Control method and control apparatus

Abstract

A control method and a control apparatus. The control method comprises: acquiring an electric braking parameter determined on the basis of a driving state of a vehicle, wherein when the vehicle is in an energy recovery state, a braking force of the vehicle is provided by an electric brake mechanism on the basis of the electric braking parameter; and, when the vehicle exits the energy recovery state due to triggering a stability control function, controlling, on the basis of the electric braking parameter, an active pressurization module to build a corresponding braking hydraulic pressure in a brake wheel cylinder. The control method can be used for intelligent automobiles or new energy vehicles, and, when a vehicle exits an energy recovery state due to triggering a stability control function, can prevent unintended acceleration caused by the exiting from energy recovery, thereby ensuring the driving safety of vehicles.

Description

Control method and control device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on August 7, 2023, with application number 202310987520.5 and invention name “Control Method and Control Device”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of new energy vehicles, and more specifically, to a control method and a control device. Background Art

[0003] For new energy vehicles, such as electric and hybrid vehicles, the drive motor typically applies negative torque to the wheels to apply braking force. This allows braking without triggering the braking system, converting the vehicle's kinetic energy into electrical energy for energy recovery. Energy recovery can improve a vehicle's range to a certain extent. However, if the road adhesion coefficient suddenly decreases during braking using energy recovery, such as when driving over a speed bump or on a slippery road, the sudden drop in road adhesion will be unable to counteract the braking force on the wheels, causing the wheels to lock. This triggers stability control systems, such as the antilock braking system (ABS), electronic brakeforce distribution (EBD), and electronic stability control (ESC), and disengages the energy recovery function. As the vehicle's wheel speed recovers, without resuming energy recovery, the stability control function disengages, resulting in a sudden decrease in braking force on the wheels. This can cause the vehicle to lurch forward, impacting ride comfort, or even worse, causing the vehicle to lose stability and compromise driving safety.

[0004] Therefore, how to deal with vehicle instability caused by the withdrawal of the energy recovery function becomes an urgent problem to be solved.

[0005] Summary of the Invention

[0006] The present application provides a control method and a control device, which can avoid unexpected acceleration caused by the exit of energy recovery when the stability control function is triggered and causes the vehicle to exit the energy recovery state, and can ensure the driving safety of the vehicle.

[0007] In a first aspect, a control method is provided. The method can be executed by a computing platform, or by a processor or chip in the computing platform, or by a vehicle.

[0008] The method includes: obtaining a first electric braking parameter, where the first electric braking parameter is determined based on the driving state of the vehicle, the vehicle includes an electric braking mechanism and a hydraulic braking mechanism, the hydraulic braking mechanism includes an active boosting module and a brake wheel cylinder, the active boosting module is used to control the pressure of the brake fluid in the brake wheel cylinder, and when the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric braking mechanism based on the first electric braking parameter; when the stability control function is triggered, the active boosting module is controlled to establish a first brake fluid pressure in the brake wheel cylinder based on the first electric braking parameter.

[0009] In one embodiment, when the vehicle is in the energy recovery state, the target torque for energy recovery can be determined based on the vehicle's driving state. When the stability control function is triggered, the vehicle exits the energy recovery state. Even if the vehicle exits the energy recovery state due to the triggering of the stability control function, the same logic can still be used to determine the target torque for energy recovery. In other words, the target torque for energy recovery can still be determined based on the vehicle's driving state. This target torque for energy recovery can be understood as an example of the first electric braking parameter.

[0010] In another embodiment, after the stability control function is triggered and the energy recovery state is exited, regardless of whether the stability control function is in the triggered state, although the energy recovery state has been exited, the target torque for energy recovery can still be determined based on the vehicle's speed, pedal opening and other driving conditions, and the pressure of the brake fluid in the brake wheel cylinder can be adjusted based on the target torque for energy recovery.

[0011] Because triggering the stability control function causes the vehicle to exit the energy regeneration state, the braking force applied to the vehicle by the electric brake mechanism will suddenly dissipate. In this application, when the stability control function is triggered and the vehicle exits the energy regeneration state, the hydraulic brake mechanism is controlled according to electric brake parameters such as the target torque for energy regeneration, and a first brake fluid pressure is established in the brake wheel cylinder through the active boost function. This enables switching of the braking mode without driver intervention, avoids unintended acceleration caused by the exit of energy regeneration, and ensures vehicle driving safety.

[0012] In combination with the first aspect, in certain implementations of the first aspect, controlling the active boosting module to establish the first brake fluid pressure in the brake wheel cylinder according to the first electric braking parameter may include: determining the first hydraulic braking force according to the first electric braking parameter; determining the wheel-end braking force according to the first hydraulic braking force; and controlling the active boosting module to establish the first brake fluid pressure in the brake wheel cylinder according to the wheel-end braking force.

[0013] For example, the first hydraulic braking force may include a target braking force that the hydraulic brake mechanism is expected to apply to the vehicle when the active boost function is enabled. Based on the braking force distribution coefficient and the wheel slip ratio, the wheel-end braking force can be distributed to each wheel of the vehicle, and a corresponding brake fluid pressure can be established in each wheel cylinder.

[0014] In one embodiment, assume that a wheel is a drive wheel but not a brake wheel, meaning that the wheel is not equipped with a corresponding wheel brake cylinder. During energy regeneration, the electric brake mechanism applies a corresponding braking force to the wheel. If the stability control function is triggered, causing energy regeneration to be discontinued, the hydraulic brake mechanism does not apply a braking force to the wheel.

[0015] In another embodiment, assume that a wheel is both a driving wheel and a braking wheel, and that the stability control function is triggered due to wheel locking. During energy regeneration, the electric braking mechanism applies wheel-end braking force #1 to this wheel. When the stability control function is triggered, disabling energy regeneration, the hydraulic braking mechanism applies wheel-end braking force #2 to this wheel. Given that this wheel is locked, wheel-end braking force #2 can be less than wheel-end braking force #1. Accordingly, more braking force can be allocated to the vehicle's non-locking braking force, maintaining a stable deceleration.

[0016] In the present application, the wheel-end braking force is distributed according to the actual conditions of each wheel, which can ensure the driving stability and driving safety of the vehicle while keeping the deceleration of the vehicle stable.

[0017] In combination with the first aspect, in certain implementations of the first aspect, determining the first hydraulic braking force based on the first electric braking parameter may include: when it is determined that the driver has no braking intention and no acceleration intention, determining the first hydraulic braking force based on the first electric braking parameter.

[0018] In this application, when the driver has no intention to brake and no intention to accelerate, the corresponding hydraulic braking force is determined based on the electric braking parameters, which can avoid the fluctuation of the vehicle's deceleration caused by the exit of energy recovery but the failure to establish the hydraulic braking force, and can improve the user's driving experience.

[0019] In combination with the first aspect, in certain implementations of the first aspect, determining the first hydraulic braking force based on the first electric braking parameter may include: determining the first hydraulic braking force based on the driver's braking intention and the first electric braking parameter.

[0020] When the vehicle is in the energy recovery state, the electric brake mechanism applies a corresponding braking force to the vehicle. Although triggering the vehicle stability function will cause energy recovery to be discontinued, when the vehicle braking is controlled by the hydraulic brake mechanism based on the electric brake parameters, if the driver has a braking intention, it can be considered that the driver believes that the electric brake parameters cannot meet their braking needs. In this application, the first hydraulic braking force is determined based on the driver's braking demand and the electric brake parameters, which helps to achieve the driver's desired braking effect in a timely manner.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the vehicle may have an active safety function, and the method may further include: obtaining a second hydraulic braking force, the second hydraulic braking force including the braking force that the hydraulic braking mechanism needs to provide to the vehicle when the active safety function is triggered; determining the first hydraulic braking force based on the first electric braking parameter, which may include: when the active safety function is triggered, determining the first hydraulic braking force based on the first electric braking parameter and the second hydraulic braking force.

[0022] For example, the active safety function may include an automatic emergency braking (AEB) function, and may also include other functions that require the active boost module to be activated to provide braking force, such as cross traffic braking (CTB).

[0023] In the present application, when there is a braking demand for the active safety function, the first hydraulic braking force is determined based on the first electric braking parameter and the second hydraulic braking force, which can ensure good coordination between the energy recovery function, the stability control function and the active safety function, and avoid unexpected acceleration or deceleration.

