Vehicle brake controller and control method

Abstract

This invention provides a brake controller for a vehicle braking system, the vehicle braking system including a motor and a hydraulic braking device. The brake controller includes: an acquisition module configured to acquire a required braking force for vehicle braking; an allocation module configured to allocate the required braking force to the motor and the hydraulic braking device to obtain a target regenerative braking force implemented by the motor and a target hydraulic braking force implemented by the hydraulic braking device; a processing module configured to calculate the difference between the target regenerative braking force and the actual regenerative braking force of the motor, and calculate a requested hydraulic braking force based on the calculated difference and the target hydraulic braking force; and an output module configured to output the requested hydraulic braking force to the hydraulic braking device so as to use the requested hydraulic braking force as a supplement to the actual regenerative braking force to brake the vehicle.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle braking control, and more particularly to a brake controller and control method for controlling vehicle braking, and also to a corresponding machine-readable storage medium. Background Technology

[0002] Regenerative braking in vehicles enables the recovery of some braking energy during deceleration or stopping. This regenerative braking function is based on the vehicle's motor reversing to generate electrical energy; that is, the reversibility of the motor allows it to function as a generator under certain conditions.

[0003] Regenerative braking can increase a vehicle's driving range, which greatly alleviates range anxiety for electric vehicle or hybrid vehicle users. A mainstream regenerative braking solution in existing technology is the Cooperative Regenerative Braking System (CRBS), where the electric motor provides the primary braking force, and hydraulic braking compensates for insufficient regenerative braking force. However, this solution suffers from the problem of imperfect coordination between hydraulic and regenerative braking, resulting in poor smoothness during vehicle braking. Summary of the Invention

[0004] In this context, according to one aspect of the present invention, a brake controller for a vehicle braking system is provided, the vehicle braking system including a motor and a hydraulic braking device, the brake controller comprising: an acquisition module configured to acquire a required braking force for vehicle braking; an allocation module configured to allocate the required braking force to the motor and the hydraulic braking device to obtain a target regenerative braking force implemented by the motor and a target hydraulic braking force implemented by the hydraulic braking device; a processing module configured to calculate the difference between the target regenerative braking force and the actual regenerative braking force of the motor, and to calculate a requested hydraulic braking force based on the calculated difference and the target hydraulic braking force; and an output module configured to output the requested hydraulic braking force to the hydraulic braking device so as to brake the vehicle as a supplement to the actual regenerative braking force.

[0005] In one embodiment, the processing module is configured to calculate the requested hydraulic braking force using the following formula:

[0006] F req_hydraulic =F tar_hydraulic +c*F diff_regen

[0007] Among them, F req_hydraulic The requested hydraulic braking force;

[0008] F tar_hydraulic It is the target hydraulic braking force;

[0009] F diff_regen It is the difference between the calculated target regenerative braking force and the actual regenerative braking force;

[0010] c is the compensation coefficient, and its value is less than or equal to 1.

[0011] In one embodiment, the processing module is further configured to adjust the value of the compensation coefficient based on whether the actual regenerative braking force is greater than the target regenerative braking force.

[0012] In one embodiment, adjusting the value of the compensation coefficient based on whether the actual regenerative braking force is greater than the target regenerative braking force includes: when the actual regenerative braking force is greater than the target regenerative braking force, adjusting the value of the compensation coefficient to a value less than 1; and when the actual regenerative braking force is not greater than the target regenerative braking force, adjusting the value of the compensation coefficient to 1.

[0013] In one embodiment, the processing module is further configured to: dynamically adjust the value of the target regenerative braking force based on the difference between the actual regenerative braking force and the target regenerative braking force during the actual increase in regenerative braking force.

[0014] In one embodiment, dynamically adjusting the value of the target regenerative braking force includes: when the actual regenerative braking force is less than the target regenerative braking force, and the difference between the actual regenerative braking force and the target regenerative braking force is greater than a first threshold, maintaining the target regenerative braking force at the value at which the difference occurs; and when the difference is less than a second threshold, setting the target regenerative braking force to increase at a predetermined slope until the target regenerative braking force reaches the maximum braking force that the motor can provide, wherein the first threshold is greater than the second threshold.

