Vehicle braking control method, vehicle braking system and vehicle

Abstract

The invention discloses a vehicle braking control method, a vehicle braking system and a vehicle. The vehicle braking control method comprises the steps that the current stepping depth of a brake pedal, the current stepping speed of the brake pedal, the current remaining electric quantity of a battery and the current slope of a road are obtained in real time; and if the stepping depth of the current brake pedal is larger than or equal to the set stepping depth and the stepping speed of the current brake pedal is larger than or equal to the set stepping speed, the working state of the brake resistor is controlled to be the first working state or the second working state according to the current remaining electric quantity of the battery and the slope of the current road. According to the vehicle brake control method, the working state of the brake resistor is controlled through the treading depth of the brake pedal, the treading speed of the brake pedal, the remaining electric quantity of the battery and the gradient of the road, the risk that the motor driving assembly cannot be reversely supported for auxiliary braking due to the fact that the battery is fully charged can be effectively reduced, and the reliability of auxiliary braking is improved; and the braking precision of auxiliary braking can also be effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle braking control method, a vehicle braking system and a vehicle. Background Art

[0002] For pure electric mining trucks or hybrid mining trucks, the braking system usually includes a service braking system and an auxiliary braking system. The service braking system is the main braking system, which is often called the brake system. The auxiliary braking system is usually a motor braking system, which performs reverse braking and synchronously recovers energy to charge the battery. However, when the battery charge reaches 100%, the motor reverse braking will fail.

[0003] Due to the large slope of the mining road and the high load of mining trucks, only the service brake system and the auxiliary brake system are used for braking, which cannot meet the braking power requirements of mining trucks, resulting in poor driving safety of mining trucks. Therefore, in order to improve the driving safety of mining trucks, the prior art usually adds an eddy current retarder to the output shaft of the gearbox for auxiliary braking, or connects a brake resistor in parallel at both ends of the battery for auxiliary braking. For auxiliary braking using an eddy current retarder, the eddy current retarder has a large deadweight, high cost, and generates a large amount of heat after working for a long time, and the auxiliary braking effect needs to be improved. For auxiliary braking by connecting a brake resistor in parallel at both ends of the battery, it only regulates the on-off state of the brake resistor and the battery according to the battery power. Although the brake resistor can consume excess brake recovery energy, the reliability of auxiliary braking needs to be improved, and the accuracy of auxiliary braking also needs to be improved. Summary of the invention

[0004] The object of the present invention is to provide a vehicle braking control method, a vehicle braking system and a vehicle, so as to solve the above-mentioned problems existing in the vehicle braking control method in the prior art.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] A vehicle braking control method, wherein the vehicle braking system comprises a battery, a motor drive assembly and an auxiliary braking assembly, wherein the auxiliary braking assembly and the motor drive assembly are both connected in parallel to both ends of the battery; the auxiliary braking assembly comprises a braking resistor, and the braking resistor can selectively form an electrical circuit with the battery; the vehicle braking control method comprises:

[0007] Obtain the current brake pedal depression depth, brake pedal depression rate, battery remaining power and road slope in real time;

[0008] If the current brake pedal depression depth is greater than or equal to the set depression depth, and the current brake pedal depression speed is greater than or equal to the set depression speed, the working state of the brake resistor is controlled to be the first working state or the second working state according to the current remaining battery power and the current road slope;

[0009] Wherein, the first working state is: the braking resistor and the battery form an electrical circuit; the second working state is: the braking resistor and the battery do not form an electrical circuit.

[0010] As a preferred solution of the above vehicle braking control method, the step of controlling the working state of the braking resistor to be the first working state or the second working state according to the current remaining power of the battery and the current slope of the road includes:

[0011] Acquire a table; wherein the table is formed by the remaining power of the battery, the slope of the road, the first working state, and the second working state;

[0012] According to the current remaining power of the battery and the current slope of the road, it is determined from the table whether the working state of the brake resistor is the first working state or the second working state;

[0013] The working state of the braking resistor is controlled to be the detected working state.

[0014] As a preferred embodiment of the above-mentioned vehicle braking control method, the remaining power of the battery is divided into M consecutive set power intervals, the M consecutive set power intervals include a first set power interval, ..., an Mth set power interval, the minimum value of the first set power interval to the minimum value of the Mth set power interval increase in sequence, and M is greater than or equal to 2;

[0015] The first set power interval is a set minimum power interval; if the remaining power of the current battery is within the set minimum power interval, the working state of the braking resistor is the second working state.

[0016] As a preferred embodiment of the above-mentioned vehicle braking control method, the downhill slope of the road is divided into N consecutive set downhill slope intervals, the N consecutive set downhill slope intervals include a first set downhill slope interval, ..., an Nth set downhill slope interval, the minimum value of the first set downhill slope interval to the minimum value of the Nth set downhill slope interval increase in sequence, and N is greater than or equal to 2;

[0017] The first set downhill slope interval is a set minimum downhill slope interval, and the Mth set power interval is a set maximum power interval;

[0018] If the current remaining power of the battery is within the set maximum power range, and the downhill slope of the current road is within the set minimum downhill slope range, the working state of the braking resistor is the second working state;

[0019] If the current remaining power of the battery is within the set maximum power range, and the downhill slope of the current road is not within the set minimum downhill slope range, the working state of the braking resistor is the first working state.

[0020] As a preferred solution of the above vehicle braking control method, when the working state of the braking resistor is controlled to be the first working state according to the current remaining power of the battery and the current slope of the road, it is determined whether the current vehicle speed is within the set vehicle speed range;

[0021] If the current vehicle speed is less than the minimum value of the set vehicle speed range, the resistance value of the braking resistor is controlled to be a first set resistance value;

[0022] If the current vehicle speed is within the set vehicle speed range, controlling the resistance value of the braking resistor to be a second set resistance value;

[0023] If the current vehicle speed is greater than the maximum value of the set vehicle speed range, controlling the resistance value of the braking resistor to be a third set resistance value;

[0024] The first set resistance value is less than the second set resistance value and less than the third set resistance value.