[0024] In combination with the first aspect, in certain implementations of the first aspect, the method may further include: when a preset condition is met, controlling the active boost module to establish a second brake fluid pressure in the brake wheel cylinder, the second brake fluid pressure is less than the first brake fluid pressure, the preset condition includes at least one of the following: the driver has an intention to accelerate, the driver has no intention to accelerate and no intention to brake and the continuous triggering time of the stability control function is greater than or equal to a first duration, and the first electric braking parameter is less than or equal to a first threshold.

[0025] For example, when the driver has the intention to accelerate, or the driver has no intention to accelerate and no intention to brake and the continuous triggering time of the stability control function is greater than or equal to the first duration, or the first electric braking parameter is less than or equal to the first threshold, the active boost function can be exited, and accordingly, the brake fluid pressure of the brake wheel cylinder will be reduced.

[0026] In the present application, when the preset conditions are met, the active boost function can be exited, thereby avoiding unexpected deceleration caused by active boost.

[0027] In one embodiment, when the driver has an intention to accelerate, or when the driver has no intention to accelerate and no intention to brake and the continuous working time of the stability control function is greater than or equal to the first time length, the basic brake fluid pressure of the brake wheel cylinder can be determined as the second brake fluid pressure.

[0028] In yet another embodiment, when the driver has a braking intention and the first electric braking parameter is less than or equal to a first threshold, the second brake fluid pressure may be determined according to the braking intention.

[0029] In combination with the first aspect, in certain implementations of the first aspect, the method may further include: executing a stability control function when the first brake fluid pressure is greater than or equal to a preset pressure value.

[0030] For example, if stability control is triggered, disabling regenerative braking, brake fluid pressure can be built up in the wheel cylinders based on the target regenerative torque. Because pressure buildup in the brake fluid lines and wheel cylinders takes time, stability control can be temporarily suspended. When the brake fluid pressure in these lines and wheel cylinders reaches a certain value, ABS and other stability control functions can be reactivated, ensuring the stability control's effectiveness in maintaining vehicle stability.

[0031] In one embodiment, the preset pressure value can be determined based on the actual braking force requirement. For example, assuming that in order to meet the wheel-end braking force, the brake fluid pressure in the brake wheel cylinder needs to reach pressure value 1, the preset pressure value can be 80% or 90% of the pressure value 1, or it can also be other preset ratios. For another example, the preset pressure value = pressure value 1 - preset deviation. For another example, assuming that the basic brake fluid pressure in the brake wheel cylinder is pressure value 2, in order to meet the wheel-end braking force requirement, the brake fluid pressure in the brake wheel cylinder needs to reach pressure value 1, the preset pressure value = (pressure value 1 - pressure value 2) * preset ratio + pressure value 2.

[0032] In the present application, when the pressure of the brake fluid in the wheel cylinder is greater than or equal to a preset value, the stability control function is executed, which can ensure the control effect of the stability control function on vehicle stability.

[0033] In combination with the first aspect, in some implementations of the first aspect, the stability control function includes at least one of an anti-lock braking system (ABS), an electronic brake-force distribution (EBD), and an electronic stability control (ESC) function.

[0034] In a second aspect, a control device is provided, including: an acquisition unit for acquiring a first electric braking parameter, the first electric braking parameter is determined according to the driving state of the vehicle, the vehicle includes an electric braking mechanism and a hydraulic braking mechanism, the hydraulic braking mechanism includes an active boosting module and a brake wheel cylinder, the active boosting module is used to control the pressure of the brake fluid in the brake wheel cylinder, when the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric braking mechanism according to the first electric braking parameter; a control unit is used to control the active boosting module to establish a first brake fluid pressure in the brake wheel cylinder according to the first electric braking parameter when the stability control function is triggered.

[0035] In combination with the second aspect, in certain implementations of the second aspect, the control unit can be used to: determine the first hydraulic braking force based on the first electric braking parameter; determine the wheel-end braking force based on the first hydraulic braking force; and control the active boost module to establish a first brake fluid pressure in the brake wheel cylinder based on the wheel-end braking force.

[0036] In combination with the second aspect, in certain implementations of the second aspect, the control unit may be configured to: determine the first hydraulic braking force according to the first electric braking parameter when it is determined that the driver has no braking intention and no acceleration intention.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the control unit may be configured to: determine the first hydraulic braking force according to the driver's braking intention and the first electric braking parameter.

[0038] In combination with the second aspect, in certain implementations of the second aspect, the vehicle may include an active safety function, and the acquisition unit may also be used to: obtain a second hydraulic braking force, the second hydraulic braking force including the braking force that the hydraulic braking mechanism needs to provide to the vehicle when the active safety function is triggered; the control unit is used to: determine the first hydraulic braking force based on the first electric braking parameter and the second hydraulic braking force when the active safety function is triggered.

[0039] In combination with the second aspect, in certain implementations of the second aspect, the control unit can also be used to: when preset conditions are met, control the hydraulic braking mechanism to establish a second brake fluid pressure in the brake wheel cylinder, and the second brake fluid pressure is less than the first brake fluid pressure. The preset conditions may include at least one of the following: the driver has an intention to accelerate, the driver has no intention to accelerate and no intention to brake, and the continuous triggering time of the stability control function is greater than or equal to a first duration, and the first electric braking parameter is less than or equal to a first threshold.

[0040] In combination with the second aspect, in certain implementations of the second aspect, the control unit can also be used to: determine the basic brake fluid pressure in the brake wheel cylinder as the second brake fluid pressure when the driver has an intention to accelerate, or when the driver has no intention to accelerate and no intention to brake and the continuous triggering time of the stability control function is greater than or equal to the first time length; or determine the second brake fluid pressure according to the braking intention when the driver has an intention to brake and the first electric braking parameter is less than or equal to the first threshold.

[0041] In combination with the second aspect, in certain implementations of the second aspect, the control unit may further be configured to: execute a stability control function when the first brake fluid pressure is greater than or equal to a preset pressure value.

[0042] In conjunction with the second aspect, in certain implementations of the second aspect, the stability control function may include at least one of ABS, EBD, and ESC.

[0043] In a third aspect, a control device is provided, which includes: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, so that the device performs the method in the above-mentioned first aspect and any possible implementation thereof.

[0044] In a fourth aspect, a control system is provided, which includes the device of the second aspect or the third aspect and any possible implementation thereof.

[0045] In a fifth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect and any possible implementation thereof.

[0046] In a sixth aspect, a computer-readable storage medium is provided, wherein the computer-readable medium stores a computer program. When the computer program runs on a computer, the computer executes the method in the first aspect and any possible implementation thereof.

[0047] In a seventh aspect, a chip is provided, which includes a circuit for executing the method in the above-mentioned first aspect and any possible implementation thereof.

[0048] In an eighth aspect, a vehicle is provided, which includes the device of the second aspect or the third aspect and any possible implementation thereof, or includes the system of the fourth aspect and any possible implementation thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] FIG1 is a functional block diagram of a vehicle provided in an embodiment of the present application;

[0050] FIG2 is a schematic diagram of a braking system and a driving system of a vehicle provided in an embodiment of the present application;

[0051] FIG3 is a schematic diagram of a system architecture provided in an embodiment of the present application;

[0052] FIG4 is a flow chart of a control method provided in an embodiment of the present application;

[0053] FIG5 is a flow chart of a control method provided in an embodiment of the present application;

[0054] FIG6 is a schematic diagram of a vehicle braking scenario provided in an embodiment of the present application;

[0055] FIG7 is a schematic diagram of another vehicle braking scenario provided in an embodiment of the present application;

[0056] FIG8 is a schematic diagram of another vehicle braking scenario provided in an embodiment of the present application;

[0057] FIG9 is a schematic diagram of a braking force distribution scenario provided in an embodiment of the present application;

[0058] FIG10 is a schematic diagram of another vehicle braking scenario provided in an embodiment of the present application;

[0059] FIG11 is a schematic diagram of another vehicle braking scenario provided in an embodiment of the present application;

[0060] FIG12 is a schematic diagram of another vehicle braking scenario provided in an embodiment of the present application;

[0061] FIG13 is a schematic diagram of another system architecture provided in an embodiment of the present application;

[0062] FIG14 is a schematic diagram of another system architecture provided in an embodiment of the present application;

[0063] FIG15 is a schematic diagram of another system architecture provided in an embodiment of the present application;

[0064] FIG16 is a schematic block diagram of a control device provided in an embodiment of the present application;

[0065] FIG17 is a schematic block diagram of another control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solution in this application will be described below with reference to the accompanying drawings.

