Vehicle braking method, device and equipment, storage medium, vehicle and program product

Abstract

The invention relates to a vehicle braking method, device and equipment, a storage medium, a vehicle and a program product, and relates to the technical field of automobiles. The method comprises the steps that the ABS state and a brake pedal signal of a vehicle are obtained; the brake pedal signal is used for reflecting whether the vehicle is in a braking state; and adjusting a brake recovery torque of the vehicle based on the ABS state and the brake pedal signal to brake the vehicle. Therefore, the situations of longitudinal deceleration loss and fluctuation possibly occurring when the automobile passes through the bumpy road surface can be reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, in particular to the field of automobile braking technology, and specifically to a vehicle braking method, device, equipment, storage medium, vehicle, and program product. Background Art

[0002] When a car is sliding or lightly braking through a pothole, the impact of the uneven road surface will cause the longitudinal and vertical forces of the axle to change and fluctuate, causing the vehicle to slip to a certain extent. This may cause the vehicle's anti-lock braking system (ABS) to be triggered by mistake, further causing the vehicle's longitudinal deceleration to be lost and fluctuate. This sudden change in deceleration may lead to driving risks.

[0003] Therefore, it is necessary to explore effective ways to reduce the loss and fluctuation of longitudinal deceleration that may occur when a car passes through bumpy roads. Summary of the invention

[0004] The present application provides a vehicle braking method, device, equipment, storage medium, vehicle, and program product to at least solve the technical problem of longitudinal deceleration loss and fluctuation that may occur when a car passes through a pothole road in the related art. The technical solution of the present application is as follows:

[0005] According to the first aspect provided by the present application, a vehicle braking method is provided, which is applied to a vehicle, wherein the vehicle includes an anti-lock braking system (ABS), and the method includes: obtaining the ABS status and brake pedal signal of the vehicle; the brake pedal signal is used to reflect whether the vehicle is in a braking state; based on the ABS status and the brake pedal signal, adjusting the braking recovery torque of the vehicle to brake the vehicle.

[0006] According to the above technical means, the present application can flexibly adjust the vehicle's braking recovery torque based on the ABS state and driving conditions, and avoid the problem of sudden loss and fluctuation of the vehicle's longitudinal deceleration due to rapid adjustment of the braking recovery torque when the ABS is falsely triggered, making it difficult for the driver to accurately control the vehicle's driving risk. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when the car passes through a pothole road.

[0007] In one possible manner, based on the ABS state and the brake pedal signal, the method includes adjusting the braking recovery torque of the vehicle according to the brake pedal signal of the vehicle when the ABS is in an activated state.

[0008] According to the above technical means, the present application can flexibly adjust the vehicle's braking recovery torque based on the vehicle's driving conditions when the ABS is activated, avoiding the sudden loss and fluctuation of the vehicle's longitudinal deceleration that may be caused by the ABS being triggered incorrectly, making it difficult for the driver to accurately control the vehicle's driving risk. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when the car passes through a pothole road.

[0009] In one possible manner, when ABS is in an activated state, the vehicle's braking recovery torque is adjusted according to the vehicle's brake pedal signal, including: when the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, adjusting the vehicle's current braking recovery torque based on a preset coasting recovery torque, and controlling the vehicle to brake based on the adjusted braking recovery torque.

[0010] According to the above technical means, the present application can adjust the braking recovery torque of the vehicle through a small torque change when the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, thereby avoiding the large braking recovery torque change when the ABS is falsely triggered, resulting in a sudden loss and fluctuation of the longitudinal deceleration, making it difficult for the driver to accurately control the vehicle driving risk. Therefore, the present application can reduce the loss and fluctuation of the longitudinal deceleration that may occur when the car passes through a pothole road.

[0011] In one possible manner, based on a preset coasting recovery torque, the vehicle's current braking recovery torque is adjusted, including: determining the amount of brake fluid to be replenished for the vehicle; the brake fluid is used to increase the vehicle's braking recovery torque; the amount of fluid replenishment is proportional to the preset coasting recovery torque; based on the preset coasting recovery torque and the amount of brake fluid replenished, the vehicle's current braking recovery torque is adjusted.

[0012] According to the above technical means, the present application can adjust the vehicle's current braking recovery torque based on the preset coasting recovery torque, and at the same time adjust the vehicle's current braking recovery torque based on the replenishment amount of brake fluid to ensure that the vehicle's deceleration is not significantly lost.