[0025] As a preferred solution of the above vehicle braking control method, when the working state of the braking resistor is controlled to be the first working state according to the current remaining power of the battery and the current slope of the road, the resistance value of the braking resistor is obtained from the MAP according to the current vehicle speed, and the resistance value of the braking resistor is controlled to be the obtained resistance value;

[0026] The MAP is formed by the vehicle speed and the resistance value of the brake resistor; the greater the vehicle speed, the greater the resistance value of the corresponding brake resistor.

[0027] As a preferred solution of the above vehicle braking control method, the vehicle braking control method further includes:

[0028] When the battery is fully charged, controlling the working state of the braking resistor to be the first working state;

[0029] When the remaining power of the battery is reduced to a first set critical value, the working state of the braking resistor is controlled to be the second working state.

[0030] As a preferred solution of the above-mentioned vehicle braking control method, the vehicle braking system further includes a heating component, which is connected in parallel to both ends of the battery; the heating component includes a heating resistor, which can selectively form an electrical circuit with the battery; the heating resistor is used to heat vehicle devices, and the vehicle devices include an engine oil tank and / or a urea tank and / or a coolant tank and / or a coolant pipe;

[0031] The vehicle braking control method further comprises:

[0032] Obtain the current remaining battery power and the temperature of vehicle components in real time;

[0033] If the remaining power of the current battery is greater than or equal to a second set critical value, and the temperature of the vehicle device is lower than a set temperature value, controlling the heating resistor to form an electrical circuit with the battery;

[0034] If the remaining power of the current battery is less than the second set critical value, the heating resistor and the battery are controlled not to form an electrical circuit.

[0035] A vehicle braking system comprises a battery, a motor drive assembly and an auxiliary braking assembly, wherein the auxiliary braking assembly and the motor drive assembly are both connected in parallel to the two ends of the battery; the auxiliary braking assembly comprises a braking resistor, and the braking resistor can selectively form an electrical circuit with the battery; the vehicle braking system is controlled by the above-mentioned vehicle braking control method.

[0036] As a preferred solution of the above vehicle braking system, the braking resistor is a variable resistor; or,

[0037] The braking resistor comprises a plurality of braking sub-resistors distributed in parallel, and the plurality of braking sub-resistors can selectively form an electrical circuit with the battery; the resistance values ​​of the plurality of braking sub-resistors increase sequentially.

[0038] As a preferred embodiment of the above-mentioned vehicle braking system, the vehicle braking system further includes a heating component, which is connected in parallel to both ends of the battery; the heating component includes a heating resistor, which can selectively form an electrical circuit with the battery; the heating resistor is used to heat vehicle devices, and the vehicle devices include an engine oil tank and / or a urea tank and / or a coolant tank and / or a coolant pipe.

[0039] A vehicle comprises the above-mentioned vehicle braking system.

[0040] Beneficial effects of the present invention:

[0041] The present invention provides a vehicle braking control method, a vehicle braking system and a vehicle. The vehicle braking control method includes: obtaining in real time the current brake pedal stepping depth, the current brake pedal stepping speed, the current battery remaining power and the current road slope. If the current brake pedal stepping depth is greater than or equal to the set stepping depth, and the current brake pedal stepping speed is greater than or equal to the set stepping speed, the working state of the brake resistor is controlled to be the first working state or the second working state according to the current battery remaining power and the current road slope.

[0042] When the brake pedal is not depressed deeply and the brake pedal is not depressed at a high speed, it indicates that the braking at this time is not emergency braking. Then, the inverted motor drive assembly is sufficient to assist the vehicle braking and can charge the battery.

[0043] When the brake pedal is stepped on deeply enough and the brake pedal is stepped on at a high enough rate, it indicates that the braking at this time is emergency braking. It is understandable that if the current battery has a lot of remaining power, and the current road has a large downhill slope or a small uphill slope, the inverted motor drive assembly will charge more electricity to the battery, so that the risk of the battery being fully charged and the motor drive assembly being unable to perform auxiliary braking will be greater. Therefore, the working state of the brake resistor is controlled to be the first working state or the second working state according to the current battery remaining power and the slope of the current road. It can not only further reduce the risk of the motor drive assembly being unable to perform auxiliary braking due to a full battery charge, improve the reliability of auxiliary braking, but also effectively improve the braking accuracy of auxiliary braking.

[0044] Therefore, compared with the existing technology, the vehicle braking control method controls the working state of the braking resistor by the brake pedal's depression depth, the brake pedal's depression rate, the remaining battery power and the road slope, which can further reduce the risk of being unable to reverse the motor drive assembly for auxiliary braking due to a full battery charge, improve the reliability of auxiliary braking, and effectively improve the braking accuracy of auxiliary braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 is a schematic diagram of a vehicle braking system provided by a specific embodiment of the present invention applied to a pure electric vehicle;

[0046] Figure 2 is a schematic diagram of a vehicle braking system provided by a specific embodiment of the present invention applied to a hybrid vehicle;

[0047] Figure 3 It is a flow chart of a vehicle braking control method provided by a specific embodiment of the present invention.

[0048] In the figure:

[0049] 1.Battery;

[0050] 2. Motor drive assembly; 21. Drive motor; 22. Transmission assembly;

[0051] 3. Auxiliary brake assembly; 31. Braking resistor; 32. Second switch;

[0052] 4. Heating component; 41. Heating resistor; 42. Fourth switch;

[0053] 5. Power adapter;

[0054] 61. Engine; 62. Generator; 63. MCU; 64. ECU; 65. CAN bus; 66. Wheels. DETAILED DESCRIPTION

[0055] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0056] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0057] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0058] In the description of this embodiment, the terms "upper", "lower", "right", etc., directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0059] The present invention provides a vehicle braking system, such as Figure 1-2 As shown, the vehicle braking system includes a battery 1, a motor drive assembly 2 and an auxiliary brake assembly 3. The auxiliary brake assembly 3 and the motor drive assembly 2 are connected in parallel at both ends of the battery 1; the auxiliary brake assembly 3 includes a brake resistor 31, and the brake resistor 31 can selectively form an electrical circuit with the battery 1.

[0060] During the driving process of the vehicle, if the vehicle does not perform auxiliary braking, the battery 1 provides electric energy to the motor drive assembly 2 so that the motor drive assembly 2 can drive the vehicle. If the vehicle performs auxiliary braking, the motor drive assembly 2 is inverted to perform auxiliary braking on the vehicle, and at the same time, the motor drive assembly 2 recovers kinetic energy to charge the battery 1.