[0015] In one embodiment, the processing module is further configured to dynamically adjust the first threshold value and the second threshold value based on the vehicle speed and the deceleration difference between the vehicle's actual deceleration and the target deceleration.

[0016] In one embodiment, dynamically adjusting the first threshold value and the second threshold value includes: adjusting the first threshold value in a decreasing direction as the vehicle speed increases and the deceleration difference between the actual deceleration and the target deceleration of the vehicle increases; and adjusting the second threshold value in a increasing direction as the vehicle speed decreases and the deceleration difference between the actual deceleration and the target deceleration of the vehicle decreases.

[0017] In one embodiment, when the vehicle is in driver-driven mode, the required braking force is determined based on the pedal force applied by the driver to the brake pedal; and when the vehicle is in autonomous driving mode, the required braking force is determined based on the target deceleration determined by the vehicle's driver assistance system.

[0018] According to another aspect of the present invention, a method for controlling vehicle braking is provided, executed by a brake controller as described above, the method comprising: acquiring a required braking force for vehicle braking; allocating the required braking force to a motor and a hydraulic braking device to obtain a target regenerative braking force implemented by the motor and a target hydraulic braking force implemented by the hydraulic braking device; calculating a difference between the target regenerative braking force and the actual regenerative braking force of the motor; calculating a requested hydraulic braking force based on the calculated difference and the target hydraulic braking force; and outputting the requested hydraulic braking force to the hydraulic braking device so as to brake the vehicle as a supplement to the actual regenerative braking force.

[0019] According to another aspect of the invention, a machine-readable storage medium is provided that stores executable instructions, which, when executed, cause one or more processors to perform the method described above.

[0020] The foregoing provides a summary of the main aspects of the invention to enable a basic understanding of these aspects. This summary is not intended to limit the scope of any or all aspects of the invention. The purpose of this summary is to present some implementations of these aspects in a simplified form as a prelude to the detailed description that follows. Attached Figure Description

[0021] The technical solution of the present invention will become clearer from the following detailed description taken in conjunction with the accompanying drawings. It is to be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0022] Figure 1 This is a schematic block diagram of a vehicle braking system according to one embodiment of the present invention.

[0023] Figure 2 It shows Figure 1 One implementation of the controller for the braking system in [the context of the text].

[0024] Figure 3 This is a flowchart of a vehicle braking control process according to one embodiment of the present invention.

[0025] Figure 4A and Figure 4B An embodiment is illustrated where the actual regenerative braking force is less than the target regenerative braking force.

[0026] Figure 5A and Figure 5B An embodiment is illustrated where the actual regenerative braking force is greater than the target regenerative braking force.

[0027] Figure 6 The diagram illustrates the first threshold value of the difference between the actual regenerative braking force and the target regenerative braking force.

[0028] Figure 7 The diagram illustrates the second threshold value of the difference between the actual regenerative braking force and the target regenerative braking force.

[0029] Figure 8 This is a flowchart of a vehicle braking control method according to an embodiment of the present invention. Detailed Implementation

[0030] Embodiments of the present invention relate to a coordinated scheme between hydraulic braking and regenerative braking during vehicle braking. According to embodiments of the present invention, hydraulic braking force, as compensation for regenerative braking force, can compensate for regenerative braking with the most accurate hydraulic braking force and optimal intervention timing, thereby improving the smoothness of the vehicle braking process.

[0031] The braking control scheme according to embodiments of the present invention can be applied to both driver-driven mode and autonomous driving mode. In driver-driven mode, the target deceleration of the vehicle is determined by the driver's force when pressing the brake pedal. In autonomous driving mode, the target deceleration of the vehicle is the target deceleration determined by the autonomous driving system. Regardless of whether it is driver-driven mode or autonomous driving mode, using the technical solution according to embodiments of the present invention, the actual deceleration of the vehicle can quickly become almost equal to or exactly equal to the target deceleration.

