A vehicle braking control method, device, equipment and storage medium

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle braking control method, device, equipment and storage medium, the method comprising the following steps: acquiring an actual deceleration, a target deceleration and a braking force distribution parameter of a vehicle, wherein the actual deceleration is the deceleration generated when the vehicle is braked by an electric braking system and a hydraulic braking system; determining a corrected hydraulic braking torque based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the corrected hydraulic braking torque is the hydraulic braking torque when the vehicle is switched from the mode of being braked by the electric braking and the hydraulic braking to being braked by the hydraulic braking; and controlling the braking system to brake the vehicle based on the corrected hydraulic braking torque. According to the technical scheme, the deceleration of the vehicle can be kept stable during the process of switching the braking mode of the vehicle from the electric braking and the hydraulic braking to the hydraulic braking only. The vehicle braking control method provided by the application is used for controlling the braking system of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle braking control method, device, equipment and storage medium. Background Technology

[0002] With the development of the automotive industry, electric vehicles have become increasingly popular among users. The driving range of electric vehicles is a key focus for these users. To improve the driving range of electric vehicles, some are equipped with energy recovery systems.

[0003] When the driver applies the brakes, the energy recovery system activates, engaging both the hydraulic and electric braking systems simultaneously. This allows the electric braking system to convert some of the vehicle's kinetic energy into electrical energy, thereby increasing the electric vehicle's range. During this simultaneous operation, there are times when the system switches to a pure hydraulic braking system. In this transition, the increased braking force from the electric braking system is supplemented by the hydraulic braking system to maintain stable braking force. However, due to factors such as temperature and product consistency affecting the friction pads, fluctuations in friction efficiency can occur, leading to fluctuations in hydraulic braking torque and consequently, fluctuations in vehicle deceleration. During these braking mode transitions, the vehicle may experience a nose-diving or sudden acceleration, negatively impacting ride comfort and potentially even safety. Summary of the Invention

[0004] This application provides a vehicle braking control method, device, equipment, and storage medium that can keep the vehicle's deceleration stable during the process of switching the vehicle's braking mode from electric braking and hydraulic braking to hydraulic braking only.

[0005] On one hand, this application provides a vehicle braking control method. The vehicle's braking system includes an electric braking system and a hydraulic braking system. The method includes: acquiring the vehicle's actual deceleration, target deceleration, and braking force distribution parameters, wherein the actual deceleration is the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system brake together; determining a corrected hydraulic braking torque based on the actual deceleration, target deceleration, and braking force distribution parameters, wherein the corrected hydraulic braking torque is the hydraulic braking torque when the vehicle switches from the mode of combined electric braking and hydraulic braking to hydraulic braking; and controlling the braking system to brake the vehicle based on the corrected hydraulic braking torque.

[0006] The vehicle braking method provided in this application, by acquiring the vehicle's actual deceleration, target deceleration, and braking force distribution parameters, can determine the corrected hydraulic braking torque required from the hydraulic braking system when switching the vehicle's braking mode from a combined electric and hydraulic braking mode to hydraulic braking only. This avoids situations where the hydraulic braking system's performance changes, and the system is simply controlled to provide a supplementary hydraulic braking torque equal to the target electric braking torque originally provided by the electric braking system, resulting in a discrepancy between the actual hydraulic braking torque and the target electric braking torque. Therefore, the vehicle braking control method provided in this application can maintain a constant vehicle deceleration during the switching process from electric and hydraulic braking to hydraulic braking only.

[0007] In one possible implementation of this application, determining the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameters includes: determining a correction coefficient based on the braking force distribution parameters, the actual deceleration, and the target deceleration; and determining the corrected hydraulic braking torque based on the correction coefficient and the braking force distribution parameters.

[0008] In one possible implementation of this application, determining the correction coefficient based on the braking force distribution parameters, the actual deceleration, and the target deceleration includes: determining the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system based on the braking force distribution parameters and the target deceleration; determining the actual hydraulic deceleration provided by the hydraulic braking system based on the target electric braking deceleration and the actual deceleration; and determining the correction coefficient based on the actual hydraulic deceleration and the target hydraulic deceleration.

[0009] In one possible implementation of this application, determining the corrected hydraulic braking torque based on the correction coefficient and braking force distribution parameters includes: determining the target electric braking torque and the target hydraulic braking torque based on the braking force distribution parameters; determining the switching hydraulic braking torque based on the correction coefficient and the target electric braking torque; and determining the corrected hydraulic braking torque based on the switching hydraulic braking torque and the target hydraulic braking torque.

[0010] In one possible implementation of this application, the vehicle braking control method further includes: acquiring the target braking torque, target deceleration, and actual deceleration of the vehicle; determining the target electric braking torque and target hydraulic braking torque based on the target braking torque and braking force distribution parameters; determining the overall vehicle braking torque based on the target braking torque, target deceleration, and actual deceleration; determining the actual hydraulic braking torque based on the target electric braking torque and overall vehicle braking torque; and determining a correction coefficient based on the actual hydraulic braking torque and the target hydraulic braking torque.

