instant; the brake module includes:
a fourth determination unit for determining a longitudinal deceleration at each braking timing according to the control instruction,
inquiring a mapping relation between the longitudinal deceleration and the braking instruction parameters, and determining the braking instruction parameters at each braking moment; the braking instruction parameter is used for indicating a braking oil pressure value or the opening degree of a braking pedal;
and the sending unit is used for sending the braking instruction parameters at each braking moment to a braking controller of the vehicle so as to control the vehicle to brake.
14. The vehicle braking apparatus according to claim 13, wherein the transmission unit is further configured to:
at each braking moment, sending a braking instruction parameter corresponding to the braking moment to a braking controller of the vehicle, and acquiring a braking actual parameter fed back by a chassis of the vehicle;
and if the braking actual parameter is smaller than the braking instruction parameter at one braking moment, continuously sending the braking instruction parameter corresponding to the one braking moment to the braking controller at the next braking moment.
15. The vehicle braking apparatus according to any one of claims 9 to 12, wherein the apparatus further includes:
the monitoring module is used for acquiring the longitudinal speed of the vehicle at each braking moment in the braking process of the vehicle and monitoring a steering wheel command;
the scaling factor determining module is used for determining the scaling factor of each braking moment according to the longitudinal speed of each braking moment; wherein, the larger the longitudinal speed is, the smaller the value of the corresponding scale factor is;
and the reducing module is used for adjusting the deflection angle indicated by the steering wheel command at the corresponding braking moment according to the scale factor so as to enable the adjusted deflection angle to be smaller than the deflection angle before adjustment.
16. The vehicle braking apparatus according to claim 15, wherein the scale factor determination module further includes:
a fifth determining unit, configured to determine, for each braking time, a speed interval to which the longitudinal speed belongs;
and the sixth determining unit is used for determining the scale factor of the corresponding braking moment according to the speed interval.
17. A control device for a vehicle comprising a memory, a processor and a computer program stored on the memory and executable on the processor, when executing the program, implementing a vehicle braking method as claimed in any one of claims 1 to 8.
18. A non-transitory computer readable storage medium storing computer instructions for causing a computer to perform the vehicle braking method of any one of claims 1-8.
CN202010450331.0A 2020-05-25 2020-05-25 Vehicle braking method and device and control equipment of vehicle Active CN111674383B (en)

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