Vehicle braking method, controller and vehicle

Abstract

This application discloses a vehicle braking method, controller, and vehicle, comprising: acquiring the actual torque and standard torque of the vehicle's motor during energy recovery; determining a decay amount based on the actual torque and standard torque, the decay amount indicating the degree of decrease in the efficiency of energy recovery by the motor during energy recovery; determining a first indication value indicating the current position of the vehicle's brake pedal; determining a target braking torque based on the decay amount and the first indication value; and controlling the braking torque generated by the vehicle's friction braking system to be the target braking torque. Thus, when the vehicle's motor or battery malfunctions, the braking effect will not be weakened when the brake pedal reaches its current position due to the malfunction. Therefore, the driver can achieve the desired braking purpose after pressing the brake pedal to the expected position, improving the driver's braking feel, and the vehicle's braking effect is not affected by the malfunction, effectively ensuring vehicle safety.

Description

Technical Field

[0001] This application relates to the field of vehicles, and in particular to a vehicle braking method, controller, and vehicle. Background Technology

[0002] Currently, the automotive industry is developing rapidly, and the driving experience of cars in road traffic is gradually gaining importance. During vehicle operation, the driver can press the brake pedal to slow the vehicle down, and the driver can adjust the position of the brake pedal to control the deceleration rate.

[0003] In vehicles equipped with electric motors, when the driver presses the brake pedal, the vehicle's control system distributes the driver's braking demand to the friction braking system and the electric motor. Consequently, the vehicle decelerates under the combined action of the braking torque generated by the friction braking system and the braking torque generated by the electric motor. The friction braking system controls deceleration through the friction between the brake pads and brake discs, while the electric motor controls deceleration through an energy recovery process; that is, the electric motor converts the mechanical energy of the vehicle's motion into electrical energy stored in the vehicle's battery. Generally, the deeper the driver presses the brake pedal, the greater the braking demand, and consequently, the higher the vehicle's deceleration.

[0004] Specifically, when the driver releases the accelerator pedal, the vehicle's electric motor can recover energy. During this energy recovery process, the vehicle decelerates accordingly under the braking torque of the motor. Then, when the driver presses the brake pedal, the combined braking torque of the electric motor and the friction braking system causes the vehicle to decelerate at an even greater rate.

[0005] In practical applications, drivers can perceive the deceleration that occurs when the brake pedal is pressed to a desired position. In other words, to achieve their desired braking effect, the driver can press the brake pedal to the desired position. For example, in vehicles equipped with an electric motor, the vehicle decelerates under the combined action of the motor's torque and the braking torque of the friction braking system, allowing the driver to perceive the deceleration that occurs when the brake pedal is pressed to the desired position. However, when the vehicle's motor or battery malfunctions, the motor's energy recovery process is limited. Consequently, pressing the brake pedal to the desired position may not achieve the driver's desired braking effect, affecting the driver's braking feel. Summary of the Invention

[0006] This application provides a vehicle braking method to improve the driver's braking experience. Furthermore, this application also provides a corresponding controller, vehicle, computer-readable storage medium, and computer program product.

[0007] In a first aspect, embodiments of this application provide a vehicle braking method, comprising: during the energy recovery process of a vehicle's motor, acquiring the actual torque and standard torque of the motor; determining a decay amount based on the actual torque and the standard torque, the decay amount indicating the degree of decay in the efficiency of the motor in recovering energy during the energy recovery process; determining a first indication value indicating the current position of the vehicle's brake pedal; determining a target braking torque based on the decay amount and the first indication value; and controlling the braking torque generated by the vehicle's friction braking system to be the target braking torque.

[0008] In one possible implementation, the attenuation amount is a first torque difference between the actual torque and the standard torque, and the step of determining the target braking torque based on the attenuation amount and the first indicated value includes: determining an initial braking torque and a weight value based on the first indicated value; determining a compensation torque based on the weight value and the attenuation amount; and compensating the initial braking torque with the compensation torque to obtain the target braking torque.

[0009] In one possible implementation, determining the weight value based on the first indicated value includes: determining the weight value based on the ratio between the first indicated value and a second indicated value, wherein the second indicated value is used to indicate a preset position of the brake pedal.