[0011] In one possible implementation of this application, the vehicle braking control method further includes: when the current braking mode is electric braking, determining a correction coefficient based on the previously executed braking mode; wherein the previously executed braking mode is a braking mode that the vehicle has already executed before the current braking mode is executed, and the previously executed braking mode is a mode of combined electric braking and hydraulic braking.

[0012] In one possible implementation of this application, the vehicle includes an anti-lock braking system and an electronic stability control system; the braking system is controlled to brake the vehicle based on a modified hydraulic braking torque, including at least one of the following: when the anti-lock braking system is engaged, the hydraulic braking system is controlled to brake the vehicle based on a modified hydraulic braking torque; when the electronic stability control system is engaged, the hydraulic braking system is controlled to brake the vehicle based on a modified hydraulic braking torque.

[0013] On the other hand, this application also provides a vehicle braking control device, including: an acquisition module, a correction module, and a control module; wherein, the acquisition module is used to acquire the actual deceleration, target deceleration, and braking force distribution parameters of the vehicle, the actual deceleration being the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system brake together; the correction module is used to determine the corrected hydraulic braking torque based on the actual deceleration, target deceleration, and braking force distribution parameters, the corrected hydraulic braking torque being the hydraulic braking torque when the vehicle switches from the mode of electric braking and hydraulic braking to hydraulic braking; the control module is used to control the braking system to brake the vehicle based on the corrected hydraulic braking torque.

[0014] In another aspect, this application also provides a vehicle braking control device, including: a memory and a processor; wherein the memory stores a computer program that can run on the processor; when the processor executes the computer program, it implements the steps in any of the above-described vehicle braking control methods.

[0015] In another aspect, this application also provides a computer-readable storage medium storing one or more programs that can be executed by one or more processors to implement the steps in any of the above-described vehicle braking control methods. Attached Figure Description

[0016] Figure 1 A flowchart of the vehicle braking control method provided in this application;

[0017] Figure 2 A flowchart of the vehicle braking control method provided in this application;

[0018] Figure 3 A flowchart of the vehicle braking control method provided in this application;

[0019] Figure 4 A flowchart of the vehicle braking control method provided in this application;

[0020] Figure 5 A flowchart of the vehicle braking control method provided in this application;

[0021] Figure 6 A flowchart of the vehicle braking control method provided in this application;

[0022] Figure 7 A flowchart of the vehicle braking control method provided in this application;

[0023] Figure 8 A flowchart of the vehicle braking control method provided in this application;

[0024] Figure 9 A schematic diagram of the composition structure of the vehicle braking control device provided in this application;

[0025] Figure 10 This is a schematic diagram of the composition of the vehicle braking control device provided in this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0027] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0028] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0029] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0030] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0031] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0032] This application provides a vehicle braking control method, which can be executed by a processor of a computer device. The computer device refers to a device with data processing capabilities, such as a server, laptop, tablet, desktop computer, or mobile device (e.g., mobile phone, portable video player, personal digital assistant, dedicated messaging device, portable gaming device). In the following embodiments, the computer device will be referred to as a terminal.

[0033] Existing new energy vehicles, especially pure electric vehicles or hybrid electric vehicles, typically incorporate energy recovery systems to improve their driving range. During braking, the energy recovery system activates, simultaneously engaging both the hydraulic and electric braking systems, or solely focusing on the electric braking system. This allows the electric braking system to convert the vehicle's kinetic energy into electrical energy, thereby charging the vehicle and extending its driving range.

[0034] To prevent wheel lock-up and other unstable vehicle conditions during braking, the Anti-lock Braking System (ABS) and Electronic Stability Control (ESC) deactivate the electric braking system, relying solely on the hydraulic braking system for braking. When the electric braking system disengages, the hydraulic braking system must supplement the target electric braking torque previously provided by the electric system. The actual electric braking torque generated by the electric braking system is typically stable and does not change with vehicle usage time. However, the hydraulic braking torque varies with the wear time of the brake pads and changes in ambient temperature and humidity. In other words, when the driver depresses the brake pedal the same distance, the hydraulic braking system may produce different actual hydraulic braking torques due to variations in the performance of components such as the brake pads.

[0035] Thus, when the hydraulic braking system provides the same hydraulic braking torque as the electric braking system, the actual hydraulic braking torque provided by the hydraulic braking system may not be equal to the electric braking torque. This can cause abrupt changes in the braking torque experienced by the vehicle. When the generated braking torque is large, the vehicle may nose-dive; when the generated braking torque is small, the vehicle may accelerate suddenly, thereby affecting driving safety. To address this, this application provides a vehicle braking control method applied to a braking system including both hydraulic and electric braking systems, to avoid abrupt changes in vehicle deceleration when switching from a combined hydraulic and electric braking mode to a mode using only hydraulic braking.

[0036] Reference Figure 1 , Figure 1 The flowchart illustrates a vehicle braking control method provided in this application. This method can be executed by a terminal processor, and the vehicle's braking system includes an electric braking system and a hydraulic braking system. Figure 1 As shown, the method includes steps S101 to S103, combining... Figure 1 The steps shown are explained.

[0037] S101. Obtain the vehicle's actual deceleration, target deceleration, and braking force distribution parameters. The actual deceleration is the deceleration generated when the vehicle brakes simultaneously using both the electric braking system and the hydraulic braking system.

