CN111361562B - Control method for vehicle safety braking - Google Patents
Control method for vehicle safety braking Download PDFInfo
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- CN111361562B CN111361562B CN202010209393.2A CN202010209393A CN111361562B CN 111361562 B CN111361562 B CN 111361562B CN 202010209393 A CN202010209393 A CN 202010209393A CN 111361562 B CN111361562 B CN 111361562B
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- 238000012544 monitoring process Methods 0.000 abstract description 6
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
- B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
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- Automation & Control Theory (AREA)
- Transportation (AREA)
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- Regulating Braking Force (AREA)
Abstract
本申请涉及一种车辆安全制动的控制方法，涉及汽车电子制动领域。本方法包括首先在识别到电子稳定控制系统ESC增压时，对车辆的制动踏板的状态进行监控，然后在监控到制动踏板的状态发生变化时，对车辆的行驶工况进行识别，基于车辆当前的行驶工况，分析与行驶工况对应的制动踏板的制动影响因素，以确定车辆的制动方式，其中，制动踏板的制动影响因素包括制动踏板产生的主动制动压力与ESC产生的自动制动压力的大小关系、主动制动压力的持续时间，以及制动踏板的开度变化率。本申请提供的车辆安全制动的控制方法，解决了相关技术中ESC自动制动与驾驶员主动制动时的制动力控制不合理导致制动力不足或过大的问题。
The application relates to a control method for vehicle safety braking, and relates to the field of automotive electronic braking. The method includes firstly monitoring the state of the brake pedal of the vehicle when it is recognized that the electronic stability control system ESC is boosted, and then recognizing the driving condition of the vehicle when the state of the brake pedal is monitored to change, based on The current driving conditions of the vehicle are analyzed, and the braking influencing factors of the brake pedal corresponding to the driving conditions are analyzed to determine the braking mode of the vehicle, wherein the braking influencing factors of the brake pedal include the active braking generated by the brake pedal The relationship between the pressure and the automatic braking pressure generated by the ESC, the duration of the active braking pressure, and the rate of change of the brake pedal opening. The control method for vehicle safety braking provided by the present application solves the problem of insufficient or excessive braking force caused by unreasonable braking force control during ESC automatic braking and driver active braking in the related art.
Description
Technical Field
The application relates to the field of automobile electronic braking, in particular to a control method for vehicle safety braking.
Background
At present, with the vigorous development of the automobile industry and the gradual improvement of the living standard of people, automobiles become indispensable transportation tools for people. In the daily driving process, due to the reasons of external interference, fatigue driving, distraction and the like, the driver often cannot well control the driving of the automobile when driving the automobile, for example: if an obstacle appears in the front driving direction, if a driver does not timely control the automobile to perform corresponding braking, the automobile is likely to directly collide with the obstacle, and great personal safety is generated for the driver and passengers.
In the related art, an electronic Stability control system ESC (electronic Stability control) has gradually become a necessary regulation safety item for passenger vehicles, and as passenger vehicles in the chinese market basically enter the era of assistant driving L2, most vehicles start to be configured with automatic Emergency Braking AEB (automatic/Advanced Emergency Braking), adaptive cruise acc (adaptive cruise control), and full automatic Parking apa (auto park assist) functions, which can all decelerate the vehicles through ESC active Braking, thereby ensuring that the vehicles can automatically perform corresponding Braking under different driving environments, and ensuring the safety of drivers and passengers to a certain extent.
However, during driving, when conditions such as AEB emergency braking, ACC deceleration which is not expected by the driver, or when a vehicle or an obstacle with a sudden lane change ahead is not recognized during ACC deceleration, the driver may habitually use the brake pedal to actively brake the vehicle, and at this time, the final braking force may be insufficient or too large due to the fact that arbitration control of the ESC automatic braking and the braking force during driver active braking is not reasonable, and a traffic safety accident may also be caused, which threatens the safety of the driver and passengers.
Disclosure of Invention
The embodiment of the application provides a control method for vehicle safety braking, and aims to solve the problem that in the related technology, insufficient or overlarge braking force is caused by unreasonable control of the braking force during ESC automatic braking and driver active braking.