[0013] In one possible manner, when ABS is in an activated state, the vehicle's braking recovery torque is adjusted according to the vehicle's brake pedal signal, including: when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, the vehicle's current braking recovery torque is adjusted based on a preset braking recovery torque, and the vehicle is controlled to brake based on the adjusted braking recovery torque; the preset braking recovery torque is greater than the preset coasting recovery torque.

[0014] According to the above-mentioned technical means, the present application can adjust the vehicle's braking recovery torque through a larger torque change when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, thereby preventing the wheels from being completely locked during emergency braking, thereby maintaining the vehicle's stability and directional controllability, allowing the driver to better control the vehicle in an emergency and avoid accidents.

[0015] In one possible way, obtaining the ABS state of the vehicle includes: obtaining the wheel speed of each tire of the vehicle; determining the slip amount of the vehicle based on the wheel speed of each tire; and determining that the ABS state of the vehicle is an activated state when the slip amount of the vehicle is greater than an ABS activation threshold.

[0016] According to the above technical means, the present application can more accurately calculate the vehicle slip by directly measuring the wheel speed of each tire, thereby determining the current driving state and performance of the vehicle through the slip.

[0017] In one possible approach, the deceleration loss amount and deceleration loss time of the vehicle during braking are determined; when the deceleration loss amount is greater than or equal to a preset speed threshold, and / or the deceleration loss time is greater than or equal to a preset time threshold, the preset coasting recovery torque is adjusted.

[0018] According to the above technical means, the present application can improve the braking stability by determining the deceleration loss amount and deceleration loss time of the vehicle during braking, and adjusting the preset coasting recovery torque accordingly, so as to support the subsequent adjustment of the vehicle torque according to the preset coasting recovery torque. Therefore, the present application can reduce the longitudinal deceleration loss and fluctuation that may occur when the car passes through a pothole road.

[0019] According to the second aspect provided by the present application, a vehicle braking device is provided, including: an acquisition unit and an adjustment unit; the acquisition unit acquires the ABS status and brake pedal signal of the vehicle; the brake pedal signal is used to reflect whether the vehicle is in a braking state; the adjustment unit is used to adjust the vehicle's braking recovery torque based on the ABS status and the brake pedal signal to brake the vehicle.

[0020] In one possible manner, the adjustment unit is specifically used to adjust the braking recovery torque of the vehicle according to a brake pedal signal of the vehicle when the ABS is in an activated state.

[0021] In one possible embodiment, the adjustment unit is specifically used to: when the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, adjust the vehicle's current braking recovery torque based on a preset coasting recovery torque, and control the vehicle to brake based on the adjusted braking recovery torque.

[0022] In one possible manner, the adjustment unit is specifically used to: determine the amount of brake fluid to be added to the vehicle; the brake fluid is used to increase the vehicle's braking recovery torque; the amount of fluid added is proportional to a preset coasting recovery torque; based on the preset coasting recovery torque and the amount of brake fluid added, adjust the vehicle's current braking recovery torque.

[0023] In one possible manner, the adjustment unit is specifically used to: when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, adjust the vehicle's current braking recovery torque based on a preset braking recovery torque, and control the vehicle to brake based on the adjusted braking recovery torque; the preset braking recovery torque is greater than the preset sliding recovery torque.

[0024] In one possible manner, the acquisition unit is specifically used to: acquire the wheel speed of each tire of the vehicle; determine the slip amount of the vehicle based on the wheel speed of each tire; and determine that the ABS state of the vehicle is an activated state when the slip amount of the vehicle is greater than an ABS activation threshold.

[0025] In one possible embodiment, the device also includes: a determination unit; a determination unit, used to determine the deceleration loss amount and deceleration loss time of the vehicle during braking; an adjustment unit, also used to adjust the preset coasting recovery torque when the deceleration loss amount is greater than or equal to a preset speed threshold, and / or the deceleration loss time is greater than or equal to a preset time threshold.

[0026] According to the third aspect provided by the present application, an electronic device is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0027] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0028] According to the fifth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, and when the computer instructions are executed on an electronic device, the electronic device executes the method of the above-mentioned first aspect and any possible implementation manner thereof.

[0029] Therefore, the above technical features of the present application have the following beneficial effects:

[0030] (1) The vehicle's braking recovery torque can be flexibly adjusted based on the ABS state and driving conditions to avoid the risk of sudden loss and fluctuation of the vehicle's longitudinal deceleration due to rapid adjustment of the braking recovery torque when the ABS is falsely triggered, making it difficult for the driver to accurately control the vehicle. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when a car passes through a bumpy road.

