CN120481955B - Braking control method, controller, medium, product and vehicle - Google Patents
Braking control method, controller, medium, product and vehicleInfo
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- CN120481955B CN120481955B CN202510991741.9A CN202510991741A CN120481955B CN 120481955 B CN120481955 B CN 120481955B CN 202510991741 A CN202510991741 A CN 202510991741A CN 120481955 B CN120481955 B CN 120481955B
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Abstract
本申请涉及一种制动控制方法、控制器、介质、产品及车辆，通过在车辆具有制动需求的情况下，获取制动力矩曲线，其中，该制动力矩曲线包括具有制动顺序的至少两个制动力矩以及相邻制动力矩的切换控制参数，制动顺序在后的制动力矩小于制动顺序在先的制动力矩；基于制动力矩曲线中的制动力矩以及切换控制参数，控制车辆的制动运动。基于此，通过采用包含大小不同、制动顺序不同的多个制动力矩的制动力矩曲线，控制车辆的制动运动，以通过降低制动力矩以平缓车辆在停车时的俯仰冲击，提高用户体验。
This application relates to a braking control method, controller, medium, product, and vehicle. When a vehicle has a braking demand, a braking torque curve is obtained. The braking torque curve includes at least two braking torques with a braking sequence and switching control parameters for adjacent braking torques, where the braking torque of a later braking torque is less than the braking torque of an earlier braking torque. The braking motion of the vehicle is controlled based on the braking torque and switching control parameters in the braking torque curve. Based on this, the braking motion of the vehicle is controlled by using a braking torque curve containing multiple braking torques of varying magnitudes and in different braking sequences. This reduces the braking torque to smooth the pitching impact of the vehicle during parking, thereby improving the user experience.
Description
Technical Field
The application relates to the technical field of braking control, in particular to a braking control method, a controller, a medium, a product and a vehicle.
Background
When the existing vehicle brakes, due to the action of the ground longitudinal force, the elastic element in the automobile suspension is continuously compressed or stretched, so that the automobile body generates corresponding pitching motion and longitudinal impact, the riding comfort of passengers is improved, and the steering stability of a driver is adversely affected.
The existing braking mode has the problem that the longitudinal force on the ground is large, so that pitching impact with large amplitude is generated, and the user experience is affected.
Disclosure of Invention
The embodiment of the application provides a braking control method, a controller, a storage medium, a computer program product and a vehicle, by adopting a braking moment curve containing a plurality of braking moments with different magnitudes and different braking sequences, the braking motion of the vehicle is controlled to improve the user experience by reducing the braking torque to smooth out the pitch impact of the vehicle when parked.
The embodiment of the application provides a braking control method, which comprises the following steps:
When the vehicle has a braking requirement, a braking moment curve is obtained, wherein the braking moment curve comprises at least two braking moments with a braking sequence and switching control parameters of adjacent braking moments, and the braking moment behind the braking sequence is smaller than the braking moment in front of the braking sequence;
And controlling braking movement of the vehicle based on the braking torque in the braking torque curve and the switching control parameter.
In addition, the embodiment of the application also provides a controller, which comprises one or more processors and a memory, wherein the memory stores a computer program, and the processor is used for running the computer program in the memory to realize the braking control method provided by the embodiment of the application.
In addition, an embodiment of the present application further provides a storage medium storing a computer program, where the computer program is configured to cause a controller to execute any one of the brake control methods provided in the embodiments of the present application when the computer program runs on the controller.
In addition, the embodiment of the application also provides a computer program product, which comprises a computer program or instructions, and the computer program or instructions realize any of the braking control methods provided by the embodiment of the application when being executed by a processor.
In addition, the embodiment of the application also provides a vehicle which comprises the controller.
In the embodiment of the application, a braking moment curve is obtained through the condition that the vehicle has braking requirements, wherein the braking moment curve comprises at least two braking moments with braking sequences and switching control parameters of adjacent braking moments, the braking moment after the braking sequences is smaller than the braking moment before the braking sequences, and the braking movement of the vehicle is controlled based on the braking moment in the braking moment curve and the switching control parameters. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic view of an environment for implementing a brake control method according to an embodiment of the present application;
FIG. 2 is a flow chart of a brake control method provided in an embodiment of the present application;
FIG. 3 is a schematic illustration of a braking torque curve of a braking control method provided in an embodiment of the present application;
FIG. 4 is a graph of pitch angle rate simulations versus different candidate braking torque curves and fixed braking torque curves provided in an embodiment of the present application;
FIG. 5 is a schematic diagram of the architecture of a vehicle body-suspension-tire coupling system provided in an embodiment of the present application;
FIG. 6 is a schematic diagram of a one-half active suspension vehicle dynamics model provided in an embodiment of the present application;
FIG. 7 is a schematic diagram of a C-stage road noise disturbance input simulation provided in an embodiment of the present application;
FIG. 8 is a specific flow chart of a brake control method provided in an embodiment of the present application;
FIG. 9 is a schematic diagram of a simulation of the braking torque input curves for front and rear wheels provided in an embodiment of the present application;
FIG. 10 is a graph of simulated pitch rate versus an active suspension without, with a PID controller and with a fuzzy PID controller, respectively, provided in an embodiment of the application;
FIG. 11 is a comparative plot of pitch rate simulation with no pitch motion adjustment, active suspension adjustment only, comfort brake torque curve adjustment only, combined control adjustment provided in an embodiment of the present application;
FIG. 12 is a schematic diagram of a braking strategy applied to different road attachment coefficients, provided in an embodiment of the present application;
fig. 13 is a schematic structural diagram of a controller provided in an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to fall within the scope of the application.
In addition, "plurality" in the embodiments of the present application means two or more. "first" and "second" and the like in the embodiments of the present application are used for distinguishing descriptions and are not to be construed as implying relative importance.
According to the research, when the existing vehicle brakes, due to the action of the ground longitudinal force, the elastic element in the automobile suspension is continuously compressed or stretched, so that the automobile body generates corresponding pitching motion and longitudinal impact, and the riding comfort of passengers and the steering stability of a driver are adversely affected. Especially when the amplitude of the pitch angle speed of the vehicle is too large, passengers are prone to symptoms such as dizzy and nausea. The dynamic characteristics of the pitching motion of the vehicle body are adjusted, and the method is an important research direction for improving the comfort of passengers at present.
In order to solve the above problems, embodiments of the present application provide a brake control method, a controller, a storage medium, a computer program product, and a vehicle. The brake control method can be applied to a controller, and the controller can be a server, a terminal and other equipment.
