Vehicle travelling control method and apparatus, and braking system and vehicle

Abstract

A vehicle travelling control method, comprising: when it is detected that a vehicle is travelling in a slippery environment, acquiring a first target torque associated with a hydraulic braking system of the vehicle, and acquiring a second target torque associated with a drive electric motor of the vehicle (S101); decomposing the second target torque, so as to obtain a first sub-torque and a second sub-torque (S102); and controlling the hydraulic braking system on the basis of the first target torque and the first sub-torque, and controlling the drive electric motor on the basis of the second sub-torque (S103). Further disclosed are a vehicle driving control apparatus, a braking system and a vehicle. The method deploys the torque reduction control over a drive electric motor by means of decomposing a torque associated with the drive electric motor, thereby improving the torque reduction precision of the drive electric motor and protecting the drive electric motor; and the method implements travelling control over a vehicle by means of coordinating the control over the drive electric motor and the control over a hydraulic braking system, thereby improving the precision of traction control over the vehicle and the precision of travelling control over the vehicle, and thus ensuring the travelling safety of the vehicle.

Description

Vehicle driving control method, device, braking system and vehicle TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and particularly relates to a vehicle driving control method, device, braking system and vehicle. BACKGROUND

[0002] The integrated redundancy braking system is a braking system integrated with multiple braking functions and having the function of switching to a backup actuator when the main actuator of the vehicle fails. In the related art, in the case that the wheels of the vehicle slip, the traction of the vehicle on the road surface is often improved by controlling the hydraulic braking system and the driving motor in the integrated redundancy braking system, thereby ensuring the stable driving of the vehicle. However, when the driving motor is driven and controlled, if the change or fluctuation amplitude of the torque of the driving motor in a unit time is large, an impact will be caused to the driving motor and the torque thereof, and the related art lacks consideration of this situation, and the motor control precision and the traction control precision need to be improved.

[0003] SUMMARY

[0004] Embodiments of the present application provide a vehicle driving control method, device, braking system and vehicle, which are used to improve the traction control precision and driving control precision of the vehicle.

[0005] In one aspect, the embodiments of the present application provide a vehicle driving control method, which comprises the following steps:

[0006] In the case that it is detected that the vehicle is driving in a slipping environment, a first target torque associated with the hydraulic braking system of the vehicle is obtained, and a second target torque associated with the driving motor of the vehicle is obtained;

[0007] The second target torque is decomposed to obtain a first sub-torque and a second sub-torque;

[0008] The hydraulic braking system is controlled based on the first target torque and the first sub-torque, and the driving motor is controlled based on the second sub-torque.

[0009] In addition, the vehicle driving control method according to the above-mentioned embodiments of the present application can have the following additional technical features:

[0010] In one embodiment, the first target torque associated with the hydraulic braking system of the vehicle is obtained, and the second target torque associated with the driving motor of the vehicle is obtained, which comprises:

[0011] According to the slip rate of the vehicle, proportional-integral-derivative control is performed to obtain a first target torque associated with a hydraulic braking system of the vehicle and a second target torque associated with a drive motor of the vehicle.

[0012] In one embodiment, the second target torque is decomposed into a first sub-torque and a second sub-torque, including:

[0013] If the torque reduction gradient of the drive motor is greater than a first threshold or the braking capability of the drive motor does not reach the second target torque, the second target torque is decomposed into a first sub-torque and a second sub-torque.

[0014] In one embodiment, the first sub-torque is a difference between the second target torque and the second sub-torque, and the second sub-torque is a torque maximum value corresponding to the braking capability of the drive motor.

[0015] In one embodiment, the hydraulic braking system is controlled based on the first target torque and the first sub-torque, including:

[0016] According to the first target torque and the first sub-torque, a third target torque associated with the hydraulic braking system is obtained;

[0017] The hydraulic braking system is controlled based on the third target torque.

[0018] In one embodiment, the second target torque is decomposed into a first sub-torque and a second sub-torque, including:

[0019] If the torque reduction gradient of the drive motor is less than or equal to the first threshold and the braking capability of the drive motor reaches the second target torque, the second target torque is decomposed into a first sub-torque and a second sub-torque, the first sub-torque is zero, and the second sub-torque is the second target torque.

[0020] In one embodiment, after the second target torque associated with the drive motor of the vehicle is obtained, the method further includes the following steps:

[0021] The second target torque is corrected according to a braking torque of the vehicle.

[0022] In one embodiment, the second target torque is corrected according to the braking torque of the vehicle, including:

[0023] A correction amount corresponding to the braking torque and vehicle speed information of the vehicle is matched from correction matching data of the vehicle as a torque correction amount;

[0024] The second target torque is corrected according to the torque correction amount.

[0025] In one embodiment, the method further comprises the steps of:

[0026] If the vehicle satisfies a slip determination condition, it is determined that the vehicle is running in a slip environment, and the slip determination condition comprises at least one of:

[0027] The accelerator pedal state of the vehicle is a depressed state;

[0028] The vehicle speed information of the vehicle is greater than a second threshold value;

[0029] The wheel speed information of the vehicle is greater than a third threshold value;

[0030] The wheel speed sensor signal of the vehicle is valid;

[0031] The acceleration sensor signal of the vehicle is valid;

[0032] The state of the drive motor is an enabled state;

[0033] The difference between the wheel speed information and the vehicle speed information is greater than a fourth threshold value.

[0034] In another aspect, the embodiments of the present application provide a vehicle running control device, which comprises:

[0035] A first processing module is configured to, in a case where it is detected that the vehicle is running in a slip environment, acquire a first target torque associated with a hydraulic brake system of the vehicle, and acquire a second target torque associated with a drive motor of the vehicle;

[0036] A second processing module is configured to decompose the second target torque to obtain a first sub-torque and a second sub-torque;

[0037] A third processing module is configured to control the hydraulic brake system based on the first target torque and the first sub-torque, and control the drive motor based on the second sub-torque.

[0038] In yet another aspect, the embodiments of the present application provide a brake system, which is controlled by the above-mentioned vehicle running control method.

[0039] In yet another aspect, the embodiments of the present application provide a vehicle, which comprises the above-mentioned vehicle running control device and / or the above-mentioned brake system.