[0038] In some embodiments, the vehicle is equipped with an integrated brake control module connected to the brake pedal. When the driver depresses the brake pedal, the integrated brake control module determines the driver's intention and controls the electric braking system and / or hydraulic braking system to engage, providing the corresponding braking torque. In other words, the integrated brake control module can actively allocate the target electric braking torque generated by the electric braking system and the target hydraulic braking torque generated by the hydraulic braking system. Furthermore, the integrated brake control module also has the function of actively increasing or decreasing the target hydraulic braking torque. Typically, the target electric braking torque and the actual electric braking torque generated by the electric braking system are consistent, while the target hydraulic braking torque and the actual hydraulic braking torque generated by the hydraulic braking system are not consistent.

[0039] In other embodiments, when the driver brakes the vehicle, pressing the brake pedal generates a braking torque in the vehicle's braking system, which includes both hydraulic and electric braking systems. This braking torque causes the vehicle to decelerate, thus slowing it down. During this deceleration, the vehicle experiences a true, actual deceleration. Simultaneously, when the driver depresses the pedal a certain distance, there is a corresponding desired target deceleration. In the initial period of vehicle use, this actual deceleration is consistent with or very close to the target deceleration. However, as the vehicle's usage time increases, the actual deceleration often falls short of the target deceleration. This issue is reflected in the hydraulic braking system.

[0040] For example, the actual deceleration of the vehicle can be obtained by an acceleration sensor installed on the vehicle; the target deceleration can be obtained by the depressing distance of the brake pedal; the braking force distribution parameters can be obtained by an integrated brake control module, that is, the magnitude of the target electric braking torque and the magnitude of the target hydraulic braking torque distributed by the integrated brake control module are obtained, and the braking force distribution parameters are determined according to the ratio between the target electric braking torque and the target hydraulic braking torque.

[0041] S102. Based on the actual deceleration, target deceleration, and braking force distribution parameters, determine the corrected hydraulic braking torque. The corrected hydraulic braking torque is the hydraulic braking torque when the vehicle switches from the mode of combined electric braking and hydraulic braking to hydraulic braking.

[0042] In some embodiments, the actual hydraulic braking torque required by the hydraulic braking system when the vehicle's braking mode switches from combined hydraulic and electric braking to hydraulic braking only can be determined by acquiring the vehicle's actual deceleration, target deceleration, and braking force distribution parameters. In other words, the magnitude of the corrected hydraulic braking torque can be determined.

[0043] S103. Based on the correction of hydraulic braking torque, control the braking system to brake the vehicle.

[0044] In some embodiments, after the corrected hydraulic braking torque is determined, when the vehicle's braking mode changes, i.e., when the vehicle's braking mode switches from a mode of combined electric and hydraulic braking to hydraulic braking only, the vehicle's braking system can be controlled by an integrated braking control module to generate the corrected hydraulic braking torque to continue braking the vehicle.

[0045] In this embodiment, by acquiring the vehicle's actual deceleration, target deceleration, and braking force distribution parameters, the corrected hydraulic braking torque required by the hydraulic braking system can be determined when the vehicle's braking mode switches from a combined electric and hydraulic braking mode to hydraulic braking only. This avoids situations where the hydraulic braking system's performance changes, and the system is simply controlled to provide a supplementary hydraulic braking torque equal to the target electric braking torque originally provided by the electric braking system, resulting in a discrepancy between the actual hydraulic braking torque and the target electric braking torque. Therefore, the vehicle braking control method provided in this embodiment can maintain a constant vehicle deceleration during the switching process from electric and hydraulic braking to hydraulic braking only.

[0046] Reference Figure 2 , Figure 2 A flowchart of the vehicle braking control method provided in this application is shown, which can be executed by a terminal processor. Figure 2 As shown, based on Figure 1 , Figure 1 S102 in the above can be achieved through steps S201 to S202. This will be combined with... Figure 2 The steps shown are explained.

[0047] S201. Determine the correction coefficient based on the braking force distribution parameters, actual deceleration, and target deceleration.

[0048] S202. Based on the correction coefficient and braking force distribution parameters, determine the corrected hydraulic braking torque.

[0049] In some embodiments, after obtaining the braking force distribution parameters, actual deceleration, and target deceleration, a correction coefficient for the hydraulic braking torque required from the hydraulic braking system can be determined based on these parameters. Then, based on this correction coefficient and the braking force distribution parameters, the final corrected hydraulic braking torque required from the hydraulic braking system can be determined.

[0050] Reference Figure 3 , Figure 3 A flowchart of the vehicle braking control method provided in this application is shown, which can be executed by a terminal processor. Figure 3 As shown, based on Figure 2 , Figure 2 S201 in the above can be achieved through steps S301 to S303. This will be combined with... Figure 3 The steps shown are explained.

[0051] S301. Based on the braking force distribution parameters and the target deceleration, determine the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system.