[0061] By connecting the braking resistor 31 in parallel at both ends of the battery 1, the power of the battery 1 can be selectively consumed through the braking resistor 31 to alleviate the phenomenon that the motor drive component 2 cannot perform auxiliary braking caused by the full charge of the battery 1, thereby effectively improving the braking reliability of the vehicle braking system. Secondly, compared with the use of eddy current retarders for auxiliary braking, the cost of auxiliary braking can be effectively reduced, the volume and weight of the vehicle braking system can be effectively reduced, and the production cost of the vehicle braking system can be effectively reduced. Secondly, compared with the use of eddy current retarders for auxiliary braking, the failure rate of the vehicle can be effectively reduced.

[0062] Specifically, Figure 1-2 As shown, the motor drive assembly 2 includes a drive motor 21 and a transmission assembly 22, the output shaft of the drive motor 21 is transmission-connected to the input end of the transmission assembly 22, and the output end of the transmission assembly 22 is transmission-connected to the wheel 66. So that the vehicle can be driven. The battery 1 forms an electrical circuit with the drive motor 21 through the power adapter 5. So that the two-phase electricity of the battery 1 can be converted into three-phase electricity and provided to the drive motor 21, and the three-phase electricity of the drive motor 21 can be converted into two-phase electricity to charge the battery 1. Among them, the specific structures of the transmission assembly 22 and the power adapter 5 belong to the prior art and will not be repeated here.

[0063] Furthermore, if Figure 1 As shown, when the vehicle braking system is applied to a pure electric vehicle, the vehicle driving system includes the above-mentioned battery 1 and motor driving assembly 2.

[0064] Furthermore, if Figure 2 As shown, when the vehicle brake system is applied to a hybrid vehicle, the vehicle drive system includes the above-mentioned battery 1 and motor drive assembly 2, and also includes an engine 61, and the engine 61 is also connected to the wheel 66 through the transmission assembly 22. The vehicle can be driven by the battery 1, the engine 61, or the drive motor 21 and the engine 61 at the same time.

[0065] Alternatively, if Figure 2 As shown, when the vehicle braking system is applied to a hybrid vehicle, the hybrid vehicle further includes a generator 62, which is transmission-connected to the engine 61, and the generator 62 can form an electrical circuit with the battery 1 through the power adapter 5, so as to charge the battery 1. Furthermore, the generator 62 is electrically connected to the power adapter 5 through the MCU 63 (Micro Control Unit; micro control unit).

[0066] Specifically, Figure 1-2 As shown, the vehicle braking system also includes a brake pedal, which is transmission-connected to the wheel brake. The vehicle can also be braked by the brake pedal. The specific structure of the transmission connection between the brake pedal and the wheel brake belongs to the prior art and will not be repeated here.

[0067] Optionally, the braking resistor 31 is a fixed value resistor.

[0068] Specifically, when the brake resistor 31 is a fixed value resistor, the auxiliary brake assembly 3 further includes a first switch, and the first switch is connected in series with the brake resistor 31. When the first switch is closed, the brake resistor 31 forms an electrical circuit with the battery 1. When the first switch is opened, the electrical circuit formed by the brake resistor 31 and the battery 1 is disconnected, so that the brake resistor 31 can selectively form an electrical circuit with the battery 1.

[0069] As an alternative, the brake resistor 31 is a variable resistor, so that the resistance value of the brake resistor 31 can be adaptively adjusted according to actual working conditions, thereby effectively improving the braking accuracy and braking effect of the auxiliary brake.

[0070] Specifically, Figure 1-2 As shown, when the brake resistor 31 is a variable resistor, the auxiliary brake assembly 3 further includes a second switch 32, and the second switch 32 and the brake resistor 31 are connected in series. When the second switch 32 is closed, the brake resistor 31 forms an electrical circuit with the battery 1. When the second switch 32 is opened, the electrical circuit formed by the brake resistor 31 and the battery 1 is disconnected, so that the brake resistor 31 can selectively form an electrical circuit with the battery 1.

[0071] As an alternative, the brake resistor 31 includes a plurality of brake sub-resistors distributed in parallel, and one of the plurality of brake sub-resistors can form an electrical circuit with the battery 1. The resistance values ​​of the plurality of brake sub-resistors increase in sequence. This allows the resistance value of the brake resistor 31 to be adaptively adjusted according to actual working conditions. This can also effectively improve the braking accuracy and braking effect of the auxiliary brake.

[0072] Specifically, when the brake resistor 31 includes a plurality of brake sub-resistors distributed in parallel, the auxiliary brake assembly 3 further includes a plurality of third switches, and the plurality of third switches are connected in series with the plurality of brake sub-resistors one by one, so that the plurality of brake sub-resistors can select one to form an electrical circuit with the battery 1.

[0073] The number of brake sub-resistors is exemplarily set to three, and the three brake sub-resistors are respectively a first brake sub-resistor, a second brake sub-resistor and a third brake sub-resistor. The resistance value of the first brake sub-resistor, the resistance value of the second brake sub-resistor and the resistance value of the third brake sub-resistor increase in sequence. It is understandable that the number of brake sub-resistors and the specific resistance value of each brake sub-resistor can also be adaptively adjusted according to actual working conditions.

[0074] Preferably, the brake resistor 31 is a variable resistor. Alternatively, the brake resistor 31 preferably includes a plurality of brake sub-resistors distributed in parallel. The resistance value of the brake resistor 31 can be adaptively adjusted according to actual working conditions, thereby effectively improving the braking accuracy and braking effect of the auxiliary brake. Figure 1 In the example, the braking resistor 31 is taken as a variable resistor.

[0075] Among them, Figure 1-2 As shown, preferably the brake resistor 31 is close to the battery 1 relative to the motor drive assembly 2. Compared with the brake resistor 31 being far away from the battery 1 relative to the motor drive assembly 2, the efficiency of the brake resistor 31 in consuming electric energy can be maximized, thereby further improving the braking effect of the auxiliary brake.