[0040] According to the vehicle driving control method, device, brake system and vehicle provided in the embodiment of the present application, firstly, in the case that it is detected that the vehicle is driving in a slipping environment, a first target torque associated with the hydraulic brake system of the vehicle is acquired and a second target torque associated with the driving motor of the vehicle is acquired; then, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque; finally, the hydraulic brake system is controlled based on the first target torque and the first sub-torque, and the driving motor is controlled based on the second sub-torque. According to the embodiment of the present application, the torque associated with the driving motor is decomposed to adjust the torque reduction control of the driving motor, the torque reduction precision of the driving motor is improved and the driving motor is protected, so as to avoid the situation that the driving motor and the torque thereof are impacted, the driving control of the vehicle is realized by coordinating the control of the driving motor and the control of the hydraulic brake system, the precision of the vehicle traction force control is effectively improved, a better traction force control effect is achieved, the driving control precision of the vehicle is further improved, and the driving safety of the vehicle is ensured.

[0041] Additional features and advantages of the application will be set forth in the description that follows, and in part will be apparent from the description, or can be learned by practice of the application. The objectives and other advantages of the application will be realized and attained by the structure particularly pointed out in the description and claims. BRIEF DESCRIPTION OF DRAWINGS

[0042] Fig. 1 is a flow schematic diagram of a vehicle driving control method provided in the present application;

[0043] Fig. 2 is a flow example diagram of a vehicle driving control method provided in the present application;

[0044] Fig. 3 is a principle schematic diagram of a vehicle driving control method provided in the present application;

[0045] Fig. 4 is a structure schematic diagram of a vehicle driving control device provided in the present application;

[0046] Fig. 5 is a structure schematic diagram of a brake system provided in the present application. DETAILED DESCRIPTION

[0047] In order for those skilled in the art to better understand the technical solutions of the present application, the technical solutions provided in the present application will be described in detail below with reference to the drawings.

[0048] In the following, example embodiments will be described more fully with reference to the accompanying drawings, in which example embodiments can be embodied in different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the application to those skilled in the art.

[0049] As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0050] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and / or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0051] In the following description, reference is made to the accompanying drawings which form a part hereof, and in which are shown, by way of illustration, various embodiments. It is to be understood that other embodiments can be utilized and that structural, as well as procedural, changes can be made without departing from the scope of the present disclosure. The following detailed description, therefore, is not to be taken in a limiting sense, as the scope of the present disclosure is defined by the appended claims.

[0052] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure, and will not be interpreted in an overly literal or overly formal sense unless expressly so defined herein.

[0053] The integrated redundant braking system is a braking system integrated with multiple braking functions and having a function of switching to a backup actuator when a main actuator of a vehicle fails, which can improve the safety performance, operation efficiency and comfort of the vehicle, and provide safety guarantee for the driving of the vehicle. The braking functions mainly include an anti-lock braking function (ABS), an electronic brake force distribution function (EBD) and a traction control function (TCS), etc.

[0054] In order to ensure that the vehicle can safely drive on the road surface with a low adhesion coefficient, the traction control function is crucial. In the related art, when the vehicle drives on the road surface with a low adhesion coefficient such as a wet road surface and an icy road surface, the wheels are prone to slip, at this time, the traction of the vehicle on the road surface is improved by controlling the hydraulic braking system and the driving motor in the integrated redundant braking system, thereby ensuring the stable driving of the vehicle.

[0055] However, when driving control is performed on the driving motor, if the change or fluctuation amplitude of the torque of the driving motor in a unit time is large, an impact will be caused on the driving motor and its torque, and the related technology lacks consideration of this situation, resulting in reduced torque reduction accuracy of the motor, and the motor control accuracy and traction force control accuracy need to be improved.

[0056] Therefore, the embodiments of the present application provide a vehicle driving control method, device, brake system and vehicle, which decompose the torque associated with the driving motor to deploy the torque reduction control of the driving motor, improve the torque reduction accuracy of the driving motor, and coordinate the control of the driving motor and the control of the hydraulic brake system to realize the driving control of the vehicle, and improve the accuracy of the traction force control of the vehicle.

[0057] The embodiments of the present application will be further described and explained below.

[0058] Firstly, the implementation steps of the vehicle driving control method provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0059] The vehicle driving control method provided by the embodiments of the present application can be applied in a terminal, can be applied in a server, and can also be software running in a terminal or a server, etc. The terminal can be a tablet computer, a notebook computer, a desktop computer, etc., but is not limited thereto. The server can be a standalone physical server, can be a server cluster or a distributed system composed of multiple physical servers, can be a cloud server providing cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content distribution networks (CDN) and basic cloud computing services such as big data and artificial intelligence platforms, etc. In addition, the server can also be a node server in a blockchain network, but is not limited thereto. The blockchain is a new application mode of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanism and encryption algorithm.

[0060] Referring to FIG. 1, FIG. 1 is a flowchart of a vehicle driving control method provided by the present application, which mainly includes the following steps S101-S103:

[0061] S101, when it is detected that the vehicle is driving in a slipping environment, obtaining a first target torque associated with a hydraulic brake system of the vehicle, and obtaining a second target torque associated with a driving motor of the vehicle;

[0062] S102, decomposing the second target torque to obtain a first sub-torque and a second sub-torque;

[0063] S103, control the hydraulic braking system based on the first target torque and the first sub-torque, and control the drive motor based on the second sub-torque.

[0064] In the embodiment of the present application, first, in the case of detecting that the vehicle is running in a slippery environment, a first target torque associated with the hydraulic braking system of the vehicle is obtained, and a second target torque associated with the drive motor of the vehicle is obtained; then, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque; finally, the hydraulic braking system is controlled based on the first target torque and the first sub-torque, and the drive motor is controlled based on the second sub-torque. In this way, the embodiment of the present application adjusts the torque reduction control of the drive motor by decomposing the torque associated with the drive motor, improves the torque reduction accuracy of the drive motor and protects the drive motor, avoiding the situation that the drive motor and its torque are impacted. In addition, the embodiment of the present application also realizes the running control of the vehicle by coordinating the control of the drive motor and the control of the hydraulic braking system, effectively improves the accuracy of the vehicle traction control, achieves better traction control effect, further improves the running control accuracy of the vehicle, and ensures the running safety of the vehicle.

[0065] In the above step S101, if it is detected that the vehicle is running in a slippery environment, the vehicle is controlled to enable the traction control function. In the case where the vehicle enables the traction control function, the first target torque and the second target torque of the vehicle are obtained through proportional-integral-derivative (PID) control.