[0031] (2) When the ABS is activated, the vehicle's braking recovery torque can be flexibly adjusted based on the vehicle's driving conditions to avoid the sudden loss and fluctuation of the vehicle's longitudinal deceleration that may be caused by the ABS being triggered incorrectly, making it difficult for the driver to accurately control the vehicle's driving risk. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when the car passes through a bumpy road.

[0032] (3) When the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, the vehicle's braking recovery torque can be adjusted through a small torque change to avoid the large braking recovery torque change when the ABS is falsely triggered, which leads to a sudden loss and fluctuation of longitudinal deceleration, making it difficult for the driver to accurately control the vehicle. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when the car passes through a pothole road.

[0033] (4) The vehicle's current braking recovery torque can be adjusted based on the preset coasting recovery torque, and the vehicle's current braking recovery torque can be adjusted based on the amount of brake fluid replenished to ensure that there is no significant loss in the vehicle's deceleration.

[0034] (5) When the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, the vehicle's braking regenerative torque can be adjusted through a larger torque change to prevent the wheels from completely locking during emergency braking, thereby maintaining the vehicle's stability and directional controllability, allowing the driver to better control the vehicle in an emergency and avoid accidents.

[0035] (6) By directly measuring the wheel speed of each tire, the vehicle slip can be calculated more accurately, so that the current driving state and performance of the vehicle can be determined by the slip.

[0036] (7) By determining the deceleration loss amount and deceleration loss time of the vehicle during braking and adjusting the preset coasting recovery torque accordingly, the braking stability can be improved to support the subsequent adjustment of the vehicle torque according to the preset coasting recovery torque. Therefore, the present application can reduce the longitudinal deceleration loss and fluctuation that may occur when the vehicle passes through a pothole road.

[0037] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0038] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0040] Figure 1 is a flow chart of a vehicle braking method according to an exemplary embodiment;

[0041] Figure 2 is a control link diagram after ABS activation in a related technology according to an exemplary embodiment;

[0042] Figure 3 is a schematic diagram of an implementation effect shown according to an exemplary embodiment;

[0043] Figure 4 is a control link diagram after ABS activation according to an exemplary embodiment;

[0044] Figure 5 is another schematic diagram of implementation effect according to an exemplary embodiment;

[0045] Figure 6 is a development flow chart shown according to an exemplary embodiment;

[0046] Figure 7 is a block diagram of a vehicle braking device according to an exemplary embodiment;

[0047] Figure 8 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0048] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0049] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0050] As described in the background technology, in order to solve the problem of longitudinal deceleration loss and fluctuation that may occur when a car passes through a bumpy road, the present application provides a vehicle braking method to obtain the vehicle's slip amount and driving conditions, so as to further adjust the vehicle's braking recovery torque based on the slip amount and driving conditions to brake the vehicle.

[0051] For ease of understanding, the vehicle braking method provided by the present application is specifically introduced below in conjunction with the accompanying drawings.

[0052] Figure 1 is a flow chart of a vehicle braking method according to an exemplary embodiment. Figure 1 As shown, the vehicle braking method comprises the following steps:

[0053] S101. The vehicle braking device obtains the ABS state and brake pedal signal of the vehicle.

[0054] Among them, the brake pedal signal is used to reflect whether the vehicle is in a braking state.

[0055] In one possible manner, the vehicle braking device may obtain the wheel speed of each tire of the vehicle, and determine the slip amount of the vehicle based on the wheel speed of each tire, so as to further determine that the ABS state of the vehicle is an activated state when the slip amount of the vehicle is greater than the ABS activation threshold.

[0056] Specifically, the vehicle may be equipped with a wheel speed sensor. The wheel speed sensor may obtain wheel speed information of each tire and transmit the obtained wheel speed information to the vehicle braking device. The vehicle braking device may determine the slip amount of the vehicle based on the wheel speed difference between each tire.

[0057] It is understandable that during braking, as the braking force increases, the friction between the wheels and the ground also gradually increases, and the wheel slippage gradually increases. When the slippage is greater than the ABS activation threshold, the ABS will be activated to prevent the vehicle from locking.

[0058] In one possible manner, the vehicle may be equipped with a brake pedal sensor. The brake pedal sensor may be used to detect the position of the brake pedal. When the driver steps on or releases the brake pedal, the brake pedal sensor captures the driver's stepping on or releasing the brake pedal, and converts it into a voltage signal or a digital signal, which is then transmitted to the vehicle brake device. The vehicle brake device may determine whether the vehicle is in a braking state based on the voltage signal or the digital signal.