[0052] In some embodiments, the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system can be determined based on the braking force distribution parameters and the target deceleration. Since the braking force distribution parameters are determined by the target electric braking torque and the target hydraulic braking torque, the proportional relationship between the target electric braking deceleration and the target hydraulic deceleration generated by the target electric braking torque and the target hydraulic braking torque, respectively, is consistent with the braking force distribution parameters. And since the target electric braking deceleration and the actual electric braking deceleration are consistent, the target electric braking deceleration is the same as the actual electric braking deceleration.

[0053] S302. Based on the target electric braking deceleration and the actual deceleration, determine the actual hydraulic deceleration provided by the hydraulic braking system.

[0054] In some embodiments, the actual deceleration is equal to the sum of the target electric braking deceleration and the actual hydraulic deceleration. After the target electric braking deceleration is determined, the actual hydraulic deceleration can be determined based on the obtained actual deceleration and the target electric braking deceleration.

[0055] S303. Determine the correction coefficient based on the actual hydraulic deceleration and the target hydraulic deceleration.

[0056] In some embodiments, the difference between the actual hydraulic deceleration and the target hydraulic deceleration is caused by changes in the performance of the components of the hydraulic braking system. After determining the actual hydraulic deceleration and the target hydraulic deceleration, the ratio of the target hydraulic deceleration to the actual hydraulic deceleration can be used as a correction factor for the hydraulic braking torque of the hydraulic braking system.

[0057] In this embodiment, since the target electric braking deceleration and the target hydraulic deceleration are obtained based on the braking force distribution parameters and the target deceleration, and the actual hydraulic deceleration is obtained based on the target electric braking deceleration and the actual deceleration, the correction coefficient of the hydraulic braking torque of the hydraulic braking system can be determined based on the target hydraulic deceleration and the actual hydraulic deceleration. Thus, the target hydraulic braking torque of the hydraulic braking system can be corrected based on the correction coefficient so that the actual hydraulic braking torque generated by the hydraulic braking system is consistent with the expected hydraulic braking torque.

[0058] Reference Figure 4 , Figure 4 A flowchart of the vehicle braking control method provided in this application is shown, which can be executed by a terminal processor. Figure 4 As shown, based on Figure 2 , Figure 2 S202 in the process can be achieved through steps S401 to S403. This will combine... Figure 4 The steps shown are explained.

[0059] S401. Based on the braking force distribution parameters, determine the target electric braking torque and the target hydraulic braking torque.

[0060] In some embodiments, the magnitude of the target electric braking torque and the target hydraulic braking torque allocated by the integrated braking control module can be determined based on the braking force distribution parameters.

[0061] S402. Based on the correction coefficient and the target electric braking torque, determine the switching hydraulic braking torque.

[0062] In some embodiments, due to changes in the performance of components in the hydraulic braking system, the actual hydraulic braking torque generated by the hydraulic braking system after receiving a control signal to generate the target hydraulic braking torque is not equal to the target hydraulic braking torque. Therefore, if a control signal to generate a target hydraulic braking torque of the same magnitude as the target electric braking torque is directly input to the hydraulic braking system, the hydraulic braking system cannot correspondingly generate an actual hydraulic braking torque of the same magnitude as the target hydraulic braking torque.

[0063] Therefore, based on the correction coefficient and the target electric braking torque, the actual switching hydraulic braking torque that the hydraulic braking system needs to provide can be determined. This switching hydraulic braking torque is theoretically the magnitude of the torque carried by the control signal received by the hydraulic braking system. Only then can the hydraulic braking system actually generate a hydraulic braking torque that is consistent with the magnitude of the target electric braking torque.

[0064] S403. Based on the switching hydraulic braking torque and the target hydraulic braking torque, determine the corrected hydraulic braking torque.

[0065] In some embodiments, after determining the switching hydraulic braking torque and the target hydraulic braking torque initially applied to the hydraulic braking system, the sum of the switching hydraulic braking torque and the target hydraulic braking torque is theoretically the magnitude of the braking torque carried by the control information input to the hydraulic braking system. This ensures that the braking torque provided solely by the hydraulic braking system is consistent with the braking torque jointly provided by the hydraulic braking system and the electric braking system.

[0066] In this embodiment, since the target electric braking torque and the target hydraulic braking torque are determined according to the braking force distribution parameters, and the switching hydraulic braking torque is determined according to the correction coefficient and the target electric braking torque, the sum of the switching hydraulic braking torque and the target hydraulic braking torque can be used as the braking torque carried by the control signal that needs to be input to the hydraulic braking system. This can avoid fluctuations in braking torque when the vehicle's braking mode is switched.

[0067] Reference Figure 5 , Figure 5 A flowchart of the vehicle braking control method provided in this application is shown, which can be executed by a terminal processor. Figure 5 As shown, the method further includes steps S501 to S505. (The text then abruptly shifts to a seemingly unrelated topic: "combining...") Figure 5 The steps shown are explained.

[0068] S501, obtain the target braking torque, target deceleration, and actual deceleration of the vehicle.

[0069] In some embodiments, after the driver depresses the brake pedal a certain distance, the target braking torque expected by the driver can be determined based on the distance the brake pedal travels. Based on the target braking torque and the vehicle's mass, the target deceleration expected by the driver can be determined. Actual deceleration is the actual deceleration produced by the vehicle when subjected to the braking torque, and this actual deceleration can be acquired in real time using an acceleration sensor.