[0066] The above first target torque is associated with the hydraulic braking system of the vehicle, and the above first target torque is used to indicate the initial value of the braking torque for controlling the hydraulic braking system.

[0067] The above second target torque is associated with the drive motor of the vehicle, and the above second target torque is used to indicate the initial value of the drive torque for controlling the drive motor.

[0068] In the above step S102, the second target torque is decomposed according to a preset decomposition principle to obtain the first sub-torque and the second sub-torque. In this way, the present application adjusts the torque reduction control of the drive motor by decomposing the torque associated with the drive motor, improves the torque reduction accuracy of the drive motor and protects the drive motor.

[0069] The above first sub-torque is used to be combined with the first target torque to control the hydraulic braking system.

[0070] The above second sub-torque is used to control the drive motor.

[0071] The preset decomposition principle can be set according to actual conditions, and the application does not make specific limitations.

[0072] For example, the preset decomposition principle is a symmetrical braking principle, which means that the second target torque is preferentially allocated to the drive motor for implementation, and the torque part that the drive motor cannot implement is allocated to the hydraulic braking system for implementation.

[0073] In the step S103, first, the final torque for controlling the hydraulic braking system is determined according to the first target torque and the first sub-torque, and then the hydraulic braking system is controlled based on the final torque for controlling the hydraulic braking system, thereby realizing hydraulic braking. In addition, the drive motor is controlled based on the second sub-torque, thereby realizing motor driving. In this way, the application realizes the driving control of the vehicle by coordinating the control of the drive motor and the control of the hydraulic braking system, thereby improving the accuracy of the traction control of the vehicle.

[0074] The specific control mode of the hydraulic braking system can be set according to actual conditions, and the application does not make specific limitations.

[0075] For example, the control of the hydraulic braking system can be pressure building control of the hydraulic braking system, which means that the pressure building cavity of the hydraulic braking system is controlled to build pressure to establish corresponding pressure for each wheel.

[0076] For another example, the control of the hydraulic braking system can also be liquid supplement control of the hydraulic braking system, which means that the pressure building cavity of the hydraulic braking system is controlled to supplement liquid.

[0077] The specific control mode of the drive motor can be set according to actual conditions, and the application does not make specific limitations.

[0078] For example, the control of the drive motor can be torque reduction control of the drive motor, which means reducing the torque fluctuation during the operation of the drive motor.

[0079] For another example, the control of the drive motor can also be brake force distribution control of the drive motor, which means that the electric power assistance of the drive motor assists the braking of the hydraulic braking system.

[0080] The control of the hydraulic braking system and the control of the drive motor can be performed in parallel, for example, the control of the hydraulic braking system and the control of the drive motor are performed at the same time.

[0081] Alternatively, the control of the hydraulic braking system and the control of the drive motor can be performed in series, for example, the control of the hydraulic braking system is performed first, and then the control of the drive motor is performed, or the control of the drive motor is performed first, and then the control of the hydraulic braking system is performed.

[0082] The specific implementation of each step will be described below.

[0083] In some embodiments, the obtaining of the first target torque associated with the hydraulic braking system of the vehicle and the obtaining of the second target torque associated with the drive motor of the vehicle can include:

[0084] The proportional-integral-derivative control is performed according to the slip rate of the vehicle to obtain the first target torque associated with the hydraulic braking system of the vehicle and the second target torque associated with the drive motor of the vehicle.

[0085] In this embodiment, the slip rate of the vehicle is obtained first, and then the PID control is performed based on the slip rate of the vehicle to obtain the first target torque and the second target torque, the first target torque being associated with the hydraulic braking system of the vehicle, and the second target torque being associated with the drive motor of the vehicle.

[0086] The method of obtaining the slip rate can be set according to actual conditions, which is not limited in this embodiment.

[0087] For example, the obtaining of the slip rate of the vehicle can be calculating the slip rate of the vehicle according to the wheel speed information and the vehicle speed information of the vehicle. The calculating of the slip rate of the vehicle according to the wheel speed information and the vehicle speed information of the vehicle can be calculating the difference between the wheel speed information and the vehicle speed information as the slip rate of the vehicle.

[0088] For another example, the obtaining of the slip rate of the vehicle can also be calculating the slip rate of the vehicle according to other characteristic information of the vehicle, which is not limited in this embodiment.

[0089] The first target torque can include a target braking torque of at least one wheel of the vehicle, and the target braking torque of the at least one wheel is the initial value of the braking torque of the hydraulic braking system.

[0090] The second target torque can include at least one drive torque of the drive motor of the vehicle, and the at least one drive torque is the initial value of the drive torque of the drive motor.

[0091] In some embodiments, the decomposing of the second target torque to obtain the first sub-torque and the second sub-torque can include:

[0092] If the torque reduction gradient of the driving motor is greater than the first threshold value or the braking capability of the driving motor does not reach the second target torque, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque.

[0093] In the embodiment, when the torque reduction gradient of the driving motor is too large or the braking capability of the driving motor does not meet the preset requirement, it indicates that the change or fluctuation amplitude of the torque of the driving motor in a unit time is large, and there is a possibility of causing impact on the driving motor and its torque, thereby reducing the control precision of the driving motor and failing to achieve better motor torque reduction effect.

[0094] To this end, first, it is determined whether the torque reduction gradient of the driving motor is too large, i.e., whether the torque reduction gradient of the driving motor is greater than the first threshold value, and whether the braking capability of the driving motor meets the preset requirement, i.e., whether the braking capability of the driving motor reaches the second target torque; then, if it is determined that the torque reduction gradient of the driving motor is greater than the first threshold value or the braking capability of the driving motor does not reach the second target torque, it indicates that the torque reduction gradient of the driving motor is too large or the braking capability of the driving motor does not meet the preset requirement, at this time, the second target torque is decomposed based on the preset decomposition principle to obtain the first sub-torque and the second sub-torque, and then the torque reduction process of the driving motor is adjusted.

[0095] The first threshold value can be set according to actual conditions, which is not specifically limited in the embodiment.

[0096] The torque reduction gradient of the driving motor and the measurement reference of the braking capability of the driving motor can be set according to actual conditions, which is not specifically limited in the embodiment.

[0097] For example, the torque reduction gradient of the driving motor can be measured by the torque change rate of the driving motor, if the torque change rate of the driving motor is negative and the torque change rate of the driving motor in a unit time is greater than the first threshold value, it indicates that the torque reduction gradient of the driving motor is greater than the first threshold value; otherwise, it indicates that the torque reduction gradient of the driving motor is not greater than the first threshold value.