[0059] S102: The vehicle braking device adjusts the braking recovery torque of the vehicle based on the ABS state and the brake pedal signal to brake the vehicle.

[0060] In one possible manner, the vehicle braking device may adjust the vehicle torque according to the driving condition of the vehicle when the slip amount is greater than the ABS activation threshold, that is, when the ABS is in an activated state.

[0061] It is understandable that when the wheels slip excessively during braking, that is, the slip amount exceeds the preset ABS activation threshold, the ABS system will automatically intervene to prevent the vehicle from locking.

[0062] Optionally, the ABS activation threshold can be determined according to the specific parameters of the vehicle and the design of the braking system to prevent the wheels from locking, thereby maintaining the controllability and stability of the vehicle. For example, the ABS activation threshold can be 2 kilometers per hour (kph) or 3 kph. This application does not impose specific restrictions on this.

[0063] In one possible manner, the vehicle braking device may adjust the vehicle's current braking recovery torque based on a preset coasting recovery torque when the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, and control the vehicle to brake based on the adjusted braking recovery torque. The vehicle braking device may adjust the vehicle's current braking recovery torque based on a preset braking recovery torque when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, and control the vehicle to brake based on the adjusted braking recovery torque. The specific implementation method of the vehicle braking device adjusting the vehicle's braking recovery torque based on the ABS state and the brake pedal signal to brake the vehicle can be referred to S201 and S301 below. It will not be repeated here.

[0064] Based on the above Figure 1The vehicle braking method provided by the present application can flexibly adjust the vehicle's braking recovery torque based on the ABS state and driving conditions, so as to avoid the problem of sudden loss and fluctuation of the vehicle's longitudinal deceleration due to rapid adjustment of the braking recovery torque when the ABS is falsely triggered, making it difficult for the driver to accurately control the vehicle's driving risk. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when a car passes through a pothole road.

[0065] In some embodiments, in order to adjust the braking recovery torque of the vehicle according to the brake pedal signal of the vehicle when the ABS is in an activated state, the vehicle braking method provided in the embodiment of the present application also includes the following steps: S201.

[0066] S201. When a brake pedal signal of the vehicle is used to reflect that the vehicle is not in a braking state, the vehicle braking device adjusts the current braking recovery torque of the vehicle based on a preset coasting recovery torque, and controls the vehicle to brake based on the adjusted braking recovery torque.

[0067] In one possible manner, the vehicle braking device may determine that the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state when the driver does not step on the brake pedal. The vehicle braking device may adjust the vehicle's current braking recovery torque based on a preset coasting recovery torque when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, and control the vehicle to brake based on the adjusted brake twist.

[0068] Specifically, the vehicle braking device can determine the amount of fluid replenishment to replenish the brake fluid of the vehicle. The vehicle braking device can adjust the current braking recovery torque of the vehicle based on the preset coasting recovery torque and the brake fluid of the replenishment amount. That is, the vehicle braking device can adjust the current braking recovery torque of the vehicle based on the preset coasting recovery torque while adjusting the current braking recovery torque of the vehicle based on the brake fluid of the replenishment amount to ensure that the deceleration of the vehicle is not significantly lost. Among them, the brake fluid can be used to increase the braking recovery torque of the vehicle, and the amount of fluid replenishment can be proportional to the preset coasting recovery torque.

[0069] Optionally, the preset coasting recovery torque may be calculated according to actual vehicle requirements, for example, the preset coasting recovery torque may be 600 Newton meters per second or 700 Newton meters per second.

[0070] Optionally, the ratio between the amount of fluid replenishment and the preset coasting recovery torque may be 1 or 0.9, and this application does not impose any specific limitation on this.

[0071] In one possible manner, the vehicle braking device may determine the deceleration loss amount and the deceleration loss time of the vehicle during braking. The vehicle braking device may adjust the preset coasting recovery torque when the deceleration loss amount is greater than or equal to a preset speed threshold, and / or the deceleration loss time is greater than or equal to a preset time threshold, so that in the process of adjusting the vehicle's braking recovery torque according to the preset coasting recovery torque after coasting, the deceleration loss amount is less than the preset speed threshold, and the deceleration loss time is less than the preset time threshold.

[0072] Based on this, the present application can flexibly adjust the vehicle's braking recovery torque based on the vehicle's driving conditions when the ABS is activated, avoiding the sudden loss and fluctuation of the vehicle's longitudinal deceleration that may be caused by the ABS being triggered incorrectly, making it difficult for the driver to accurately control the vehicle's driving risk. Therefore, the present application can reduce the loss and fluctuation of longitudinal deceleration that may occur when the car passes through a pothole road.

