CN117162976A - Vehicle braking control method and device, electronic equipment and storage medium - Google Patents
Vehicle braking control method and device, electronic equipment and storage medium Download PDFInfo
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Abstract
The application provides a vehicle braking control method, a device, electronic equipment and a storage medium, wherein the braking control method comprises the following steps: determining a time required for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming route; judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; if not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state; if yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance. In this way, the brake clearance is eliminated by controlling the brake pre-charge, the brake preparation time is saved, the brake distance is shortened, and in addition, when the vehicle passes through the continuous traffic signal lamp intersection, the continuous traffic intersection time delay strategy is designed so as to avoid frequent pressurization and pressure release of the brake system, thereby reducing the durable loss of the brake system of the vehicle.
Description
Technical Field
The application relates to the technical field of intelligent automobile driving, in particular to a vehicle braking control method, a vehicle braking control device, electronic equipment and a storage medium.
Background
The automobile is kept more and more in the current stage, the traffic pressure in each place is also increased more and more, and the risk of accidents at road traffic signal lamp intersections is increased. In order to cope with the risk of road safety accidents, the probability of accidents is reduced as much as possible, and the risk of vehicle collision can be reduced and the running safety of vehicles is improved by using an active braking intervention strategy of an intelligent automobile driving technology.
At present, an intelligent driving anti-collision scheme aiming at a traffic signal lamp intersection is mainly solved through an automatic emergency braking technology (Autonomous Emergency Braking, AEB for short), wherein the AEB technology is based on a vehicle sensing module, acquires the front traffic condition by using a sensor (such as a camera, a radar, laser and the like), and implements emergency braking through an automatic braking system. However, the AEB system is limited in function by the influence of the sensing performance, and the radar has a high misjudgment rate, because the detection distance and the accuracy cannot reach high standards. This is only an evaluation in normal weather, and if the range radar is used in weather such as rain, snow, haze, etc., the effect is basically lost, and the camera is blocked by dirt and is completely disabled. In addition, in the case where a static object appears in front of the vehicle during high-speed running, a collision occurs due to a slightly slower program activation speed, and the braking distance is difficult to control.
Disclosure of Invention
In view of the above, the present application is directed to a method, an apparatus, an electronic device, and a storage medium for controlling braking of a vehicle, which control a brake to be pre-charged to eliminate a braking gap by comparing a time required for the vehicle to travel to a first traffic light crossing of an upcoming route with a pre-charged braking calibration time, thereby saving a braking preparation time and shortening a braking distance.
The embodiment of the application provides a braking control method of a vehicle, which comprises the following steps:
(A) Determining a time required for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming route;
(B) Judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection;
(C) If not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step (A) after the target vehicle passes through the first traffic light intersection of the impending approach;
(D) If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
Further, after controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, it further includes:
after the target vehicle passes through the first traffic light intersection of the upcoming course, determining the time required for the target vehicle to travel to the next traffic light intersection;
judging whether the required time for the target vehicle to travel to the next traffic light intersection is less than the braking hysteresis calibration time of the target vehicle or not; the brake hysteresis calibration time is the time required for the calibrated target vehicle to travel to the next traffic light intersection according to the brake performance index of the target vehicle delivery and the speed threshold limit of the urban traffic light intersection;
if not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state;
If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
Further, the controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance includes:
the ESP electronic stability system is controlled to send a first pre-charge request to the brake of the target vehicle, so that the brake of the target vehicle responds to the first pre-charge request and pre-fills the brake pressure to eliminate the brake clearance.
Further, after the brake of the target vehicle responds to the first precharge request and precharges the brake pressure to eliminate the brake clearance, further comprising:
determining whether the target vehicle enters an emergency working condition state;
if not, the control target vehicle keeps a normal running state;
if yes, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
Further, the determining the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course includes:
Acquiring real-time positioning information of a target vehicle and positioning information of a first traffic light intersection of an upcoming road;
determining the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course according to the real-time positioning information of the target vehicle and the positioning information of the first traffic light intersection of the upcoming course;
based on the real-time travel speed of the target vehicle, the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course is determined according to the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course.
The embodiment of the application also provides a brake control device of the vehicle, which comprises:
a first time determination module for determining a required time for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming course;
the judging module is used for judging whether the required time for the target vehicle to travel to the first traffic signal lamp intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection;
The first brake control module is used for controlling a brake of the target vehicle to release the brake pressure when the required time from the target vehicle to the next traffic light intersection is not less than the brake hysteresis calibration time of the target vehicle so as to enable the brake of the target vehicle to enter a normal running state;
and the second brake control module is used for controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance when the required time from the target vehicle to the next traffic light intersection is smaller than the brake hysteresis calibration time of the target vehicle, so that the brake distance of the target vehicle is shortened.