[0098] For another example, the braking capability of the driving motor can be measured by the maximum torque that can be output by the driving motor, if the maximum torque that can be output by the driving motor can reach the second target torque, it indicates that the braking capability of the driving motor can reach the second target torque.

[0099] In some embodiments, the first sub-torque is the difference between the second target torque and the second sub-torque, and the second sub-torque is the maximum torque corresponding to the braking capability of the driving motor.

[0100] In this embodiment, the preset decomposition principle is a symmetrical braking principle, which means that the second target torque is preferentially allocated to the driving motor to be realized, and the part of the torque that cannot be realized by the driving motor is allocated to the hydraulic braking system to be realized.

[0101] Based on the above symmetrical braking principle, first, the torque maximum value corresponding to the braking capability of the driving motor is obtained, aiming to determine the part of the second target torque that can be realized by the driving motor and the part that cannot be realized by the driving motor through the torque maximum value corresponding to the braking capability of the driving motor, and the part that cannot be realized by the driving motor will be allocated to the hydraulic braking system to be realized.

[0102] Then, according to the torque maximum value corresponding to the braking capability of the driving motor, the second target torque is decomposed into two parts, one of which is the part that can be realized by the driving motor, i.e., the second sub-torque, and the other is the part that cannot be realized by the driving motor, i.e., the first sub-torque, thereby realizing the cooperative work of motor driving and hydraulic braking. In this way, this embodiment can ensure that the torque variation or fluctuation range of the driving motor is within a suitable range, protecting the driving motor, thereby ensuring the control accuracy of the motor and facilitating better torque reduction effect.

[0103] The above torque maximum value corresponding to the braking capability of the driving motor can be set according to actual conditions, which is not specifically limited in this embodiment.

[0104] In some embodiments, the above control of the hydraulic braking system based on the first target torque and the first sub-torque can include:

[0105] According to the first target torque and the first sub-torque, a third target torque associated with the hydraulic braking system is obtained;

[0106] The hydraulic braking system is controlled based on the third target torque.

[0107] In this embodiment, the first target torque and the first sub-torque are arbitrated to add the part of the torque that cannot be realized by the driving motor to the part of the torque that should be realized by the hydraulic braking system, thereby obtaining the torque for finally controlling the hydraulic braking system, i.e., the third target torque, and then controlling the hydraulic braking system using the third target torque.

[0108] The above specific implementation of obtaining the third target torque associated with the hydraulic braking system according to the first target torque and the first sub-torque can be set according to actual conditions, which is not specifically limited in this embodiment.

[0109] For example, the third target torque associated with the hydraulic braking system can be obtained by superimposing the first target torque and the first sub-torque, and the superimposed result is taken as the third target torque associated with the hydraulic braking system.

[0110] Alternatively, the third target torque associated with the hydraulic braking system can be obtained by assigning the first target torque a first weight, assigning the first sub-torque a second weight, and weighting the first target torque and the first sub-torque, and the weighted result is taken as the third target torque associated with the hydraulic braking system.

[0111] The first weight and the second weight can be set according to actual conditions, and the present embodiment does not make specific limitations thereto.

[0112] In some embodiments, in order to improve the control accuracy of the hydraulic braking system, the control of the hydraulic braking system based on the first target torque and the first sub-torque can further include:

[0113] The third target torque is corrected.

[0114] In the present embodiment, by correcting the third target torque, the third target torque is more in line with the braking requirements of the hydraulic braking system, effectively improving the control accuracy of the hydraulic braking system, and being conducive to achieving better hydraulic braking effect.

[0115] The specific correction method of the third target torque can be set according to actual conditions, and the present embodiment does not make specific limitations thereto.

[0116] For example, the correction of the third target torque can be a maximum value limitation, that is, limiting the third target torque to be less than a certain maximum threshold.

[0117] The maximum threshold can be set according to actual conditions, and the present embodiment does not make specific limitations thereto.

[0118] For another example, the correction of the third target torque can also be a gradient limitation, that is, limiting the torque change amount of the third target torque to be less than a gradient threshold.

[0119] The gradient threshold can be set according to actual conditions, and the present embodiment does not make specific limitations thereto.

[0120] In some embodiments, the decomposition of the second target torque to obtain the first sub-torque and the second sub-torque can further include:

[0121] If the torque reduction gradient of the driving motor is less than or equal to the first threshold value and the braking capacity of the driving motor reaches the second target torque, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque.

[0122] In the embodiment, when the torque reduction gradient of the driving motor is not too large and the braking capacity of the driving motor meets the preset requirement, it indicates that the change or fluctuation amplitude of the torque of the driving motor in a unit time is small, and there is no possibility of impacting the driving motor and the torque thereof. In this case, the second target torque does not need to be adjusted based on the symmetric braking principle. In the case where the torque reduction gradient of the driving motor is less than or equal to the first threshold value and the braking capacity of the driving motor reaches the second target torque, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque.

[0123] The first sub-torque is zero, and the second sub-torque is the second target torque.

[0124] In some embodiments, in order to improve the control accuracy of the driving motor, after the second target torque associated with the driving motor of the vehicle is obtained, the method can further include:

[0125] The second target torque is corrected according to the braking torque of the vehicle.

[0126] In the embodiment, when the driving motor is controlled, the braking torque of the vehicle is likely to interfere with the control process of the driving motor. In this case, the second target torque will have a certain error, and the related art lacks consideration of this case, and the control accuracy of the driving motor needs to be improved. In order to reduce the interference of the braking torque on the control of the driving motor and ensure the control accuracy of the driving motor, the braking torque of the vehicle is first determined, and then the second target torque is corrected according to the braking torque of the vehicle.

[0127] The determination manner of the braking torque of the vehicle can be set according to actual conditions, which is not specifically limited in the embodiment. For example, the determination of the braking torque of the vehicle can be calculating the braking torque of the vehicle according to the characteristic information of the vehicle.

[0128] The characteristic information of the vehicle can include the effective radius of the brake disc, the brake pressure, the effective area of the friction plate, the friction coefficient, and the like, but is not limited thereto.

[0129] In some embodiments, the correction of the second target torque according to the braking torque of the vehicle can include:

[0130] A correction amount corresponding to the braking torque and the vehicle speed information of the vehicle is matched from the correction matching data of the vehicle as a torque correction amount;

[0131] The second target torque is corrected according to the torque correction amount.