[0073] In some embodiments, in order to adjust the braking recovery torque of the vehicle according to the brake pedal signal of the vehicle when the ABS is in an activated state, the vehicle braking method provided in the embodiment of the present application also includes the following steps: S301.

[0074] S301. When a brake pedal signal of the vehicle is used to reflect that the vehicle is in a braking state, the vehicle braking device adjusts the current braking recovery torque of the vehicle based on a preset braking recovery torque, and controls the vehicle to brake based on the adjusted braking recovery torque.

[0075] The preset braking recovery torque is greater than the preset sliding recovery torque.

[0076] In one possible manner, the vehicle braking device may determine that the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state when the driver steps on the brake pedal. The vehicle braking device may adjust the vehicle's current brake recovery torque based on a preset brake recovery torque when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, and control the vehicle to brake based on the adjusted brake recovery torque.

[0077] Based on this, the present application can adjust the vehicle's braking recovery torque through a larger torque change when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, thereby preventing the wheels from completely locking during emergency braking, thereby maintaining the vehicle's stability and directional controllability, allowing the driver to better control the vehicle in an emergency and avoid accidents.

[0078] In some embodiments, Figure 2 FIG. 1 is a control link diagram after ABS activation in a related art.

[0079] In one possible approach, the ABS system of the vehicle's Integrated Brake Control Unit (IBCU) is responsible for monitoring the dynamic slip of the four wheels. When the slip ABS activation threshold is reached, the ABS function will be triggered. However, when there is no brake pedal operation and the vehicle is only sliding on an uneven road surface, if the road roughness causes a large slip, the ABS system may misjudge and activate incorrectly. The IBCU requests regenerative braking (RBF) from the vehicle control unit (VCU) based on real-time braking demand feedback. RBF is usually set in the range of 5000 Nm / s to 6000 Nm / s, and the torque recovery gradient is not adjustable, that is, path 2. However, under gliding conditions, the integrated power unit (IPU) controller limits the motor output capacity to ensure system stability and motor protection. Therefore, the maximum torque response gradient of the motor during gliding can be set to 1700 Nm / s, that is, path 1.

[0080] Based on this, when VCU Figure 1 When path 2 in the diagram sends an electric braking request to the IPU, the motor cannot immediately respond to such a high braking recovery torque demand, which may cause the vehicle torque to fail to increase as expected, thereby affecting the energy recovery capability during the coasting process, causing the longitudinal deceleration of the vehicle to become unstable or even lost during the coasting phase, affecting driving stability and safety.

[0081] like Figure 3 The figure shows a schematic diagram of an implementation effect. Figure 3 It is a schematic diagram of the effect of implementing the technical solution in the relevant technology.

[0082] In one possible way, Figure 3 In the example, line 1 can be used to represent the ABS activation status bit signal (EspAbsActv). Signal 1 can be used to represent that the ABS function has been triggered and activated. Signal 0 can be used to represent that the ABS function is not currently triggered and activated.

[0083] Line 2 can be used to represent the longitudinal acceleration (EspLgtAccel), wherein a positive value can be used to represent the acceleration state of the vehicle, and a negative value can be used to represent the deceleration of the vehicle, which can be used to assess the severity of the vehicle's forward movement.

[0084] Line 3 can be used to represent EspHydBrkActvTq (actual hydraulic brake torque). Line 3 can be used to represent that after ABS is activated, the IBCU replenishes brake fluid to generate brake recovery torque.

[0085] Line 4 can be used to represent the real wheel end torque of the rear axle (VcuReWhlActTq). Line 4 can directly reflect the actual torque of the rear axle of the vehicle.

[0086] Line 5 can be used to represent VcuReWhlReqTq (rear axle required wheel end torque). Wherein, line 4 can directly reflect the required torque size of the rear axle of the vehicle, that is, it represents the torque execution request sent by the VCU to the IPU.

[0087] Line 6 can be used to represent the braking target required torque (MdcBrkTarTq), ie, the RBF electric braking required torque.

[0088] Line 7 can be used to represent the four-wheel speed (WhlSpdLDataVld), that is, the actual rotation speed and slip condition of each tire of the vehicle.

[0089] Line segment 1 may be used to represent a coasting regeneration torque request, where the request gradient is 600 Newton meters per second.

[0090] Line segment 2 may be used to represent a regenerative braking torque request, where the request gradient is 5500 Newton meters per second.