Further, the brake control device further includes a second time determining module, where the second time determining module is configured to:
after the target vehicle passes the first traffic light intersection of the upcoming route, the time required for the target vehicle to travel to the next traffic light intersection is determined.
Further, after controlling the brake pre-charge brake pressure of the target vehicle to eliminate the brake clearance, the judgment module is configured to:
judging whether the required time for the target vehicle to travel to the next traffic light intersection is less than the braking hysteresis calibration time of the target vehicle or not; the brake hysteresis calibration time is the time required for the calibrated target vehicle to travel to the next traffic light intersection according to the brake performance index of the target vehicle delivery and the speed threshold limit of the urban traffic light intersection.
Further, if the required time for the target vehicle to travel to the next traffic light intersection is not less than the braking hysteresis calibration time of the target vehicle, the first braking control module is configured to:
the brake of the target vehicle is controlled to release the brake pressure so that the brake of the target vehicle enters a normal operation state.
Further, if the required time for the target vehicle to travel to the next traffic light intersection is less than the target vehicle braking hysteresis calibration time, the second braking control module is configured to:
the brake of the target vehicle is controlled to prefill the brake pressure to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
Further, the brake control apparatus further includes an emergency braking module for, after the brake of the target vehicle responds to the first precharge request and is prefilled with a brake pressure to eliminate a brake clearance:
determining whether the target vehicle enters an emergency working condition state;
if not, the control target vehicle keeps a normal running state;
if yes, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
Further, the first time determination module is configured to, at a time required for determining a first traffic light intersection for a target vehicle to travel from a current location to an upcoming route,:
acquiring real-time positioning information of a target vehicle and positioning information of a first traffic light intersection of an upcoming road;
determining the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course according to the real-time positioning information of the target vehicle and the positioning information of the first traffic light intersection of the upcoming course;
based on the real-time travel speed of the target vehicle, the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course is determined according to the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course.
The embodiment of the application also provides electronic equipment, which comprises: the system comprises a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, the processor and the memory are communicated through the bus when the electronic device is running, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle brake control method.
The embodiment of the present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the brake control method of a vehicle as described above.
The embodiment of the application provides a vehicle braking control method, a device, electronic equipment and a storage medium, wherein the braking control method comprises the following steps: (A) Determining a time required for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming route; (B) Judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection; (C) If not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step (A) after the target vehicle passes through the first traffic light intersection of the impending approach; (D) If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
Compared with the method for solving the problem of collision safety of traffic light intersections through AEB automatic emergency braking technology in the prior art, the method for solving the problem of collision safety of traffic light intersections by using AEB automatic emergency braking technology has the advantages that the time required for a vehicle to travel to the first traffic light intersection on the way is compared with the pre-charging braking calibration time, the pre-charging of a brake is controlled to eliminate a braking gap, the braking preparation time is saved, the braking distance is shortened, in addition, when the vehicle passes through a continuous traffic light intersection, a continuous traffic intersection time hysteresis strategy is designed, so that frequent pressurization and pressure release of a braking system are avoided, and the durable loss of the braking system of the vehicle is reduced.
In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart of a method for controlling braking of a vehicle according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a brake control device for a vehicle according to an embodiment of the present application;
FIG. 3 is a second schematic diagram of a brake control device for a vehicle according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. The components of the embodiments of the present application generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the application, as presented in the figures, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. Based on the embodiments of the present application, every other embodiment obtained by a person skilled in the art without making any inventive effort falls within the scope of protection of the present application.
According to research, at present, an intelligent driving anti-collision scheme aiming at a traffic signal lamp intersection is mainly solved through an automatic emergency braking technology (Autonomous Emergency Braking, AEB for short), the AEB technology is based on a vehicle sensing module, a sensor (such as a camera, a radar, laser and the like) is utilized to acquire the traffic condition in front, and emergency braking is implemented through an automatic braking system. However, the AEB system is limited in function by the influence of the sensing performance, and the radar has a high misjudgment rate, because the detection distance and the accuracy cannot reach high standards. This is only an evaluation in normal weather, and if the range radar is used in weather such as rain, snow, haze, etc., the effect is basically lost, and the camera is blocked by dirt and is completely disabled. In addition, in the case where a static object appears in front of the vehicle during high-speed running, a collision occurs due to a slightly slower program activation speed, and the braking distance is difficult to control.
Based on the above, the embodiment of the application provides a vehicle braking control method, which controls the brake to be pre-charged to eliminate the braking gap by comparing the time required by the vehicle to travel to the first traffic light intersection of the upcoming approach with the pre-charged braking calibration time, thereby saving the braking preparation time and shortening the braking distance.
Referring to fig. 1, fig. 1 is a flowchart of a vehicle brake control method according to an embodiment of the application. As shown in fig. 1, a braking control method for a vehicle according to an embodiment of the present application includes:
s101, determining the time required for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming route.