In a first aspect, a method for controlling safety braking of a vehicle is provided, which includes the steps of:
s1, monitoring the state of a brake pedal of a vehicle when the pressure increase of an Electronic Stability Control (ESC) system is identified;
s2, identifying the running condition of the vehicle when the state of the brake pedal is monitored to be changed;
and S3, analyzing the braking influence factors of the brake pedal corresponding to the running condition based on the current running condition of the vehicle to determine the braking mode of the vehicle, wherein the braking influence factors of the brake pedal comprise the magnitude relation between the active braking pressure generated by the brake pedal and the automatic braking pressure generated by the ESC, the duration of the active braking pressure and the opening change rate of the brake pedal.
In some embodiments, in step S3, if the driving condition of the vehicle is identified as the first driving condition, comparing whether the active braking pressure generated by the brake pedal is greater than the automatic braking pressure generated by the ESC, if not, applying the automatic braking pressure to the vehicle, if so, further comparing whether the duration of the active braking pressure is greater than a preset time, if not, applying the automatic braking pressure to the vehicle, and if so, applying the active braking pressure to the vehicle.
In some embodiments, in step S3, if the driving condition of the vehicle is identified as the second driving condition, comparing whether the opening change rate of the brake pedal is greater than the preset change rate, if so, applying the automatic brake pressure and the active brake pressure to the vehicle at the same time, if not, comparing whether the active brake pressure is greater than the automatic brake pressure, if so, applying the active brake pressure to the vehicle, and if not, applying the automatic brake pressure to the vehicle.
In some embodiments, in step S3, if the driving condition of the vehicle is identified as the third driving condition, the vehicle is driven to the brake-braking condition.
In some embodiments, in step S1, the opening degree value of the brake pedal is monitored by the brake pedal opening degree sensor, and if the opening degree value is monitored to be increased, the driving condition of the vehicle is identified.
In some embodiments, the first driving condition is automatic emergency braking AEB, the second driving condition is adaptive cruise ACC, and the third driving condition is full automatic parking APA.
In some embodiments, if the driving condition of the vehicle is identified to be the first driving condition, the ESC is used to calculate the magnitude of the automatic braking pressure according to the demanded deceleration sent by the AEB, and whether the active braking pressure generated by the brake pedal is greater than the automatic braking pressure generated by the ESC is compared, if not, the automatic braking pressure is applied to the vehicle, if yes, the duration of the active braking pressure is further compared to be greater than a preset time, if not, the automatic braking pressure is applied to the vehicle, and if yes, the active braking pressure is applied to the vehicle.
In some embodiments, if the driving condition of the vehicle is identified to be the second driving condition, monitoring the opening change rate of the brake pedal by using the brake pedal displacement sensor, comparing whether the opening change rate of the brake pedal is greater than a preset change rate, if so, simultaneously applying automatic brake pressure and active brake pressure to the vehicle, if not, comparing whether the active brake pressure is greater than the automatic brake pressure, if so, applying the active brake pressure to the vehicle, and if not, applying the automatic brake pressure to the vehicle.
In some embodiments, if the driving condition of the vehicle is identified to be the third condition, the vehicle is driven to enter the braking condition, and it is determined that the ESC adopts the maximum pressure value of the preset pressure values to brake the vehicle.
In some embodiments, the predetermined rate of change ranges from 50mm/s to 70mm/s, and the predetermined time ranges from 400ms to 600 ms.
The beneficial effect that technical scheme that this application provided brought includes:
the embodiment of the application provides a control method for vehicle safety braking, which is based on the current working condition of vehicle ESC active braking, and when the state of a brake pedal is monitored to change, the braking influence factors of the brake pedal corresponding to the running working condition are analyzed to determine the current braking mode of the vehicle, namely under the working condition of vehicle ESC active braking, the braking influence factors of the brake pedal are analyzed to more accurately distinguish the braking intention of a driver, wherein the braking influence factors of the brake pedal needing to be analyzed comprise: the magnitude of the active brake pressure generated by the brake pedal versus the automatic brake pressure generated by the ESC, the duration of the active brake pressure, and the rate of change of the opening of the brake pedal. The method better solves the problem that the braking force is insufficient or too large due to unreasonable control of the braking force when ESC automatic braking and driver active braking in the related technology.