[0067] FIG1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 120 and a computing platform 150, wherein the perception system 120 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or other positioning systems. The perception system 120 may also include an inertial measurement unit (IMU), one or more of a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0068] Some or all functions of vehicle 100 may be controlled by computing platform 150. Computing platform 150 may include one or more processors, such as processors 151 to 15n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of hardware circuits. The logical relationships of the hardware circuits may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 150 can also include a memory for storing instructions, and some or all of the processors 151 to 15n can call the instructions in the memory to implement corresponding functions.

[0069] For example, FIG2 is a schematic diagram of a braking system and a driving system of a vehicle provided in an embodiment of the present application. The vehicle 200 may be the vehicle 100 shown in FIG1 . The vehicle 200 includes a braking system and a driving system. The braking system may include: brake calipers (201-1, 201-2, 201-3, 201-4), brake friction discs (202-1, 202-2, 202-3, 202-4), brake wheel cylinders, brake fluid lines 205, brake boosters 206, and brake pedals. The driving system may include: a front drive motor 208 and a front drive shaft 209, and / or a rear drive motor 204 and a rear drive shaft 203. The vehicle 200 also includes a vehicle controller 210 and a communication circuit 207. The vehicle controller 210 may be understood as a computing platform 150.

[0070] For example, brake booster device 206 may be an integrated brake booster, which may include an electronic control unit, a pedal travel sensor, a master cylinder, a booster module (such as a motor), and a push rod mechanism. The brake pedal is rigidly connected to the integrated brake booster. In drive-by-wire mode, when the driver depresses the brake pedal, the brake pedal causes the push rod mechanism to move. The pedal travel sensor detects the push rod mechanism's displacement, providing information about the brake pedal's travel. The electronic control unit determines the boost required from the booster module to achieve the driver's braking intention and applies this boost, along with the force generated by the brake pedal through the push rod mechanism, to the master cylinder. Brake fluid in the master cylinder is pressed into brake fluid line 205 and flows to the wheel cylinders. The increased pressure of the brake fluid in the wheel cylinders pushes the brake calipers (201-1, 201-2, 201-3, 201-4) into contact with the corresponding brake friction discs (202-1, 202-2, 202-3, 202-4), braking each wheel. The braking system may also include an inlet valve and an outlet valve for regulating the pressure of the brake fluid in a single wheel cylinder, thereby adjusting the braking force applied to a single wheel. The inlet valve and outlet valve may be solenoid valves. The brake fluid line 205 may be arranged in an H- or X-shape, although this is not limited in this embodiment of the present application. This braking system utilizes hydraulic pressure to brake the vehicle and may also be referred to as a hydraulic braking system or hydraulic braking mechanism.

[0071] For example, the front drive motor 208 can provide driving force for the front wheels of the vehicle via the front drive shaft 209, and the rear drive motor 204 can provide driving force for the rear wheels of the vehicle via the rear drive shaft 203. The vehicle controller 210, as the core of the drive system, can communicate with the front drive motor 208 and the rear drive motor 204 via a communication circuit such as CAN to control the actuation of the drive motors (204, 208). When the driver depresses the accelerator pedal, the target output torque of the drive motor is calculated based on the degree of opening of the accelerator pedal, and the actuation of the drive motor is controlled via the communication circuit 207 to provide driving force to each wheel.

[0072] When using the energy recovery function, the driver releases the accelerator pedal, or the accelerator pedal is released to a certain extent in single-pedal mode, the vehicle controller 210 calculates the energy recovery torque according to the vehicle speed, and provides braking force to the corresponding wheels by controlling the drive motor to output negative torque.

[0073] As mentioned above, when regenerative braking is in use, if the vehicle suddenly encounters a drop in road adhesion, the sudden drop in road adhesion will be unable to counteract the braking force on the wheels, causing the wheels to lock. This will trigger stability control functions such as ABS and disengage regenerative braking. When wheel speed gradually recovers, stability control will disengage. However, with regenerative braking disengaged, stability control will cause a sudden drop in braking force on the wheels, potentially causing the vehicle to lurch forward or, in more serious cases, become unstable, compromising driving safety.

[0074] In view of this, an embodiment of the present application provides a control method and a control device that can coordinate the energy recovery function with stability control functions such as ABS, prevent unexpected acceleration of the vehicle caused by the exit of the energy recovery function, and ensure the driving safety of the vehicle.

[0075] 3 is a schematic diagram of a system architecture provided by an embodiment of the present application. The system 300 may include a detection module, a judgment module, a control module, and an execution module.

[0076] The execution module may include an electric braking mechanism and a hydraulic braking mechanism. For example, the electric braking mechanism may include an energy conversion device, which may be connected to an energy storage device. The energy conversion device may convert the vehicle's kinetic energy into electrical energy, and the energy storage device may store the electrical energy and provide it to the vehicle for use. For another example, the hydraulic braking mechanism may include an active boosting module, which may control the active boosting module to establish a corresponding brake fluid pressure in the brake fluid pipeline according to the driver's braking demand, thereby providing braking assistance to the driver. For another example, when the active safety function is triggered, the active boosting module may be controlled to increase the pressure of the brake fluid in the brake fluid pipeline without the driver's intervention, thereby providing braking force to the vehicle.

[0077] In one embodiment, the energy conversion device can have multiple operating modes, such as a driving mode or a braking mode. In the driving mode, the energy conversion device can provide driving force for the vehicle; in the braking mode, the energy conversion device can provide braking force for the vehicle. Taking the vehicle 200 shown in Figure 2 as an example, when the vehicle uses the energy recovery function, the drive motor (204, 208) provides negative torque to the wheels, converting the vehicle's kinetic energy into electrical energy. In other words, the drive motor (204, 208) can be understood as the energy conversion device in the electric braking mechanism.

[0078] In another embodiment, taking the vehicle 200 shown in FIG2 as an example, the hydraulic brake mechanism may include brake calipers (201-1, 201-2, 201-3, 201-4), brake friction discs (202-1, 202-2, 202-3, 202-4), wheel cylinders, brake fluid lines 205, an integrated brake booster, etc. The boost module in the integrated brake booster may be understood as an active boost module in the hydraulic brake mechanism.

[0079] The detection module can be used to obtain vehicle motion information. For example, the detection module may include body state sensors such as wheel speed detectors and inertial measurement units (IMUs) to obtain vehicle motion information such as wheel speed, yaw rate, and deceleration.

[0080] The judgment module can be used to determine whether the vehicle is in a stable state based on the vehicle's motion information. For example, the wheel slip rate can be determined based on the vehicle's motion information to determine whether the vehicle is in a stable state.

[0081] In one embodiment, assume that the vehicle load is located on the front wheels during driving. If the rear wheels lock, the EBD function can be triggered first to distribute the braking force. If the wheel slip rate remains high, the ABS function can be triggered. If the driver controls the steering wheel, the ESC function can also be triggered. The judgment module can determine which stability control function to trigger in various scenarios based on the vehicle's motion information.

[0082] The control module can be used to control the operation of the execution module. For example, it can control the electric brake mechanism to brake the vehicle through energy recovery. Another example is to control the hydraulic brake mechanism to provide braking force to the wheels. The control module may include one or more processing devices such as chips and processors. For example, the control module may be located in the computing platform 150 described above. In another example, the judgment module and the control module may be integrated into the same controller.

[0083] In one embodiment, taking the stability control function as ABS as an example, the control module may include an energy recovery control module, an active boost control module, and an anti-lock braking control module. The energy recovery control module may be used to control the electric brake mechanism to control vehicle braking through energy recovery. The active boost control module may be used to control the actuation of the active boost module to adjust the brake fluid pressure in the brake fluid line. The anti-lock braking control module may be used to control the actuation of the solenoid valve in the hydraulic brake mechanism to prevent wheel lock and implement the ABS function. For example, taking vehicle 200 as an example, when one or more wheels of the vehicle lock, the anti-lock braking control module may adjust the brake fluid pressure in the brake cylinder of the locked wheel by adjusting the open and closed states of the inlet and / or outlet valves of the brake wheel cylinder, thereby preventing wheel lock. Depending on the stability control function that can be implemented in the vehicle, the control module may also include more or fewer modules, which is not limited in this embodiment of the present application.