[0032] The specific embodiments of the present invention will now be described with reference to the accompanying drawings.

[0033] Figure 1 A braking system 100 according to one embodiment of the present invention is shown, which is installed on a vehicle V. For example... Figure 1As shown, the braking system 100 includes a brake controller 10 (hereinafter referred to as controller 10), a motor 20, and a hydraulic braking device 30. The motor 20 provides regenerative braking force (i.e., electric braking force). The hydraulic braking device 30 provides hydraulic braking force. Vehicle braking is achieved jointly by both regenerative and hydraulic braking forces. For example, the total braking force of the vehicle is equal to the sum of the regenerative and hydraulic braking forces. The controller 10 controls the motor 20 and the hydraulic braking device 30 to optimize the coordination between regenerative and hydraulic braking, so that the magnitude and timing of the hydraulic braking force are optimally matched with the regenerative braking force, thereby ensuring that the actual deceleration during vehicle braking is substantially equal to or exactly equal to the target deceleration.

[0034] Figure 2 It shows Figure 1 One implementation of controller 10 in the example. Figure 2 As shown, controller 10 includes an acquisition module 11, an allocation module 12, a processing module 13, and an output module 14. It is understood that the naming of these modules of controller 10 is functional and not intended to limit their physical location. For example, these modules may be implemented on the same chip or on different chips.

[0035] The controller 10 and its modules 11-14 can be implemented in hardware, software, or a combination of both. For the hardware implementation, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), data signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform their functions, or combinations thereof. For the software implementation, it can be implemented using microcode, program code, or code segments, and can also be stored in a machine-readable storage medium such as a storage component.

[0036] In one embodiment, the controller 10 may be implemented as including a memory and a processor. Instructions are stored in the memory that, when executed by one or more processors, implement the vehicle braking control method according to an embodiment of the present invention. It is understood that the instructions may be a set of instructions directly executed by one or more processors, such as machine code; or a set of instructions indirectly executed, such as a script.

[0037] In one embodiment, the controller 10 is located in the electronic control unit of the vehicle V, for example, in the domain controller of the vehicle V, in the controller of the intelligent braking system, or in the controller of the vehicle stability system.

[0038] Figure 3A vehicle braking control process 300 according to an embodiment of the present invention is shown. This process 300 can be executed by the controller 10 described above. It is understood that the processes involved in the following process need not be executed in the exact order described, but multiple operations can be handled in different orders or simultaneously, and operations can be added or omitted.

[0039] See Figure 3 In box 310, module 11 obtains the required braking force F of the vehicle. required When vehicle V is in driver-driven mode, the required braking force F required It is determined based on the pedal force applied by the driver to the brake pedal (i.e., the driver's force). That is, the required braking force F required This corresponds to the driver's desired braking force F. When the vehicle V is in autonomous driving mode, this desired braking force F... required The target deceleration is determined based on the vehicle's autonomous driving system. That is, the required braking force F... required It is the braking force corresponding to the target deceleration requested by the autonomous driving system.

[0040] In box 320, the allocation module 12 will allocate the required braking force F required The regenerative braking force F is distributed to the motor 20 and the hydraulic braking device 30 to obtain the target regenerative braking force F achieved by the motor 20. tar_regen and the target hydraulic braking force F achieved by the hydraulic braking device 30 tar_hydraulic The braking force distribution prioritizes regenerative braking implemented by motor 20, that is, it utilizes regenerative braking as much as possible, supplementing hydraulic braking. For example, if the required braking force is 1000N and the maximum braking capacity that motor 20 can provide is 800N, then the distribution is as follows: Target regenerative braking force F tar_regen The value is 800N, and the target hydraulic braking force F tar_hydraulic The value is 200N. For example, if the required braking force is 1000N, and the maximum braking capacity that motor 20 can provide is 1000N, then the allocation is as follows: Target regenerative braking force F... tar_regen The value is 1000N, and the target hydraulic braking force F tar_hydraulic The value is 0N. In this case, although the allocated target hydraulic braking force is 0, the cooperative strategy of regenerative braking and hydraulic braking according to the embodiment of the present invention is still applicable, because when the actual regenerative braking force is less than the target regenerative braking force, the hydraulic braking force needs to make up for it in time.