[0076] Among them, it is preferred that the brake resistor 31 is fixedly arranged on the vehicle chassis and is in direct contact with the outside air. In this way, the brake resistor 31 can be effectively cooled by air cooling during the driving of the vehicle, thereby further improving the braking effect, braking accuracy and braking efficiency of the auxiliary brake. Secondly, the service life of the brake resistor 31 can be increased. Secondly, the energy consumption caused by cooling the brake resistor 31 can be avoided.

[0077] Among them, Figure 1-2As shown, the vehicle includes an ECU64 (Electronic Control Unit), and the ECU64 is connected to the drive motor 21 through a CAN bus 65. Specifically, when the brake resistor 31 is a fixed resistor, the ECU64 is also connected to the first switch through the CAN bus 65, and the ECU64 can control the first switch to open or close. As an alternative, when the brake resistor 31 is a variable resistor, the ECU64 is also connected to the second switch 32 through the CAN bus 65, and the ECU64 can control the second switch 32 to open or close. As an alternative, when the brake resistor 31 includes a plurality of brake sub-resistors distributed in parallel, the ECU64 is also connected to the plurality of third switches through the CAN bus 65, and the ECU64 can control any third switch to open or close.

[0078] Among them, Figure 1-2 As shown, the vehicle braking system also includes a heating component 4, which is connected in parallel to both ends of the battery 1. The heating component 4 includes a heating resistor 41, which can selectively form an electrical circuit with the battery 1. The heating resistor 41 is used to heat vehicle devices. The vehicle devices include an engine oil tank and / or a urea tank and / or a coolant tank and / or a coolant pipe and / or a cab, etc. By setting the heating resistor 41, when the remaining power of the battery 1 is sufficient and the vehicle devices such as the engine oil tank and / or the urea tank and / or the coolant tank and / or the coolant pipe and / or the cab have a heating demand, the heating resistor 41 is connected to the battery 1 to form an electrical circuit, so that the vehicle devices such as the engine oil tank and / or the urea tank and / or the coolant tank and / or the coolant pipe and / or the cab can be heated, and the power can be consumed to further reduce the phenomenon that the motor drive component 2 cannot perform auxiliary braking caused by the full power of the battery 1, thereby further improving the braking reliability of the vehicle braking system.

[0079] Specifically, when the vehicle devices include an engine oil tank, a urea tank, a coolant tank, a coolant pipe and a cab, the heating resistor 41 includes a plurality of heating sub-resistors distributed in parallel, and the plurality of heating sub-resistors respectively correspond to the engine oil tank, the urea tank, the coolant tank, the coolant pipe and the cab, etc.

[0080] Specifically, the plurality of heating sub-resistors include a first heating sub-resistor, a second heating sub-resistor, a third heating sub-resistor, a fourth heating sub-resistor and a fifth heating sub-resistor. The first heating sub-resistor is fixedly attached to the periphery of the engine oil tank. The second heating sub-resistor is fixedly attached to the periphery of the urea tank. The third heating sub-resistor is fixedly attached to the periphery of the coolant tank. The fourth heating sub-resistor is fixedly attached to the periphery of the coolant pipe. The fifth heating sub-resistor is fixedly attached to the cab. The engine oil tank, the urea tank, the coolant tank, the coolant pipe and the interior of the cab are heated by heat conduction.

[0081] Specifically, Figure 1-2 As shown, the heating assembly 4 also includes a heating switch, and the heating switch includes a plurality of fourth switches 42, and the plurality of fourth switches 42 and the plurality of heating sub-resistors are arranged one by one. When each fourth switch 42 is closed, a corresponding heating sub-resistor can form an electrical circuit with the battery 1, so as to selectively heat vehicle components such as the engine oil tank and / or the urea tank and / or the coolant tank and / or the coolant pipe and / or the cab.

[0082] Specifically, the ECU 64 is also communicatively connected with the plurality of fourth switches 42 via the CAN bus 65 , and the ECU 64 is capable of controlling each fourth switch 42 to be opened or closed.

[0083] like Figure 1-2 As shown, the exemplary number of the heating sub-resistor and the fourth switch 42 is both one.

[0084] The present invention also provides a vehicle, comprising the above-mentioned vehicle braking system. By adopting the above-mentioned vehicle braking system, the braking accuracy, braking effect and braking reliability of the vehicle can be effectively improved, the cost of vehicle auxiliary braking can be effectively reduced, and the failure rate of the vehicle can be effectively reduced.

[0085] Specifically, the vehicle can be a pure electric vehicle or a battery-engine hybrid vehicle.

[0086] The present invention also provides a vehicle braking control method, which is used to be implemented in the vehicle braking system.

[0087] Specifically, Figure 3 As shown, the vehicle braking control method includes:

[0088] S100, obtaining in real time the current brake pedal depression depth, the current brake pedal depression speed, the current remaining power of the battery 1 and the current road slope.

[0089] S200: Determine whether the current brake pedal stepping depth is greater than or equal to a set stepping depth. Determine whether the current brake pedal stepping speed is greater than or equal to a set stepping speed.

[0090] If the current brake pedal depression depth is greater than or equal to the set depression depth, and the current brake pedal depression speed is greater than or equal to the set depression speed, step S300 is executed.

[0091] S300 , controlling the working state of the braking resistor 31 to be a first working state or a second working state according to the current remaining power of the battery 1 and the current slope of the road.

[0092] The first working state is that the braking resistor 31 forms an electrical circuit with the battery 1. The second working state is that the braking resistor 31 does not form an electrical circuit with the battery 1.

[0093] Taking the braking resistor 31 as a variable resistor as an example, when the second switch 32 is closed, the braking resistor 31 forms an electrical circuit with the battery 1, and the working state of the braking resistor 31 is the first working state. When the second switch 32 is opened, the electrical circuit formed by the braking resistor 31 and the battery 1 is disconnected, and the working state of the braking resistor 31 is the second working state.

[0094] Taking the braking resistor 31 as an example, which includes a plurality of braking sub-resistors distributed in parallel, when one of the third switches is closed, the corresponding braking sub-resistor forms an electrical circuit with the battery 1, and the working state of the braking resistor 31 is the first working state. When all the third switches are opened, the electrical circuits formed by each braking sub-resistor and the battery 1 are disconnected, and the working state of the braking resistor 31 is the second working state.