[0084] For example, the energy recovery control module, the active boost control module and the anti-lock braking control module may be provided in different processing devices.

[0085] In one embodiment, the vehicle control unit (VCU) may include an energy recovery control module that determines whether energy recovery is possible and the target torque for energy recovery based on vehicle status information. For example, the VCU may determine whether energy recovery is possible and the target torque for energy recovery based on information such as accelerator pedal position, brake pedal position, remaining battery charge (SOC), temperature, vehicle speed, and an ABS trigger flag. When the vehicle is in the energy recovery state, the target torque for energy recovery can be understood as the target braking torque of the electric brake mechanism.

[0086] In another embodiment, an intelligent braking system (IBS) or an IBS control unit may include an active boost control module and an anti-lock braking (ABS) control module. The intelligent braking system can determine whether to trigger the ABS function based on vehicle stability information and, when the ABS function is triggered, send an ABS trigger indication to the vehicle control unit. When the target torque for energy recovery is non-zero and the ABS function is triggered, the active boost control module can determine the target brake pressure of the brake fluid in the brake fluid line. The hydraulic brake mechanism actively builds pressure, coordinating with the ABS to control the slip rate of a single wheel, maintaining consistent deceleration and preventing unintended acceleration.

[0087] For example, FIG4 is a flow chart of a control method provided by an embodiment of the present application. The method can be executed by the computing platform 150, or it can be executed by a processor or chip of the computing platform 150. For example, the method can be executed by an IBS, or it can be executed by a control unit or controller of the IBS, or it can be executed by one or more processors in the controller of the IBS. For another example, it can be executed by an active boost control module, or a device where the active boost control module is located, or a processor or chip of the active boost control module. The method 400 may include the following steps:

[0088] S410, obtaining a first electric braking parameter. The first electric braking parameter is determined according to the driving state of the vehicle. The vehicle includes an electric braking mechanism and a hydraulic braking mechanism. The hydraulic braking mechanism includes an active boosting module and a brake wheel cylinder. The active boosting module is used to control the pressure of the brake fluid in the brake wheel cylinder. When the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric braking mechanism according to the first electric braking parameter.

[0089] Exemplarily, the first electric braking parameter may be a target torque for electric braking (denoted as the first electric braking torque), or a target braking force for electric braking (denoted as the first electric braking force). In other words, the first electric braking parameter may be embodied as a target torque or as a target braking force.

[0090] For example, the first electric braking torque may be calculated according to driving conditions such as the vehicle speed and the pedal opening.

[0091] In one embodiment, when the vehicle is in an energy recovery state, the target torque for energy recovery can be determined based on the opening information of the accelerator pedal, and the electric brake mechanism can be controlled to provide braking force to the vehicle based on the target torque for energy recovery.

[0092] In another embodiment, even when the vehicle exits the energy recovery function, the target torque for energy recovery can still be calculated based on driving conditions such as vehicle speed and pedal opening. For example, when the vehicle is in the energy recovery state, triggering stability control functions such as ABS will cause the energy recovery function to be terminated. To prevent large fluctuations in vehicle deceleration, even when the ABS is triggered, causing energy recovery to be terminated, the energy recovery control module can still calculate the target torque for energy recovery based on the pedal opening. Since the energy recovery function has been terminated, the energy recovery control module may not send the target torque for energy recovery to the electric brake mechanism. Alternatively, although the energy recovery control module still sends the target torque for energy recovery to the electric brake mechanism, the electric brake mechanism may ignore the target torque for energy recovery.

[0093] In other words, disabling the regenerative braking function does not affect the regenerative braking control module's calculation of the target regenerative braking torque. Disabling the regenerative braking function means the electric brake mechanism no longer applies braking force to the vehicle based on the target regenerative braking torque. For example, when the regenerative braking function is disabled, the regenerative braking torque is zero, and the target regenerative braking torque is determined by the vehicle's driving state. The target regenerative braking torque can be understood as the first electric braking torque.

[0094] S420 , when the stability control function is triggered, controlling the active boosting module to establish a first brake fluid pressure in the wheel cylinder according to the first electric braking parameter.

[0095] In one embodiment, taking the triggered stability control function as ABS as an example, it is assumed that the active boost control module and the anti-lock braking control module are integrated into the IBS controller, and the VCU includes an energy recovery control module.

[0096] For example, when the ABS function is triggered, the anti-lock braking control module can send an indication to the active boost control module via the internal circuitry of the IBS controller, instructing the IBS to trigger the ABS function. The active boost control module then controls the active boost module to build pressure in the brake fluid line based on this indication. In another example, the IBS controller can send ABS trigger indication information to the vehicle control unit (VCU) via the vehicle's communication circuitry. In response, the energy recovery module can disable the energy recovery function based on this ABS trigger indication information. The VCU can indicate the target torque for energy recovery to the IBS controller via the vehicle's communication circuitry. In another example, this ABS trigger indication information can be an ABS flag.

[0097] In one embodiment, when the vehicle is in an energy recovery state, a braking force is applied to the vehicle through the electric braking mechanism according to the first electric braking torque.

[0098] In another embodiment, when the vehicle is in an energy recovery state and the energy recovery function is exited due to the triggering of the vehicle's stability control function, the active boost module is controlled to establish a first brake fluid pressure in the wheel cylinder based on the first electric brake torque. For example, when the vehicle is in an energy recovery state and the stability control function is triggered, the energy recovery function is exited, but the energy recovery control module can still calculate the target torque for energy recovery. The active boost module can temporarily suspend the intervention of the stability control function, determine the corresponding hydraulic braking force based on the energy recovery target torque, quickly build pressure in the hydraulic brake system, and after the hydraulic brake system pressure is built, adjust the braking force at each wheel based on the vehicle's stability information to achieve vehicle stability control.

[0099] In yet another embodiment, after the energy recovery state is exited, the first electric braking torque changes as the vehicle driving state changes, and the pressure of the brake fluid in the wheel cylinder can be adjusted according to the first electric braking torque.

[0100] Since triggering the stability control function will cause the energy recovery state to be terminated, and the termination of the energy recovery state will cause the braking force applied to the vehicle by the electric brake mechanism to disappear, in the embodiment of the present application, the target torque for energy recovery is determined based on the driving state of the vehicle and does not change with the termination of the energy recovery function. In the event that the stability control function is triggered and the vehicle exits the energy recovery state, the active boost function can be used to apply the corresponding braking force to the vehicle using the active boost module, which is equivalent to achieving a switch from the electric brake system to the hydraulic brake system, which is conducive to maintaining the consistency of the vehicle's deceleration, can avoid unintended acceleration of the vehicle due to the termination of the energy recovery function, and ensure the vehicle's driving safety.

[0101] For example, a first hydraulic braking force can be determined based on a first electric braking parameter; wheel-end braking force can be distributed based on the first hydraulic braking force, and a first brake fluid pressure can be established in the wheel cylinder. The first hydraulic braking force can include a target braking force desired to be applied to the vehicle by the hydraulic brake mechanism when the active boost function is enabled.

[0102] For example, when the driver has no intention to brake and no intention to accelerate, the first hydraulic braking force may be determined according to the first electric braking torque.

[0103] In one embodiment, assuming a vehicle is equipped only with a front drive motor, the front wheels are driven and the rear wheels are non-driven. When the vehicle is in the energy recuperation state, the front drive motor applies a negative torque to the front wheels. When the vehicle is in the energy recuperation state, the target braking force applied to each drive wheel can be determined based on the first electric braking torque. The sum of the target braking forces applied to each drive wheel can be used as the target braking force for energy recuperation. When the vehicle is in the energy recuperation state, the target braking force for energy recuperation can be the target braking force for the entire vehicle. Even if the energy recuperation state is exited due to the activation of the stability control function, the target braking force for energy recuperation can still be calculated using this method. When the driver has no intention to accelerate or brake, the target braking force for the entire vehicle can be the target braking force for energy recuperation. This differs from the energy recuperation state in that the vehicle's braking is achieved through a hydraulic brake mechanism rather than an electric brake mechanism. Accordingly, the braking force is applied to the vehicle's brake wheels rather than the drive wheels. For example, assuming that both the front and rear wheels of the vehicle are equipped with wheel cylinders, the target braking force for the entire vehicle can be distributed to the front and rear wheels, with corresponding brake fluid pressures established in each wheel cylinder.