The process of determining the time required for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course is as follows: firstly, determining the positioning position of a target vehicle from the current moment in the running process, then determining the positioning position of the first traffic light intersection of the going-to-be-routed, then calculating the distance between the two positioning positions, and finally obtaining the required time for running to the first traffic light intersection of the going-to-be-routed according to the running speed conversion of the target vehicle at the current moment.
In one embodiment of the present application, step S101 may include, in implementation:
s1011, acquiring real-time positioning information of a target vehicle and positioning information of a first traffic light intersection of an upcoming road.
It should be noted that, the real-time positioning information of the target vehicle includes, but is not limited to, geographic coordinates of the target vehicle at the current moment; the location information of the first traffic light intersection of the upcoming route includes, but is not limited to, geographic coordinates of the first traffic light intersection of the upcoming route.
In this step, in the implementation, the target vehicle may implement communication between the vehicle and the internet through a wireless communication module of V2X technology configured by the vehicle, where the wireless communication module carries a GPS (global positioning system) device to acquire the geographic coordinates of the target vehicle at the current moment, and determine the geographic coordinates as real-time positioning information of the target vehicle.
In addition, the target vehicle obtains the geographic coordinates of the first traffic light intersection of the upcoming route of the vehicle in the running process of the vehicle through the V2I communication technology of the wireless communication module, and determines the geographic coordinates as the positioning information of the first traffic light intersection of the upcoming route of the target vehicle.
Here, V2X (Vehicle-to-evaluation) technology, which represents a communication interconnection technology between vehicles and Everything, is represented as an intelligent transportation system technology in practical application, and uses communication between vehicles and infrastructure (such as road facilities, traffic lights, etc.), to implement interaction and sharing of information; the V2I (Vehicle-to-Infrastructure) communication is a communication mode of V2X technology, which represents the communication between the Vehicle and the Infrastructure, and can realize functions of traffic signal optimization, road condition monitoring and the like, and the Vehicle can obtain the position and state change trend of the traffic light in advance in a driving area.
For example, the vehicle obtains the geographic coordinates of the vehicle at the current moment as longitude and latitude (123.43427, 41.77259) through a GPS device in a wireless communication module configured with V2X technology during running. The vehicle is communicated with the first traffic signal lamp of the upcoming road through the V2I communication technology of the wireless communication module to acquire the geographic coordinates of the intersection where the vehicle is located as longitude and latitude (123.43426, 41.77282), wherein the unit of the geographic coordinates of the longitude and the latitude is 100km.
S1012, determining the real-time distance from the target vehicle to the first traffic light intersection of the upcoming road according to the real-time positioning information of the target vehicle and the positioning information of the first traffic light intersection of the upcoming road.
In the step, firstly, a target vehicle passes through a GIS (geographic information system) system configured by GPS equipment in the wireless communication module, then, the obtained geographic coordinates of the target vehicle at the current moment and the geographic coordinates of the first traffic light intersection to be passed through in the vehicle driving process are simulated into a digital map of the GIS, and finally, the two geographic coordinates are converted and calculated into a real-time distance from the target vehicle to the first traffic light intersection to be passed through based on a distance formula by combining related road parameters of the digital map.
In a specific implementation process, for example, in the example mentioned in step S1011, the geographic coordinates of the vehicle at the current moment are longitude and latitude (123.43427, 41.77259), the geographic coordinates of the intersection where the first traffic light communication interconnection of the vehicle approaches is obtained are longitude and latitude (123.43426, 41.77282), where the unit of the geographic coordinates of longitude and latitude is 100km, the road parameter provided by combining with the digitized map is a flat straight road section, and the real-time distance d from the target vehicle to the first traffic light intersection of the approach can be calculated by applying the euclidean distance formula on the flat straight road section to be about 23.02m.
S1013, based on the real-time running speed of the target vehicle, determining the required time for the target vehicle to run from the current position to the first traffic light intersection of the upcoming route according to the real-time distance from the target vehicle to the first traffic light intersection of the upcoming route.
Here, it is known that, in the case where two kinds of data are arbitrarily known, the calculation of unknown data can be realized by means of the kinematic relationship between the three kinds of data, based on the kinematic relationship between the three kinds of data.
In the step, the driving speed of the target vehicle can be obtained in real time through the vehicle-mounted processor, and when the real-time distance from the target vehicle to the first traffic light intersection of the upcoming route is clear, the required time from the current position to the first traffic light intersection of the upcoming route can be calculated from the known driving speed of the target vehicle and the real-time distance from the target vehicle to the first traffic light intersection of the upcoming route according to the kinematic relationship among the speed, the distance and the time. In practical applications, the required time is updated according to the calculation frequency of the on-board processor.