[0091] In one example, as shown by line segments 1 and 2, the vehicle adopts a torque change of 5500 Nm / s in line segment 2, and the torque change of line segment 1 suddenly drops to 600 Nm / s. This rapid change causes the torque response of the VCU to fail to keep up (wherein the extreme coasting recovery torque gradient of the VCU at 30 kph is about 1600 Nm / s), and the IBCU fluid replenishment is not timely, resulting in the vehicle's deceleration decreasing sharply from -1.37 m / s2 to -0.29 m / s2, and the deceleration loss is 1.08 m / s2, lasting for 680 milliseconds. That is, the vehicle has a significant forward rushing phenomenon in actual driving, which affects the driving stability and safety, and needs to be optimized.

[0092] One possible approach is to combine Figure 2 ,like Figure 4 As shown, it is a control link diagram after ABS activation provided by the present application.

[0093] Figure 4 exist Figure 2 The vehicle braking device can adjust the vehicle's torque according to the vehicle's driving conditions when the slippage is greater than the ABS activation threshold.

[0094] Specifically, the vehicle braking device can adjust the current braking recovery torque of the vehicle based on the preset coasting recovery torque when the vehicle's driving condition is a coasting condition, and control the vehicle to brake based on the adjusted braking twist. The vehicle braking device can determine the amount of fluid replenishment to replenish the brake fluid of the vehicle. The vehicle braking device can adjust the current braking recovery torque of the vehicle based on the preset coasting recovery torque and the brake fluid of the replenishment amount. The vehicle braking device can adjust the current braking recovery torque of the vehicle based on the preset braking recovery torque when the vehicle's driving condition is a braking condition, and control the vehicle to brake based on the adjusted braking twist. Among them, the preset braking recovery torque is greater than the preset coasting recovery torque.

[0095] like Figure 5 As shown, it is another schematic diagram of implementation effect. Figure 5 It is a schematic diagram of the effect of implementing the technical solution of this application.

[0096] In one possible way, Figure 2 In the example, line 1 can be used to represent the ABS activation status bit signal (EspAbsActv). Signal 1 can be used to represent that the ABS function has been triggered and activated. Signal 0 can be used to represent that the ABS function is not currently triggered and activated.

[0097] Line 2 can be used to represent the longitudinal acceleration (EspLgtAccel), wherein a positive value can be used to represent the acceleration state of the vehicle, and a negative value can be used to represent the deceleration of the vehicle, which can be used to assess the severity of the vehicle's forward movement.

[0098] Line 3 can be used to represent EspHydBrkActvTq (actual hydraulic brake torque). Line 3 can be used to represent that after ABS is activated, the IBCU replenishes brake fluid to generate brake recovery torque.

[0099] Line 4 can be used to represent the real wheel end torque of the rear axle (VcuReWhlActTq). Line 4 can directly reflect the actual torque of the rear axle of the vehicle.

[0100] Line 5 can be used to represent VcuReWhlReqTq (rear axle required wheel end torque). Wherein, line 4 can directly reflect the required torque size of the rear axle of the vehicle, that is, it represents the torque execution request sent by the VCU to the IPU.

[0101] Line 6 can be used to represent the braking target required torque (MdcBrkTarTq), ie, the RBF electric braking required torque.

[0102] Line 7 can be used to represent the four-wheel speed (WhlSpdLDataVld), that is, the actual rotation speed and slip condition of each tire of the vehicle.

[0103] Line segment 1 may be used to represent the coasting recovery torque request, where the request gradient is 600 Newton meters per second and the IBCU participates in replenishing the brake fluid.

[0104] In one example, such as line segment 1, the vehicle adopts a torque change of 600 Newton meters per second in line segment 1, and the IBCU participates in replenishing brake fluid. The deceleration of the whole vehicle decreases sharply from -1.07 meters per square second to -0.68 meters per square second, and the deceleration loss is 0.39 meters per square second. The duration is 190 milliseconds, that is, the vehicle does not show significant forward rushing phenomenon in actual driving.

[0105] Based on this, the present application can effectively reduce the loss and fluctuation of longitudinal deceleration that may occur when a car passes through a bumpy road.

[0106] In some real-time examples, such as Figure 6 As shown, it is a development flow chart provided by this application.

[0107] When the vehicle passes through a bumpy road in economy (Eco) mode, the deceleration is severely lost.

[0108] The current scene is identified. The identification result is that the slippage is greater than the ABS activation threshold, and the driver is not identified to have stepped on the brake pedal. At this time, the longitudinal deceleration loss of the whole vehicle is greater than 0.05 times the acceleration of gravity, and the loss time is greater than 200 milliseconds.