[0104] For example, when the driver has a braking intention, the first hydraulic braking force may be determined according to the driver's braking intention and the first electric braking parameter.

[0105] For example, in real-world scenarios, active safety features such as AEB and CTB may be triggered while a vehicle is driving. When these active safety features are activated, the active boost module may be activated to increase the brake fluid pressure in the brake fluid line to compensate for the vehicle's braking force.

[0106] In one embodiment, when the active safety function is triggered, the first hydraulic braking force may be determined based on the first electric braking parameter and the second hydraulic braking force. The second hydraulic braking force includes the braking force required to be provided by the hydraulic braking mechanism to the vehicle when the active safety function is triggered.

[0107] Hydraulic Target Braking Force #1 is assumed to be the target braking force for energy regeneration corresponding to the target regeneration torque when regeneration is exited. When the driver indicates braking intent or the active safety function initiates braking, the vehicle's target braking force is adjusted based on Hydraulic Target Braking Force #1. Because the vehicle's target braking force is achieved by the hydraulic braking mechanism, it can also be referred to as the vehicle's target hydraulic braking force.

[0108] In one embodiment, when the driver depresses the brake pedal, it can be determined that the hydraulic target braking force #1 cannot meet the driver's braking needs, and the hydraulic target braking force #1 needs to be compensated. The portion of the hydraulic target braking force #1 that needs to be compensated can be calculated based on the pedal opening. For example, the braking force that the driver desires to compensate is recorded as compensation braking force #2, and the sum of hydraulic braking force #1 and compensation braking force #2 can be determined as the target braking force for the entire vehicle. For another example, the total braking force that the driver desires to apply to the vehicle (referred to as hydraulic target braking force #3) can be obtained based on the pedal opening. The maximum value of hydraulic target braking force #1 and hydraulic target braking force #3 can be determined as the target braking force for the entire vehicle.

[0109] In another embodiment, when the active safety function generates a braking demand, it may be determined that hydraulic target braking force #1 cannot meet the actual braking demand of the vehicle. The active safety function may determine that compensation for hydraulic target braking force #1 is required to ensure vehicle driving safety. For example, the braking force to be compensated is recorded as compensation braking force #4, and the sum of hydraulic target braking force #1 and compensation braking force #4 may be determined as the target braking force for the entire vehicle.

[0110] In some possible implementations, the active boost function may be exited when a preset condition is met. Accordingly, a second brake fluid pressure is established in the wheel cylinder, where the second brake fluid pressure is less than the first brake fluid pressure.

[0111] In one embodiment, when the driver intends to accelerate, the active boost function can be exited. Accordingly, the brake fluid pressure in the brake fluid line and / or the brake fluid pressure in the wheel cylinder can be reduced to the base brake fluid pressure.

[0112] In another embodiment, the active boost function can be disengaged when the driver has no intention to accelerate or brake, and the stability control function has been in operation for a period of time greater than or equal to a first duration. For example, when a vehicle travels from a high-adhesion road surface to a low-adhesion road surface, the ABS function may be continuously triggered. After the ABS is continuously triggered for a period of time, the brake fluid pressure in the wheel cylinder can be controlled to be reduced to the base brake fluid pressure. For another example, the first duration can be 10 seconds (s) or 15 seconds. The first duration can also be other values, such as 20 seconds, and this embodiment of the application is not limited to this.

[0113] In another embodiment, the active boost function can be exited when the first electric braking torque is less than or equal to a first threshold. For example, after the vehicle exits the energy recovery function, the vehicle speed will continue to decrease under the action of the hydraulic braking mechanism, and accordingly, the first braking torque will change as the vehicle speed decreases. When the first electric braking torque is less than or equal to the first threshold, the active boost function can be exited. For another example, the first threshold can be 20 Newtons (N)·meters (meter, m), 10N·m, or other values, such as 0N·m.

[0114] The following description takes the triggering of the ABS function during the operation of the energy recovery function as an example. Other stability control functions may also be triggered, and this embodiment of the present application does not limit this.

[0115] For example, FIG5 is a flow chart of a control method provided in an embodiment of the present application. The method 500 can be understood as an extension or variation of the method 400 .

[0116] S510: Obtain energy recovery target torque, ABS trigger indication information, and vehicle stability information.

[0117] For example, the energy recovery control module can determine whether energy recovery is possible and the target torque for energy recovery. The anti-lock braking control module can determine whether to trigger the ABS function based on vehicle stability information and can send an ABS flag to indicate whether the ABS function is triggered.

[0118] S520 , determining whether the following conditions are met: the energy recovery target torque is greater than a preset value, the ABS function is determined to be triggered, the driver has no braking intention, and the driver has no acceleration intention.

[0119] If the energy recovery target torque is greater than a preset value (such as 0), the ABS function is triggered according to the ABS flag, the driver has no intention to brake and the driver has no intention to accelerate, step S530 can be jumped; otherwise, step S570 is jumped.

[0120] In one embodiment, when the vehicle is in dual-pedal mode, if the pedal travel of the brake pedal is less than a preset threshold, it can be considered that the driver has no intention to brake; if the pedal travel of the accelerator pedal is less than a preset threshold, it can be considered that the driver has no intention to accelerate.

[0121] In yet another embodiment, when the vehicle is in the single-pedal mode, it may be determined whether the driver has a braking intention or an acceleration intention based on the accelerator pedal opening information.

[0122] S530: Determine a target energy recovery braking force according to the target energy recovery torque.

[0123] For example, using vehicle 200 shown in FIG2 as an example, in the energy recovery state, drive motors 204 and 208 provide negative torque to the front and rear wheels, respectively, to perform energy recovery. Based on this energy recovery target torque, the energy recovery braking force expected to be applied to each drive wheel can be determined, and the sum of the energy recovery braking forces expected to be applied to each drive wheel can be used as the energy recovery target braking force. When the ABS triggering indicator information indicates that the ABS is triggered, although the energy recovery function is disabled, the energy recovery target torque of drive motors 204 and 208 can still be obtained, and the energy recovery target braking force can still be determined using the above method.

[0124] S540: Determine a target hydraulic braking force for the entire vehicle based on the target energy recovery braking force and the vehicle stability information.

[0125] For example, when the energy recovery target torque is greater than a preset value and the ABS flag indicates that the ABS function needs to be triggered, the energy recovery function can be exited, the active boost function can be triggered, and braking force can be provided to the vehicle through the hydraulic braking mechanism.

[0126] In one embodiment, when the ABS function is triggered, the electric brake mechanism no longer provides braking force to the vehicle. Simultaneously, the active boost module builds up a corresponding brake fluid pressure in the brake fluid line based on the target energy recovery torque. Once the corresponding brake fluid pressure is established in the hydraulic brake fluid line, the ABS function is implemented by controlling the inlet and / or outlet valves of the wheel brake cylinders.

[0127] For example, Figure 6 is a schematic diagram of a vehicle braking scenario provided by an embodiment of the present application. Assume that the ABS is triggered infrequently and / or the duration of the triggering is short. For example, after the vehicle passes over a speed bump, the road adhesion coefficient recovers and the ABS is no longer continuously triggered. In this case, as shown in Figure 6, the vehicle is relatively stable after the active boost function is engaged, and the target braking force for energy recovery can be used as the target hydraulic braking force for the entire vehicle.

[0128] For another example, FIG7 is a schematic diagram of another braking scenario of a vehicle provided in an embodiment of the present application. In scenarios involving the ABS function, there may be a situation where the ABS is continuously triggered, such as when the vehicle enters a road with a low adhesion coefficient from a road with a high adhesion coefficient, the ABS function is continuously triggered. In this case, at the initial stage of the intervention of the active boost function, the target braking force of energy recovery can be used as the target hydraulic braking force of the whole vehicle, and the pressure is quickly built up through the hydraulic braking mechanism. As shown in FIG7 , after the active boost function intervenes for the first time (such as 20s, 30s), the stability of the vehicle may still be relatively poor, and the ABS function needs to be continuously triggered. Considering that the driver has no intention of active braking and no intention of accelerating, in order to avoid unexpected braking, the target hydraulic braking force of the whole vehicle can be gradually reduced until the active boost function is exited.