[0095] If the current brake pedal depression depth is less than the set depression depth; and / or the current brake pedal depression rate is greater than or equal to the set depression rate, step S400 is executed.

[0096] S400 , controlling the working state of the braking resistor 31 to be the second working state.

[0097] It is understandable that when the brake pedal is not depressed deeply and the brake pedal is not depressed at a high speed, it indicates that the braking at this time is not emergency braking. Then, the inverted motor drive assembly 2 is sufficient to assist vehicle braking and charge the battery 1.

[0098] When the brake pedal is stepped on deeply enough and the brake pedal is stepped on at a high enough rate, it indicates that the braking at this time is emergency braking. It is understandable that if the remaining power of the current battery 1 is relatively large, and the downhill slope of the current road is relatively large or the uphill slope of the current road is relatively small, the inverted motor drive component 2 will charge more electric energy to the battery 1, so that the risk of the inability to invert the motor drive component 2 for auxiliary braking due to the full charge of the battery 1 will be greater. Therefore, at this time, the working state of the brake resistor 31 is controlled to be the first working state or the second working state by the remaining power of the current battery 1 and the slope of the current road. It can not only further reduce the risk of the inability to invert the motor drive component 2 for auxiliary braking due to the full charge of the battery 1, improve the reliability of auxiliary braking, but also effectively improve the braking accuracy of auxiliary braking.

[0099] Therefore, compared with the prior art, the vehicle braking control method controls the working state of the braking resistor 31 by means of the brake pedal's depression depth, the brake pedal's depression speed, the remaining power of the battery 1 and the slope of the road, which can further reduce the risk of being unable to reverse the motor drive assembly 2 for auxiliary braking due to the battery 1 being fully charged, improve the reliability of auxiliary braking, and can also effectively improve the braking accuracy of auxiliary braking.

[0100] It can be understood that the slope of the current road includes a downhill slope and an uphill slope.

[0101] The pedaling depth is set to an empirical value obtained from a large number of previous tests. The pedaling speed is set to an empirical value obtained from a large number of previous tests.

[0102] Wherein, step S300 specifically includes:

[0103] Obtain a table. The table is formed by the remaining power of the battery 1, the slope of the road, the first working state and the second working state. The table is an empirical table obtained from a large number of previous tests.

[0104] According to the current remaining power of the battery 1 and the current slope of the road, it is found from the table whether the working state of the brake resistor 31 is the first working state or the second working state.

[0105] The working state of the brake resistor 31 is controlled to be the detected working state.

[0106] Therefore, the working state of the brake resistor 31 can be determined quickly and efficiently.

[0107] Specifically, the remaining power of the battery 1 is divided into M consecutive set power intervals. The M consecutive set power intervals include a first set power interval, ..., and an Mth set power interval. The minimum value of the first set power interval to the minimum value of the Mth set power interval increases in sequence. The maximum value of the first set power interval to the maximum value of the Mth set power interval increases in sequence. M is greater than or equal to 2.

[0108] It is understandable that, for any two adjacent set power intervals, the minimum value of the next set power interval is equal to the maximum value of the previous set power interval. The minimum value of the first set power interval is 0% power. The maximum value of the Mth set power interval is 100% power.

[0109] Specifically, the slope of the road is divided into N consecutive set slope intervals. The N consecutive set slope intervals include a first set slope interval, ..., and an Nth set slope interval. The absolute value of the minimum value of the first set slope interval to the absolute value of the minimum value of the Nth set slope interval increases in sequence. The absolute value of the maximum value of the first set slope interval to the absolute value of the maximum value of the Nth set downhill slope interval increases in sequence. N is greater than or equal to 2.

[0110] It can be understood that, for any two adjacent set slope intervals, the absolute value of the minimum value of the next set slope interval is equal to the maximum value of the absolute value of the maximum value of the previous set slope interval. The minimum value of the first set slope interval is 0% slope. The maximum value of the Nth set slope interval is 100% slope. Among them, 0% slope means that the road surface is horizontal. 100% slope means that the road surface is perpendicular to the horizontal plane.

[0111] Specifically, when the working state of the brake resistor 31 is found to be the first working state or the second working state from the table according to the current remaining power of the battery 1 and the current slope of the road, a corresponding set power interval is corresponded from the M set power intervals in the table through the current remaining power, and a corresponding set slope interval is corresponded from the N set slope intervals through the slope of the current road, and then the working state of the brake resistor 31 can be found from the table through a corresponding set power interval and a corresponding set slope interval.

[0112] The first set power interval, ..., and the Mth set power interval are obtained by a large number of experiments in the early stage. The first set downhill slope interval, ..., and the Nth set downhill slope interval are obtained by a large number of experiments in the early stage.

[0113] In this embodiment, taking the current road as a downhill road as an example:

[0114] Specifically, the N consecutive set slope intervals are N consecutive set downhill slope intervals. The N consecutive set downhill slope intervals include a first set downhill slope interval, ..., and an Nth set downhill slope interval. The absolute value of the minimum value of the first set downhill slope interval to the absolute value of the minimum value of the Nth set downhill slope interval increases in sequence. The absolute value of the maximum value of the first set downhill slope interval to the absolute value of the maximum value of the Nth set downhill slope interval increases in sequence. N is greater than or equal to 2.

[0115] Specifically, the first set power interval is a set minimum power interval. If the remaining power of the current battery 1 is within the set minimum power interval, the working state of the brake resistor 31 is the second working state. It can be understood that if the remaining power of the current battery 1 is within the set minimum power interval, it means that the current battery 1 has less power and needs to be charged, and even if the current road has a large downhill slope and auxiliary braking is required, the inverted motor drive component 2 can generate more electrical energy, and the inverted motor drive component 2 is not enough to charge the battery 1 in a short time. Therefore, the working state of the brake resistor 31 is controlled to the second working state, so that the inverted motor drive component 2 can perform auxiliary braking and charge the battery 1, and the risk of being unable to perform auxiliary braking due to the full charge of the battery 1 under this working condition can be completely avoided.

[0116] Specifically, the first set downhill gradient interval is a set minimum downhill gradient interval. The Nth set downhill gradient interval is a set maximum downhill gradient interval. The Mth set power interval is a set maximum power interval.