The server may be an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, or a cloud server providing cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, network acceleration services (Content Delivery Network, CDN), basic cloud computing services such as big data and an artificial intelligent platform.
The terminal may be, but is not limited to, a smart phone, a tablet computer, a notebook computer, a desktop computer, a smart speaker, a smart watch, etc. The terminal and the server may be directly or indirectly connected through wired or wireless communication, and the present application is not limited herein.
Referring to fig. 1, taking an example of application of a brake control method in a controller, fig. 1 is a schematic diagram of an implementation scenario of the brake control method provided by an embodiment of the present application, where the controller may be a terminal device, and obtains a brake torque curve through a situation that a vehicle has a brake demand, where the brake torque curve includes at least two brake torques having a brake sequence and a switching control parameter of an adjacent brake torque, the brake torque of the brake sequence is smaller than the brake torque of the brake sequence preceding, and the brake motion of the vehicle is controlled based on the brake torque and the switching control parameter in the brake torque curve. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
It should be noted that, the schematic view of the implementation environment of the brake control method shown in fig. 1 is only an example, and the implementation environment of the brake control method described in the embodiment of the present application is for more clearly describing the technical solution of the embodiment of the present application, and does not constitute a limitation to the technical solution provided by the embodiment of the present application. As one of ordinary skill in the art can know, with the evolution of data processing and the appearance of new business scenarios, the technical scheme provided by the application is also applicable to similar technical problems.
The scheme provided by the embodiment of the application is specifically illustrated by the following embodiment. The following description of the embodiments is not intended to limit the preferred embodiments.
The present embodiment will be described in terms of a brake control method that may be applied in particular to a controller, which may be a terminal and/or a server, to which the present application is not limited.
Referring to fig. 2, fig. 2 is a flowchart of a brake control method according to an embodiment of the application, where the brake control method may include steps S101 to S102 as follows:
S101, acquiring a braking moment curve under the condition that a vehicle has a braking requirement, wherein the braking moment curve comprises at least two braking moments with a braking sequence and switching control parameters of adjacent braking moments, and the braking moment with the subsequent braking sequence is smaller than the braking moment with the preceding braking sequence.
The vehicle is a vehicle for which braking motion control is required. The braking demand means that the vehicle needs to be subjected to braking control.
The braking torque curve is used for describing a curve with a changing relation between the braking torque and a parameter in the braking process of the vehicle. The parameters may include, but are not limited to, time, brake pressure, vehicle speed, brake temperature, etc., and specific parameters may be adjusted according to actual conditions, and embodiments of the present application are not limited.
Referring to fig. 3, fig. 3 is a schematic diagram of a braking torque curve according to an embodiment of the application. As shown in fig. 3, the braking torque curve is used to describe the change in braking torque over time during braking of the vehicle.
The number of the braking torques included in the braking torque curve can be adjusted according to actual conditions, and the embodiment of the application is not limited. For example, the braking torque profile includes a first braking torque and a second braking torque, the braking sequence of the first braking torque being located before the braking sequence of the second braking torque. For another example, the braking torque curve includes three formulated torques, namely, braking torque a, braking torque B, and braking torque C, with the braking sequence of braking torque a being located before the braking sequence of braking torque B, and the braking sequence of braking torque B being located before the braking sequence of braking torque C.
The braking torque refers to the torque applied by a braking system to wheels or a transmission shaft of a vehicle, and is used for preventing the vehicle from moving and slowing down or stopping the vehicle.
The switching control parameter is used for controlling switching from braking moment before braking sequence to braking moment after braking sequence. The number of switching control parameters is related to the number of braking torques comprised by the braking torque curve. For example, when the braking torque curve contains 3 braking torques, the number of switching control parameters is 2.
It should be noted that, the embodiment of the application changes the fixed braking moment curve in the past, and under the condition of meeting the switching control parameters, the braking system changes the braking moment according to the braking moment curve, controls the braking motion of the vehicle with smaller braking moment, and improves the user experience by reducing the braking moment to smooth the pitching impact of the vehicle when the vehicle is parked.
S102, controlling braking movement of the vehicle based on the braking moment in the braking moment curve and the switching control parameter.
According to the braking control method provided by the embodiment of the application, the braking moment curve is obtained under the condition that the vehicle has braking requirements, wherein the braking moment curve comprises at least two braking moments with braking sequences and switching control parameters of adjacent braking moments, the braking moment after the braking sequences is smaller than the braking moment before the braking sequences, and the braking motion of the vehicle is controlled based on the braking moment and the switching control parameters in the braking moment curve. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
It should be noted that the switching control parameter may include various types of data, and the specific content thereof may be adjusted according to the braking torque curve, which is not limited by the embodiment of the present application. For example, when the braking torque curve is a change relationship between braking torque and time, the switching control parameters may include a torque down start time and a torque down end time. As shown in fig. 3, t 1 is the moment drop start time, and t 2 is the moment drop end time. For another example, when the braking torque curve is a changing relationship between the braking torque and the vehicle speed, the switching control parameter may include a preset vehicle speed to which the vehicle speed of the vehicle is required to be reduced when the formulated torque switching is required.
In some embodiments, the handover control parameter includes a handover start condition.
The switching start condition refers to a condition for triggering the start of switching of the braking torque.
The above-mentioned switching start condition includes that the vehicle speed of the vehicle is reduced to a preset vehicle speed, and/or that the braking moment of the braking motion of the vehicle is controlled based on the braking moment to reach the moment reduction start moment.
When the braking torque curve includes a first braking torque and a second braking torque, and the switching start condition indicates that the braking torque is switched from the first braking torque to the second braking torque before the braking sequence of the second braking torque, the controlling the braking motion of the vehicle based on the braking torque in the braking torque curve and the switching control parameter may include controlling the braking motion of the vehicle based on the first braking torque, and controlling the switching of the first braking torque to the second braking torque based on the switching control parameter to continue controlling the braking motion of the vehicle when the switching start condition is satisfied.
In some embodiments, the above-described switching control parameters further include a torque-down speed.
Based on the above, the process of controlling the switching of the first braking torque to the second braking torque based on the switching control parameter to continue controlling the braking motion of the vehicle may include controlling the braking torque of the vehicle to be reduced from the first braking torque to the second braking torque according to the torque reduction speed, and continuing controlling the braking motion of the vehicle based on the second braking torque.
In some embodiments, the above-mentioned switching control parameter further includes a moment drop end time for indicating an end time of reducing the braking moment of the vehicle, at which moment drop end time the braking moment of the vehicle is the second braking moment.