[0109] When the vehicle's longitudinal deceleration loss is greater than 0.05 times the acceleration of gravity and the loss time is greater than 200 milliseconds, the ABS is optimized according to the optimization strategy. The optimization strategy is to increase the braking signal recognition and adjustable braking recovery torque, that is, braking according to the preset coasting recovery torque, and replenishing the brake fluid through the IBCU.

[0110] After the ABS is optimized according to the optimization strategy, the scenario of IBCU replenishing brake fluid is defined, including: calling according to the actual vehicle situation of each project, and clarifying the torque capacity value according to IPU.

[0111] After completing the definition of the scenario for replenishing brake fluid in the IBCU, the software development for the optimization strategy of the IBCU and ABS is carried out, and the coordination strategy of ABS and brake fluid is embedded, and the bench software debugging and verification of the whole vehicle is carried out.

[0112] After completing the debugging and verification, the vehicle's ECO mode is calibrated and matched when gliding over a bumpy road.

[0113] After completing the calibration and matching, the vehicle's deceleration loss when gliding over a bumpy road in ECO mode was tested and the test results were obtained.

[0114] The test results showed that the loss of longitudinal deceleration of the vehicle was less than 0.05 times the acceleration of gravity, and the loss time was less than 200 milliseconds, and the verification was passed.

[0115] When the test result shows that the loss of longitudinal deceleration of the vehicle is greater than 0.05 times the acceleration of gravity, or the loss time is greater than 200 milliseconds, the current scene is identified.

[0116] Define the scenario for refilling brake fluid in the IBCU after calibration matching fails or commissioning verification.

[0117] In case the scenario of IBCU replenishing brake fluid fails to be defined, the ABS is optimized according to the optimization strategy.

[0118] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the vehicle braking device or electronic device includes a hardware structure and / or software module corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0119] The embodiment of the present application can exemplarily divide the functional modules of the vehicle braking device or electronic device according to the above method. For example, the vehicle braking device or electronic device can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0120] Figure 7 is a block diagram of a vehicle braking device according to an exemplary embodiment. Figure 7 The vehicle braking device includes: an acquisition unit 401, an adjustment unit 402 and a determination unit 403.

[0121] In one possible manner, the acquisition unit 401 acquires the ABS state and brake pedal signal of the vehicle.

[0122] In one possible manner, the adjustment unit 402 is used to adjust the braking recovery torque of the vehicle based on the ABS state and the brake pedal signal to brake the vehicle.

[0123] In one possible manner, the adjustment unit 402 is specifically configured to adjust the braking recovery torque of the vehicle according to a brake pedal signal of the vehicle when the ABS is in an activated state.

[0124] In one possible manner, the adjustment unit 402 is specifically used to: when the vehicle's brake pedal signal is used to reflect that the vehicle is not in a braking state, adjust the vehicle's current braking recovery torque based on a preset coasting recovery torque, and control the vehicle to brake based on the adjusted braking recovery torque.

[0125] In one possible manner, the adjustment unit 402 is specifically used to: determine the amount of brake fluid to be replenished for the vehicle; the brake fluid is used to increase the braking recovery torque of the vehicle; the amount of fluid replenishment is proportional to the preset coasting recovery torque; based on the preset coasting recovery torque and the amount of brake fluid replenished, adjust the vehicle's current braking recovery torque.

[0126] In one possible manner, the adjustment unit 402 is specifically used to: when the vehicle's brake pedal signal is used to reflect that the vehicle is in a braking state, adjust the vehicle's current braking recovery torque based on a preset braking recovery torque, and control the vehicle to brake based on the adjusted braking recovery torque; the preset braking recovery torque is greater than the preset coasting recovery torque.

[0127] In one possible manner, the acquisition unit 401 is specifically used to: acquire the wheel speed of each tire of the vehicle; determine the slip amount of the vehicle based on the wheel speed of each tire; and determine that the ABS state of the vehicle is an activated state when the slip amount of the vehicle is greater than the ABS activation threshold.

[0128] In one possible manner, the determination unit 403 is used to determine the deceleration loss amount and the deceleration loss time of the vehicle during braking; the adjustment unit is also used to adjust the preset coasting recovery torque when the deceleration loss amount is greater than or equal to a preset speed threshold, and / or the deceleration loss time is greater than or equal to a preset time threshold.

[0129] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0130] Figure 8 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Figure 8As shown, the electronic device includes but is not limited to: a processor 501 and a memory 502 .

[0131] The memory 502 is used to store executable instructions of the processor 501. It can be understood that the processor 501 is configured to execute instructions to implement the vehicle braking method in the above embodiment.