[0041] In box 330, processing module 13 calculates the actual regenerative braking force F of motor 20. act_regen With target regenerative braking force F tar_regen The difference F between diff_regen Actual regenerative braking force Fact_regen It can be calculated based on the negative torque of motor 20. This calculation can be performed in the ECU of vehicle V and the calculated actual regenerative braking force F will be used. act_regen Transmitted to processing module 13.

[0042] In box 340, processing module 13 is based on the aforementioned difference F diff_regen and target regenerative braking force F tar_regen Calculate the required hydraulic braking force F req_hydraulic The requested hydraulic braking force is the actual hydraulic braking force that the hydraulic device 30 will achieve. In general, the requested hydraulic braking force is based on the target hydraulic braking force, and adjusted according to the actual regenerative braking force F. act_regen With target regenerative braking force F tar_regen The adjustment is made based on the difference between the values. This invention considers numerous factors and situations to determine how to make this adjustment. Some embodiments of this adjustment will be described below.

[0043] In one embodiment, referring to block 341, the processing module 13 calculates the requested hydraulic braking force F based on the following formula. req_hydraulic :

[0044] F req_hydraulic =F tar_hydraulic +c*F diff_regen

[0045] Among them, F req_hydraulic The requested hydraulic braking force;

[0046] F tar_hydraulic It is the target hydraulic braking force;

[0047] F diff_regen It is the calculated difference;

[0048] c is the compensation coefficient, and its value is less than or equal to 1.

[0049] The controller 10 determines the value of the compensation coefficient c based on whether the actual regenerative braking force exceeds the target regenerative braking force (i.e., whether there is a "regenerative braking force overshoot").

[0050] In one embodiment, referring to box 342, the actual regenerative braking force F act_regen Less than the target regenerative braking force F tar_regen In this case, the controller 10 sets the value of the compensation coefficient c to 1.

[0051] Figure 4A The actual regenerative braking force F is shown. act_regen Less than the target regenerative braking force F tar_regen In this situation. Figure 4AIn the diagram, the horizontal axis represents time T, and the vertical axis represents the regenerative braking force F_regen. The solid black line represents the target regenerative braking force F. tar_regen The solid gray line represents the actual regenerative braking force F. act_regen The black dashed line represents the maximum braking force F that motor 20 can provide. motor_max .like Figure 4A As shown, the gray solid line is below the black solid line, which indicates the actual regenerative braking force F. act_regen Less than the target regenerative braking force F tar_regen .

[0052] Figure 4B It shows Figure 4A The value of the compensation coefficient c under the given circumstances. Figure 4B In the diagram, the horizontal axis represents the difference Δa between the actual deceleration and the target deceleration of vehicle V, which gradually increases as the horizontal axis extends. The vertical axis represents the value of the coefficient c. For example... Figure 4B As shown, in the actual regenerative braking force F act_regen Less than the target regenerative braking force F tar_regen In this case, the value of the compensation coefficient c is always 1, and it is not affected by the change of the difference Δa between the actual deceleration and the target deceleration.

[0053] In one embodiment, referring to box 343, the actual regenerative braking force F act_regen Greater than the target regenerative braking force F tar_regen In this case, the controller 10 determines the value of the compensation coefficient c to be less than 1. Furthermore, in this case, the controller 10 dynamically adjusts the compensation coefficient c based on the difference between the vehicle's actual deceleration and the target deceleration.