In some embodiments, the process of obtaining the braking torque curve in the case that the vehicle has a braking requirement may include the following steps:
in the case of a vehicle having a braking demand, predicting a deceleration curve and a pitch angle speed curve of the vehicle during braking;
determining an optimization target required for generating a braking torque curve according to the pitch angle speed curve, and determining constraint conditions required for generating the braking torque curve according to the deceleration curve;
and determining a braking moment curve according to the optimization target and the constraint condition.
Wherein the deceleration curve is used to describe the changing relationship between vehicle speed and time during braking of the vehicle.
The pitch angle speed curve is used for describing the change relation between the pitch angle speed and time of the vehicle in the braking process.
Wherein the optimization objective is determined based on the peak and valley values of the pitch angle rate curve.
Wherein the constraint conditions include a braking torque range, a braking distance range, and a stopping time determined based on the deceleration curve.
The braking torque range is used to indicate the range in which the braking torque can be adjusted. The braking torque range includes a minimum braking torque and a maximum braking torque.
The braking distance range is used to indicate the distance the vehicle travels from the start of applying the brake to the complete stop of the vehicle. The braking distance range includes a minimum braking distance and a maximum braking torque.
The parking time indication controls time information when the vehicle is parked based on the braking torque curve.
In some embodiments, the determining the constraints required for generating the braking torque curve based on the deceleration curve may include determining the constraints based on the deceleration curve and environmental parameters of the environment in which the vehicle is located.
Wherein the environmental parameter comprises a road adhesion coefficient.
Based on this, the above constraint may further include a braking torque range, a braking distance range, and a stopping time determined based on the road surface adhesion coefficient and the deceleration curve.
In some embodiments, the process of predicting the deceleration curve and the pitch angle speed curve of the vehicle during braking may include setting initial adjustment parameters for generating a braking torque curve according to an initial braking torque of the vehicle in case of a braking demand, the initial adjustment parameters including the initial braking torque, at least one braking torque sequentially located after the initial braking torque, and a switching control parameter between adjacent braking torques, and predicting the deceleration curve and the pitch angle speed curve of the vehicle during braking based on the initial adjustment parameters.
The initial braking torque is the braking torque determined when the vehicle has a braking demand.
For example, the braking torque profile includes a first braking torque and a second braking torque, the braking sequence of the first braking torque being located before the braking sequence of the second braking torque. Based on this, the initial braking torque is a first braking torque. For another example, the braking torque curve includes three formulated torques, namely, braking torque a, braking torque B, and braking torque C, with the braking sequence of braking torque a being located before the braking sequence of braking torque B, and the braking sequence of braking torque B being located before the braking sequence of braking torque C. Based on this, the initial braking torque is a braking torque a.
The initial braking torque is determined based on the pedal depth of the vehicle and the corresponding relation between the preset pedal depth and the preset braking torque.
The initial adjustment parameters are parameters for adjusting a braking torque curve, wherein the parameters are set for generating the braking torque curve.
Based on the above, in some embodiments, the process of determining the braking torque curve according to the optimization target and the constraint condition may include constructing and obtaining a plurality of candidate braking torque curves based on the initial adjustment parameter, the optimization target and the constraint condition, wherein the adjustment parameters of different candidate braking torque curves are different, performing parameter optimization processing on the plurality of candidate braking torque curves, and taking the candidate braking torque curve obtained by optimizing as the braking torque curve.
In order to facilitate understanding of the above, a specific embodiment will be explained below in connection with the braking torque curve shown in fig. 3.
As shown in fig. 3, T b1 is an initial braking torque, T b2 is a parking braking torque, T 1 is a braking torque drop start time, T 2 is a braking torque drop end time, and T 3 is a parking time. T b1 is generally determined by the depth to which the driver depresses the brake pedal. According to the parameters, initial adjustment parameters (T b1,Tb2,t1,t2,t3) for generating a braking torque curve are set.
After the initial adjustment parameters are set, a deceleration curve and a pitch angle rate curve of the vehicle during braking are predicted based on the initial adjustment parameters.
It should be noted that, based on the initial adjustment parameters, the optimization targets and the constraint conditions, a plurality of candidate braking torque curves are constructed and obtained. The adjustment parameters corresponding to the different candidate braking torque curves are different. And predicting a corresponding deceleration curve and a pitch angle speed curve of the vehicle in the braking process according to the adjusting parameters corresponding to each candidate braking moment curve.
The simulation results of the pitch angle rate curves obtained for the different candidate braking torque curves can be seen in fig. 4. According to the method, the phenomenon that peaks and valleys are overlapped on pitch angle speed curves predicted by different braking torque curves can occur due to the fact that braking torque is influenced by two groups of independent ground longitudinal force inputs of slope descent and vehicle parking is found through the graph 4, according to the phenomenon, the peak value and the valley value of the pitch angle speed curves are taken as optimization targets, braking distance increment, parking time and minimum braking torque are taken as constraint conditions, multiple candidate braking torque curves with different adjusting parameters can be designed for simulation, parameter optimization is conducted from the multiple candidate braking torque curves by means of a GA genetic algorithm, and therefore the optimal braking torque curve adjusting parameters can be solved, and the optimal braking torque curve is taken as a braking torque curve for controlling vehicle braking motion in the embodiment of the application.
It should be noted that, from the simulation result of the pitch angle speed curve shown in fig. 4, it can be known that, after the candidate braking torque curve is used to control the braking motion of the vehicle, the pitch angle speed oscillation amplitude in the parking stage is greatly improved compared with that of the conventional fixed braking torque curve, and the pitch angle speed compensation effect is remarkably improved. And comparing the candidate braking moment curves, and finding that the optimal braking moment curve calculated based on the genetic algorithm is the candidate braking moment curve 1, wherein the comprehensive performance of the candidate braking moment curve 1 is optimal. Through the adjustment of the curve, the peak value and the valley value of the pitch angle speed in the braking stage are reduced by more than 60 percent, the pitch angle is reduced by more than 60 percent, the braking distance is increased by less than 0.15m, and the riding comfort is effectively improved.