Specifically, the real-time driving speed v obtained by the target vehicle in the driving process and the real-time distance d from the target vehicle to the first traffic light intersection of the upcoming route are calculated, according to the following kinematic relation, the required time t from the current position to the first traffic light intersection of the upcoming route is calculated:
for example, the real-time speed of the vehicle during driving is 30km/h, the real-time distance from the target vehicle to the first traffic light intersection of the upcoming route is 23.02m, and the required time from the current position to the first traffic light intersection of the upcoming route for the target vehicle to travel is calculated to be about 2.76s according to the kinematic relationship among the speed, the distance and the time.
S102, judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle; and the pre-charging braking calibration time is the time when the target vehicle calibrated according to the brake performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection.
In the step, the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection. The brake performance of the vehicle delivery refers to the capability of forced deceleration of the vehicle during running, and the evaluation indexes of the brake performance include, but are not limited to, indexes such as brake deceleration, brake time, brake distance and the like. And the target vehicle is compared with the required time for the target vehicle to travel to the first traffic light intersection by taking the pre-charge braking calibration time as a standard so as to perform control judgment of the subsequent pre-charge braking.
The pre-charging braking calibration time is based on the braking performance index of the target vehicle, and the time when the calibrated target vehicle runs to the target traffic signal lamp intersection is determined by comparing the safety debugging result of the vehicle with the braking performance index and combining engineering experience. It should be noted that, according to the actual situation, the real-time running speed of the target vehicle and the real-time distance from the target vehicle to the first traffic light intersection of the upcoming road will be different, and then the pre-charging calibration time will be properly adjusted according to the actual situation.
In addition, due to the difference in the configuration of vehicles of different brands and models, the brake performance indexes of the brakes of the vehicles are different when the vehicles are shipped, but the brakes of the vehicles are produced and adjusted according to the brake performance standards set forth in GB7258-1997 technical Condition for running safety of motor vehicles, in particular, when the initial speed of braking is 50km/h and the vehicles are fully loaded, the braking distance is not more than 20m, and the average deceleration which is fully emitted is not less than 5.9m/s 2 Based on the above criteria, the brake distance can be calculated The running passing time under the vehicle is 1.44s, and the pre-charging braking calibration time of the target vehicle is determined by combining the actual braking performance of the vehicle. Here, the braking distance is a distance that the vehicle travels from when the vehicle contacts the brake pedal (or touches the brake handle) to when the vehicle stops when braking at a predetermined initial speed; the sufficiently emitted average deceleration is an acceleration of the average deceleration generated by the sufficient braking of the vehicle when the motor vehicle is braked at a predetermined initial speed.
For example, when the real-time distance from the vehicle to the first traffic light intersection of the upcoming route is 20m and the real-time running speed of the vehicle is 50km/s, the pre-charge brake calibration time can be determined to be 1.44s when the real-time distance from the vehicle to the first traffic light intersection is taken as a standard, and in a specific implementation process, when the distance from the target vehicle to the first traffic light intersection is 20m, the passing required time of the target vehicle is determined to be 1.35s, and the passing required time is less than the pre-charge brake calibration time; when the distance from the target vehicle to the first traffic light intersection is 20m, the passing time of the target vehicle is confirmed to be 1.52s, and the passing time is larger than the pre-charge braking calibration time. The time required by the target vehicle to travel to the first traffic light intersection is compared with the pre-charging braking calibration time, and the obtained comparison result provides a judgment basis for the control of the subsequent pre-charging braking.
And S103, if not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step S101 after the target vehicle passes through the first traffic light intersection of the impending path.
In the step, when the required time for the target vehicle to travel to the first traffic light intersection is not less than the pre-charge braking calibration time of the target vehicle, the on-board processor of the target vehicle controls the brake of the target vehicle to be no longer prepared for pre-charge braking and releases the braking pressure so that the brake of the target vehicle enters a normal running state, and therefore the target vehicle does not perform brake pressure filling control and normally passes through the first traffic light intersection which is to be passed.
The target vehicle will continue to travel after passing the first traffic light intersection of the upcoming route, and when the target vehicle enters a new travel cycle and travels to the first traffic light intersection of the upcoming route, the process returns to step S101.
And S104, if yes, controlling the brake prefill braking pressure of the target vehicle to eliminate the braking gap, so as to shorten the braking distance of the target vehicle.
It should be noted that, in a typical vehicle braking system, a gap exists between the friction plate and the brake disc to prevent premature wear of the friction plate, but the existence of the gap affects the entire braking distance during emergency braking. To solve this problem, the brake may be pre-filled with brake pressure in preparation for improving safety in an emergency, and the brake removes the gap between the friction plate and the brake disc in advance before emergency braking, but does not apply a forced braking force, so that the brake system can more quickly respond to a driver's braking request.