[0010] In one possible implementation, the attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque, the first torque difference being the difference between the actual torque and the standard torque, and the step of determining the target braking torque based on the attenuation amount and the first indicated value includes: determining the attenuation level based on the attenuation amount; and determining the target braking torque based on the first indicated value and the attenuation level.

[0011] In one possible implementation, obtaining the actual torque of the motor includes: determining the instantaneous torque of the motor based on a first operating state of the motor; and determining the actual torque based on the instantaneous torque.

[0012] In one possible implementation, determining the actual torque based on the instantaneous torque includes: determining the target torque of the motor, the target torque being the torque that the motor is expected to reach during the energy recovery process; determining a second torque difference between the instantaneous torque and the target torque; wherein, when the second torque difference satisfies an error condition, the actual torque is the target torque, and when the second torque difference does not satisfy the error condition, the actual torque is the instantaneous torque.

[0013] In one possible implementation, determining the target torque of the motor includes: determining a first limit torque of the motor based on the first operating state; determining a second limit torque of the motor based on a second operating state of the vehicle's battery; and determining the target torque based on the first limit torque, the second limit torque, and the standard torque.

[0014] In one possible implementation, obtaining the standard torque of the motor includes: obtaining a third operating state of the vehicle; and determining the standard torque based on the third operating state.

[0015] Secondly, embodiments of this application provide a controller, comprising: an acquisition module, configured to acquire the actual torque and standard torque of the motor during the energy recovery process of the vehicle's motor; a determination module, configured to determine an attenuation amount based on the actual torque and the standard torque, the attenuation amount indicating the degree of attenuation in the efficiency of the motor in recovering energy during the energy recovery process; the determination module further configured to determine a first indication value, the first indication value indicating the current position of the vehicle's brake pedal; the determination module further configured to determine a target braking torque based on the attenuation amount and the first indication value; and a control module, configured to control the braking torque generated by the vehicle's friction braking system to be the target braking torque.

[0016] In one possible implementation, the attenuation amount is a first torque difference between the actual torque and the standard torque, and the determining module is specifically used to: determine an initial braking torque and a weight value based on the first indicated value; determine a compensation torque based on the weight value and the attenuation amount; and compensate the initial braking torque using the compensation torque to obtain the target braking torque.

[0017] In one possible implementation, the determining module is specifically used to: determine the weight value based on the ratio between the first indicated value and the second indicated value, wherein the second indicated value is used to indicate a preset position of the brake pedal.

[0018] In one possible implementation, the attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque, where the first torque difference is the difference between the actual torque and the standard torque. The determining module is specifically used to: determine the attenuation level based on the attenuation amount; and determine the target braking torque based on the first indicated value and the attenuation level.

[0019] In one possible implementation, the acquisition module is specifically used to: determine the instantaneous torque of the motor based on the first operating state of the motor; and determine the actual torque based on the instantaneous torque.

[0020] In one possible implementation, the determining module is further configured to: determine the target torque of the motor, the target torque being the torque that the motor is expected to reach during the energy recovery process; determine a second torque difference between the instantaneous torque and the target torque; wherein, when the second torque difference satisfies an error condition, the actual torque is the target torque, and when the second torque difference does not satisfy the error condition, the actual torque is the instantaneous torque.

[0021] In one possible implementation, the determining module is specifically configured to: determine a first limit torque of the motor based on the first operating state; determine a second limit torque of the motor based on a second operating state of the vehicle's battery; and determine the target torque based on the first limit torque, the second limit torque, and the standard torque.

[0022] In one possible implementation, the acquisition module is specifically used to: acquire a third operating state of the vehicle; and determine the standard torque based on the third operating state.

[0023] Thirdly, embodiments of this application also provide a vehicle, the vehicle including the controller described in the second aspect.

[0024] Fourthly, embodiments of this application also provide a computer-readable storage medium for storing a computer program for performing the methods described in the first aspect and any one of the embodiments of the first aspect.

[0025] Fifthly, embodiments of this application also provide a computer program product including instructions that, when run on a computing device, cause the computing device to perform the methods described in the first aspect and any one of the embodiments of the first aspect.