In this way, compared with the prior art, when the driver presses the brake pedal during the braking of the vehicle, the braking moment rises to a fixed value until the braking is finished, and the ground longitudinal force is larger, so that the compression or expansion amount of the front and rear suspensions during the stopping of the vehicle is larger, and the pitching impact with larger amplitude is generated, thereby causing the discomfort of the passengers. The present application proposes a comfortable braking torque profile (i.e. the braking torque profile mentioned in the examples of the present application) so that after the vehicle speed has fallen to a certain threshold value, the braking torque of the brake disc can be actively reduced to a certain calculated value. Based on the above, not only can the ground longitudinal braking force be reduced in the braking and parking stage and the pitch angle speed range of the parking impact be reduced, but also a slope excitation can be introduced into the vehicle body pitching system in advance, the slope excitation response and the parking pitch impact response are mutually overlapped and compensated, the maximum amplitude of the pitch angle speed at the end of braking can be greatly reduced under reasonable design, and meanwhile, too much braking distance is not increased.
In some embodiments, the vehicle is configured with a brake analysis model.
The brake analysis model refers to a model for analyzing a braking motion process of a vehicle.
Based on the initial adjustment parameters, the process of predicting the deceleration curve and the pitch angle speed curve of the vehicle in the braking process can comprise the steps of predicting vehicle speed information and pitch angle speed information of the vehicle in the braking process based on the initial adjustment parameters and the initial vehicle speed of the vehicle under the condition of braking requirements through a braking analysis model, constructing the deceleration curve according to a plurality of vehicle speeds with sequences contained in the vehicle speed information, and constructing the pitch angle speed curve according to a plurality of pitch angle speeds with sequences contained in the pitch angle speed information.
Specifically, the brake analysis model includes a tire model and a target dynamics model, wherein the target dynamics model is determined based on at least a dynamics model of the vehicle and a suspension model of the vehicle.
Based on the above, predicting the vehicle speed information and pitch angle speed information of the vehicle during braking based on the initial adjustment parameters and the initial vehicle speed of the vehicle under the condition of having a braking demand through the braking analysis model includes predicting the vehicle speed information and pitch angle speed information of the vehicle during braking based on the initial adjustment parameters and the initial vehicle speed of the vehicle under the condition of having a braking demand through the tire model and the target dynamics model.
In some embodiments, the process of predicting vehicle speed information of a vehicle during braking includes determining, by a tire model, a ground longitudinal force based on an initial vehicle speed and an initial adjustment parameter, updating a vehicle speed of the vehicle based on the ground longitudinal force and a correspondence between a preset tire ground longitudinal force and a preset vehicle speed, determining a new ground longitudinal force based on the updated vehicle speed and the initial adjustment parameter, continuing to execute the step of updating the vehicle speed based on the ground longitudinal force and the correspondence between the preset tire ground longitudinal force and the preset vehicle speed to obtain vehicle speed information.
The process of determining the ground longitudinal force through the tire model based on the initial vehicle speed and the initial adjustment parameter can comprise the steps of predicting a braking moment corresponding to the initial vehicle speed based on the initial adjustment parameter, determining a slip rate based on the braking moment corresponding to the initial vehicle speed and the initial vehicle speed, and determining the ground longitudinal force based on the slip rate and the wheel load information of the vehicle according to a tire magic formula.
The process of determining the slip rate based on the braking moment corresponding to the initial vehicle speed and the initial vehicle speed can comprise the steps of updating the wheel speed of the vehicle according to the braking moment corresponding to the initial vehicle speed and determining the slip rate according to the wheel speed and the initial vehicle speed.
In some embodiments, the process of predicting pitch angle rate information of a vehicle during braking includes determining, by a target dynamics model, a pitch angle of the vehicle based on a ground longitudinal force determined by a tire model and suspension information of the vehicle, updating the suspension information of the vehicle according to the pitch angle, updating the pitch angle of the vehicle based on the updated suspension information and a new ground longitudinal force determined by the tire model, and continuing to perform the step of updating the suspension information of the vehicle according to the pitch angle to determine pitch angle rate information based on the obtained pitch angle.
The suspension information of the vehicle comprises the vertical dynamic force of the suspension on the vehicle and the vertical displacement of the suspension on the vehicle.
In some embodiments, the process of updating the suspension information of the vehicle according to the pitch angle may include updating the vertical displacement according to the pitch angle and the dynamic parameters of the vehicle, and updating the vertical dynamic force based on the updated vertical displacement.
In some embodiments, the braking control method further comprises generating an angular velocity error based on the pitch angle and generating a pitch angle error based on the pitch angle, and updating the vertical dynamic force of the suspension based on the pitch angle error and the angular velocity error by a target adjustment algorithm.
Wherein the target adjustment algorithm comprises a fuzzy proportional-integral-derivative control algorithm.
In some embodiments, the above-described brake control method further includes updating wheel load information of the vehicle based on the vertical dynamic force of the suspension, such that the tire model determines the ground longitudinal force based on the adjusted wheel load information.
In some embodiments, the target dynamics model further comprises a ground unevenness model.
Based on the above, the process of determining the pitch angle of the vehicle based on the ground longitudinal force determined by the tire model and the suspension information of the vehicle through the target dynamics model may include determining the pitch angle of the vehicle based on the ground longitudinal force determined by the tire model, the suspension information of the vehicle, and the target noise, wherein the target noise is obtained by analyzing the unevenness of the ground on which the vehicle is located based on the ground unevenness model through the target dynamics model.
In order to facilitate understanding of the above-described scheme, a specific embodiment will be explained below in connection with the brake analysis model shown in fig. 5.
Specifically, the present application provides a brake analysis model, which is a vehicle body-suspension-tire coupling system, mainly comprising two parts, namely a tire model and a vehicle body-suspension model (i.e. the target dynamics model mentioned in the embodiment of the present application).
The tire model comprises a magic tire longitudinal force calculation module 201, a vehicle speed calculation module 202, a braking moment module 203, a front wheel slip rate calculation module 204 and a rear wheel slip rate calculation module 205. The vehicle speed output by the vehicle speed calculation module 202 and the braking torque output by the braking torque module 203 are jointly led into the front wheel slip ratio calculation module 204 and the rear wheel slip ratio calculation module 205, the wheel speed is updated based on the current braking torque, the slip ratio is obtained by making a difference with the vehicle speed, the slip ratio is led into the magic tire longitudinal force calculation module 201 to solve the actual ground longitudinal force of the tire, and finally the ground longitudinal force is led into the vehicle speed calculation module 202 to update the vehicle speed, so that a calculation closed loop is formed.