[0054] Figure 5A The actual regenerative braking force F is shown. act_regen Greater than the target regenerative braking force F tar_regen This is the situation (i.e., the occurrence of "overshoot"). And... Figure 4A Similarly, in Figure 5A In the diagram, the horizontal axis represents time T, and the vertical axis represents the regenerative braking force F_regen. The solid black line represents the target regenerative braking force F. tar_regen The solid gray line represents the actual regenerative braking force F. act_regen The black dashed line represents the maximum braking force F that motor 20 can provide. motor_max .like Figure 5A As shown, after time t3, the gray solid line is above the black solid line, which indicates the actual regenerative braking force F. act_regen Greater than the target regenerative braking force F tar_regen .

[0055] Figure 5B It shows Figure 5AThe value of the compensation coefficient c under the given circumstances. Figure 4B Similarly, in Figure 5B In the diagram, the horizontal axis represents the difference Δa between the actual deceleration and the target deceleration of vehicle V, which gradually increases as the horizontal axis extends. The vertical axis represents the value of the compensation coefficient c. For example... Figure 5B As shown, in the actual regenerative braking force F act_regen Greater than the target regenerative braking force F tar_regen In this case, the value of the compensation coefficient c is less than 1, and it decreases as the difference Δa between the actual deceleration and the target deceleration increases.

[0056] Return to see Figure 4A In one embodiment (see box 344), the actual regenerative braking force F act_regen As the braking force gradually increases, the controller 10 adjusts the braking force F according to the actual regenerative braking force. act_regen With target regenerative braking force F tar_regen The difference between them is used to dynamically adjust the target regenerative braking force F. tar_regen For example, in actual regenerative braking force F act_regen As the braking force gradually increases, controller 10 continuously compares it with the actual regenerative braking force F. act_regen With target regenerative braking force F tar_regen That is, continuously monitor the actual regenerative braking force F. act_regen With target regenerative braking force F tar_regen The difference F between diff_regen When the difference F diff_regen When it exceeds the first threshold value THR_1, that is, when the actual regenerative braking force F act_regen Less than the target regenerative braking force F tar_regen When the first threshold value THR_1 is reached, the controller 10 maintains the target regenerative braking force at the value at which this situation occurred, that is, maintains the target regenerative braking force at the value at time t1. Then, the actual regenerative braking force continues to increase, while the target regenerative braking force remains unchanged. Thus, the difference F between the two... diff_regen The force will decrease until the difference between the two values ​​is less than the second threshold value THR_2, at which point the controller 10 controls the target regenerative braking force F. tar_regen Increase at a predetermined slope until the target regenerative braking force F is reached. tar_regen To achieve the maximum braking force F that motor 20 can provide motor_max .

[0057] The first threshold value THR_1 is greater than the second threshold value THR_2. Furthermore, the controller 10 dynamically adjusts the first and second threshold values ​​based on the vehicle speed and the difference Δa between the actual deceleration and the target deceleration. An example of adjusting the first and second threshold values ​​is described below.

[0058] In one embodiment, referring to block 345, controller 10 dynamically adjusts a first threshold value based on vehicle speed and the difference Δa between actual deceleration and target deceleration. Figure 6 The diagram illustrates how the first threshold value varies with vehicle speed and the difference Δa between the actual deceleration and the target deceleration. For example... Figure 6 As shown, as the vehicle speed increases and the deceleration difference between the actual deceleration and the target deceleration increases, the controller 10 adjusts the first threshold value towards a smaller value. This adjustment of the first threshold value is based on the consideration that: the larger the difference Δa between the actual deceleration and the target deceleration, the higher the vehicle speed, and the more quickly hydraulic braking compensation needs to intervene. This can be achieved by reducing the first threshold value. The advantage of adjusting the first threshold value in this way is that, under different vehicle speeds and different deceleration differences Δa, the timing of hydraulic braking compensation intervention can ensure both comfort and timeliness.