[0132] In this embodiment, in order to reduce the interference of the brake torque on the control of the drive motor, ensure the control accuracy of the drive motor, after obtaining the brake torque of the vehicle, first, the correction matching data of the vehicle is obtained, which can be preset data, then the correction matching data is searched, aiming to match the correction amount corresponding to the brake torque and the vehicle speed information of the vehicle from the correction matching data, and output the matched correction amount as the torque correction amount.

[0133] The specific content of the above-mentioned correction matching data can be set according to the actual situation, and this embodiment does not make specific limitation, for example, the above-mentioned correction matching data can include a plurality of combination data composed of brake torque and vehicle speed information and the correction amount corresponding to each combination data, but not limited to this.

[0134] The data form of the above-mentioned correction matching data can be set according to the actual situation, and this embodiment does not make specific limitation.

[0135] For example, the above-mentioned correction matching data can be in the form of a table; or the above-mentioned correction matching data can also be in other forms such as a chart, a text, etc.

[0136] The above-mentioned correction amount corresponding to the brake torque and the vehicle speed information of the vehicle matched from the correction matching data of the vehicle as the torque correction amount can be that in the case that the correction matching data is in the form of a table or a chart, the correction matching data is looked up to obtain the correction amount corresponding to the brake torque and the vehicle speed information of the vehicle as the torque correction amount.

[0137] The above-mentioned lookup process can be shown in the following formula (1): Tcorr = LookupTable (MbWheel, V) (1);

[0138] In formula (1), Tcorr represents the torque correction amount, LookupTable(·) represents the lookup table function for searching the above-mentioned correction matching data, MbWheel represents the brake torque of the vehicle, and V represents the vehicle speed information of the vehicle.

[0139] Or, the above-mentioned correction amount corresponding to the brake torque and the vehicle speed information of the vehicle matched from the correction matching data of the vehicle as the torque correction amount can also be that in the case that the correction matching data is in the form of a text, the correction matching data is processed by keyword search, keyword search or vector search, etc. to obtain the correction amount corresponding to the brake torque and the vehicle speed information of the vehicle as the torque correction amount.

[0140] The second target torque can be corrected according to the torque correction amount, which can be calculating a sum of the torque correction amount and the second target torque, and taking the sum as the corrected second target torque.

[0141] Alternatively, the second target torque can be corrected according to the torque correction amount, which can be calculating a difference between the second target torque and the torque correction amount, and taking the difference as the corrected second target torque. However, it should be understood that the correction manner of the second target torque is not limited to this.

[0142] In some embodiments, to facilitate determining that the vehicle is running in a slipping environment to trigger the traction control function of the vehicle, the method can further include:

[0143] detecting the vehicle for slipping.

[0144] In this embodiment, the vehicle is detected for slipping in real time during the running of the vehicle.

[0145] In some embodiments, the detection of the vehicle for slipping can include:

[0146] If the vehicle meets the slipping determination condition, it is determined that the vehicle is running in a slipping environment.

[0147] In this embodiment, the vehicle is detected for slipping through a preset slipping determination condition. If the vehicle meets the slipping determination condition, it means that the wheels of the vehicle have the possibility of slipping, and it is determined that the vehicle is running in a slipping environment. Otherwise, it means that the wheels of the vehicle do not have the possibility of slipping, and it is determined that the vehicle is not running in a slipping environment, and the step of detecting the vehicle for slipping is returned to for cyclic detection.

[0148] The slipping determination condition can be set according to actual conditions, which is not specifically limited in this embodiment. For example, the slipping determination condition can include at least one of the following:

[0149] The acceleration pedal state of the vehicle is in a depressed state, which is used to indicate that the acceleration pedal of the vehicle is depressed;

[0150] The vehicle speed information of the vehicle is greater than a second threshold, which is used to indicate that the vehicle speed is too fast;

[0151] The wheel speed information of the vehicle is greater than a third threshold, which is used to indicate that the wheel speed is too fast;

[0152] The wheel speed sensor signal of the vehicle is valid, which is used to indicate that the wheel speed sensor of the vehicle is working normally;

[0153] The acceleration sensor signal of the vehicle is valid, which is used to indicate that the acceleration sensor of the vehicle is working normally;

[0154] The state of the driving motor is an enabled state, indicating that the driving motor of the vehicle is working normally.

[0155] The difference between the wheel speed information and the vehicle speed information is greater than a fourth threshold value, indicating that the difference between the wheel speed information and the vehicle speed information is too large.

[0156] The acceleration pedal state refers to the state of the acceleration pedal, and the acceleration pedal state can include any one of a depressed state or a non-depressed state.

[0157] The motor state refers to the state of the motor in the integrated redundant braking system, and the motor state can include any one of an enabled state, a closed state, or a fault state. In the case of the enabled state, the motor is working normally. In the case of the closed state, the motor is not faulty and stops working. In the case of the fault state, the motor is faulty and stops working.

[0158] The second threshold value, the third threshold value, and the fourth threshold value can be set according to actual conditions, which are not limited in the embodiment.

[0159] In some embodiments, in order to more accurately determine that the vehicle is driving in a slippery environment, after determining that the vehicle is driving in a slippery environment, the method can further include:

[0160] If the vehicle meets the sub-slippery determination condition, it is determined that the vehicle is driving in a slippery environment.

[0161] In the embodiment, the vehicle driving in a slippery environment is further determined by a preset sub-slippery determination condition. If the vehicle meets the sub-slippery determination condition, it means that the vehicle is slipping, and at this time, it is completely determined that the vehicle is driving in a slippery environment. Otherwise, it means that there is no possibility of slipping of the wheels of the vehicle, and at this time, it is determined that the vehicle is not driving in a slippery environment, and returns to the step of detecting the slipping of the vehicle to realize cyclic detection.

[0162] The sub-slippery determination condition can be set according to actual conditions, which are not specifically limited in the embodiment. For example, the sub-slippery determination condition can include at least one of the following:

[0163] The road surface on which the vehicle is driving is a split road surface;

[0164] The vehicle drives from a road surface with a high coefficient of adhesion to a road surface with a low coefficient of adhesion.

[0165] The split road surface is used to represent a road surface with an absolute value of the difference between the adhesion coefficient on one side and the adhesion coefficient on the other side greater than a first adhesion threshold value.

[0166] The road surface with a high coefficient of adhesion refers to a road surface with a coefficient of adhesion greater than a second adhesion threshold value.