[0026] In the above implementation of the embodiments of this application, during the energy recovery process of the vehicle's motor, the actual torque and standard torque of the motor are obtained; based on the actual torque and standard torque, an attenuation amount is determined, which is used to indicate the degree of attenuation of the efficiency of the motor in recovering energy during the energy recovery process; a first indication value is determined, which is used to indicate the current position of the vehicle's brake pedal; based on the attenuation amount and the first indication value, a target braking torque is determined; and the braking torque generated by the vehicle's friction braking system is controlled to be the target braking torque.

[0027] During the energy recovery process of a vehicle's electric motor, the actual torque of the motor may not reach the standard torque required for energy recovery. By comparing the actual torque with the standard torque, the degree of efficiency reduction in energy recovery can be determined, i.e., the degree of reduction in the deceleration effect produced by the motor. Based on this reduction, the friction braking system can be controlled to compensate for the reduction, i.e., the braking torque generated by the friction braking system is compensated to the target braking torque. Thus, when the vehicle's motor or battery malfunctions, the braking effect will not be weakened when the brake pedal is in its current position due to the malfunction. The driver can achieve the desired braking effect when pressing the brake pedal to the expected position, improving the driver's braking feel. Furthermore, because the braking effect is not affected by the malfunction, the safety of the vehicle during driving is effectively guaranteed. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings.

[0029] Figure 1 This is a schematic flowchart of a vehicle braking method according to an embodiment of this application;

[0030] Figure 2a This is a schematic diagram illustrating the relationship between the travel of a brake pedal and deceleration in an embodiment of this application;

[0031] Figure 2b This is a schematic diagram illustrating the relationship between the travel of a brake pedal and deceleration in another embodiment of this application.

[0032] Figure 3 This is a schematic diagram illustrating the relationship between the brake pedal travel and the target braking torque at different brake damping levels in an embodiment of this application.

[0033] Figure 4 This is a schematic diagram illustrating the relationship between the travel of a brake pedal and the target braking torque after compensation using a compensating torque, according to an embodiment of this application.

[0034] Figure 5 This is a schematic diagram of the structure of a controller in an embodiment of this application. Detailed Implementation

[0035] The following description, in conjunction with the accompanying drawings, illustrates various non-limiting embodiments of this application. Obviously, the described embodiments are only a portion, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0036] See Figure 1 , Figure 1 A flowchart illustrating a vehicle braking method according to an embodiment of this application is shown. This method can be executed by the vehicle itself, or by a controller configured on the vehicle, wherein the controller may include multiple control modules. The following description uses the example of the vehicle braking method being executed by the controller. Figure 1 As shown, the method may specifically include the following steps.

[0037] S101: During the energy recovery process of the vehicle's motor, the controller obtains the actual torque and standard torque of the motor.

[0038] For vehicles equipped with electric motors, when the driver releases the accelerator pedal, the vehicle begins to coast. During this coasting process, the motor can recover energy, converting the mechanical energy gained during coasting into electrical energy and storing it in the vehicle's battery. At this time, the motor's torque is negative, and the vehicle decelerates accordingly under the motor's action. However, during the energy recovery process, the vehicle's motor or battery may experience malfunctions that affect the energy recovery process. For example, the battery may reach its maximum energy capacity, the ambient temperature of the battery may be too low, or the motor may malfunction. When the vehicle's motor or battery malfunctions, the energy recovery process is limited; that is, the motor's actual torque cannot reach its standard torque. The standard torque is the torque value that the motor achieves during the energy recovery process to meet the expected energy recovery effect, while the actual torque is the torque value that the motor can actually achieve during the energy recovery process. Therefore, the controller can obtain the motor's standard torque and actual torque to adjust the vehicle's braking process according to the actual situation of the motor.

[0039] In practical applications, the controller can directly obtain the standard torque of the motor. Alternatively, the controller can also obtain the vehicle's third operating state, and then determine the standard torque based on this state. Specifically, the controller can determine the motor's standard torque based on the correspondence between the third operating state and the standard torque. The third operating state can be the vehicle's current speed, the energy recovery level set by the driver, or any other operating state of the vehicle; there are no limitations on this. For example, different vehicle speeds can correspond to different standard torque values. The controller can obtain the vehicle's current speed and determine the standard torque corresponding to the current speed based on the correspondence between speed and standard torque. Similarly, different energy recovery levels can also correspond to different standard torque values. The controller can obtain the current energy recovery level set by the driver and determine the standard torque corresponding to the current energy recovery level based on the correspondence between the energy recovery level and the standard torque. Furthermore, the controller can simultaneously obtain the vehicle's current speed and the current energy recovery level to determine the standard torque corresponding to both.