[0117] If the current remaining power of the battery 1 is within the set maximum power range, and the downhill slope of the current road is within the set minimum downhill slope range, the working state of the brake resistor 31 is the second working state. It can be understood that if the current remaining power of the battery 1 is within the set maximum power range, it means that the current battery 1 has a lot of power. At this time, if the downhill slope of the current road is small, it means that the electric energy that can be generated by the inverted motor drive component 2 is small, and the charging of the battery 1 by the inverted motor drive component 2 is not enough to fully charge the battery 1 in a short time. Therefore, the working state of the brake resistor 31 is controlled to the second working state, so that the inverted motor drive component 2 can perform auxiliary braking and charge the battery 1, and the risk of failing to perform auxiliary braking of the inverted motor drive component 2 due to the full charge of the battery 1 under this working condition can be reduced.

[0118] If the current remaining power of the battery 1 is within the set maximum power range, and the downhill slope of the current road is not within the set minimum downhill slope range, the working state of the brake resistor 31 is the first working state. It can be understood that if the current remaining power of the battery 1 is within the set maximum power range, it indicates that the current battery 1 has a lot of power. At this time, if the downhill slope of the current road is large, it means that the inverted motor drive component 2 can generate a lot of electric energy, and the inverted motor drive component 2 can easily charge the battery 1 and fully charge the battery 1 in a short time. Therefore, the working state of the brake resistor 31 is controlled to be the first working state, so that the inverted motor drive component 2 can be used for auxiliary braking, and the risk of not being able to invert the motor drive component 2 for auxiliary braking due to the full charge of the battery 1 under this working condition can be reduced, and the battery 1 can be charged.

[0119] Exemplarily, the remaining power of the battery 1 is divided into two consecutive set power intervals. The downhill slope of the road is divided into two consecutive set downhill slope intervals. The following table 1 is obtained:

[0120] Table 1

[0121]

[0122] Exemplarily, the remaining power of the battery 1 is divided into four consecutive set power intervals. The downhill slope of the road is divided into four consecutive set downhill slope intervals. The following Table 2 is obtained:

[0123] Table 2

[0124]

[0125] For Table 2, an exemplary setting sets the pedal depth = the maximum pedal depth of the brake pedal x 90%. An exemplary setting sets the pedal speed to 70% of the pedal depth per second.

[0126] For Table 2, the exemplary setting of the first downhill slope interval is: 0% slope ~ 4% slope. The second downhill slope interval is: 4% slope ~ 5% slope. The third downhill slope interval is: 5% slope ~ 7% slope. The fourth downhill slope interval is: 7% slope ~ 100% slope.

[0127] For Table 2, the exemplary first set power interval is: 0% power ~ 80% power. The second set power interval is: 80% power ~ 85% power. The third set power interval is: 85% power ~ 90% power. The fourth set power interval is: 90% power ~ 100% power.

[0128] It can be understood that when the current brake pedal's pedaling depth is greater than or equal to the set pedaling depth, and the current brake pedal's pedaling speed is greater than or equal to the set pedaling speed, the greater the remaining power of the current battery 1 and the greater the downhill slope of the current road, the more the working state of the brake resistor 31 tends to be set to the first working state.

[0129] Therefore, such a configuration can not only further effectively reduce the risk of being unable to invert the motor drive assembly 2 for auxiliary braking due to the battery 1 being fully charged, thereby improving the reliability of auxiliary braking, but also effectively improve the braking accuracy of auxiliary braking.

[0130] Among them, when the current brake pedal stepping depth is greater than or equal to the set stepping depth, and the current brake pedal stepping speed is greater than or equal to the set stepping speed, the method of determining the working state of the brake resistor 31 according to the current remaining power of the battery 1 and the current uphill slope of the road is similar to the method of determining the working state of the brake resistor 31 according to the current remaining power of the battery 1 and the current downhill slope of the road. Therefore, it will not be repeated here.

[0131] It can be understood that if the road ahead is an uphill road, the current brake pedal's depression depth is greater than or equal to the set depression depth, and the current brake pedal's depression rate is greater than or equal to the set depression rate, the greater the current remaining power of the battery 1, the smaller the uphill slope of the current road, the more the working state of the brake resistor 31 tends to be set to the first working state.

[0132] In order to further reduce the risk of failing to reverse the motor drive assembly 2 for auxiliary braking due to the battery 1 being fully charged, the vehicle braking control method further includes:

[0133] When the working state of the brake resistor 31 is controlled to be the first working state according to the current remaining power of the battery 1 and the current road slope, it is determined whether the current vehicle speed is within the set vehicle speed range.

[0134] If the current vehicle speed is less than the minimum value of the set vehicle speed range, the resistance value of the braking resistor 31 is controlled to be the first set resistance value.

[0135] If the current vehicle speed is within the set vehicle speed range, the resistance value of the braking resistor 31 is controlled to be a second set resistance value.

[0136] If the current vehicle speed is greater than the maximum value of the set vehicle speed range, the resistance value of the braking resistor 31 is controlled to be the third set resistance value.

[0137] The first set resistance value is less than the second set resistance value and less than the third set resistance value.

[0138] Specifically, at this time, the braking resistor 31 is set as a variable resistor. Or, the braking resistor 31 is set as a plurality of braking sub-resistors distributed in parallel. When the braking resistor 31 is set as a plurality of braking sub-resistors distributed in parallel, the number of the plurality of braking sub-resistors is three, the resistance value of one braking sub-resistor is a first set resistance value, the resistance value of another braking sub-resistor is a second set resistance value, and the resistance value of another braking sub-resistor is a third set resistance value.

[0139] It is understandable that the greater the current vehicle speed, the greater the resistance value of the brake resistor 31. Since the brake resistor 31 is fixedly arranged on the vehicle chassis and is in direct contact with the outside air. Therefore, the current vehicle speed directly determines the efficiency of cooling the brake resistor 31. Therefore, the resistance value of the brake resistor 31 is determined to be the first set resistance value, the second set resistance value, or the third set resistance value by the current vehicle speed. The risk of failing to invert the motor drive assembly 2 for auxiliary braking due to the full charge of the battery 1 can be further reduced, thereby further improving the reliability of the vehicle braking system.