In the step, if the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charge braking calibration time of the target vehicle, the vehicle-mounted processor of the target vehicle controls the brake pre-charge braking pressure of the target vehicle to eliminate the braking gap, so that the braking distance of the target vehicle is shortened.
In one embodiment of the present application, step S104 may include:
s1041, controlling the ESP electronic stability system to send a first pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the first pre-charging request and pre-charges the brake pressure to eliminate the brake clearance.
Here, the ESP electronic stability system is a system that effectively prevents the car from losing control when the car reaches its dynamic limit while improving the handling performance of the car, so as to improve the safety and handling performance of the car. The ESP electronic stability system is comprised of an EBD electronic brake distribution force system that can adjust the brake force distribution scheme to control the brake prefill brake pressure to eliminate the brake clearance. The first pre-charge request is a request instruction sent by the ESP electronic stabilization system, and the control purpose of the first pre-charge request is to pre-fill the brake pressure to eliminate the brake clearance.
In the step, after an on-board processor of a target vehicle starts an ESP electronic stability system, firstly, the ESP electronic stability system is controlled to send a first pre-charging request to a brake of the target vehicle through an EBD electronic brake distribution force system, then, the brake of the target vehicle responds to the first pre-charging request and controls a motor to actively build pressure, finally, the brake is controlled to control a brake control valve through the motor to build pressure, the pressure of an internal brake pipeline of the brake is increased, and then, the wheel cylinder operation of the brake is controlled to eliminate an air gap between a friction plate and a brake disc.
Alternatively, in addition to the braking control method of the vehicle including the steps S101 to S104, steps S105 and S106 are included, specifically, the steps S105 and S106 are used to explain the braking control method when the target vehicle travels to the next traffic light intersection, and after the target vehicle passes the first traffic light intersection of the upcoming route, a time lag control strategy is designed to avoid frequent pressurization and depressurization of the braking system.
Here, specific steps of steps S101 to S104 are described above, and are not described here again.
S105, after the target vehicle passes through the first traffic light intersection of the upcoming course, determining the time required for the target vehicle to travel to the next traffic light intersection.
When necessary, this step is a step after the target vehicle completes the braking control measures according to the braking control method of step S104.
In this step, after the brake of the target vehicle is prefilled with the brake pressure to eliminate the brake gap, the target vehicle continues to travel and passes through the first traffic light intersection of the upcoming course, and when the target vehicle travels to the next traffic light intersection of the upcoming course, the required time for the target vehicle to travel to the next traffic light intersection of the upcoming course is determined according to the method for determining the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course described in steps S1011 to S1013.
S106, judging whether the required time for the target vehicle to travel to the next traffic light intersection is smaller than the braking hysteresis calibration time of the target vehicle; the brake hysteresis calibration time is the time required for the calibrated target vehicle to travel to the next traffic light intersection according to the brake performance index of the target vehicle delivery and the speed threshold limit of the urban traffic light intersection.
In the step, the brake delay calibration time is designed for avoiding repeated pressurization and pressure release of a brake system, and is the calibration delay time of a road section formed by a target vehicle at a continuous traffic signal lamp intersection, and the brake delay calibration time is determined according to a brake performance index of the target vehicle and a speed threshold limit of an urban traffic signal lamp intersection, and then through investigation of traffic conditions and engineering experience of the vehicle. And the target vehicle is compared with the required time for the target vehicle to travel to the next traffic light intersection by taking the braking hysteresis calibration time as a standard, and the obtained comparison result provides a judgment basis for the control of the subsequent pre-charge braking.
For example, by examining the traffic situation, in the road section where the traffic signal lamps are frequently set, the distance between the 2 traffic signal lamp intersections is 300m, the general speed limit of the vehicle in the urban road section is 40km/h, then the passing time interval of the vehicle between the 2 traffic signal lamp intersections is 20-30S, calibration is performed based on the distance between the 2 traffic signal lamp intersections and the passing time interval of the vehicle between the 2 traffic signal lamp intersections, and then the calibration time of the braking hysteresis of the target vehicle is determined according to the braking performance index of the target vehicle leaving the factory in step S102.
In one embodiment of the present application, according to the determination result in step S106, if the required time for the target vehicle to travel to the next traffic light intersection is not less than the braking hysteresis calibration time of the target vehicle, the braking control method in step S103 is executed again; and if the required time for the target vehicle to travel to the next traffic light intersection is less than the braking hysteresis calibration time of the target vehicle, returning to the braking control method of the step S104.
Optionally, in addition to the braking control method of the vehicle including the steps S101 to S106, steps S107, S108 and S109 are further included, specifically, steps S107 to S109 are used to describe a braking control method when the target vehicle enters an emergency condition after the brake is prefilled with the braking pressure, so as to avoid that the target vehicle can be braked to a stopped state in an emergency when the target vehicle is in danger of collision, and improve the safety of the vehicle.