[0040] It should be noted that the correspondence between the vehicle's third operating state and the motor's standard torque can be pre-configured in the controller by technicians. In practical applications, the above correspondence can be determined by technicians during normal vehicle operation, specifying the standard torque for each of the vehicle's different third operating states, to ensure the vehicle achieves the desired energy recovery effect.

[0041] Regarding the actual torque of the motor, the actual torque can be the motor's current instantaneous torque. Specifically, the controller can calculate based on the motor's first operating state to determine the instantaneous torque. The first operating state of the motor can include multiple sub-states. For example, the first operating state can include the motor's voltage and current, or it can include the motor's voltage, current, speed, and temperature. Furthermore, the controller calculates based on these multiple sub-states to obtain the motor's current instantaneous torque, and then determines the motor's actual torque based on this instantaneous torque. Alternatively, the first operating state can also include the motor's current and resistance, or it can include other sub-states used to calculate the instantaneous torque; this is not limited.

[0042] Furthermore, the motor's current instantaneous torque may not have reached its target torque. For example, the instantaneous torque may be unstable while the motor is responding to a torque request, or the motor may not be responding to the torque request during energy recovery. Here, the target torque is the torque the motor aims to achieve during energy recovery. Therefore, the controller can determine whether the motor's torque has reached the target torque, and thus determine the motor's actual torque. Specifically, the controller can determine the value of the target torque, thereby determining the torque difference between the instantaneous torque and the target torque. Since the motor's instantaneous torque is unstable during the torque request response process, when the torque difference meets the error condition, the controller can determine that the motor has responded to the torque request, and the motor's actual torque can be the motor's current target torque. When the torque difference does not meet the error condition, the motor may not have responded to the torque request, and in this case, the motor's actual torque can be the motor's instantaneous torque. In practical applications, the torque difference meeting the error condition can be when the torque difference is below a torque difference threshold. The torque difference threshold can be the absolute value of the product of the motor's target torque and a pre-set weight value; for example, the torque difference threshold can be the absolute value of 10% of the target torque. In addition to the above, the error condition that the torque difference must satisfy can also be other possible conditions, and there is no limitation on this. It is worth noting that the controller can also determine whether the motor torque has reached the actual achievable torque value in other ways. For example, the controller can determine this based on whether the ratio between the instantaneous torque and the target torque satisfies the error condition, and there is no limitation on this.

[0043] Furthermore, in cases where the motor does not respond to the torque request during the energy recovery process, the controller can determine whether the duration of the energy recovery process has reached a duration threshold. This duration threshold is a standard duration for the motor to respond to the torque request during energy recovery; for example, it could be 100 milliseconds. When the duration exceeds the duration threshold, the controller can determine whether the torque difference between the instantaneous torque and the target torque meets the error condition. That is, the controller confirms whether the motor has responded to the torque request during energy recovery, and thus determines the actual torque of the motor. When the duration is less than the duration threshold, the actual torque of the motor can be the target torque, or the controller can wait until the duration exceeds the duration threshold before determining the actual torque; this is not limited. It should be noted that the controller can determine the duration threshold based on the motor's first operating state, or it can determine the duration threshold in other ways; this is not limited.

[0044] As an implementation example, the controller can determine the target torque of the motor based on a first operating state of the motor, a second operating state of the vehicle's battery, and the standard torque of the motor. Specifically, the controller can determine the first limit torque of the motor based on the first operating state, which can include multiple sub-states, such as the motor voltage and current, or the motor voltage, current, speed, and temperature. The controller can also determine the second limit torque of the motor based on the second operating state of the battery, which can also include multiple sub-states, such as the battery voltage and current, or the battery voltage, current, and temperature. Furthermore, since the torque achievable by the motor during energy recovery is typically not lower than the first limit torque, the second limit torque, and the standard torque of the motor, the controller can take the maximum value among these three torques as the target torque of the motor.