[0167] The low adhesion coefficient road surface refers to a road surface with an adhesion coefficient less than the third adhesion threshold.

[0168] The second adhesion threshold is greater than the third adhesion threshold.

[0169] The first adhesion threshold, the second adhesion threshold, and the third adhesion threshold can be set according to actual conditions, and the embodiment is not limited in this regard.

[0170] For example, the first adhesion threshold, the second adhesion threshold, and the third adhesion threshold can be calibrated by the adhesion coefficient of the road surface, or other parameters related to the road surface, but are not limited thereto.

[0171] In some embodiments, in order to determine whether the vehicle is driving on the split road surface, so as to determine whether the vehicle satisfies the sub-slip determination condition, the method can further comprise:

[0172] Identifying the road surface on which the vehicle is driving, and identifying that the road surface on which the vehicle is driving is a split road surface.

[0173] In the embodiment, identifying the road surface on which the vehicle is driving is intended to determine whether the vehicle is driving on a split road surface, so as to determine whether the vehicle satisfies the sub-slip determination condition.

[0174] The identification of the road surface on which the vehicle is driving can be identification of the road surface on which the vehicle is driving according to wheel information of the vehicle to obtain an adhesion coefficient of the road surface, and then identification of whether the road surface on which the vehicle is driving is a split road surface according to the adhesion coefficient.

[0175] The wheel information can be set according to actual conditions, and the embodiment is not limited in this regard. For example, the wheel information can be at least one of vertical force information, longitudinal force information, and lateral force information of the wheel.

[0176] The identification of the road surface on which the vehicle is driving according to the wheel information of the vehicle to obtain the adhesion coefficient of the road surface can be calculation of the adhesion coefficient of the road surface by the wheel information of the vehicle in combination with the following formula (2):

[0177] In formula (2), Mu represents the adhesion coefficient of the road surface, F x represents the lateral force information of the wheel, y represents the longitudinal force information of the wheel, and z represents the vertical force information of the wheel.

[0178] The above determining whether the road surface on which the vehicle travels is a split road surface according to the adhesion coefficients can be determining whether an absolute value of a difference between the adhesion coefficient of one side of the road surface and the adhesion coefficient of the other side of the road surface is greater than a first adhesion threshold value. If yes, it is indicated that the one side of the road surface is a high-adhesion-coefficient road surface and the other side of the road surface is a low-adhesion-coefficient road surface. At this time, it is determined that the road surface on which the vehicle travels is a split road surface. Otherwise, it is determined that the road surface on which the vehicle travels is not a split road surface.

[0179] In order to facilitate the understanding of the above-mentioned vehicle driving control method of the present application, the actual application scenario of the above-mentioned vehicle driving control method of the present application is taken as an example for illustration, as shown in FIG. 2 and FIG. 3, and the specific process includes the following steps S201-S205.

[0180] S201, detecting whether the vehicle travels in a slippery environment; if yes, entering step S202; otherwise, returning to detecting whether the vehicle travels in a slippery environment until the vehicle travels in a slippery environment, and entering step S202.

[0181] Detecting whether the vehicle travels in a slippery environment can be determining whether the vehicle satisfies a slip determination condition. If the vehicle satisfies the slip determination condition, it is determined that the vehicle travels in a slippery environment, and entering step S202. Otherwise, it is determined that the vehicle does not travel in a slippery environment, and returning to the step of detecting whether the vehicle travels in a slippery environment until the vehicle travels in a slippery environment, and entering step S202.

[0182] Alternatively, detecting whether the vehicle travels in a slippery environment can also be determining whether the vehicle satisfies a slip determination condition. If the vehicle satisfies the slip determination condition, it is indicated that the vehicle may slip. At this time, it is determined whether the vehicle satisfies a sub-slip determination condition. If the vehicle satisfies the sub-slip determination condition, it is determined that the vehicle travels in a slippery environment, thereby improving the accuracy of the slip determination. If the vehicle does not satisfy the slip determination condition, or the vehicle satisfies the slip determination condition but does not satisfy the sub-slip determination condition, returning to the step of determining whether the vehicle satisfies the slip determination condition.

[0183] The above-mentioned slip determination condition includes at least one of the following:

[0184] The accelerator pedal state of the vehicle is in a depressed state, which is used to indicate that the accelerator pedal of the vehicle is depressed;

[0185] The vehicle speed information of the vehicle is greater than a second threshold value, which is used to indicate that the vehicle speed of the vehicle is too fast;

[0186] The wheel speed information of the vehicle is greater than a third threshold value, which is used to indicate that the wheel speed of the vehicle is too fast;

[0187] The wheel speed sensor signal of the vehicle is valid, which is used to indicate that the wheel speed sensor of the vehicle is working normally;

[0188] The acceleration sensor signal of the vehicle is valid, and is used to indicate that the acceleration sensor of the vehicle is working normally.

[0189] The state of the driving motor is an enabled state, and is used to indicate that the driving motor of the vehicle is working normally.

[0190] The difference between the wheel speed information and the vehicle speed information is greater than a fourth threshold value, and is used to indicate that the difference between the wheel speed information and the vehicle speed information is too large.

[0191] The sub-slip determination condition can include at least one of the following:

[0192] The road surface on which the vehicle travels is a split road surface.

[0193] The vehicle travels from a road surface with a high adhesion coefficient to a road surface with a low adhesion coefficient.

[0194] S202, calculate the difference between the wheel speed information and the vehicle speed information of the vehicle as the slip rate of the vehicle, perform PID control based on the slip rate, and obtain a first target torque associated with the hydraulic brake system of the vehicle and a second target torque associated with the driving motor of the vehicle.

[0195] S203, first, calculate the brake torque of the vehicle according to the effective radius of the brake disc, the brake pressure, the effective area of the brake pad, and the friction coefficient of the vehicle, then match the correction amount corresponding to the brake torque of the vehicle and the vehicle speed information from the correction matching data of the vehicle as the torque correction amount, and finally calculate the sum of the brake torque of the vehicle and the second target torque as the correction value, and replace the value of the second target torque with the correction value.

[0196] S204, determine whether the torque reduction gradient of the driving motor is greater than a first threshold value and whether the braking capability of the driving motor reaches the second target torque, and decompose the second target torque according to the determination result to obtain a first sub-torque and a second sub-torque.