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In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flowchart of a control method for vehicle safety braking under a first driving condition according to an embodiment of the present disclosure;
FIG. 2 is a flowchart of a control method for vehicle safety braking according to an embodiment of the present disclosure under a second driving condition;
fig. 3 is a flowchart of a control method for vehicle safety braking in a third driving condition according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application provides a control method for vehicle safety braking, which can solve the problem that in the related technology, insufficient or overlarge braking force is caused by unreasonable control of the braking force when ESC automatic braking and driver active braking are performed.
The control method mainly comprises the following steps: s1, monitoring the state of a brake pedal of a vehicle when the pressure increase of an Electronic Stability Control (ESC) system is identified; s2, identifying the running condition of the vehicle when the state of the brake pedal is monitored to be changed; and S3, analyzing the braking influence factors of the brake pedal corresponding to the running condition based on the current running condition of the vehicle to determine the braking mode of the vehicle, wherein the braking influence factors of the brake pedal comprise the magnitude relation between the active braking pressure generated by the brake pedal and the automatic braking pressure generated by the ESC, the duration of the active braking pressure and the opening change rate of the brake pedal.
Further, fig. 1 is a flowchart of the method under the first driving condition, in step S3, if it is identified that the driving condition of the vehicle is under the first driving condition, comparing whether the active braking pressure generated by the brake pedal is greater than the automatic braking pressure generated by the ESC, if not, applying the automatic braking pressure to the vehicle, if so, further comparing whether the duration of the active braking pressure is greater than a preset time, if not, applying the automatic braking pressure to the vehicle, and if so, applying the active braking pressure to the vehicle.
Further, fig. 2 is a flowchart of the method under the second driving condition, in step S3, if the driving condition of the vehicle is identified to be the second driving condition, comparing whether the change rate of the opening degree of the brake pedal is greater than the preset change rate, if so, applying the automatic braking pressure and the active braking pressure to the vehicle at the same time, if not, comparing whether the active braking pressure is greater than the automatic braking pressure, if so, applying the active braking pressure to the vehicle, and if not, applying the automatic braking pressure to the vehicle.
Further, fig. 3 is a flowchart of the method in the third driving condition, and in step S3, if the driving condition of the vehicle is identified as the third driving condition, the vehicle is driven to enter the brake-off condition.
Further, in step S1, the opening degree value of the brake pedal is monitored by the brake pedal opening degree sensor, and if it is monitored that the opening degree value becomes large, the running condition of the vehicle is recognized. The monitoring described herein that the opening value is increased generally means that the opening value is increased from 0.
Further, the first driving condition is automatic emergency braking AEB, the second driving condition is adaptive cruise ACC, and the third driving condition is full-automatic parking APA. Specifically, AEB refers to a technology in which a vehicle normally travels under a non-adaptive cruise condition, such as when the vehicle encounters an emergency or the distance between the vehicle and a preceding vehicle or a pedestrian is less than a safe distance, the vehicle with such a function is not necessarily capable of completely braking the vehicle, thereby avoiding or reducing the occurrence of collision accidents such as rear-end collision and the like, and improving the driving safety; the ACC is an automobile function which allows a vehicle cruise control system to adapt to traffic conditions by adjusting speed, a radar arranged in front of the vehicle is used for detecting whether a vehicle with slower speed exists on a road where the vehicle advances, if the vehicle with slower speed exists, the ACC reduces the speed of the vehicle and controls clearance or time clearance with the vehicle in front, if the system detects that the vehicle in front is not on the road where the vehicle runs, the ACC accelerates the speed of the vehicle to return to the speed set before, and the ACC realizes autonomous deceleration or acceleration without intervention of a driver; the APA utilizes the vehicle-mounted sensor to identify an effective parking space, wherein the vehicle-mounted sensor is generally an ultrasonic radar or a camera, and controls the vehicle to park through the control unit.
Further, if the driving working condition of the vehicle is identified to be the first driving working condition, the ESC is used for actively braking at the moment in order to avoid an emergency, the ESC is used for calculating the magnitude of the automatic braking pressure according to the required deceleration sent by the AEB, and whether the active braking pressure generated by the brake pedal is greater than the automatic braking pressure generated by the ESC is compared, if not, the automatic braking pressure is applied to the vehicle, if yes, the duration time of the active braking pressure is further compared with the preset time, if not, the automatic braking pressure is applied to the vehicle, and if yes, the active braking pressure is applied to the vehicle.