[0059] In one embodiment, referring to block 346, the controller 10 dynamically adjusts the second threshold value based on the vehicle speed and the difference Δa between the actual deceleration and the target deceleration. Figure 7 The diagram illustrates how the second threshold value varies with vehicle speed and the difference Δa between the actual deceleration and the target deceleration. For example... Figure 7 As shown, as the vehicle speed decreases and the deceleration difference between the actual deceleration and the target deceleration decreases, the controller 10 adjusts the second threshold value to be larger. This adjustment of the second threshold value is based on the consideration that: the smaller the difference Δa between the actual deceleration and the target deceleration, the lower the vehicle speed, and the earlier the hydraulic braking compensation needs to disengage. This can be achieved by increasing the second threshold value. The advantage of adjusting the second threshold value in this way is that it ensures that hydraulic braking compensation can disengage in a timely manner and utilizes regenerative braking as much as possible.

[0060] It is understood that the values ​​shown in the accompanying drawings are illustrative and should not be construed as limiting the scope of protection of this invention, nor should they be construed as limiting the numerical values ​​or ranges of the relevant parameters.

[0061] Return to see Figure 3 In box 350, output module 14 outputs the requested hydraulic braking force to hydraulic braking device 30. Thus, the requested hydraulic braking force F is... req_hydraulic It serves as a supplement to the actual regenerative braking force to brake the vehicle.

[0062] Figure 8 A method 800 for controlling vehicle braking according to an embodiment of the present invention is shown. This method 800 can be executed by the aforementioned braking system 100 or the aforementioned controller 10; therefore, the above descriptions of the braking system 100 and controller 10 also apply here.

[0063] See Figure 8 In step S810, the required braking force for vehicle braking is obtained.

[0064] In step S820, the required braking force is distributed to the motor and the hydraulic braking device to obtain the target regenerative braking force achieved by the motor and the target hydraulic braking force achieved by the hydraulic braking device.

[0065] In step S830, the difference between the target regenerative braking force and the actual regenerative braking force of the motor is calculated.

[0066] In step S840, the requested hydraulic braking force is calculated based on the calculated difference and the target hydraulic braking force.

[0067] In step S850, the requested hydraulic braking force is output to the hydraulic braking device so that the requested hydraulic braking force can be used as a supplement to the actual regenerative braking force to brake the vehicle.

[0068] The present invention also provides a machine-readable storage medium storing executable instructions that, when executed, cause one or more processors to perform the method 800 described above.

[0069] It is understood that processors can be implemented using electronic hardware, computer software, or any combination thereof. Whether these processors are implemented as hardware or software will depend on the specific application and the overall design constraints imposed on the system. As an example, the processor, any portion of the processor, or any combination of processors provided in this invention can be implemented as a microprocessor, microcontroller, digital signal processor (DSP), field-programmable gate array (FPGA), programmable logic device (PLD), state machine, gate logic, discrete hardware circuitry, and other suitable processing units configured to perform the various functions described in this disclosure. The functionality of the processor, any portion of the processor, or any combination of processors provided in this invention can be implemented as software executed by a microprocessor, microcontroller, DSP, or other suitable platform.

[0070] It is understood that software should be broadly considered as representing instructions, instruction sets, code, code segments, program code, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, procedures, functions, etc. Software may reside on a computer-readable medium. Computer-readable media may include, for example, memory, which may be, for example, magnetic storage devices (e.g., hard disks, floppy disks, magnetic stripes), optical disks, smart cards, flash memory devices, random access memory (RAM), read-only memory (ROM), programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), registers, or removable disks. Although memory is shown as separate from the processor in several aspects set forth in this disclosure, memory may also reside within the processor (e.g., in caches or registers).

[0071] While some embodiments have been described above, these embodiments are given by way of example only and are not intended to limit the scope of the invention. The appended claims and their equivalents are intended to cover all modifications, substitutions, and alterations made within the scope and spirit of the invention.