The vehicle body-suspension model comprises an active suspension displacement calculation module 206, an active suspension output force calculation module 207, a tire vertical acceleration calculation module 208, a fuzzy PID controller 209 and a pitch angle speed calculation module 210. When the pitch angle speed calculation module 210 receives the ground longitudinal force provided by the magic tyre longitudinal force calculation module 201, the whole vehicle generates pitch motion, the change of the pitch angle causes the active suspension displacement calculation module 206 and the active suspension output force calculation module 207 to generate displacement and output force change in sequence, and as a result, the pitch angle speed calculation module 210 is input, and the system also forms a closed loop. The active suspension output force calculation module 207 also causes the vertical loads of the front and rear tires to change, and then the vertical loads are led back to the magic tire calculation process through the vertical acceleration calculation module 208. In order to restrain the pitching motion of the vehicle body, a fuzzy PID controller 209 is designed, and the fuzzy PID controller 209 adjusts the main power output of the suspension in real time according to the pitch angle error and the pitch angle speed error, so that the pitching impact of the whole vehicle is reduced. In addition to the two parts, the system also has a ground disturbance module 211, which provides a ground disturbance signal.
The braking analysis model is added with a vehicle body pitching center deviation, a tire elastic damping model, a tire ground sliding model, a ground unevenness interference model and a braking model on the basis of the existing dynamics model. When the vehicle brakes, the braking moment generates a ground longitudinal force through the tire model, and the ground longitudinal force has an inertia pitching moment on the vehicle body. Secondly, the disturbance of the unevenness of the ground is also transmitted to the vehicle body through the tire elastic damping model and the active suspension model in sequence, and the pitching motion of the vehicle is generated by the combined action of the factors. The traditional analysis of the brake analysis model is too ideal, and the effect of coupling of a vehicle body, a suspension and a tire in actual working conditions cannot be considered, so that certain deviation exists in the analysis and calculation of the pitch angle and the angular velocity of the whole vehicle, and the complementary dynamic model can comprehensively analyze the influence of internal coupling, external interference and different running working conditions of the system.
In some examples, as shown in fig. 6, the braking analysis model in the application is a half active suspension vehicle dynamics model, mainly comprising front and rear tires, front and rear active suspensions, a vehicle body and other components, wherein the physical meanings of variables of the dynamics model are shown in table 1, and since the comfortable braking adjustment function is generally inserted in the stage of braking to be finished, and the vehicle speed is lower than 2m/s, the external resistances such as rolling resistance, wind resistance and the like can be ignored during analysis.
TABLE 1
Specifically, the equation of motion of the vertical displacement of the vehicle body may be:
Second derivative of vertical displacement of sprung mass vehicle body = vertical dynamic force of front suspension + vertical dynamic force of rear suspension, which is specifically shown in formula (1-1) below, wherein Is the vertical dynamic force of the front and rear suspensions.
(1-1)。
When the ground longitudinal force is interposed, the process for calculating the vertical dynamic force of the front and rear active suspensions is as follows:
Vertical dynamic force of front suspension= -front suspension spring rate (front suspension vertical displacement-front wheel vertical displacement) -front suspension damping coefficient (first derivative of front suspension vertical displacement-first derivative of front wheel vertical displacement) +front suspension main force;
vertical dynamic force of the rear suspension= -rear suspension spring rate (rear suspension vertical displacement-rear wheel vertical displacement) -rear suspension damping coefficient (first derivative of rear suspension vertical displacement-first derivative of rear wheel vertical displacement) +rear suspension main force.
The method is specifically shown as a formula (1-2):
(1-2)。
In the present application, the ground longitudinal force is in the positive direction of the vehicle braking direction, and the pitch moment is in the positive direction of the vehicle heading direction.
In addition, due to pitch angleThe process of calculating the vertical displacement of the front and rear active suspension is respectively as follows in combination with fig. 1 and the formula (1-2):
Front suspension vertical displacement = vehicle body vertical displacement- [ square of (front wheelbase + horizontal distance of centroid to pitch center + square of centroid to pitch center vertical distance ];
Rear suspension vertical displacement = vehicle body vertical displacement + [ square of rear wheelbase-horizontal distance of centroid to pitch center + square of centroid to pitch center vertical distance ].
The method is specifically shown in the formula (1-3):
(1-3)。
In the horizontal direction, the motion equation of the ground longitudinal force acting on the whole vehicle can be that the first derivative of the mass of the half vehicle = - (front wheel ground longitudinal force+rear wheel ground longitudinal force), and the specific formula (1-4) is shown as follows:
(1-4)。
Since the ground longitudinal force mainly comes from frictional resistance generated when the front and rear wheels slip with the ground during vehicle braking, the torque equation of motion during wheel braking can be expressed as:
Front wheel inertia first derivative of front wheel speed = front wheel ground longitudinal force x wheel travel effective radius-front wheel braking moment;
Rear wheel inertia first derivative of rear wheel speed = rear wheel ground longitudinal force × wheel travel effective radius-rear wheel braking torque.
The method is specifically shown in the formula (1-5):
(1-5)
for front and rear wheels, the vertical equation of motion can be expressed as:
Front wheel mass second derivative of front wheel vertical displacement = -front tire spring rate (front wheel vertical displacement-front ground vertical displacement) -front suspension damping coefficient (front wheel vertical displacement first derivative-front ground vertical displacement first derivative) -front suspension vertical dynamic force;
Rear wheel mass second derivative of rear wheel vertical displacement = -rear tire spring rate (rear wheel vertical displacement-rear ground vertical displacement) -rear suspension damping coefficient (first derivative of rear wheel vertical displacement-first derivative of rear ground vertical displacement) -rear suspension vertical dynamic force.
It can be specifically represented by the following formula (1-6):
(1-6)。
the vertical load between the front and rear tires and the ground in the formulas (1-6) consists of a static vertical load and a dynamic vertical load, which can be expressed specifically as:
Front wheel ground vertical force = rear wheelbase × half vehicle mass × g/(front wheelbase + rear wheelbase) -front suspension vertical dynamic force;
rear wheel ground vertical force = front wheelbase x half vehicle mass x g/(front wheelbase + rear wheelbase) -rear suspension vertical dynamic force;
Front suspension vertical dynamic force = front tire spring rate (front wheel vertical displacement-front ground vertical displacement) +front tire damping coefficient (first derivative of front wheel vertical displacement-first derivative of front ground vertical displacement) +front suspension main power;
Rear suspension vertical dynamic force = rear tire spring rate (rear wheel vertical displacement-rear ground vertical displacement) +rear tire damping coefficient (first derivative of rear wheel vertical displacement-first derivative of rear ground vertical displacement) +rear suspension main power;
Specifically as shown in the formula (1-7):
(1-7)。
further, by the parallel axis theorem, determining the pitch center moment of inertia can be expressed as:
pitch center moment of inertia = body centroid moment of inertia + sprung mass centroid to pitch center horizontal distance squared + centroid to pitch center vertical distance squared).