[0197] If the torque reduction gradient of the driving motor is greater than the first threshold value or the braking capability of the driving motor does not reach the second target torque, the second target torque is decomposed into the first sub-torque and the second sub-torque based on the symmetric braking principle, the first sub-torque is the difference between the second target torque and the second sub-torque, and the second sub-torque is the maximum torque corresponding to the braking capability of the driving motor;

[0198] If the torque reduction gradient of the driving motor is less than or equal to the first threshold value and the braking capability of the driving motor reaches the second target torque, the second target torque is not decomposed into the first sub-torque and the second sub-torque based on the symmetric braking principle, the first sub-torque is zero, and the second sub-torque is the second target torque.

[0199] S205, superimpose the first target torque and the first sub-torque to obtain a third target torque, and perform gradient limitation and maximum value limitation, and then perform pressure building control on the hydraulic brake system based on the third target torque, and perform torque reduction control on the drive motor based on the second sub-torque.

[0200] Secondly, an embodiment of a vehicle driving control device provided by the present application will be described in detail below with reference to the accompanying drawings.

[0201] Referring to FIG. 4, FIG. 4 is a structural diagram of a vehicle driving control device provided by an embodiment of the present application, which can include:

[0202] The first processing module 301 is mainly configured to acquire a first target torque associated with the hydraulic brake system of the vehicle and a second target torque associated with the drive motor of the vehicle when it is detected that the vehicle is driving in a slippery environment.

[0203] The second processing module 302 is mainly configured to decompose the second target torque to obtain a first sub-torque and a second sub-torque.

[0204] The third processing module 303 is mainly configured to control the hydraulic brake system based on the first target torque and the first sub-torque, and control the drive motor based on the second sub-torque.

[0205] In some embodiments, the first processing module mainly includes a first sub-processing unit and a second sub-processing unit.

[0206] The first sub-processing unit is mainly configured to acquire the first target torque associated with the hydraulic brake system of the vehicle when it is detected that the vehicle is driving in a slippery environment.

[0207] The second sub-processing unit is mainly configured to acquire the second target torque associated with the drive motor of the vehicle when it is detected that the vehicle is driving in a slippery environment.

[0208] In some embodiments, the third processing module mainly includes a third sub-processing unit, a first control unit and a second control unit.

[0209] The third sub-processing unit is mainly configured to obtain a third target torque according to the first target torque and the first sub-torque.

[0210] The first control unit is mainly configured to control the hydraulic brake system according to the third target torque.

[0211] The second control unit is mainly configured to control the drive motor according to the second sub-torque.

[0212] The specific limitation of the vehicle driving control device can refer to the limitation of the vehicle driving control method, which will not be repeated here.

[0213] Each module in the vehicle driving control device can be realized by software, hardware, or a combination thereof, in whole or in part. Each module can be embedded in or independent of the processor in the computer device in hardware form, or stored in the memory in the computer device in software form, so that the processor can call and execute the operation corresponding to each module.

[0214] In addition, the embodiment of the present application also provides a braking system, which controls the vehicle by the vehicle driving control method.

[0215] It can be understood that the above-mentioned braking system can be an integrated redundant braking system, and those skilled in the art should understand that other braking systems with traction control function and / or redundancy technology are also applicable, and the present application does not make specific limitations.

[0216] The contents of the above method embodiments are applicable to the system embodiments, the system embodiments specifically realize the same functions as the above method embodiments, and achieve the same beneficial effects as the above method embodiments.

[0217] In some embodiments, referring to FIG. 5, the above-mentioned braking system can include:

[0218] at least one processor 401;

[0219] at least one memory 402 for storing at least one program;

[0220] When the at least one program is executed by the at least one processor 401, the at least one processor 401 implements the above-mentioned vehicle driving control method.

[0221] The memory 402 as a non-transient network system can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 402 can include a high-speed random access memory, and can also include a non-transient memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transient solid-state memory device. In some embodiments, the memory 402 can optionally include a memory 402 remotely arranged relative to the processor 401, and these remote memories 402 can be connected to the processor 401 through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0222] The memory 402 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM), etc. The memory 402 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 402 and are invoked and executed by the processor 401 to implement the method of the embodiments of the present application.

[0223] The processor 401 can be implemented in the form of a general-purpose central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present application.

[0224] In some embodiments, the electronic device further comprises:

[0225] The input / output interface is configured to implement information input and output.

[0226] The communication interface is configured to implement communication interaction between the device and other devices. The communication can be implemented in a wired manner (for example, USB, network cable, etc.) or in a wireless manner (for example, mobile network, WIFI, Bluetooth, etc.).

[0227] The bus is configured to transmit information between various components (for example, the processor 401, the memory 402, the input / output interface, and the communication interface) of the device.

[0228] The processor 401, the memory 402, the input / output interface, and the communication interface can be connected to each other through the bus to realize communication connection within the device.

[0229] Finally, the embodiments of the present application provide a vehicle, which can include the above-mentioned vehicle driving control device and / or the above-mentioned brake system.

[0230] It can be understood that the vehicle can be a private car, such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), or a pickup truck, etc. The vehicle can also be an operating vehicle, such as a van, a bus, a small truck, or a large trailer, etc. The vehicle can also be a gasoline vehicle or a new energy vehicle such as a hybrid vehicle, an all-electric vehicle, etc.

[0231] The contents in the method embodiments are applicable to the vehicle embodiments, the vehicle embodiments specifically implement the same functions as the method embodiments, and achieve the same beneficial effects as the method embodiments.

[0232] As can be seen from the above, the embodiments fully consider the influence of the hydraulic braking and the motor driving on the traction force control of the vehicle, realize the traction force control of the vehicle through mutual coordination of the motor driving control and the hydraulic braking control, effectively improve the traction force control precision of the vehicle, further improve the traction force control effect and the vehicle braking effect, and are beneficial to ensuring the driving safety of the vehicle.

[0233] On the other hand, for the interference of the braking torque of the vehicle on the driving control process of the motor in the driving motor control process, the embodiments correct the second target torque associated with the driving motor, can reduce the interference of the braking torque of the vehicle on the control process of the driving motor, ensure the control precision of the driving motor, and further improve the traction force control precision of the vehicle.

[0234] On the other hand, for the interference of the braking torque of the vehicle on the driving control process of the motor in the driving motor control process, the embodiments correct the second target torque associated with the driving motor, can reduce the interference of the braking torque of the vehicle on the control process of the driving motor, ensure the control precision of the driving motor, and further improve the traction force control precision of the vehicle.