[0132] It should be noted that those skilled in the art can understand that Figure 8 The electronic device structure shown in the figure does not constitute a limitation on the electronic device, and the electronic device may include Figure 8 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0133] The processor 501 is the control center of the electronic device. It uses various interfaces and lines to connect various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 502, and calling data stored in the memory 502, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 501 may include one or more processing units. Optionally, the processor 501 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 501.

[0134] The memory 502 can be used to store software programs and various data. The memory 502 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application program required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 502 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0135] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 502 including instructions. The above instructions can be executed by a processor 501 of an electronic device to implement the method in the above embodiment.

[0136] In actual implementation, Figure 7 The functions of the acquisition unit 401, the adjustment unit 402 and the determination unit 403 in Figure 8 The processor 501 in the embodiment calls the computer program stored in the memory 502. The specific execution process can refer to the description of the method part in the above embodiment, which will not be repeated here.

[0137] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0138] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, and the one or more instructions can be executed by the processor 501 of the electronic device to complete the method in the above embodiment.

[0139] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned method embodiment are implemented, and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0140] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0141] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0142] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0143] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0144] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium, including a number of instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or CD and other media that can store program code.

[0145] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle braking method, characterized in that: Applied to a vehicle, the vehicle includes an anti-lock braking system (ABS), and the method includes: Acquiring the ABS state and brake pedal signal of the vehicle; the brake pedal signal is used to reflect whether the vehicle is in a braking state; Based on the ABS state and the brake pedal signal, a braking regenerative torque of the vehicle is adjusted to brake the vehicle.

2. The method according to claim 1, characterized in that: The method based on the ABS state and the brake pedal signal includes: When the ABS is in an activated state, the braking recovery torque of the vehicle is adjusted according to a brake pedal signal of the vehicle.

3. The method according to claim 2, characterized in that When the ABS is in an activated state, adjusting the braking recovery torque of the vehicle according to the brake pedal signal of the vehicle includes: When the brake pedal signal of the vehicle is used to reflect that the vehicle is not in a braking state, the current braking recovery torque of the vehicle is adjusted based on a preset coasting recovery torque, and the vehicle is controlled to brake based on the adjusted braking recovery torque.

4. The method according to claim 3, characterized in that The adjusting the current braking recovery torque of the vehicle based on the preset coasting recovery torque includes: Determining a replenishing amount of brake fluid for the vehicle; the brake fluid is used to increase the braking recovery torque of the vehicle; the replenishing amount is proportional to the preset coasting recovery torque; Based on the preset coasting recovery torque and the replenished amount of brake fluid, the current brake recovery torque of the vehicle is adjusted.

5. The method according to claim 2, characterized in that: When the ABS is in an activated state, adjusting the braking recovery torque of the vehicle according to the brake pedal signal of the vehicle includes: When the brake pedal signal of the vehicle is used to reflect that the vehicle is in a braking state, the current braking recovery torque of the vehicle is adjusted based on a preset braking recovery torque, and the vehicle is controlled to brake based on the adjusted braking recovery torque; the preset braking recovery torque is greater than the preset coasting recovery torque.

6. The method according to claim 3, characterized in that The obtaining of the ABS state of the vehicle includes: Obtaining the wheel speed of each tire of the vehicle; determining a slip amount of the vehicle based on the wheel speed of each tire; In a case where the slip amount of the vehicle is greater than an ABS activation threshold, it is determined that the ABS state of the vehicle is an activated state.

7. The method according to any one of claims 2 to 4, characterized in that: The method further comprises: Determining a deceleration loss amount and a deceleration loss time of the vehicle during braking; When the deceleration loss amount is greater than or equal to a preset speed threshold, and / or the deceleration loss time is greater than or equal to a preset time threshold, the preset coasting recovery torque is adjusted.

8. A vehicle braking device, characterized in that: The device comprises: an acquisition unit and an adjustment unit; The acquisition unit is used to acquire the ABS state and brake pedal signal of the vehicle; the brake pedal signal is used to reflect whether the vehicle is in a braking state; The adjustment unit is used to adjust the braking recovery torque of the vehicle based on the ABS state and the brake pedal signal to brake the vehicle.

9. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is capable of performing the method as claimed in any one of claims 1 to 7.

11. A vehicle, characterized in that: The vehicle comprises the device of claim 8.

12. A computer program product comprising instructions, characterized in that When the instructions are executed by a computer, the computer is caused to perform the method according to any one of claims 1 to 7.

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