Claims

1. A brake controller for a vehicle braking system, the vehicle braking system including a motor and a hydraulic braking device, the brake controller comprising: The acquisition module is configured to acquire the required braking force for vehicle braking. The distribution module is configured to distribute the required braking force to the motor and the hydraulic braking device to obtain the target regenerative braking force achieved by the motor and the target hydraulic braking force achieved by the hydraulic braking device. The processing module is configured to calculate the difference between the target regenerative braking force and the actual regenerative braking force of the motor, and to calculate the requested hydraulic braking force based on the calculated difference and the target hydraulic braking force. as well as The output module is configured to output the requested hydraulic braking force to the hydraulic braking device so that the requested hydraulic braking force can be used as a supplement to the actual regenerative braking force to brake the vehicle. The processing module is further configured to: During the actual increase of regenerative braking force, the value of the target regenerative braking force is dynamically adjusted according to the difference between the actual regenerative braking force and the target regenerative braking force. The values ​​of the dynamically adjusted target regenerative braking force include: When the actual regenerative braking force is less than the target regenerative braking force, and the difference between the actual regenerative braking force and the target regenerative braking force exceeds a first threshold, the target regenerative braking force is maintained at the value at which this situation occurs; and When the difference is less than the second threshold, the target regenerative braking force is set to increase at a predetermined slope until the target regenerative braking force reaches the maximum braking force that the motor can provide. Wherein, the first threshold value is greater than the second threshold value, and the first threshold value and the second threshold value can be dynamically adjusted.

2. The brake controller as claimed in claim 1, wherein, The processing module is configured to calculate the requested hydraulic braking force using the following formula: F req_hydraulic =F tar_hydraulic +c*F diff_regen Among them, F req_hydraulic The requested hydraulic braking force; F tar_hydraulic It is the target hydraulic braking force; F diff_regen It is the difference between the calculated target regenerative braking force and the actual regenerative braking force; c is the compensation coefficient, and its value is less than or equal to 1.

3. The brake controller as described in claim 2, wherein, The processing module is also configured to adjust the value of the compensation coefficient based on whether the actual regenerative braking force is greater than the target regenerative braking force.

4. The brake controller as described in claim 3, wherein, Adjusting the compensation coefficient based on whether the actual regenerative braking force is greater than the target regenerative braking force includes: When the actual regenerative braking force is greater than the target regenerative braking force, the value of the compensation coefficient is adjusted to be less than 1; and When the actual regenerative braking force is not greater than the target regenerative braking force, the value of the compensation coefficient is adjusted to 1.

5. The brake controller as claimed in claim 1, wherein, The processing module is also configured to dynamically adjust the first threshold value and the second threshold value based on the vehicle speed and the deceleration difference between the vehicle's actual deceleration and the target deceleration.

6. The brake controller as claimed in claim 5, wherein, Dynamic adjustment of the first and second threshold values ​​includes: As the vehicle speed increases and the deceleration difference between the actual deceleration and the target deceleration increases, the first threshold value is adjusted to decrease; and As the vehicle speed decreases and the deceleration difference between the actual deceleration and the target deceleration decreases, the second threshold value is adjusted to increase.

7. The brake controller as claimed in claim 1, wherein, When the vehicle is in driver driving mode, the required braking force is determined based on the pedal force applied by the driver to the brake pedal. as well as When the vehicle is in autonomous driving mode, the required braking force is determined based on the target deceleration decided by the vehicle's driver assistance system.

8. A method for controlling vehicle braking, performed by a brake controller as described in any one of claims 1-7, the method comprising: Obtain the required braking force for vehicle braking; The required braking force is distributed to the motor and the hydraulic braking device to obtain the target regenerative braking force achieved by the motor and the target hydraulic braking force achieved by the hydraulic braking device. Calculate the difference between the target regenerative braking force and the actual regenerative braking force of the motor; The requested hydraulic braking force is calculated based on the calculated difference and the target hydraulic braking force. as well as The requested hydraulic braking force is output to the hydraulic braking device so that the requested hydraulic braking force can be used to brake the vehicle as a supplement to the actual regenerative braking force.

9. A machine-readable storage medium storing executable instructions that, when executed, cause one or more processors to perform the method of claim 8.

Images