The method is specifically shown in the formula (1-8):
(1-8)。
based on the formula, an integral body pitching motion equation can be determined, and the integral body pitching motion equation can be expressed as a second derivative of pitching center moment inertia and integral pitch angle= -front suspension vertical dynamic force (front wheelbase + horizontal distance from centroid to pitching center) +rear suspension vertical dynamic force (rear wheelbase-horizontal distance from centroid to pitching center) +front wheel ground longitudinal force and rear wheel ground longitudinal force arm. The method is specifically shown in the formula (1-9):
(1-9)。
Wherein the longitudinal moment arm The solution mode of the method comprises the steps of enabling a front wheel longitudinal force arm = centroid height-centroid to longitudinal center vertical distance + vehicle body vertical displacement-front suspension vertical displacement, and enabling a rear wheel longitudinal force arm = centroid height-centroid to longitudinal center vertical distance + vehicle body vertical displacement-rear suspension vertical displacement, wherein the method can be specifically shown according to the following formulas (1-10):
(1-10)。
Wherein the vertical displacement of the ground is I.e. the ground disturbance affects the height at which longitudinal forces act on the wheel.
The front and rear wheel slip rate is calculated by the front wheel slip rate= (real-time vehicle speed-front wheel speed-wheel running effective radius)/real-time vehicle speed, and the rear wheel slip rate= (real-time vehicle speed-rear wheel speed-wheel running effective radius)/real-time vehicle speed. It can be specifically represented by the following formulas (1-11):
(1-11)。
Aiming at the tire model and the ground interference model, the application can adopt a classical magic tire formula to solve the ground longitudinal force. Wherein, the magic tire formula calculates the ground longitudinal force of the tire As shown in formulas (1-12):
(1-12)。
wherein, the As a factor of the stiffness of the steel,In the form of a form factor of the device,As a result of the peak value factor,Is a curvature factor.
Specifically, the stiffness factor, the shape factor, the peak factor and the curvature factor are calculated according to the formula (1-13):
(1-13)。
wherein, the For vertical load of tyre, i.e. in formulae (1-7),
The road surface unevenness characteristic description standard inputted to the vehicle vibration system is the road surface power spectral densityCan be represented by the following formulas (1-14):
(1-14)。
wherein, the The spatial frequency is typically taken to be 0.1m -1 for the ground reference,For road surface irregularities at the reference spatial frequency power spectral density,Is a frequency index, typically a piecewise function, over different frequency ranges.
Further, the time domain excitation equation due to the ground unevenness can be modeled according to the following formulas (1-15):
(1-15)。
wherein, the For displacement input of road surface irregularities, i.e. in formulae (1-6),For the spatial frequency of the selected road surface,For the running speed of the vehicle,As a white noise function.
Performing rational function fitting based on the above formula (1-15) to obtain the following formula (1-16), and obtaining model parameters based on multistage road surface simulation analysis。
(1-16)
Wherein the road surface roughness mainly comprises class A, class B and class C, and class C road surface is generally selected to correspond to the road surface classificationWhen simulation is performed, the sampling time is 10ms, and the noise power is set to 0.01m 2, the ground unevenness noise interference input is shown in fig. 7.
Based on the above, referring to fig. 8, a braking control flow of a specific embodiment of the braking control method of the present application is that the vehicle is driven at a constant speed initially, and when it is detected that the driver presses the brake pedal, the comfortable braking function is formally triggered, and the ground longitudinal force of the initial state before the braking of the vehicle is taken to be 0. The initial wheel speed is obtained by dividing the real-time vehicle speed estimated by the IMU state and the effective radius of the running wheels. The wheel angular acceleration is calculated using the formula (1-5) based on the brake torque measured by the wheel cylinder pressure sensor. The wheel speed is updated after integration by time. And combining the real-time vehicle speed signals to calculate the slip rate by taking the difference of the formulas (1-11). The calculated slip ratio is led into the magic tire longitudinal force calculation module 201, the actual longitudinal force of the ground is solved through the formula (1-12), and the result is substituted into the formula (1-5) to calculate the updated wheel speed in an iterative manner. The ground longitudinal force and wheel runout are input to the pitch angle rate calculation module 210, and the ground longitudinal force generates a pitch moment to the pitch center, but the suspension has damping characteristics, so that the vehicle body generates a pitch motion with vibration damping. The pitch angle speed, the angle curve and the deceleration curve generated by braking can be predicted by coupling the suspension system through the formulas (1-4) and (1-9) and integrating the instantaneous pitch angle acceleration. The predicted pitch angle speed and pitch angle difference with zero are used as two-dimensional error variables, input into a fuzzy PID controller 209 for feedback calculation, and a suspension main power request value required for restraining the pitch motion of the suspension is calculated through a fuzzy control rule table, so that the pitch angle speed peak value is reduced, and the impact is reduced. According to the predicted deceleration curve and pitch angle speed curve, the peak value valley value of the pitch angle speed curve is used as a fitness function, the braking distance, the stopping time, the minimum braking moment and the like are used as constraint conditions, and the shape adjusting parameters of the braking moment curve are optimized through a GA genetic algorithm, so that the optimal braking moment curve as shown in figure 3 is calculated, the braking moment of wheels during stopping is actively reduced in the braking ending stage until the vehicle is completely braked, and the comfortable braking function is exited. For the ground with different road adhesion coefficients, the maximum braking moment and the braking danger are different under the condition that the vehicle is not locked, so that the range of the internal constraint conditions of the genetic algorithm is regulated according to the magnitude of the road adhesion coefficient, and the maximum amplitude of the pitch angle speed during braking and parking is effectively reduced, the comfort of passengers is improved, and carsickness is prevented on the basis of ensuring the braking safety.
Therefore, under the working conditions of different braking intensity and road adhesion coefficient, the system can automatically adjust the shape of a comfortable braking moment curve so as to achieve optimal compensation of the pitch angle speed of the vehicle body, improve driving comfort and analyze the influence on the braking distance.