[0235] In some alternative embodiments, the functions / operations mentioned in the block diagram can not occur in the order mentioned in the operation diagram. For example, depending on the functions / operations involved, two blocks shown in succession can actually be executed substantially simultaneously with each other, or the blocks can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flowcharts of the present application are provided by way of example, and the purpose is to provide a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and in which sub-operations described as part of larger operations are independently executed.

[0236] Furthermore, although the present application is described in the context of functional modules, it is understood that one or more of the functions and / or features can be integrated in a single physical device and / or software module, or one or more functions and / or features can be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary to an understanding of the present application. Rather, the actual implementation is within the routine skill of engineers familiar with the property, function and internal relationships of the various functional modules disclosed herein. Accordingly, the present application is not limited to the specific details of the functional modules described herein. Rather, it is understood that one of ordinary skill in the art is able to practice the application as claimed without undue experimentation having regard to the property, function and internal relationships of the various functional modules disclosed herein. It is also understood that the specific concepts disclosed are merely illustrative and that the scope of the present application is determined by the appended claims and their equivalents.

[0237] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes a plurality of programs for causing 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 methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0238] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a list of executable program instructions for implementing logical functions, and can be specifically embodied in any computer readable medium for use by a program execution system, device or equipment (such as a computer-based system, a system including a processor, or other system that can take programs from a program execution system, device or equipment and execute the programs) or in conjunction with these program execution systems, devices or equipment. For the purpose of the present specification, "computer readable medium" can be any device that can contain, store, communicate, propagate or transport programs for use by program execution systems, devices or equipment or in conjunction with these program execution systems, devices or equipment.

[0239] More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can also be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example, via optical scanning of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.

[0240] It should be understood that aspects of the application can be implemented in hardware, software, firmware or combinations thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable

[0241] In the above description of the present specification, the description referring to the terms "one embodiment", "another embodiment" or "certain embodiments" or the like means that a specific feature, structure, material or characteristic described in connection with the embodiments or examples is included in at least one embodiment or example of the present specification. The illustrative expressions are not necessarily referred to the same embodiments or examples throughout the specification. Also, the specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in an appropriate manner.

[0242] Although the embodiments of the present application have been shown and described, it would be appreciated by those skilled in the art that changes, modifications, alternatives and variations to these embodiments could be made without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

[0243] The above is a specific description of the preferred embodiments of the present application, but the present application is not limited to the described embodiments, and those skilled in the art can make various equivalent modifications or replacements without departing from the spirit of the present application, and these equivalent modifications or replacements are included in the scope defined by the claims of the present application.

Claims

1. A vehicle travel control method characterized by comprising: The method comprises the following steps: In the case of detecting that the vehicle is running in a slippery environment, a first target torque associated with a hydraulic braking system of the vehicle is obtained, and a second target torque associated with a drive motor of the vehicle is obtained; The second target torque is decomposed to obtain a first sub-torque and a second sub-torque; The hydraulic braking system is controlled based on the first target torque and the first sub-torque, and the drive motor is controlled based on the second sub-torque.

2. The vehicle travel control method according to claim 1, characterized by The first target torque associated with the hydraulic braking system of the vehicle and the second target torque associated with the drive motor of the vehicle are obtained, comprising: According to the slip rate of the vehicle, proportional-integral-derivative control is performed to obtain the first target torque associated with the hydraulic braking system of the vehicle and the second target torque associated with the drive motor of the vehicle.

3. The vehicle travel control method according to claim 1, characterized by The second target torque is decomposed to obtain a first sub-torque and a second sub-torque, comprising: If the torque reduction gradient of the drive motor is greater than a first threshold or the braking capability of the drive motor does not reach the second target torque, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque.

4. The vehicle travel control method according to claim 3, characterized by The first sub-torque is the difference between the second target torque and the second sub-torque, and the second sub-torque is the maximum torque corresponding to the braking capability of the drive motor.

5. The vehicle travel control method according to claim 1, characterized by The hydraulic braking system is controlled based on the first target torque and the first sub-torque, comprising: According to the first target torque and the first sub-torque, a third target torque associated with the hydraulic braking system is obtained; The hydraulic braking system is controlled based on the third target torque.

6. The vehicle travel control method according to claim 1, characterized by The second target torque is decomposed to obtain a first sub-torque and a second sub-torque, comprising: If the torque reduction gradient of the drive motor is less than or equal to the first threshold and the braking capability of the drive motor reaches the second target torque, the second target torque is decomposed to obtain a first sub-torque and a second sub-torque, the first sub-torque is zero, and the second sub-torque is the second target torque.

7. The vehicle travel control method according to claim 1, characterized by After the second target torque associated with the drive motor of the vehicle is obtained, the method further comprises the following steps: The second target torque is corrected according to the braking torque of the vehicle.

8. The vehicle travel control method according to claim 7, characterized by The second target torque is corrected according to the braking torque of the vehicle, comprising: A correction amount corresponding to the braking torque and the vehicle speed information of the vehicle is matched from the correction matching data of the vehicle as a torque correction amount; The second target torque is corrected according to the torque correction amount.

9. The vehicle travel control method according to claim 1, characterized by The method further comprises the following steps: If the vehicle satisfies a slip determination condition, it is determined that the vehicle is running in a slippery environment, and the slip determination condition comprises at least one of the following: The acceleration pedal state of the vehicle is in a depressed state; The vehicle speed information of the vehicle is greater than a second threshold; The wheel speed information of the vehicle is greater than a third threshold; The wheel speed sensor signal of the vehicle is valid; The acceleration sensor signal of the vehicle is valid; The state of the drive motor is an enabled state; The difference between the wheel speed information and the vehicle speed information is greater than a fourth threshold value.

10. A vehicle travel control device characterized by comprising: Comprising: a first processing module configured to, in a case where it is detected that the vehicle is running in a slippery environment, obtain a first target torque associated with a hydraulic braking system of the vehicle, and obtain a second target torque associated with a drive motor of the vehicle; a second processing module configured to decompose the second target torque to obtain a first sub-torque and a second sub-torque; a third processing module configured to control the hydraulic braking system based on the first target torque and the first sub-torque, and control the drive motor based on the second sub-torque.

11. A brake system characterized by, Controlling a vehicle by a vehicle running control method according to any one of claims 1-9.

12. A vehicle characterized by comprising: A vehicle running control device according to claim 10 and / or a braking system according to claim 11.

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