[0129] In actual scenarios, active safety functions that require the intervention of an active boost module may also be triggered. For example, when an obstacle suddenly appears in front of the vehicle, AEB may be triggered.

[0130] For example, the target braking force for energy recovery can be arbitrated against the target braking force of other triggering active boost modules. For example, the larger of the target braking force for energy recovery and the target braking force required by AEB can be used as the target braking force for the entire vehicle, and the vehicle braking can be controlled by the hydraulic braking mechanism. For example, FIG8 is a schematic diagram of another vehicle braking scenario provided by an embodiment of the present application. As shown in FIG8, at the initial stage of the active boost function, the target braking force for energy recovery can be used as the target hydraulic braking force for the entire vehicle, and the pressure can be quickly built up by the hydraulic braking mechanism. When an active safety function such as AEB is triggered, the maximum of the target braking force required to be applied to the vehicle by the function and the target braking force for energy recovery can be used as the target braking force for the entire vehicle.

[0131] S550: Control the brake fluid pressure in the wheel cylinder of each brake wheel according to the target hydraulic braking force of the vehicle.

[0132] By controlling the pressure of the brake fluid in the wheel cylinder of each brake wheel, the target hydraulic braking force of the entire vehicle can be distributed to each brake wheel.

[0133] For example, the target hydraulic braking force of the entire vehicle may be distributed according to the number of locked wheels.

[0134] In one embodiment, taking vehicle 200 as an example, assuming the right front wheel of vehicle 200 is locked, the ABS control module can calculate the maximum available single-wheel braking force. The maximum available single-wheel braking force can be subtracted from the target vehicle hydraulic braking force and then distributed to the unlocked left front wheel and rear wheel, thereby controlling the brake fluid pressure in each wheel cylinder. This is explained below with reference to FIG9 .

[0135] For example, Figure 9 is a schematic diagram of a braking force distribution scenario provided by an embodiment of the present application. For locked wheels, when the active boost function intervenes, hydraulic braking force can be allocated to the locked wheel based on the maximum available single-wheel braking force. This maximum available single-wheel braking force is less than the electric braking force in the energy recovery state, thereby helping to alleviate wheel lock after the active boost function intervenes. Furthermore, the difference between the target vehicle hydraulic braking force and the maximum available single-wheel braking force is distributed to multiple non-locked wheels.

[0136] As shown in (a) of FIG9 , for an unlocked driving wheel, when the hydraulic brake mechanism is used to provide braking force for the wheel, the braking force allocated to the wheel may be greater than the braking force allocated to the wheel in the energy recovery state.

[0137] As shown in FIG9( b ), the braking force distributed to the locked wheels is relatively reduced compared to when the active boost function is not involved.

[0138] In some possible cases, the number of driving wheels of the vehicle is less than the number of braking wheels. When the active boost function intervenes, braking force can be applied to the non-driving wheels, as shown in (c) in Figure 9.

[0139] In another embodiment, when the number of locked wheels is greater than or equal to 2, it can be considered that the vehicle as a whole is on a road with a low adhesion coefficient, and the hydraulic target braking force of the entire vehicle can be distributed to each brake wheel of the vehicle according to the braking force distribution coefficient.

[0140] S560: Determine whether the following conditions are met: the energy recovery target torque is less than a preset value, the driver has a braking intention, or the driver has an acceleration intention.

[0141] When the energy recovery target torque is less than the preset value and the driver has a braking intention or an acceleration intention, the active boost function can be exited and the process jumps to step S570; otherwise, the process jumps to step S530.

[0142] S570, exit the active boost function.

[0143] For example, the target regenerative torque can be determined based on the accelerator pedal position and vehicle speed. For example, if the accelerator pedal position remains unchanged, the target regenerative torque can decrease as vehicle speed decreases. This is explained below using the ABS triggering scenario as an example.

[0144] In one embodiment, when the driver intends to accelerate, the active boost function is exited, and accordingly, the vehicle hydraulic braking force can be exited in a preset manner. For example, FIG10 is a schematic diagram of a braking scenario provided by an embodiment of the present application. As shown in FIG10 , the active boost module can obtain the energy recovery target braking torque and the ABS trigger flag information. When it is determined that the ABS trigger flag information indicates that the ABS is triggered, the active boost function is enabled to quickly establish the hydraulic braking force according to the energy recovery target braking torque. After the hydraulic braking force is successfully established, the anti-lock braking function is achieved by controlling the pressure of the brake fluid in the brake wheel cylinder. In this way, the braking force of the entire vehicle does not fluctuate significantly before and after the energy recovery function is exited. When the driver intends to accelerate, the braking force of the entire vehicle is controlled to gradually exit to prevent the vehicle from suddenly rushing forward.

[0145] In another embodiment, the vehicle speed can continuously decrease with the intervention of the active boost function. Assuming the accelerator pedal opening remains unchanged, within certain speed ranges, the target regenerative braking force does not change with decreasing vehicle speed. When the vehicle speed is less than a preset value, the target regenerative braking force decreases as the vehicle speed decreases. When the target regenerative braking force falls below the preset value, the active boost function can be exited. For example, Figure 11 is a schematic diagram of another braking scenario provided by an embodiment of the present application. As shown in Figure 11, the vehicle's initial speed is relatively high. Although the speed decreases with the intervention of the active boost function, the target regenerative braking force does not change with decreasing speed within the preset speed range. When the vehicle speed drops to the preset value, the target regenerative braking force decreases accordingly. When the target regenerative braking force drops to the preset value, the active boost function is exited. Accordingly, the brake fluid pressure in the brake fluid line can be reduced to the base brake fluid pressure. The brake fluid pressure in the wheel cylinder can be reduced to the base brake fluid pressure.

[0146] In another embodiment, when the driver has an active braking intention, the hydraulic braking force of the whole vehicle is determined accordingly according to the driver's braking intention and the energy recovery target torque. For example, Figure 12 is a schematic diagram of another braking scenario provided by an embodiment of the present application. As shown in Figure 12, after the active boost function intervenes, when the driver has an active braking intention, the braking force that the driver expects to apply to the vehicle (referred to as the driver's expected braking force or the driver's braking intention) can be determined based on the pedal stroke information, and the hydraulic braking force of the whole vehicle can be determined based on the driver's braking intention and the energy recovery target braking force. When the energy recovery target braking force drops to 0 as the vehicle speed decreases, the active boost function is exited, and then the hydraulic braking force of the whole vehicle is determined according to the driver's braking intention. In this way, the pedal feel can be maintained consistent when the active boost function intervenes and exits, thereby improving the driver's operating experience.

[0147] In another embodiment, when the ABS is continuously triggered for a time greater than or equal to a preset value, the active boost function may also be exited.

[0148] For example, Figure 13 is a schematic diagram of a system architecture provided by an embodiment of the present application. As shown in Figure 13, the VCU may include an energy recovery control module and an energy recovery execution module; the IBS may include a detection module, a judgment module, an anti-lock braking control module, an active boost control module, and a hydraulic brake execution module.

[0149] For example, the energy recovery control module can determine whether energy recovery is possible and the target torque for energy recovery based on vehicle driving status information such as accelerator pedal opening information, brake pedal opening information, battery SOC, battery temperature, vehicle speed, and ABS trigger flag. Based on the target torque for energy recovery and whether energy recovery is possible, the energy recovery execution torque can be calculated and sent to the energy recovery execution module. The target torque for energy recovery can be sent to the IBS. Whether energy recovery is possible can be indicated by an energy recovery enable flag.

[0150] For example, the anti-lock braking control module can receive vehicle stability information, such as wheel slip, to determine whether to trigger the ABS function. If the ABS function is determined to be triggered, it sends an ABS trigger indication to the VCU. If the target torque for energy recovery is greater than 0 and the anti-lock braking control module indicates ABS triggering, the active boost control module can determine the target brake fluid pressure in the brake fluid line based on the target torque for energy recovery, based on the vehicle stability information. It then controls the active boost module to actively build pressure and coordinates with ABS to control the slip rate of each wheel, maintaining consistent vehicle deceleration and preventing unintended acceleration and loss of control.

[0151] For example, Figure 14 is a schematic diagram of another system architecture provided by an embodiment of the present application. Compared with the system architecture shown in Figure 13, the active boost module can be further divided into a longitudinal braking force control module and a longitudinal braking force control response module.