[0070] S502. Based on the target braking torque and braking force distribution parameters, determine the target electric braking torque and the target hydraulic braking torque.

[0071] In some embodiments, the target braking torque is the sum of the target electric braking torque and the target hydraulic braking torque. After obtaining the target braking torque and the braking force distribution parameters, the target electric braking torque and the target hydraulic braking torque can be determined.

[0072] S503. Determine the vehicle braking torque based on the target braking torque, target deceleration, and actual deceleration.

[0073] In some embodiments, the difference between the actual deceleration and the target deceleration is caused by the hydraulic braking system, while the ratio between the braking torque and the deceleration is constant. Therefore, the magnitude of the actual vehicle braking torque can be determined by multiplying the target braking torque by the actual deceleration and then dividing by the target deceleration.

[0074] S504. Based on the target electric braking torque and the vehicle braking torque, determine the actual hydraulic braking torque.

[0075] In some embodiments, the vehicle braking torque is the sum of the target electric braking torque and the actual hydraulic braking torque. After determining the vehicle braking torque and the target electric braking torque, the actual hydraulic braking torque generated by the hydraulic braking system can be obtained by subtracting the target electric braking torque from the vehicle braking torque.

[0076] S505. Based on the actual hydraulic braking torque and the target hydraulic braking torque, determine the correction coefficient.

[0077] In some embodiments, after determining the actual hydraulic braking torque and the target hydraulic braking torque, the ratio of the target hydraulic braking torque to the actual hydraulic braking torque can be used as a correction factor to correct the hydraulic braking system.

[0078] In this embodiment, since a correction coefficient for modifying the hydraulic braking system is determined based on the target braking torque, braking force distribution parameters, target deceleration, and actual deceleration, the braking torque carried by the control signal input to the hydraulic braking system can be corrected so that the actual braking torque finally generated by the hydraulic braking system is consistent with the vehicle braking torque before the braking mode switch.

[0079] Reference Figure 6 , Figure 6 A flowchart of the vehicle braking control method provided in this application is shown, which can be executed by a terminal processor. Figure 6 As shown, the method further includes step S601. The combination... Figure 6 The steps shown are explained.

[0080] S601. When the current braking mode is electric braking, a correction coefficient is determined based on the previously executed braking mode; wherein, the previously executed braking mode is the braking mode that the vehicle has already executed before the current braking mode is executed, and the previously executed braking mode is a mode of combined electric braking and hydraulic braking.

[0081] In some embodiments, after the driver depresses the brake pedal, the integrated brake control module may allocate zero braking torque to the hydraulic braking system, meaning all vehicle braking torque is provided by the electric braking system, resulting in a 1:0 ratio in the braking force distribution parameters. In this case, the vehicle's control module cannot determine the correction coefficient for the hydraulic braking system based on the braking torque distribution parameters. However, within a short period, such as during the same driving cycle, the performance of the hydraulic braking system typically does not change significantly. Therefore, the correction coefficient for the hydraulic braking system under the current braking mode (where only the electric braking system is used) can be determined based on the braking force distribution parameters, actual deceleration, and target deceleration of previously executed braking modes (where only the electric braking system is used). These previously executed braking modes can be those with the shortest time since the current braking mode and involve both electric and hydraulic braking.

[0082] In this embodiment, since the correction coefficient of the hydraulic braking system in the current braking mode, which is currently only braked by the electric braking system, is determined based on the braking modes that the vehicle has already performed, the sudden change in the magnitude of the vehicle's braking torque when the vehicle's braking mode is switched from electric braking to hydraulic braking can be avoided, which would cause a sudden change in the vehicle's driving state.

[0083] Reference Figure 7 , Figure 7 A flowchart of the vehicle braking control method provided in this application is shown. This method can be executed by a terminal processor, and the vehicle includes an anti-lock braking system and an electronic stability control system. Figure 7 As shown, based on Figure 1 , Figure 1 S103 can be implemented by at least one of steps S1031 or S1032. This will be combined with... Figure 7 The steps shown are explained.

[0084] S1031. When the anti-lock braking system is engaged, the hydraulic braking system is controlled to brake the vehicle based on the correction of the hydraulic braking torque.

[0085] In some embodiments, when the vehicle's anti-lock braking system (ABS) needs to intervene, the vehicle's braking mode needs to be switched from a combined electric and hydraulic braking mode to a hydraulic braking-only mode. This requires an integrated braking control module to adjust the target hydraulic braking torque of the hydraulic braking system based on the target electric braking torque, while simultaneously controlling the electric braking system to deactivate, leaving only the hydraulic braking system to brake the vehicle. The integrated braking control module can then control the hydraulic braking system to brake the vehicle based on the determined adjusted hydraulic braking torque, thereby preventing fluctuations in the vehicle's overall braking torque.

[0086] S1032. When the electronic stability control system intervenes, the hydraulic braking system is controlled to brake the vehicle based on the correction of the hydraulic braking torque.