[0045] In practical applications, technicians can use the maximum torque achievable by the motor under different operating conditions to train artificial intelligence (AI). The trained AI model can be pre-configured into the controller, allowing the controller to determine the motor's first maximum torque based on the AI ​​model and the motor's first operating state. Alternatively, technicians can also use the maximum torque achievable by the motor under different battery operating conditions to train AI. The trained AI model can be pre-configured into the controller, allowing the controller to determine the motor's second maximum torque based on the AI ​​model and the battery's second operating state.

[0046] It should be noted that during the energy recovery process of the motor, the value of the motor torque is usually negative. In practical applications, the controller can also execute based on the absolute value of the motor torque. For example, the controller can take the absolute value of the target torque as the minimum value between the absolute value of the first limit torque, the absolute value of the second limit torque, and the absolute value of the standard torque of the motor.

[0047] S102: Based on the actual torque and the standard torque, the controller determines the attenuation amount, which indicates the degree of attenuation in the efficiency of the motor in recovering energy during the energy recovery process.

[0048] When a vehicle's motor or battery malfunctions, the motor's energy recovery process is limited. Specifically, the motor's actual torque may not reach its standard torque, resulting in a reduced deceleration effect. Therefore, the controller can determine the attenuation amount based on the obtained actual torque and standard torque. This attenuation amount indicates the degree of reduction in the motor's energy recovery efficiency, i.e., the degree of reduction in vehicle deceleration. The controller can then compensate for this attenuation in subsequent steps, thereby improving the driver's braking experience.

[0049] As a first implementation example, the attenuation amount is the first torque difference between the actual torque and the standard torque. The controller can calculate the attenuation amount by calculating the difference between the actual torque and the standard torque. It should be noted that during the energy recovery process of the motor, the value of the motor torque is usually negative. In practical applications, the controller can also perform the operation based on the absolute value of the motor torque. For example, the controller can calculate the attenuation amount by calculating the absolute value of the difference between the standard torque and the actual torque.

[0050] For example, the controller can obtain the attenuation amount based on the following formula (1).

[0051] S=|T1-T2| Formula (1)

[0052] Where S is the attenuation amount, T1 is the actual torque of the motor, and T2 is the standard torque of the motor.

[0053] As a second implementation example, the attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque. The controller can calculate the difference between the actual torque and the standard torque to obtain the first torque difference, and then calculate the absolute value of the ratio between the first torque difference and the standard torque to obtain the attenuation amount.

[0054] For example, the controller can obtain the attenuation amount based on the following formula (2).

[0055]

[0056] Where S is the attenuation amount, T1 is the actual torque of the motor, and T2 is the standard torque of the motor.

[0057] It is worth noting that the implementation of the above formula (1) or formula (2) is only an example. In actual application, the controller can obtain the attenuation amount based on other formulas, and there is no limitation on this.

[0058] S103: The controller determines a first indication value, wherein the first indication value is used to indicate the current position of the vehicle's brake pedal.

[0059] The controller can determine the current position of the brake pedal pressed by the driver in order to control the vehicle braking based on the current position of the brake pedal. Therefore, the controller can determine a first indicated value, which indicates the current position of the vehicle's brake pedal. For example, the first indicated value can be the travel of the brake pedal, the angle of the brake pedal, or the depth of the brake pedal; there is no limitation on this.

[0060] S104: Based on the attenuation amount and the first indicated value, the controller determines the target braking torque.

[0061] S105: The controller controls the braking torque generated by the vehicle's friction braking system to be the target braking torque.

[0062] Since the attenuation amount determined by the controller indicates the degree of deceleration of the vehicle, the controller can compensate the braking torque generated by the friction braking system when the brake pedal is pressed to the current position to the target braking torque based on the attenuation amount and the first indicated value. In this way, the braking effect of the vehicle will not be weakened due to motor or battery failure when the brake pedal reaches the current position. Thus, the driver can achieve the braking purpose he expects after pressing the brake pedal to the position he expects, improving the driver's braking feel. Furthermore, since the vehicle's braking effect is not affected by the fault, the safety of the vehicle during driving is effectively guaranteed.