Here, specific steps of steps S101 to S106 are described above, and are not described here again.
S107, determining whether the target vehicle enters an emergency working condition state.
In the step, the emergency working condition state is a triggering state that an on-board processor of the target vehicle starts an AEB automatic emergency braking system. When the target vehicle is pre-filled with the brake pressure, firstly, the obstacle distance between the target vehicle and the front vehicle or the obstacle is measured through a range radar sensor of the vehicle, then, the distance measured by the range radar sensor is compared with the safety distance set by an AEB automatic emergency brake system by an on-board processor of the target vehicle, and finally, the brake control strategy is selected according to the distance comparison result. Specifically, if the measured obstacle distance is not smaller than the safety distance, the target vehicle does not enter an emergency working condition state and normally runs; and if the measured obstacle distance is smaller than the safety distance, the target vehicle enters an emergency working condition state, and a subsequent control strategy of the AEB automatic emergency braking system is executed.
And S108, if not, the control target vehicle keeps a normal running state.
In this step, when the target vehicle is in an emergency state after the brake is prefilled with the brake pressure, and the target vehicle is not in an emergency state, the on-board processor of the target vehicle controls the target vehicle to maintain a normal running state, and when the target vehicle enters a new running period, the target vehicle runs to the next traffic light intersection of the upcoming route, the step S105 is continuously performed.
And S109, if so, controlling the AEB automatic emergency braking system to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
Here, the AEB automatic emergency braking system is an active safety technology of an automobile, when the AEB detects that a collision danger occurs in front of the automobile (namely, when the AEB enters an emergency working condition), the AEB gives a warning to a driver in a sound and image mode, and the like to remind the driver to take measures to avoid the collision, and if the driver does not timely respond to a warning signal in time at this time, the system avoids the collision or reduces the collision degree through automatic braking when the collision danger becomes very urgent. The second pre-charging request is a request instruction sent by the AEB automatic emergency braking system, and is different from the first pre-charging request sent by the ESP electronic stability system, and the control purpose of the second pre-charging request is to pre-charge the braking pressure to force the target vehicle to brake to a stop state.
In the step, after the on-board processor of the target vehicle starts the AEB automatic emergency braking system, firstly, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, then, the brake of the target vehicle responds to the second pre-charging request and controls the pre-charging braking pressure of the brake, the brake is matched with the driver to step on the brake pedal to brake, and when the vehicle is about to collide with a front object, the AEB system can apply the maximum braking pressure of the brake to force the target vehicle to be braked to a stop state, so that the influence caused by collision of the target vehicle is relieved.
In this way, when the target vehicle restarts the vehicle and enters a new travel cycle after passing through the AEB automatic emergency brake system to a stopped state, and travels to the next traffic light intersection of the upcoming route, step S105 is continued to be performed.
In the method for controlling braking of a vehicle according to the embodiment of the present application, it should be noted that, when the driver drives the target vehicle to the destination or stops temporarily, the target vehicle is brought to a stopped state, the method terminates the step cycle.
The embodiment of the application provides a vehicle braking control method, which comprises the steps of (A) determining the time required for a target vehicle to travel from a current position to a first traffic signal intersection of an impending path; (B) Judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection; (C) If not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step (A) after the target vehicle passes through the first traffic light intersection of the impending approach; (D) If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle. In this way, the time required for the vehicle to travel to the first traffic light intersection on the upcoming route is compared with the pre-charge brake calibration time, the brake is controlled to pre-charge and eliminate the brake clearance, the brake preparation time is saved, the brake distance is shortened, and in addition, when the vehicle passes through the continuous traffic light intersection, the continuous traffic intersection time hysteresis strategy is designed so as to avoid frequent pressurization and pressure release of the brake system, thereby reducing the durable loss of the brake system of the vehicle.
Referring to fig. 2 and 3, fig. 2 is a schematic structural diagram of a brake control device for a vehicle according to an embodiment of the application, and fig. 3 is a schematic structural diagram of a brake control device for a vehicle according to an embodiment of the application. As shown in fig. 2, the brake control apparatus 200 includes:
a first time determination module 210 for determining a required time for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming route;
the judging module 220 is configured to judge whether a required time for the target vehicle to travel to the first traffic light intersection is less than a pre-charge braking calibration time of the target vehicle; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection;
a first brake control module 230, configured to control a brake of a target vehicle to release a brake pressure when a required time for the target vehicle to travel to a next traffic light intersection is not less than a brake hysteresis calibration time of the target vehicle, so that the brake of the target vehicle enters a normal running state;
and the second brake control module 240 is configured to control the brake prefill brake pressure of the target vehicle to eliminate the brake gap when the required time for the target vehicle to travel to the next traffic light intersection is less than the brake hysteresis calibration time of the target vehicle, thereby shortening the brake distance of the target vehicle.