[0087] In some embodiments, when the vehicle's electronic stability control system needs to intervene, the vehicle's braking mode also needs to be switched from a combined electric and hydraulic braking mode to a hydraulic braking mode only. The integrated braking control module can then control the electric braking system to disengage based on a determined corrected hydraulic braking torque, while simultaneously controlling the hydraulic braking system to brake the vehicle, thus preventing fluctuations in the vehicle's overall braking torque.

[0088] In this embodiment, when it is necessary to control the vehicle's braking mode to be changed to braking only by the hydraulic braking system, while controlling the electric braking system to exit the working state, the hydraulic braking system can be controlled to brake the vehicle according to the determined corrected hydraulic braking torque. This can avoid sudden changes in the vehicle's overall braking torque, and thus keep the vehicle's deceleration constant during the process of switching the vehicle's braking mode from electric braking and hydraulic braking to braking only by hydraulic braking.

[0089] Reference Figure 8 , Figure 8 A flowchart of the vehicle braking control method provided in this application. (To be combined with...) Figure 8 The steps shown are explained.

[0090] like Figure 8 As shown, the process of the driver controlling the vehicle to brake is as follows:

[0091] S801, The driver presses the brake pedal.

[0092] S802, the integrated braking control module distributes the braking torque.

[0093] S803, Control the hydraulic braking system to perform braking.

[0094] S804, the hydraulic braking system generates actual hydraulic braking torque.

[0095] S805, the vehicle generates actual hydraulic deceleration.

[0096] S806, Control the electric braking system to perform braking.

[0097] S807, the electric braking system generates actual electric braking torque.

[0098] S808, the vehicle generates actual electric braking deceleration.

[0099] S809, The vehicle produces the actual deceleration expected by the driver.

[0100] S810, Determine the corrected hydraulic braking torque.

[0101] In some embodiments, when the driver depresses the brake pedal, the integrated brake control module receives a braking signal, distributes the braking torque, and controls the hydraulic braking system and the electric braking system to operate respectively. At this time, the actual electric braking torque generated by the electric braking system is the same as the target electric braking torque carried by the braking signal output by the integrated brake control module, and the actual electric braking deceleration generated by the electric braking system is the same as the target electric braking deceleration carried by the braking signal output by the integrated brake control module. However, the actual hydraulic braking torque generated by the hydraulic braking system may not be the same as the target hydraulic braking torque carried by the braking signal output by the integrated brake control module, and the actual hydraulic deceleration generated by the hydraulic braking system may also not be the same as the target hydraulic deceleration carried by the braking signal output by the integrated brake control module.

[0102] In this way, although the vehicle can generate the actual deceleration expected by the driver, when the electric braking system disengages, the hydraulic braking torque provided by the hydraulic braking system may not match the target electric braking torque. At this point, the vehicle's control unit will first correct the switching hydraulic braking torque carried by the control signal received by the hydraulic braking system based on the current vehicle braking force distribution parameters, the actual deceleration, and the target deceleration. This correction will yield the corrected hydraulic braking torque corresponding to the actual braking torque that the hydraulic braking system can ultimately generate, which matches the overall vehicle braking torque.

[0103] S811, ABS and / or ESC functions intervene, switching braking modes.

[0104] S812, Control braking mode is switched to hydraulic braking mode.

[0105] S813, The hydraulic braking system receives a control signal carrying a correction hydraulic braking torque.

[0106] S814, The hydraulic braking system produces the actual deceleration desired by the driver.

[0107] In some embodiments, when ABS and / or ESC functions intervene, the vehicle's integrated brake control module controls the vehicle's braking system to switch braking modes. At this time, the integrated brake control module controls the electric braking system to deactivate and simultaneously sends a control signal carrying a correction hydraulic braking torque to the hydraulic braking system, so that the hydraulic braking system independently generates the vehicle's original overall braking torque, thereby keeping the vehicle's deceleration stable without sudden changes.

[0108] For example, when the driver depresses the brake pedal, the driver expects the vehicle to produce a target deceleration. 11 =6m / s 2 The target braking torque is m11 =2000Nm, at which point the braking signal output by the vehicle's integrated braking control module carries the target electric braking deceleration of a. 12 =3m / s 2 The target hydraulic deceleration is a 13 =3m / s 2 The target electric braking torque allocated to the electric braking system by the integrated braking control module is m. 12 =1000Nm, the target hydraulic braking torque allocated to the hydraulic braking system is m 13 =1000Nm, thus the braking force distribution parameter is 1:1. The actual deceleration of the vehicle, measured by the vehicle's acceleration sensor, is a. 21 =5.5m / s 2 .

[0109] Because the motor torque of the electric braking system is very stable, the actual electric braking torque generated by the electric braking system is m. 22 =1000Nm, then m 12 =m 22 =1000Nm; the actual electric braking deceleration generated by the electric braking system is a 22 =3m / s 2 Then a 22 =a 12 =3m / s 2 The actual deceleration of the vehicle, a 21 The deceleration relative to the target is a 11 Small 0.5m / s 2 Then the actual deceleration a is considered to be 21 The reason for the decrease is that the performance of the components in the hydraulic braking system changes, thus affecting the actual hydraulic braking torque (m) generated by the hydraulic braking system. 23 Fluctuations occurred.