[0140] As an alternative, in order to further reduce the risk of being unable to invert the motor drive assembly 2 for auxiliary braking due to the battery 1 being fully charged, the vehicle braking control method further includes:

[0141] When the working state of the brake resistor 31 is controlled to be the first working state according to the current remaining power of the battery 1 and the current slope of the road, the resistance value of the brake resistor 31 is obtained from the MAP according to the current vehicle speed, and the resistance value of the brake resistor 31 is controlled to be the obtained resistance value. Among them, MAP is formed by the vehicle speed and the resistance value of the brake resistor 31; the greater the vehicle speed, the greater the resistance value of the corresponding brake resistor 31.

[0142] Specifically, at this time, the braking resistor 31 is set as a variable resistor.

[0143] Specifically, by setting the resistance value of the brake resistor 31 to be greater as the current vehicle speed is greater, the risk of failing to reverse the motor drive assembly 2 for auxiliary braking due to a fully charged battery 1 can be further reduced, thereby further improving the reliability of the vehicle braking system.

[0144] Among them, MAP is the empirical MAP obtained from a large number of previous experiments.

[0145] It is understandable that if the brake resistor 31 is set as a variable resistor, the resistance value of the brake resistor 31 can be infinitely adjusted according to the vehicle speed, thereby further improving the braking accuracy of the auxiliary brake and further reducing the risk of failing to reverse the motor drive assembly 2 for auxiliary braking due to the battery 1 being fully charged.

[0146] In order to further improve the reliability of the vehicle braking system, the vehicle braking control method further includes:

[0147] When the battery 1 is fully charged, the working state of the brake resistor 31 is controlled to be the first working state. Specifically, when the battery 1 is fully charged, in order to prevent a steep slope on the road ahead, the working state of the brake resistor 31 is actively controlled to be the first working state. This can further avoid the risk of failing to reverse the motor drive assembly 2 for auxiliary braking due to the full charge of the battery 1, thereby further improving the reliability of the vehicle braking system.

[0148] When the remaining power of the battery 1 decreases to the first set critical value, the working state of the brake resistor 31 is controlled to be the second working state, so as to avoid causing extra energy consumption and enable the battery 1 to be charged with enough power for driving, etc.

[0149] Among them, the first set critical value is an empirical value obtained from a large number of previous experiments.

[0150] In order to improve the driving comfort of the vehicle, the vehicle braking control method further includes:

[0151] The remaining power of the current battery 1 and the temperature of the vehicle device are obtained in real time.

[0152] If the remaining power of the current battery 1 is greater than or equal to the second set critical value, and the temperature of the vehicle device is lower than the set temperature value, the heating resistor 41 is controlled to form an electrical circuit with the battery 1 .

[0153] It is understandable that if the current remaining power of the battery 1 is greater than or equal to the second set critical value, it indicates that the remaining power of the battery 1 is sufficient. At this time, if the vehicle device needs to be heated, the heating resistor 41 is controlled to form an electrical circuit with the battery 1. This can not only improve the working performance of the vehicle device, but also further reduce the risk of being unable to reverse the motor drive assembly 2 for auxiliary braking due to the full charge of the battery 1, thereby further improving the reliability of auxiliary braking.

[0154] It is understandable that different vehicle components have different set temperature values.

[0155] Specifically, if the remaining power of the current battery 1 is greater than or equal to the second set critical value and the temperature of the engine oil tank is lower than the first set temperature value, a fourth switch 42 corresponding to the first heating sub-resistor is closed so that the first heating sub-resistor forms an electrical circuit with the battery 1.

[0156] Specifically, if the remaining power of the current battery 1 is greater than or equal to the second set critical value and the temperature of the urea tank is lower than the second set temperature value, a fourth switch 42 corresponding to the second heating sub-resistor is closed so that the second heating sub-resistor and the battery 1 form an electrical circuit.

[0157] Specifically, if the remaining power of the current battery 1 is greater than or equal to the second set critical value, and the temperature of the coolant tank is less than the third set temperature value, a fourth switch 42 corresponding to the third heating sub-resistor is closed, so that the third heating sub-resistor and the battery 1 form an electrical circuit.

[0158] Specifically, if the remaining power of the current battery 1 is greater than or equal to the second set critical value, and the temperature of the coolant pipe is less than the fourth set temperature value, a fourth switch 42 corresponding to the fourth heating sub-resistor is closed, so that the fourth heating sub-resistor forms an electrical circuit with the battery 1.

[0159] Specifically, if the remaining power of the current battery 1 is greater than or equal to the second set critical value and the temperature inside the cab is lower than the fifth set temperature value, a fourth switch 42 corresponding to the fifth heating sub-resistor is closed so that the fifth heating sub-resistor forms an electrical circuit with the battery 1.

[0160] Among them, the second set critical value is an empirical value obtained from a large number of previous tests. The first set temperature value is an empirical value obtained from a large number of previous tests. The second set temperature value is an empirical value obtained from a large number of previous tests. The third set temperature value is an empirical value obtained from a large number of previous tests. The fourth set temperature value is an empirical value obtained from a large number of previous tests. The fifth set temperature value is an empirical value obtained from a large number of previous tests.

[0161] If the remaining power of the current battery 1 is less than the second set critical value, the heating resistor 41 is controlled to not form an electrical circuit with the battery 1 .

[0162] It is understandable that if the remaining power of the current battery 1 is less than the second set critical value, it indicates that the remaining power of the battery 1 needs to be prepared for driving the vehicle. At this time, driving the vehicle is the main purpose, and the heating resistor 41 is controlled not to form an electrical circuit with the battery 1. It is understandable that at this time, the multiple heating sub-resistors do not form an electrical circuit with the battery 1.

[0163] It can be understood that the second set critical value is greater than the first set critical value.

[0164] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A vehicle braking control method, wherein the vehicle braking system comprises a battery (1), a motor drive assembly (2) and an auxiliary braking assembly (3), wherein the auxiliary braking assembly (3) and the motor drive assembly (2) are both connected in parallel to two ends of the battery (1); the auxiliary braking assembly (3) comprises a braking resistor (31), and the braking resistor (31) can selectively form an electrical circuit with the battery (1); characterized in that: The vehicle braking control method comprises: Real-time acquisition of the current brake pedal depression depth, the current brake pedal depression speed, the current remaining battery power (1) and the current road slope; If the current brake pedal depression depth is greater than or equal to the set depression depth, and the current brake pedal depression speed is greater than or equal to the set depression speed, then the working state of the brake resistor (31) is controlled to be the first working state or the second working state according to the current remaining power of the battery (1) and the current road slope; The first working state is that the braking resistor (31) and the battery (1) form an electrical circuit; and the second working state is that the braking resistor (31) and the battery (1) do not form an electrical circuit.