[0063] The following example illustrates the concept of attenuation as the absolute value of the ratio between the first torque difference and the standard torque, and the first indicated value as the travel of the brake pedal. Figure 2a The diagram shown is a schematic representation of the relationship between the travel of a brake pedal and deceleration according to an embodiment of this application. Figure 2a The curves are shown for the following scenarios: 1) when the braking torque generated by the friction braking system is not compensated to the target braking torque at 80% attenuation; 2) when the braking torque generated by the friction braking system is compensated to the target braking torque at 80% attenuation; and 3) when the motor does not experience attenuation during energy recovery. When the controller determines the attenuation to be 80%, it compensates the braking torque generated by the friction braking system to the target braking torque, so that as the brake pedal travel gradually increases, the vehicle's deceleration gradually increases to match the deceleration of the motor when it does not experience attenuation during energy recovery. Figure 2b The diagram shown illustrates the relationship between the brake pedal travel and deceleration in another embodiment of this application, where the attenuation is 40%. The process of vehicle deceleration changing with brake pedal travel can be referred to the relevant description above, and will not be repeated here.

[0064] In this embodiment, the following implementation examples of the controller determining the target braking torque based on the attenuation amount and the first indicated value are provided.

[0065] In the first implementation example, the attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque. The controller can determine the target braking torque based on the attenuation amount and the first indicated value. Specifically, the controller can determine the target braking torque based on the correspondence between the attenuation amount, the first indicated value, and the target braking torque. In practical applications, since the attenuation amount can be any value between 0% and 100%, the controller can determine the attenuation level based on the attenuation amount, and determine the target braking torque based on the correspondence between the attenuation level, the first indicated value, and the target braking torque. This effectively reduces the number of relationships involved in the correspondence and improves the speed at which the controller determines the target braking torque. In addition, the controller can also determine the target braking torque based on the correspondence between the vehicle's operating state, the attenuation level, and the first indicated value, where the vehicle's operating state can include the vehicle's speed or the regenerative braking position.

[0066] Figure 3 This is a schematic diagram illustrating the relationship between the brake pedal travel and the target braking torque at different brake fade levels according to an embodiment of this application. The target braking torque is a negative value, and the value of the target braking torque decreases accordingly as the curve rises. Figure 3 The diagram shows the target braking torque corresponding to different brake pedal travels when the brake damping level is 40% to 50%, the target braking torque corresponding to different brake pedal travels when the brake damping level is 80% to 90%, and the target braking torque corresponding to different brake pedal travels when the motor does not experience damping during energy recovery. In practical applications, Figure 3 The curve shown can be a relational table composed of multiple scattered points, based on Figure 3 As shown in the correspondence, the controller can determine the corresponding target braking torque based on the attenuation amount and the first indicated value.

[0067] In the second implementation example, the attenuation is a first torque difference between the actual torque and the standard torque. The controller can determine the target braking torque based on the attenuation and the first indicated value. Specifically, the controller can determine the initial braking torque and a weight value based on the first indicated value, where the initial braking torque is the braking torque corresponding to the first indicated value when the motor does not experience attenuation during energy recovery. Furthermore, the controller can determine the compensation torque based on the weight value and the attenuation, where the compensation torque is the product of the weight value and the attenuation. Finally, the controller can compensate the initial braking torque using the compensation torque to obtain the target braking torque, where both the initial and target braking torques are negative values, and the target braking torque is the difference between the initial braking torque and the compensation torque.

[0068] Figure 4 This diagram illustrates the relationship between the travel of a brake pedal and the target braking torque after compensation using a compensating torque, according to an embodiment of this application. The target braking torque is a negative value, decreasing as the curve rises. As the brake pedal travel gradually increases, the weight value corresponding to the compensating torque gradually increases, and the value of the compensating torque also gradually increases. When the brake pedal travel is greater than or equal to a preset travel, the weight value is 100%, and the value of the compensating torque equals the attenuation. Correspondingly, the vehicle's deceleration increases to match the deceleration of the motor during energy recovery without attenuation. During this process, the compensating torque gradually increases with the change in the weight value, and the target braking torque and vehicle deceleration do not change abruptly. In practical applications, the controller can calculate the corresponding target braking torque based on the attenuation and a first indicated value. Alternatively, the controller can pre-calculate the target braking torque corresponding to different first indicated values ​​after determining the attenuation, such as... Figure 4 As shown, the target braking torque is then determined based on the correspondence between the first indicated value and the target braking torque.