[0110] Based on the vehicle's actual deceleration as a 21 And the electric braking deceleration is a 12 The actual hydraulic deceleration can be obtained as a. 23 =a 21 -a 12 =2.5m / s 2 Therefore, it is possible to determine the target hydraulic deceleration a. 13 and actual hydraulic deceleration a 23 The ratio is used to obtain the correction factor, which is c = a. 13 / a 23 =3 / 2.5 = 1.2. Therefore, based on the correction coefficient c and the electric braking torque m... 12 and target hydraulic braking torque m 13 The corrected hydraulic braking torque m is obtained. 33In other words, we can first determine the corrected coefficient c and the target electric braking torque m. 12 The switching hydraulic braking torque m is obtained. 33 Switching hydraulic braking torque m 33 =c×m 12 =1200Nm; then switch the hydraulic braking torque m 33 and target hydraulic braking torque m 13 The corrected hydraulic braking torque m is obtained. 43 That is, to correct the hydraulic braking torque m 43 =m 33 +m 13 =2200Nm. Therefore, when the braking mode is switched to hydraulic braking only, a control signal carrying a corrected hydraulic braking torque of 2200Nm is input to the hydraulic braking system. This will result in the hydraulic braking system actually generating 5.5m / s². 2 The actual hydraulic deceleration, thereby keeping the vehicle's deceleration stable.

[0111] However, without modifying the hydraulic braking system, simply basing the target electric braking torque of the electric braking system on m... 12 If a control signal carrying a braking torque of 2000 Nm is input to the hydraulic braking system, the actual hydraulic deceleration generated by the vehicle's hydraulic braking system will be only 5 m / s². 2 It will not be the same as the vehicle's original actual deceleration a. 21 Maintaining consistency can cause sudden acceleration of the vehicle, affecting driving safety.

[0112] Another example is based on the vehicle's target braking torque m. 11 Target deceleration a 11 Actual deceleration a 21 Based on the braking force distribution parameters, determine the correction coefficient. For example, if the obtained braking force distribution parameters are 1:1 and the target braking torque is m... 11 =2000Nm, target deceleration a 11 =6m / s 2 Actual deceleration a 21 =5.5m / s 2 Then it can be determined based on the target braking torque m. 11 Target deceleration a 11 and actual deceleration a 21 First, determine the vehicle's total braking torque (m). 51 That is, m 51 =m 11 ×a 21 / a 11 =1833 Nm. Then, based on the braking force distribution parameters and the target braking torque (m)... 11 Determine the target electric braking torque m12 and target hydraulic braking torque m 13 That is, the electric braking torque m can be obtained. 12 =1000Nm, target hydraulic braking torque (m) 13 =1000Nm. Then, based on the vehicle's braking torque (m) 51 and target electric braking torque m 12 The actual hydraulic braking torque m is obtained. 23 That is, m 23 =m 51 -m 12 = 833 Nm. Finally, based on the target hydraulic braking torque (m) 13 and actual hydraulic braking torque m 23 The correction coefficient c is obtained, i.e., c = m 13 / m 23 =1.2.

[0113] This application also provides a vehicle braking control device, see reference. Figure 9 , Figure 9 This is a schematic diagram illustrating the structural composition of the vehicle braking control device provided in this application. Figure 9 As shown, the vehicle braking control device 900 includes: an acquisition module 901, a correction module 902, and a control module 903, wherein:

[0114] The acquisition module 901 is used to acquire the vehicle's actual deceleration, target deceleration, and braking force distribution parameters. The actual deceleration is the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system brake together.

[0115] The correction module 902 is used to determine the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameters. The corrected hydraulic braking torque is the hydraulic braking torque when the vehicle switches from the mode of combined electric braking and hydraulic braking to hydraulic braking.

[0116] The control module 903 is used to control the braking system to brake the vehicle based on the corrected hydraulic braking torque.

[0117] In some embodiments, the correction module 902 is further configured to: determine a correction coefficient based on the braking force distribution parameters, the actual deceleration, and the target deceleration; and determine a corrected hydraulic braking torque based on the correction coefficient and the braking force distribution parameters.

[0118] In some embodiments, the correction module 902 is further configured to: determine the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system based on the braking force distribution parameters and the target deceleration; determine the actual hydraulic deceleration provided by the hydraulic braking system based on the target electric braking deceleration and the actual deceleration; and determine a correction coefficient based on the actual hydraulic deceleration and the target hydraulic deceleration.

[0119] In some embodiments, the correction module 902 is further configured to: determine the target electric braking torque and the target hydraulic braking force based on the braking force distribution parameters; determine the switching hydraulic braking force based on the correction coefficient and the target electric braking torque; and determine the corrected hydraulic braking force based on the switching hydraulic braking force and the target hydraulic braking force.

[0120] In some embodiments, the correction module 902 is further configured to: acquire the target braking torque, target deceleration, electric braking torque, and actual deceleration of the vehicle; determine the target hydraulic braking torque based on the target braking torque and braking force distribution parameters; determine the vehicle braking torque based on the target braking torque, target deceleration, and actual deceleration; determine the actual hydraulic braking torque based on the target electric braking torque and vehicle braking torque; and determine the correction coefficient based on the actual hydraulic braking torque and the target hydraulic braking torque.