[0152] The energy recovery control module can send the target torque for energy recovery and the energy recovery enable flag to the longitudinal braking force control module. When the energy recovery execution module is unable to execute the target torque for energy recovery (for example, when the vehicle has exited the energy recovery state), the longitudinal braking force control module can determine a target longitudinal braking force based on the target torque for energy recovery and send a request to the longitudinal braking force control response module to request the IBS to apply the target longitudinal braking force in the longitudinal direction of the vehicle. This target longitudinal braking force may correspond to the first electric braking force in method S400.

[0153] Based on the request information sent by the VCU, the IBS can arbitrate the vehicle braking force according to the longitudinal target braking force and distribute the wheel-end braking force. It controls the vehicle braking by controlling the hydraulic brake mechanism.

[0154] For example, FIG15 is a schematic diagram of another system architecture provided by an embodiment of the present application. Compared to the system architecture in FIG13 , the energy recovery control module can be provided in the IBS. The IBS can send the energy recovery enable flag and the energy recovery execution torque to the VCU. In the energy recovery state, the VCU can send the energy recovery execution torque and the energy recovery enable flag to the controller of the drive motor, thereby controlling the drive motor to perform energy recovery.

[0155] The method provided in the embodiments of the present application is described in detail above with reference to Figures 4 to 15 . The apparatus provided in the embodiments of the present application will be described in detail below with reference to Figures 16 and 17 . The description of the apparatus embodiment corresponds to the description of the method embodiment. Therefore, for any details not described in detail, reference can be made to the method embodiment above.

[0156] For example, FIG16 shows a schematic block diagram of a control device 1000 (hereinafter referred to as device 1000 ) provided in an embodiment of the present application. The device may include an acquisition unit 1010 and a control unit 1020 .

[0157] The apparatus 1000 may include a unit for executing any one of the methods in FIG. 4 to FIG. 15 , and each unit in the apparatus 1000 may be used to execute a corresponding process in any one of the method embodiments in FIG. 4 to FIG. 15 .

[0158] When the device 1000 is used to execute the method 400 in FIG. 4 , the acquisition unit 1010 may be used to execute step S410 in the method 400 , and the control unit 1020 may be used to execute steps S420 and S430 in the method 400 .

[0159] Specifically, the acquisition unit 1010 can be used to: obtain a first electric braking parameter, the first electric braking parameter is determined according to the driving state of the vehicle, the vehicle includes an electric braking mechanism and a hydraulic braking mechanism, the hydraulic braking mechanism includes an active boosting module and a brake wheel cylinder, the active boosting module is used to control the pressure of the brake fluid in the brake wheel cylinder, when the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric braking mechanism according to the first electric braking parameter; the control unit 1020 can be used to: when the stability control function is triggered, control the active boosting module to establish a first brake fluid pressure in the brake wheel cylinder according to the first electric braking parameter.

[0160] In one embodiment, the apparatus 1000 may be disposed on a computing platform 150 .

[0161] In another embodiment, the device 1000 may be an IBS controller, or a processor or chip in the IBS controller, or a device including the IBS controller. For example, when the vehicle is in the energy recovery state, the VCU may determine the target torque for energy recovery based on the vehicle's driving state; when the ABS is triggered, causing the vehicle to exit the energy recovery state, the VCU may still determine the target torque for energy recovery based on the vehicle's driving state. The IBS may obtain the target torque for energy recovery from the VCU.

[0162] In some possible implementations, the control unit 1020 can be used to: determine a first hydraulic braking force based on a first electric braking parameter; determine a wheel-end braking force based on the first hydraulic braking force; and control the active boost module to establish a first brake fluid pressure in the wheel cylinder based on the wheel-end braking force.

[0163] For example, the first hydraulic braking force may represent the target braking force that the hydraulic brake mechanism is expected to apply to the vehicle when the active boost function is enabled. The active boost function may mean that the brake fluid pressure in the brake fluid line is increased by the active boost module without the driver stepping on the brake pedal.

[0164] In some possible implementations, the control unit 1020 may be configured to: determine the first hydraulic braking force according to the first electric braking parameter when it is determined that the driver has no braking intention and no acceleration intention.

[0165] In some possible implementations, the control unit 1020 may be configured to determine the first hydraulic braking force according to the driver's braking intention and the first electric braking parameter.

[0166] In some possible implementations, the vehicle may include an active safety function (such as AEB), and the acquisition unit 1010 may also be used to: obtain a second hydraulic braking force, the second hydraulic braking force including the braking force that the hydraulic braking mechanism needs to provide to the vehicle when the active safety function is triggered; the control unit 1020 may also be used to: determine the first hydraulic braking force based on the first electric braking parameter and the second hydraulic braking force when the active safety function is triggered.

[0167] In one embodiment, when the processor of the active safety function is integrated into the device 1000 , obtaining the second hydraulic braking force may also refer to the device 1000 calculating the second hydraulic braking force according to requirements of the active safety function.

[0168] In some possible implementations, the control unit 1020 can also be used to: when a preset condition is met, control the hydraulic braking mechanism to establish a second brake fluid pressure in the brake wheel cylinder, and the second brake fluid pressure is less than the first brake fluid pressure; the preset condition may include at least one of the following: the driver has an intention to accelerate, the driver has no intention to accelerate and no intention to brake and the continuous triggering time of the stability control function is greater than or equal to the first duration, and the first electric braking parameter is less than or equal to the first threshold.

[0169] In some possible implementations, the control unit 1020 can also be used to: determine the basic brake fluid pressure in the brake wheel cylinder as the second brake fluid pressure when the driver has an intention to accelerate, or when the driver has no intention to accelerate and no intention to brake and the continuous triggering time of the stability control function is greater than or equal to the first time length; or determine the second brake fluid pressure according to the braking intention when the driver has an intention to brake and the first electric braking parameter is less than or equal to the first threshold.

[0170] In some possible implementations, the control unit may further be configured to: execute a stability control function when the first brake fluid pressure is greater than or equal to a preset pressure value.

[0171] For example, if stability control is triggered, disabling regenerative braking, brake fluid pressure can be built up in the wheel cylinders based on the target regenerative torque. Because pressure buildup in the brake fluid lines and wheel cylinders takes time, stability control can be temporarily suspended. When the brake fluid pressure in these lines and wheel cylinders reaches a certain value, ABS and other stability control functions can be reactivated, ensuring the stability control's effectiveness in maintaining vehicle stability.

[0172] In one embodiment, the preset pressure value can be determined based on the actual braking force requirement. For example, assuming that in order to meet the wheel-end braking force, the brake fluid pressure in the brake wheel cylinder needs to reach pressure value 1, the preset pressure value can be 80% or 90% of the pressure value 1, or it can also be other preset ratios. For another example, the preset pressure value = pressure value 1 - preset deviation. For another example, assuming that the basic brake fluid pressure in the brake wheel cylinder is pressure value 2, in order to meet the wheel-end braking force requirement, the brake fluid pressure in the brake wheel cylinder needs to reach pressure value 1, the preset pressure value = (pressure value 1 - pressure value 2) * preset ratio + pressure value 2.

[0173] The division of the various units in the above devices is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or physically separated. All units in the above devices may be implemented entirely through a processor calling software, entirely through hardware circuits, or partially through a processor calling software, with the remainder implemented through hardware circuits.

[0174] In a specific implementation, the acquisition unit 1010 can be implemented by at least one transceiver or transceiver-related circuitry, and the control unit 1020 can be implemented by at least one processor or processor-related circuitry. In one example, one or more processors can determine the first hydraulic braking force based on the first electric braking parameter. In another example, one or more processors can determine the wheel-end braking force based on the first hydraulic braking force and control the active boost module to establish the first brake fluid pressure in the wheel cylinder.

[0175] For example, FIG17 is a schematic block diagram of another control device 2000 (hereinafter referred to as device 2000) provided in an embodiment of the present application. The device 2000 may include: a processor 2010, an interface circuit 2020, and a memory 2030. The processor 2010, the interface circuit 2020, and the memory 2030 are connected via an internal connection path. The memory 2030 is used to store instructions, and the processor 2010 is used to execute the instructions stored in the memory 2030 and receive / send some parameters through the interface circuit 2020. Optionally, the memory 2030 can be coupled to the processor 2010 via an interface or integrated with the processor 2010.