Further, if the driving working condition of the vehicle is identified to be in the second driving working condition, the speed reduction setting of the ESC active braking control vehicle is relatively moderate at the moment, so that the comfort is mainly improved, the opening change rate of the brake pedal is monitored by using the displacement sensor of the brake pedal, whether the opening change rate of the brake pedal is greater than a preset change rate is compared, if yes, the automatic braking pressure and the active braking pressure are simultaneously applied to the vehicle, if not, whether the active braking pressure is greater than the automatic braking pressure is compared, if yes, the active braking pressure is applied to the vehicle, and if not, the automatic braking pressure is applied to the vehicle. The opening degree change rate is mainly the moving speed of the brake pedal, is also the speed of the brake pedal pressed by the driver, and is mainly used for judging the emergency degree of braking by monitoring the speed of the brake pedal pressed by the driver.
Further, if the running working condition of the vehicle is identified to be in a third working condition, the vehicle speed is generally lower than 5Km/h, and at the moment, if the driver is monitored to step on the brake pedal, the vehicle is driven to enter a braking working condition, and it is determined that the ESC adopts the maximum pressure value in the preset pressure values to brake the vehicle.
Furthermore, the value range of the preset change rate is 50-70 mm/s, and the value range of the preset time is 400-600 ms.
The method is based on the current working condition of the ESC active braking of the vehicle, when the state of the brake pedal is monitored to change, the brake influencing factors of the brake pedal corresponding to the running working condition are analyzed to determine the current braking mode of the vehicle, namely, under the working condition of the ESC active braking of the vehicle, the brake influencing factors of the brake pedal are analyzed to more accurately distinguish the brake intention of a driver, wherein the brake influencing factors of the brake pedal needing to be analyzed comprise: the magnitude of the active brake pressure generated by the brake pedal versus the automatic brake pressure generated by the ESC, the duration of the active brake pressure, and the rate of change of the opening of the brake pedal. The method better solves the problem that the braking force is insufficient or too large due to unreasonable control of the braking force when ESC automatic braking and driver active braking in the related technology.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010209393.2A CN111361562B (en) | 2020-03-23 | 2020-03-23 | Control method for vehicle safety braking |
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| CN202010209393.2A CN111361562B (en) | 2020-03-23 | 2020-03-23 | Control method for vehicle safety braking |
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| CN111361562B true CN111361562B (en) | 2021-08-06 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111966095B (en) * | 2020-07-30 | 2022-03-29 | 东风汽车集团有限公司 | ACC Stop control system and method for smooth parking |
| CN112319500B (en) * | 2020-10-20 | 2023-06-13 | 上汽通用五菱汽车股份有限公司 | Vehicle control method, vehicle, and readable storage medium |
| CN115709705B (en) * | 2022-11-22 | 2025-06-27 | 中国第一汽车股份有限公司 | Braking assist method, device and vehicle |
| CN116215580A (en) * | 2023-03-31 | 2023-06-06 | 上汽通用五菱汽车股份有限公司 | Braking mode switching method and device, electronic equipment and storage medium |
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| JP4127245B2 (en) * | 2004-06-07 | 2008-07-30 | 日産自動車株式会社 | Braking force control device for vehicle |
| JP2008062756A (en) * | 2006-09-06 | 2008-03-21 | Toyota Motor Corp | Brake device for vehicle |
| US20090187324A1 (en) * | 2008-01-23 | 2009-07-23 | Jianbo Lu | Vehicle Stability Control System and Method |
| JP5116519B2 (en) * | 2008-03-13 | 2013-01-09 | 日立オートモティブシステムズ株式会社 | Brake control device for vehicle |
| DE102011076675A1 (en) * | 2010-06-10 | 2011-12-15 | Continental Teves Ag & Co. Ohg | Method and device for controlling an electro-hydraulic brake system for motor vehicles |
| KR101339228B1 (en) * | 2011-12-07 | 2014-01-02 | 현대자동차 주식회사 | Brake signal controling system for vehicle and method thereof |
| US20130162009A1 (en) * | 2011-12-22 | 2013-06-27 | Coda Automotive, Inc. | Electric vehicle regenerative braking system |
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| JP2017019474A (en) * | 2015-07-15 | 2017-01-26 | いすゞ自動車株式会社 | Travel control apparatus, travel control method, and travel control program |
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