Specifically, a fuzzy PID controller is designed based on an active suspension to regulate pitching motion, a whole vehicle pitching angle error e and an angular velocity error ec are used as input signals, a fuzzy domain is selected according to uncontrolled pitching angle and angular velocity errors during vehicle braking, and input and output signals are integrated into the domain through normalization operation. And 7 fuzzy language variable subsets are selected as { NB, NM, NS, ZO, PS, PM, PB }, the input variables are fuzzified by using a Gaussian membership function, and the output values of the controller are the regulating variables of the PID control unit, namely a proportional variable delta kp, an integral variable delta ki and a differential variable delta kd. And formulating a fuzzy rule table to determine the relation between the fuzzy input signal and the output signal, and obtaining the PID regulating variable value corresponding to the current input signal by means of defuzzification, wherein the regulating variable is summed with the initial PID parameter, and the control unit is updated to realize the self-adaptive PID control of the system.
Before simulation, the mass, the wheelbase, the spring stiffness, the damping and other parameters of the half active suspension vehicle dynamics model in fig. 6 are set, as shown in fig. 9, an initial braking moment embodiment of the invention is shown, when the vehicle runs at a constant speed for 3s, a brake pedal is pressed down for braking, when the vehicle runs at a constant speed for 4s, the braking moment rises to the maximum, and the front and rear wheel braking moment distribution coefficient is 0.5. Considering the limitation of the actual suspension performance, the maximum adjusting force range which can be output by the active suspension needs to be set, and the non-control, PID controller and fuzzy PID controller are respectively applied to the active suspension for simulation, so that the obtained pitch angle speed simulation result is shown in figure 10. It can be seen that the pitch angle speed peak value and the pitch angle speed valley value at the end of braking can be reduced by controlling the active suspension through the self-adaptive fuzzy PID algorithm, the effect is better than that of the PID controller, and the braking distance is not influenced. The method can improve the riding comfort of the vehicle and does not influence the braking efficiency, but has limited capability of improving the braking pitching impact because the adjusting range of the active suspension is influenced by a plurality of factors such as cost, structure and the like.
Further, the fuzzy PID suspension controller and the comfortable braking torque curve are combined, and a combined control method is designed for the vehicle braking comfort. The simulation of not performing pitching motion adjustment, only adopting an active suspension fuzzy PID controller, only adopting a comfortable braking moment curve, and simultaneously adopting the active suspension fuzzy PID controller and the comfortable braking moment curve is respectively performed on the vehicle body-suspension-tire coupling model, and the obtained pitch angle speed pair is shown in figure 11. It can be observed that the pitch angle speed of the vehicle in the braking stage is reduced by 74% compared with the original peak value and the valley value is reduced by 63% under the action of the combined regulation strategy.
Therefore, through designing the fuzzy PID controller, the pitch angle speed error and the pitch angle error in the vehicle braking process are used as input, and the suspension damping current is controlled in real time to feed back and adjust the pitch angle speed of the vehicle. The simulated pitch angle speed variation curves before and after the fuzzy PID control are compared under different braking working conditions. Compared with a common PID controller, the fuzzy PID controller reduces the amplitude of the pitch angle speed and the overshoot of the pitch angle when the system is braked, and compared with other algorithms, the algorithm has the advantages of small occupied resources and strong robustness and can be applied to actual vehicles.
Based on the above, the application provides a vehicle comfortable braking strategy applied to different road adhesion coefficients, as shown in fig. 12, firstly, the running information of the vehicle is collected by utilizing a sensor, the sensor system mainly comprises a centroid accelerometer, a centroid gyroscope, a wheel speed sensor, a brake pedal depth sensor, a laser radar ranging unit and the like, the collected data are collected into a central domain processor for filtering and state estimation, signals of road adhesion coefficients, slip rate, vehicle speed of the whole vehicle, brake pedal braking force, distance from a front obstacle and the like of each wheel are calculated, and the comfortable braking function working logic of the vehicle is determined based on the signals.
In some embodiments, the process of obtaining a braking torque profile in the event that the vehicle has a braking demand may include obtaining a braking torque profile in the event that the vehicle has a braking demand and the environment in which the vehicle is located meets a safe environmental condition.
Wherein the safe environmental condition is determined based on a road adhesion coefficient of an environment in which the vehicle is located.
In other embodiments, the method may further include controlling braking movement of the vehicle based on an initial braking torque of the vehicle when the vehicle has a braking demand and the environment of the vehicle does not meet the safe environmental condition.
Specifically, the vehicle comfortable braking combination control strategy can actively reduce the braking moment of wheels at the braking ending stage, can cause the final braking distance to slightly increase and weaken the braking performance of the vehicle to a certain extent, so that the comfortable braking function needs to be applied under the condition of ensuring driving safety, is only suitable for the conventional braking working condition in daily traffic, and does not allow triggering under the extreme braking working condition. For example, during braking, the ABS function may have anti-lock requirements or the AEB function may be automatically turned off when it has anti-collision emergency braking requirements.
In addition, the adhesion coefficient of each wheel is different during the running of the vehicle, the vehicle can also pass through a split road surface or a butt road surface, and in order to keep the running stability of the vehicle, the comfort braking function is interrupted when the split road surface or the butt road surface is started, and the comfort braking function is restarted after the road surface is recovered.
The comfortable braking function on a uniform road surface is to change the braking combination adjustment strategy according to different road surface adhesion coefficients, the road surfaces with different adhesion coefficients have obvious influence on the effective adjustment range of braking moment, and the fact that the braking distance of low-adhesion surfaces such as ice surfaces, snow surfaces and the like is generally higher than that of high-adhesion surfaces is considered, the braking safety risk is high, the accident occurrence rate is high, and the braking distance is not suitable to be increased any more. Therefore, the algorithm provided by the application does not adjust the braking moment curve on ice and snow with the road adhesion coefficient smaller than 0.3, and when the road adhesion coefficient is larger than 0.3 and smaller than 0.6, the braking distance calculated according to the initial braking moment and the road adhesion coefficient can be used as a boundary constraint condition for genetic optimization of the braking moment curve, the braking moment adjusting range is required to be narrowed, and the braking moment adjusting capability is completely opened when the road adhesion coefficient is larger than 0.6 and the road adhesion coefficient is larger than 0.6. The combined regulation strategy for the braking and pitching comfortableness of the vehicle with different road adhesion coefficients can greatly optimize the driving comfortableness under the condition of ensuring the driving safety.
Thus, the comfortable braking function is designed by combining the advantages of the active suspension and the braking moment curve, and the pitching impact of the vehicle is restrained in the vehicle braking working condition. The comfortable braking function is generally used for daily running braking conditions, interaction of a series of functions such as ABS, AEB, ADAS is considered, a comfortable braking moment curve can increase braking distance to a certain extent, driving safety is comprehensively considered, an intelligent chassis comfortable braking control strategy capable of being dynamically adjusted according to different road adhesion coefficients is provided, and driving comfort can be effectively improved.