[0069] Furthermore, there are several different ways to implement the controller determining the weight value based on the first indicated value. As a first implementation, the controller can determine the weight value based on the ratio between the first indicated value and a second indicated value, where the second indicated value is a preset position of the brake pedal. For example, ... Figure 4 As shown, when the brake pedal travel is travel 2, the weight value can be the ratio between the value of travel 2 and the value of the preset travel. Similarly, when the brake pedal travel is travel 1, the weight value can be the ratio between the value of travel 1 and the value of the preset travel. As a second implementation, the controller can determine the weight value based on the correspondence between the first indicated value and the weight value. For example, ... Figure 4 As shown, when the brake pedal travel is travel 2, the weight value can be the weight value corresponding to travel 2 indicated in the correspondence. Similarly, when the brake pedal travel is travel 1, the weight value can be the weight value corresponding to travel 1 indicated in the correspondence. In addition, the controller can also determine the weight value based on other implementation methods, and this is not limited.

[0070] It is worth noting that the different methods by which the controller determines the target braking torque described above are only illustrative examples. In actual applications, the controller may also determine the target braking torque based on other methods, and there is no limitation on this.

[0071] In this embodiment, the controller can use the steps described in steps S101 to S105 above to continuously determine the target braking torque and control the braking torque generated by the vehicle's friction braking system to be the target braking torque, so as to continuously improve the driver's braking experience.

[0072] Furthermore, embodiments of this application also provide a controller. See also... Figure 5 , Figure 5 A schematic diagram of the structure of a controller according to an embodiment of this application is shown. Figure 5 The controller 500 shown includes:

[0073] The acquisition module 501 is used to acquire the actual torque and standard torque of the motor during the energy recovery process of the vehicle's motor.

[0074] The determining module 502 is configured to determine the attenuation amount based on the actual torque and the standard torque, wherein the attenuation amount is used to indicate the degree of attenuation in the efficiency of the motor in recovering energy during the energy recovery process; the determining module 502 is also configured to determine a first indication value, wherein the first indication value is used to indicate the current position of the vehicle's brake pedal; the determining module 502 is also configured to determine a target braking torque based on the attenuation amount and the first indication value.

[0075] The control module 503 is used to control the braking torque generated by the friction braking system of the vehicle to the target braking torque.

[0076] In one possible implementation, the attenuation amount is a first torque difference between the actual torque and the standard torque, and the determining module 502 is specifically used to: determine an initial braking torque and a weight value based on the first indicated value; determine a compensation torque based on the weight value and the attenuation amount; and compensate the initial braking torque using the compensation torque to obtain the target braking torque.

[0077] In one possible implementation, the determining module 502 is specifically used to: determine the weight value based on the ratio between the first indicated value and the second indicated value, wherein the second indicated value is used to indicate a preset position of the brake pedal.

[0078] In one possible implementation, the attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque, where the first torque difference is the difference between the actual torque and the standard torque. The determining module 502 is specifically used to: determine the attenuation level based on the attenuation amount; and determine the target braking torque based on the first indicated value and the attenuation level.

[0079] In one possible implementation, the acquisition module 501 is specifically used to: determine the instantaneous torque of the motor based on the first operating state of the motor; and determine the actual torque based on the instantaneous torque.

[0080] In one possible implementation, the determining module 502 is further configured to: determine the target torque of the motor, the target torque being the torque that the motor is expected to reach during the energy recovery process; determine a second torque difference between the instantaneous torque and the target torque; wherein, when the second torque difference satisfies an error condition, the actual torque is the target torque, and when the second torque difference does not satisfy the error condition, the actual torque is the instantaneous torque.

[0081] In one possible implementation, the determining module 502 is specifically configured to: determine a first limit torque of the motor based on the first operating state; determine a second limit torque of the motor based on a second operating state of the vehicle's battery; and determine the target torque based on the first limit torque, the second limit torque, and the standard torque.

[0082] In one possible implementation, the acquisition module 501 is specifically used to: acquire the third operating state of the vehicle; and determine the standard torque based on the third operating state.

[0083] It should be noted that the information interaction and execution process between the modules and units of the above-mentioned device are based on the same concept as the method embodiment in this application, and the resulting technical effects are the same as those in the method embodiment in this application. For details, please refer to the description in the method embodiment shown above in this application, and it will not be repeated here.

[0084] In addition, this application also provides a vehicle that includes the aforementioned controller.