Further, as shown in fig. 4, the brake control apparatus 200 further includes a second time determining module 250, where the second time determining module 250 is configured to:
after the target vehicle passes the first traffic light intersection of the upcoming route, the time required for the target vehicle to travel to the next traffic light intersection is determined.
Further, after controlling the brake pre-filling brake pressure of the target vehicle to eliminate the brake clearance, the judging module 220 is configured to:
judging whether the required time for the target vehicle to travel to the next traffic light intersection is less than the braking hysteresis calibration time of the target vehicle or not; the brake hysteresis calibration time is the time required for the calibrated target vehicle to travel to the next traffic light intersection according to the brake performance index of the target vehicle delivery and the speed threshold limit of the urban traffic light intersection.
Further, if the required time for the target vehicle to travel to the next traffic light intersection is not less than the target vehicle braking hysteresis calibration time, the first braking control module 230 is configured to:
the brake of the target vehicle is controlled to release the brake pressure so that the brake of the target vehicle enters a normal operation state.
Further, if the required time for the target vehicle to travel to the next traffic light intersection is less than the target vehicle braking hysteresis calibration time, the second braking control module 240 is configured to:
the brake of the target vehicle is controlled to prefill the brake pressure to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
Further, as shown in fig. 3, the brake control apparatus 200 further includes an emergency braking module 260, and after the brake of the target vehicle responds to the first pre-charge request and pre-fills the brake pressure to eliminate the brake gap, the emergency braking module 260 is configured to:
determining whether the target vehicle enters an emergency working condition state;
if not, the control target vehicle keeps a normal running state;
if yes, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
Further, the first time determining module 210 is configured to, when determining a time required for the target vehicle to travel from the current location to the first traffic light intersection of the upcoming course, the first time determining module 210 is configured to:
Acquiring real-time positioning information of a target vehicle and positioning information of a first traffic light intersection of an upcoming road;
determining the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course according to the real-time positioning information of the target vehicle and the positioning information of the first traffic light intersection of the upcoming course;
based on the real-time travel speed of the target vehicle, the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course is determined according to the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course.
The embodiment of the application provides a vehicle brake control device, which comprises the following steps that (A) the required time from the current position of a target vehicle to the first traffic signal intersection of an impending approach is determined; (B) Judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection; (C) If not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step (A) after the target vehicle passes through the first traffic light intersection of the impending approach; (D) If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle. In this way, the time required for the vehicle to travel to the first traffic light intersection on the upcoming route is compared with the pre-charge brake calibration time, the brake is controlled to pre-charge and eliminate the brake clearance, the brake preparation time is saved, the brake distance is shortened, and in addition, when the vehicle passes through the continuous traffic light intersection, the continuous traffic intersection time hysteresis strategy is designed so as to avoid frequent pressurization and pressure release of the brake system, thereby reducing the durable loss of the brake system of the vehicle.
Referring to fig. 4, fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the application. As shown in fig. 4, the electronic device 400 includes a processor 410, a memory 420, and a bus 430.
The memory 420 stores machine-readable instructions executable by the processor 410, when the electronic device 400 is running, the processor 410 communicates with the memory 420 through the bus 430, and when the machine-readable instructions are executed by the processor 410, the steps of the method for controlling braking of a vehicle in the method embodiment shown in fig. 1 can be executed, and the specific implementation is referred to the method embodiment and will not be described herein.
The embodiment of the present application further provides a computer readable storage medium, where a computer program is stored on the computer readable storage medium, and when the computer program is executed by a processor, the steps of the method for controlling braking of a vehicle in the method embodiment shown in fig. 1 may be executed, and a specific implementation manner may refer to the method embodiment and will not be described herein.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.
In the several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. The above-described apparatus embodiments are merely illustrative, for example, the division of the units is merely a logical function division, and there may be other manners of division in actual implementation, and for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some communication interface, device or unit indirect coupling or communication connection, which may be in electrical, mechanical or other form.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of 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.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer readable storage medium executable by a processor. Based on this understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
Finally, it should be noted that: the above examples are only specific embodiments of the present application, and are not intended to limit the scope of the present application, but it should be understood by those skilled in the art that the present application is not limited thereto, and that the present application is described in detail with reference to the foregoing examples: any person skilled in the art may modify or easily conceive of the technical solution described in the foregoing embodiments, or perform equivalent substitution of some of the technical features, while remaining within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.