The embodiment of the application also provides a controller, as shown in fig. 13, which shows a schematic structural diagram of the controller according to the embodiment of the application, specifically:
The controller may include one or more processor cores 'processors 301, one or more storage media's memory 302, a power supply 303, and an input unit 304, among other components. Those skilled in the art will appreciate that the controller configuration shown in fig. 13 is not limiting of the controller and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components. Wherein:
the processor 301 is the control center of the controller, connects the various parts of the overall controller using various interfaces and lines, performs various functions of the controller and processes data by running or executing computer programs and/or modules stored in the memory 302, and invoking data stored in the memory 302. Optionally, the processor 301 may include one or more processing cores, and preferably, the processor 301 may integrate an application processor and a modem processor, wherein the application processor primarily processes operating systems, user interfaces, application programs, etc., and the modem processor primarily processes wireless communications. It will be appreciated that the modem processor described above may not be integrated into the processor 301.
The memory 302 may be used to store computer programs and modules, and the processor 301 executes various functional applications and brake control by running the computer programs and modules stored in the memory 302. The memory 302 may mainly include a storage program area that may store an operating system, computer programs required for at least one function (such as an acousto-optic cue function, a brake control function, etc.), etc., and a storage data area that may store data created according to the use of the controller, etc. In addition, memory 302 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device. Accordingly, the memory 302 may also include a memory controller to provide the processor 301 with access to the memory 302.
The controller also includes a power supply 303 for powering the various components, preferably, the power supply 303 is logically connected to the processor 301 by a power management system, such that functions such as managing charging, discharging, and power consumption are performed by the power management system. The power supply 303 may also include one or more of any components, such as a direct current or alternating current power supply, a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator, and the like.
The controller may also include an input unit 304, which input unit 304 may be used to receive input numeric or character information and to generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.
Although not shown, the controller may further include a display unit or the like, which is not described herein. In particular, in this embodiment, the processor 301 in the controller loads executable files corresponding to the processes of one or more computer programs into the memory 302 according to the following instructions, and the processor 301 executes the computer programs stored in the memory 302, so as to implement various functions, for example:
When the vehicle has a braking requirement, a braking moment curve is acquired, wherein the braking moment curve comprises at least two braking moments with a braking sequence and switching control parameters of adjacent braking moments, and the braking moment behind the braking sequence is smaller than the braking moment in front of the braking sequence;
the braking movement of the vehicle is controlled based on the braking torque in the braking torque curve and the switching control parameter.
It can be seen that the controller provided by the embodiment of the application obtains a braking moment curve through the condition that a vehicle has a braking requirement, wherein the braking moment curve comprises at least two braking moments with a braking sequence and switching control parameters of adjacent braking moments, the braking moment after the braking sequence is smaller than the braking moment before the braking sequence, and the braking motion of the vehicle is controlled based on the braking moment and the switching control parameters in the braking moment curve. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
The specific embodiments and the corresponding beneficial effects of the above operations can be referred to the above detailed description of the brake control method, and will not be described herein.
It will be appreciated by those of ordinary skill in the art that all or part of the steps of the various methods of the above embodiments may be performed by a computer program, or by computer program control related hardware, which may be stored in a storage medium and loaded and executed by a processor.
To this end, an embodiment of the present application provides a storage medium in which a computer program is stored, the computer program being capable of being loaded by a processor to perform the steps of any one of the brake control methods provided by the embodiment of the present application. For example, the computer program may perform the steps of:
When the vehicle has a braking requirement, a braking moment curve is acquired, wherein the braking moment curve comprises at least two braking moments with a braking sequence and switching control parameters of adjacent braking moments, and the braking moment behind the braking sequence is smaller than the braking moment in front of the braking sequence;
the braking movement of the vehicle is controlled based on the braking torque in the braking torque curve and the switching control parameter.
It can be seen that the storage medium provided by the embodiment of the application obtains a braking moment curve through the condition that a vehicle has braking requirements, wherein the braking moment curve comprises at least two braking moments with braking sequences and switching control parameters of adjacent braking moments, the braking moment after the braking sequences is smaller than the braking moment before the braking sequences, and the braking motion of the vehicle is controlled based on the braking moment and the switching control parameters in the braking moment curve. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
The specific embodiments and the corresponding beneficial effects of each of the above operations can be found in the foregoing embodiments, and are not described herein again.
The storage medium may include Read Only Memory (ROM), random access Memory (Random Access Memory, RAM), magnetic disk or optical disk, etc.
The steps in any of the braking control methods provided in the embodiments of the present application may be executed by the computer program stored in the storage medium, so that the beneficial effects that any of the braking control methods provided in the embodiments of the present application may be achieved are detailed in the previous embodiments and will not be described herein.
Wherein according to an aspect of the application, a computer program product or a computer program is provided, the computer program product or computer program comprising computer instructions stored in a storage medium. The processor of the computer device reads the computer instructions from the storage medium, and the processor executes the computer instructions, so that the computer device executes the brake control method described above.
Embodiments of the present application also provide a vehicle comprising the controller described above, or the computer program product described above.
The vehicle comprises the controller, a braking moment curve is obtained through the controller under the condition that the vehicle has braking requirements, the braking moment curve comprises at least two braking moments with braking sequences and switching control parameters of adjacent braking moments, the braking moment after the braking sequences is smaller than the braking moment before the braking sequences, and the braking movement of the vehicle is controlled based on the braking moment in the braking moment curve and the switching control parameters. Based on the above, the braking motion of the vehicle is controlled by adopting a braking moment curve comprising a plurality of braking moments with different magnitudes and different braking sequences, so that the pitching impact of the vehicle when the vehicle is parked is smoothed by reducing the braking moment, and the user experience is improved.
The specific structure of the vehicle the application is not limited. The above embodiments and corresponding advantageous effects of the respective operations of the control device are also applicable to the vehicle, and specific reference may be made to the above detailed description of the vehicle control method, which is not repeated herein.
The foregoing describes a brake control method, a controller, a storage medium, a computer program product, and a vehicle according to embodiments of the present application in detail, and specific examples are provided herein to illustrate the principles and embodiments of the present application, and the above description of the embodiments is only for aiding in understanding of the method and core concept of the present application, and meanwhile, as for those skilled in the art, according to the present application, there are variations in the specific embodiments and application ranges, so that the disclosure should not be interpreted as limiting the application.
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