[0085] In addition, this application embodiment also provides a computer-readable storage medium for storing a computer program for executing the vehicle braking method described in the above method embodiment.

[0086] In addition, this application also provides a computer program product containing instructions that, when run on a computing device, causes the computing device to execute the vehicle braking method described in the above method embodiments.

[0087] In the embodiments of this application, the word "first" in names such as "first torque difference" and "first working state" is only used for naming purposes and does not represent the first in order. The same rule applies to "second," "third," etc.

[0088] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that all or part of the steps in the methods of the above embodiments can be implemented by means of software plus a general-purpose hardware platform. Based on this understanding, the technical solution of this application can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as a read-only memory (ROM) / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network communication device such as a router) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0089] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The device embodiments described above are merely illustrative. Modules described as separate components may or may not be physically separate, and components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0090] The above description is merely an exemplary implementation of this application and is not intended to limit the scope of protection of this application.

Claims

1. A vehicle braking method, characterized in that, The method includes: During the energy recovery process of the vehicle's motor, the actual torque and standard torque of the motor are obtained; The attenuation amount is determined based on the actual torque and the standard torque, and the attenuation amount is used to indicate the degree of attenuation in the efficiency of the motor in recovering energy during the energy recovery process; A first indication value is determined, which is used to indicate the current position of the brake pedal of the vehicle; The target braking torque is determined based on the attenuation amount and the first indicated value; The braking torque generated by the friction braking system of the vehicle is controlled to be the target braking torque.

2. The method according to claim 1, characterized in that, The attenuation amount is a first torque difference between the actual torque and the standard torque, and determining the target braking torque based on the attenuation amount and the first indicated value includes: Based on the first indicated value, determine the initial braking torque and weight value; The compensation torque is determined based on the weight value and the attenuation amount; The initial braking torque is compensated using the compensation torque to obtain the target braking torque.

3. The method according to claim 2, characterized in that, Determining the weight value based on the first indicated value includes: The weight value is determined based on the ratio between the first indicated value and the second indicated value, wherein the second indicated value is used to indicate the preset position of the brake pedal.

4. The method according to claim 1, characterized in that, The attenuation amount is the absolute value of the ratio between the first torque difference and the standard torque, where the first torque difference is the difference between the actual torque and the standard torque. Determining the target braking torque based on the attenuation amount and the first indicated value includes: Based on the stated attenuation amount, determine the attenuation level; The target braking torque is determined based on the first indicated value and the attenuation level.

5. The method according to claim 1, characterized in that, The step of obtaining the actual torque of the motor includes: The instantaneous torque of the motor is determined based on the first operating state of the motor. The actual torque is determined based on the instantaneous torque.

6. The method according to claim 5, characterized in that, Determining the actual torque based on the instantaneous torque includes: Determine the target torque of the motor, which is the torque that the motor aims to achieve during the energy recovery process; A second torque difference is determined between the instantaneous torque and the target torque; wherein, when the second torque difference meets the error condition, the actual torque is the target torque, and when the second torque difference does not meet the error condition, the actual torque is the instantaneous torque.

7. The method according to claim 6, characterized in that, Determining the target torque of the motor includes: Based on the first operating state, determine the first limit torque of the motor; The second limit torque of the motor is determined based on the second operating state of the vehicle's battery; The target torque is determined based on the first limiting torque, the second limiting torque, and the standard torque.

8. The method according to claim 1, characterized in that, Obtaining the standard torque of the motor includes: Obtain the third operating state of the vehicle; The standard torque is determined based on the third operating state.

9. A controller, characterized in that, The controller includes: An acquisition module is used to acquire the actual torque and standard torque of the motor during the energy recovery process of the vehicle's motor. The determining module is configured to determine the attenuation amount based on the actual torque and the standard torque, the attenuation amount indicating the degree of attenuation in the efficiency of the motor in recovering energy during the energy recovery process; the determining module is also configured to determine a first indication value, the first indication value indicating the current position of the vehicle's brake pedal; the determining module is also configured to determine a target braking torque based on the attenuation amount and the first indication value. A control module is provided to control the braking torque generated by the friction braking system of the vehicle to the target braking torque.

10. A vehicle, characterized in that, The vehicle includes the controller as described in claim 9.

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