2. The vehicle braking control method according to claim 1, characterized in that: The step of controlling the working state of the braking resistor (31) to be a first working state or a second working state according to the current remaining power of the battery (1) and the current slope of the road comprises: Acquiring a table; wherein the table is formed by the remaining power of the battery (1), the slope of the road, the first working state, and the second working state; According to the current remaining power of the battery (1) and the current road slope, finding out from the table whether the working state of the brake resistor (31) is the first working state or the second working state; The working state of the braking resistor (31) is controlled to be the detected working state.

3. The vehicle braking control method according to claim 1, characterized in that: The remaining power of the battery (1) is divided into M consecutive set power intervals, the M consecutive set power intervals include a first set power interval, ..., and an Mth set power interval, the minimum value of the first set power interval to the minimum value of the Mth set power interval increase in sequence, and M is greater than or equal to 2; The first set power range is a set minimum power range; if the remaining power of the current battery (1) is within the set minimum power range, the working state of the braking resistor (31) is the second working state.

4. The vehicle braking control method according to claim 3, characterized in that: The downhill slope of the road is divided into N consecutive set downhill slope intervals, the N consecutive set downhill slope intervals include a first set downhill slope interval, ..., an Nth set downhill slope interval, the minimum value of the first set downhill slope interval to the minimum value of the Nth set downhill slope interval increase in sequence, and N is greater than or equal to 2; The first set downhill slope interval is a set minimum downhill slope interval, and the Mth set power interval is a set maximum power interval; If the current remaining power of the battery (1) is within the set maximum power range, and the downhill slope of the current road is within the set minimum downhill slope range, the working state of the braking resistor (31) is the second working state; If the current remaining power of the battery (1) is within the set maximum power range, and the downhill slope of the current road is not within the set minimum downhill slope range, the working state of the braking resistor (31) is the first working state.

5. The vehicle braking control method according to any one of claims 1 to 4, characterized in that: When the working state of the braking resistor (31) is controlled to be a first working state according to the current remaining power of the battery (1) and the current road slope, it is determined whether the current vehicle speed is within a set vehicle speed range; If the current vehicle speed is less than the minimum value of the set vehicle speed range, the resistance value of the braking resistor (31) is controlled to be a first set resistance value; If the current vehicle speed is within the set vehicle speed range, controlling the resistance value of the braking resistor (31) to be a second set resistance value; If the current vehicle speed is greater than the maximum value of the set vehicle speed range, controlling the resistance value of the braking resistor (31) to be a third set resistance value; The first set resistance value is less than the second set resistance value and less than the third set resistance value.

6. The vehicle braking control method according to any one of claims 1 to 4, characterized in that: When the working state of the brake resistor (31) is controlled to be a first working state according to the current remaining power of the battery (1) and the current road slope, the resistance value of the brake resistor (31) is obtained from the MAP according to the current vehicle speed, and the resistance value of the brake resistor (31) is controlled to be the obtained resistance value; The MAP is formed by the vehicle speed and the resistance value of the brake resistor (31); the greater the vehicle speed, the greater the resistance value of the corresponding brake resistor (31).

7. The vehicle braking control method according to any one of claims 1 to 4, characterized in that: The vehicle braking control method further comprises: When the battery (1) is fully charged, the operating state of the braking resistor (31) is controlled to be the first operating state; When the remaining power of the battery (1) decreases to a first set critical value, the operating state of the braking resistor (31) is controlled to be the second operating state.

8. The vehicle braking control method according to any one of claims 1 to 4, characterized in that: The vehicle braking system further comprises a heating component (4), the heating component (4) being connected in parallel to both ends of the battery (1); the heating component (4) comprising a heating resistor (41), the heating resistor (41) being able to selectively form an electrical circuit with the battery (1); the heating resistor (41) being used to heat vehicle components, the vehicle components comprising an engine oil tank and / or a urea tank and / or a coolant tank and / or a coolant pipe; The vehicle braking control method further comprises: Real-time acquisition of the remaining power of the current battery (1) and the temperature of the vehicle components; If the remaining power of the current battery (1) is greater than or equal to a second set critical value, and the temperature of the vehicle device is less than a set temperature value, controlling the heating resistor (41) to form an electrical circuit with the battery (1); If the remaining power of the current battery (1) is less than the second set critical value, the heating resistor (41) and the battery (1) are controlled so as not to form an electrical circuit.

9. A vehicle braking system, characterized in that: The vehicle brake system comprises a battery (1), a motor drive assembly (2) and an auxiliary brake assembly (3), wherein the auxiliary brake assembly (3) and the motor drive assembly (2) are connected in parallel to both ends of the battery (1); the auxiliary brake assembly (3) comprises a brake resistor (31), and the brake resistor (31) can selectively form an electrical circuit with the battery (1); and the vehicle brake control method according to any one of claims 1 to 8 is used to control the vehicle brake system.

10. The vehicle braking system according to claim 9, characterized in that: The braking resistor (31) is a variable resistor; or, The braking resistor (31) comprises a plurality of braking sub-resistors distributed in parallel, and the plurality of braking sub-resistors can selectively form an electrical circuit with the battery (1); the resistance values ​​of the plurality of braking sub-resistors increase in sequence.

11. The vehicle braking system according to claim 9, characterized in that: The vehicle braking system further comprises a heating component (4), the heating component (4) being connected in parallel to both ends of the battery (1); the heating component (4) comprising a heating resistor (41), the heating resistor (41) being able to selectively form an electrical circuit with the battery (1); the heating resistor (41) being used for heating vehicle components, the vehicle components comprising an engine oil tank and / or a urea tank and / or a coolant tank and / or a coolant pipe.

12. A vehicle, characterized in that A vehicle braking system comprising any one of claims 9-11.

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