[0176] It should be noted that the interface circuit 2020 may include, but is not limited to, a transceiver device such as an input / output interface to enable communication between the device 2000 and other devices or communication networks. For example, the first electric brake parameter can be obtained through the interface circuit 2020. For another example, control information can be sent to the corresponding components of the hydraulic brake mechanism through the interface circuit 2020 to control the brake fluid pressure in the wheel cylinder.

[0177] An embodiment of the present application also provides a control system, which includes the above-mentioned device 1000 or device 2000.

[0178] An embodiment of the present application also provides a computer program product, which includes: computer program code, which, when running on a computer, enables the computer to execute any one of the method embodiments in Figures 4 to 15 above, and any possible implementation thereof.

[0179] An embodiment of the present application also provides a computer-readable storage medium, which stores program code or instructions. When the computer program code or instructions are executed by a computer processor, the processor implements any method embodiment in Figures 4 to 15 above, and any possible implementation method thereof.

[0180] An embodiment of the present application also provides a chip, including a circuit, for executing any method embodiment in Figures 4 to 15 above, and any possible implementation thereof.

[0181] An embodiment of the present application also provides a vehicle, which includes the above-mentioned device 1000 or device 2000.

[0182] The vehicles mentioned in this application are vehicles in a broad sense, and may be transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle. For example, the vehicles in this application may include pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (hybrid electric vehicle, HEV), range extended electric vehicles (range extended electric vehicle, REEV), plug-in hybrid electric vehicles (plug-in hybrid electric vehicle, PHEV) or new energy vehicles (new energy vehicle, NEV), etc.

[0183] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification of the present application and the appended claims, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to also include expressions such as "one or more", unless there is a clear contrary indication in the context. It should also be understood that in the following embodiments of the present application, "at least one", "one or more" refer to one, two or more. The term "and / or" is used to describe the association relationship of associated objects, indicating that three relationships can exist; for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and subsequent associated objects are in an "or" relationship.

[0184] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0185] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0186] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0187] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0188] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0189] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0190] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A control method, characterized in that: include: Acquire a first electric braking parameter, where the first electric braking parameter is determined according to a driving state of a vehicle, where the vehicle includes an electric braking mechanism and a hydraulic braking mechanism, where the hydraulic braking mechanism includes an active boosting module and a brake wheel cylinder, where the active boosting module is used to control the pressure of brake fluid in the brake wheel cylinder, and when the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric braking mechanism according to the first electric braking parameter; When the stability control function is triggered, the active boost module is controlled to establish a first brake fluid pressure in the wheel cylinder according to the first electric brake parameter.

2. The method according to claim 1, characterized in that The controlling the active boosting module to establish the first brake fluid pressure in the brake wheel cylinder according to the first electric brake parameter comprises: determining a first hydraulic braking force according to the first electric braking parameter; determining a wheel end braking force according to the first hydraulic braking force; According to the wheel end braking force, the active boosting module is controlled to establish the first brake fluid pressure in the wheel cylinder.

3. The method according to claim 2, characterized in that The determining the first hydraulic braking force according to the first electric braking parameter comprises: When it is determined that the driver has no braking intention and no acceleration intention, the first hydraulic braking force is determined according to the first electric braking parameter.

4. The method according to claim 2, characterized in that: The determining the first hydraulic braking force according to the first electric braking parameter comprises: The first hydraulic braking force is determined according to the driver's braking intention and the first electric braking parameter.

5. The method according to any one of claims 2 to 4, further comprising: Acquiring a second hydraulic braking force, where the second hydraulic braking force includes a braking force that the hydraulic brake mechanism needs to provide to the vehicle when an active safety function is triggered; The determining the first hydraulic braking force according to the first electric braking parameter comprises: When the active safety function is triggered, the first hydraulic braking force is determined according to the first electric braking parameter and the second hydraulic braking force.

6. The method according to any one of claims 2 to 5, characterized in that The method further comprises: When a preset condition is met, the hydraulic brake mechanism is controlled to establish a second brake fluid pressure in the brake wheel cylinder, wherein the second brake fluid pressure is less than the first brake fluid pressure. The preset condition includes at least one of the following: the driver has an acceleration intention, the driver has no acceleration intention and no braking intention, and the continuous triggering time of the stability control function is greater than or equal to a first duration, and the first electric braking parameter is less than or equal to a first threshold.

7. The method according to claim 6, characterized in that The method further comprises: When the driver has an acceleration intention, or when the driver has no acceleration intention and no braking intention and the continuous triggering time of the stability control function is greater than or equal to the first duration, the basic brake fluid pressure in the brake wheel cylinder is determined as the second brake fluid pressure; or When the driver has a braking intention and the first electric brake parameter is less than or equal to the first threshold, the second brake fluid pressure is determined according to the braking intention.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: When the first brake fluid pressure is greater than or equal to a preset pressure value, the stability control function is executed.

9. The method according to any one of claims 1 to 8, characterized in that The stability control function includes at least one of an anti-lock braking system ABS, an electronic brake force distribution EBD and an electronic stability control ESC function.

10. A control device, characterized in that: include: an acquisition unit, configured to acquire a first electric brake parameter, wherein the first electric brake parameter is determined according to a driving state of a vehicle, wherein the vehicle comprises an electric brake mechanism and a hydraulic brake mechanism, wherein the hydraulic brake mechanism comprises an active boost module and a brake wheel cylinder, wherein the active boost module is configured to control the pressure of brake fluid in the brake wheel cylinder, and when the vehicle is in an energy recovery state, the braking force of the vehicle is provided by the electric brake mechanism according to the first electric brake parameter; A control unit is used to control the active boost module to increase the pressure according to the first electric brake parameter when the stability control function is triggered. The brake wheel cylinder establishes a first brake fluid pressure.

11. The device according to claim 10, characterized in that The control unit is used for: determining a first hydraulic braking force according to the first electric braking parameter; determining a wheel end braking force according to the first hydraulic braking force; According to the wheel end braking force, the active boosting module is controlled to establish the first brake fluid pressure in the wheel cylinder.

12. The device according to claim 11, characterized in that The control unit is used for: When it is determined that the driver has no braking intention and no acceleration intention, the first hydraulic braking force is determined according to the first electric braking parameter.

13. The device according to claim 11, characterized in that The control unit is used for: The first hydraulic braking force is determined according to the driver's braking intention and the first electric braking parameter.

14. The device according to any one of claims 11 to 13, characterized in that The vehicle includes an active safety function, and the acquisition unit is further used for: Acquiring a second hydraulic braking force, where the second hydraulic braking force includes a braking force that the hydraulic brake mechanism needs to provide to the vehicle when an active safety function is triggered; The control unit is used for: When the active safety function is triggered, the first hydraulic braking force is determined according to the first electric braking parameter and the second hydraulic braking force.

15. The device according to any one of claims 11 to 14, characterized in that The control unit is also used for: When a preset condition is met, the hydraulic brake mechanism is controlled to establish a second brake fluid pressure in the brake wheel cylinder, wherein the second brake fluid pressure is less than the first brake fluid pressure. The preset condition includes at least one of the following: the driver has an acceleration intention, the driver has no acceleration intention and no braking intention, and the continuous triggering time of the stability control function is greater than or equal to a first duration, and the first electric braking parameter is less than or equal to a first threshold.

16. The device according to claim 15, characterized in that The control unit is also used for: When the driver has an acceleration intention, or when the driver has no acceleration intention and no braking intention and the continuous triggering time of the stability control function is greater than or equal to the first duration, determining the basic brake fluid pressure in the brake wheel cylinder as the second brake fluid pressure; or, When the driver has a braking intention and the first electric brake parameter is less than or equal to the first threshold, the second brake fluid pressure is determined according to the braking intention.

17. The device according to any one of claims 10 to 16, characterized in that The control unit is also used for: When the first brake fluid pressure is greater than or equal to a preset pressure value, the stability control function is executed.

18. The device according to any one of claims 10 to 17, characterized in that The stability control function includes at least one of an anti-lock braking system ABS, an electronic brake force distribution EBD and an electronic stability control ESC function.

19. A control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 9.

20. A control system, characterized in that: Comprising a control device as claimed in any one of claims 10 to 19.

21. A vehicle, characterized in that: The method comprises the control device according to any one of claims 10 to 19, or the control system according to claim 20.

22. A computer-readable storage medium, characterized in that: Instructions are stored thereon, and when the instructions are executed by a processor, the processor implements the method according to any one of claims 1 to 9.

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