Claims (10)
1. A brake control method of a vehicle, characterized by comprising:
(A) Determining a time required for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming route;
(B) Judging whether the required time for the target vehicle to travel to the first traffic light intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection;
(C) If not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state, and returning to the step (A) after the target vehicle passes through the first traffic light intersection of the impending approach;
(D) If yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
2. The brake control method according to claim 1, characterized by further comprising, after controlling a brake prefill brake pressure of the target vehicle to eliminate a brake clearance:
After the target vehicle passes through the first traffic light intersection of the upcoming course, determining the time required for the target vehicle to travel to the next traffic light intersection;
judging whether the required time for the target vehicle to travel to the next traffic light intersection is less than the braking hysteresis calibration time of the target vehicle or not; the brake hysteresis calibration time is the time required for the calibrated target vehicle to travel to the next traffic light intersection according to the brake performance index of the target vehicle delivery and the speed threshold limit of the urban traffic light intersection;
if not, controlling the brake of the target vehicle to release the brake pressure so as to enable the brake of the target vehicle to enter a normal running state;
if yes, controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance, thereby shortening the braking distance of the target vehicle.
3. The brake control method according to claim 1, characterized in that the controlling of the brake prefill brake pressure of the target vehicle to eliminate a brake clearance includes:
the ESP electronic stability system is controlled to send a first pre-charge request to the brake of the target vehicle, so that the brake of the target vehicle responds to the first pre-charge request and pre-fills the brake pressure to eliminate the brake clearance.
4. The brake control method according to claim 3, characterized by further comprising, after the brake of the target vehicle responds to the first precharge request and precharges a brake pressure to eliminate a brake clearance:
determining whether the target vehicle enters an emergency working condition state;
if not, the control target vehicle keeps a normal running state;
if yes, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
5. The brake control method according to claim 1, wherein determining the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course includes:
acquiring real-time positioning information of a target vehicle and positioning information of a first traffic light intersection of an upcoming road;
determining the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course according to the real-time positioning information of the target vehicle and the positioning information of the first traffic light intersection of the upcoming course;
Based on the real-time travel speed of the target vehicle, the required time for the target vehicle to travel from the current position to the first traffic light intersection of the upcoming course is determined according to the real-time distance from the target vehicle to the first traffic light intersection of the upcoming course.
6. A brake control apparatus of a vehicle, characterized by comprising:
a first time determination module for determining a required time for a target vehicle to travel from a current location to a first traffic light intersection of an upcoming course;
the judging module is used for judging whether the required time for the target vehicle to travel to the first traffic signal lamp intersection is smaller than the pre-charging braking calibration time of the target vehicle or not; the pre-charging braking calibration time is the time when the target vehicle calibrated according to the braking performance index of the target vehicle leaves the factory runs to the target traffic signal lamp intersection;
the first brake control module is used for controlling a brake of the target vehicle to release the brake pressure when the required time from the target vehicle to the next traffic light intersection is not less than the brake hysteresis calibration time of the target vehicle so as to enable the brake of the target vehicle to enter a normal running state;
And the second brake control module is used for controlling the brake prefill brake pressure of the target vehicle to eliminate the brake clearance when the required time from the target vehicle to the next traffic light intersection is smaller than the brake hysteresis calibration time of the target vehicle, so that the brake distance of the target vehicle is shortened.
7. The brake control device of claim 6, further comprising a second time determination module configured to:
after the target vehicle passes the first traffic light intersection of the upcoming route, the time required for the target vehicle to travel to the next traffic light intersection is determined.
8. The brake control device of claim 6, further comprising an emergency braking module for:
determining whether the target vehicle enters an emergency working condition state;
if not, the control target vehicle keeps a normal running state;
if yes, the AEB automatic emergency braking system is controlled to send a second pre-charging request to the brake of the target vehicle, so that the brake of the target vehicle responds to the second pre-charging request and pre-charges the braking pressure to force the target vehicle to brake to a stop state.
9. An electronic device, comprising: a processor, a memory and a bus, said memory storing machine readable instructions executable by said processor, said processor and said memory communicating via said bus when the electronic device is operating, said machine readable instructions when executed by said processor performing the steps of the method of controlling braking of a vehicle as claimed in any one of claims 1 to 5.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when executed by a processor, performs the steps of the brake control method of a vehicle according to any one of claims 1 to 5.
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| CN115649190A (en) * | 2022-06-02 | 2023-01-31 | 小米汽车科技有限公司 | Control method, device, medium, vehicle and chip for vehicle auxiliary braking |
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| JP2005119413A (en) * | 2003-10-15 | 2005-05-12 | Advics:Kk | Brake control device for vehicle |
| GB2478348A (en) * | 2010-03-05 | 2011-09-07 | Gm Global Tech Operations Inc | Control of the gap between a brake pad and disc |
| CN112580251A (en) * | 2020-11-16 | 2021-03-30 | 北京理工大学 | Hybrid electric vehicle energy management method based on traffic information and model predictive control |
| CN113500985A (en) * | 2021-08-03 | 2021-10-15 | 安徽江淮汽车集团股份有限公司 | Brake gap pre-filling control method, brake gap pre-filling control equipment, storage medium and brake gap pre-filling control device |
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