[0121] In some embodiments, the correction module 902 is further configured to: determine a correction coefficient based on the executed braking mode when the current braking mode is electric braking; wherein the executed braking mode is a braking mode that the vehicle has executed before the current braking mode is executed, and the executed braking mode is a mode of combined electric braking and hydraulic braking.

[0122] In some embodiments, the vehicle includes an anti-lock braking system and an electronic stability control system. The control module 903 is further configured to: control the hydraulic braking system to brake the vehicle based on a corrected hydraulic braking torque when the anti-lock braking system is engaged; and control the hydraulic braking system to brake the vehicle based on a corrected hydraulic braking torque when the electronic stability control system is engaged.

[0123] This application also provides a vehicle braking control device, as described in the embodiments below. Figure 10 , Figure 10 A schematic diagram of a hardware entity of a vehicle braking control device provided in an embodiment of this application, such as... Figure 10 As shown, the hardware entity of the vehicle braking control device 1000 includes a memory 1001 and a processor 1002. The memory 1001 stores a computer program that can run on the processor 1002. When the processor 1002 executes the computer program, it implements some or all of the steps of the vehicle braking control method in any of the above embodiments.

[0124] The memory 1001 is configured to store instructions and applications executable by the processor 1002, and can also cache data to be processed or already processed by the processor 1002 and various modules in the vehicle braking control device 1000 (e.g., image data, audio data, voice communication data, video communication data, pressure data, distance data, deceleration data, and braking force data, etc.), which can be implemented by flash memory or random access memory (RAM).

[0125] This application also provides a computer-readable storage medium storing one or more programs that can be executed by one or more processors to implement some or all of the steps in the vehicle braking control method in any of the above embodiments.

[0126] It should be noted that the descriptions of the above computer-readable storage medium and vehicle braking control device embodiments are similar to the descriptions of the above vehicle braking control method embodiments, and have similar beneficial effects. For technical details not disclosed in the embodiments of the computer-readable storage medium and vehicle braking control device of this application, please refer to the descriptions of the vehicle braking control method embodiments of this application for understanding.

[0127] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle braking control method, characterized in that, The vehicle's braking system includes an electric braking system and a hydraulic braking system, and the method includes: The actual deceleration, target deceleration, and braking force distribution parameters of the vehicle are obtained, wherein the actual deceleration is the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system brake together; Based on the actual deceleration, the target deceleration, and the braking force distribution parameters, a corrected hydraulic braking torque is determined. The corrected hydraulic braking torque is the hydraulic braking torque when the vehicle switches from a combined electric braking and hydraulic braking mode to hydraulic braking. Based on the corrected hydraulic braking torque, the braking system is controlled to brake the vehicle; The step of determining the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameters includes: Based on the braking force distribution parameters and the target deceleration, the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system are determined; Based on the target electric braking deceleration and the actual deceleration, the actual hydraulic deceleration provided by the hydraulic braking system is determined; Based on the actual hydraulic deceleration and the target hydraulic deceleration, a correction coefficient is determined; The corrected hydraulic braking torque is determined based on the correction coefficient and the braking force distribution parameters.

2. The vehicle braking control method according to claim 1, characterized in that, The determination of the corrected hydraulic braking torque based on the correction coefficient and the braking force distribution parameters includes: Based on the braking force distribution parameters, the target electric braking torque and the target hydraulic braking torque are determined; Based on the correction coefficient and the target electric braking torque, determine the switching hydraulic braking torque; The corrected hydraulic braking torque is determined based on the switching hydraulic braking torque and the target hydraulic braking torque.

3. The vehicle braking control method according to claim 1 or 2, characterized in that, The method further includes: Obtain the target braking torque, the target deceleration, and the actual deceleration of the vehicle; Based on the target braking torque and the braking force distribution parameters, the target electric braking torque and the target hydraulic braking torque are determined. The vehicle braking torque is determined based on the target braking torque, the target deceleration, and the actual deceleration. Based on the target electric braking torque and the vehicle braking torque, the actual hydraulic braking torque is determined; Based on the actual hydraulic braking torque and the target hydraulic braking torque, a correction coefficient is determined.

4. The vehicle braking control method according to claim 1 or 2, characterized in that, The method further includes: When the current braking mode is electric braking, a correction coefficient is determined based on the previously executed braking modes; wherein, the previously executed braking modes are the braking modes that the vehicle has already executed before the current braking mode is executed, and the previously executed braking modes are modes of combined electric braking and hydraulic braking.

5. The vehicle braking control method according to claim 1 or 2, characterized in that, The vehicle includes an anti-lock braking system and an electronic stability control system; The method of controlling the braking system to brake the vehicle based on the modified hydraulic braking torque includes at least one of the following: When the anti-lock braking system intervenes, the hydraulic braking system is controlled to brake the vehicle based on the corrected hydraulic braking torque; When the electronic stability control system intervenes, it controls the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking torque.

6. A vehicle braking control device, characterized in that, include: The acquisition module is used to acquire the vehicle's actual deceleration, target deceleration, and braking force distribution parameters, wherein the actual deceleration is the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system brake together. The correction module is used to determine the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameters. The corrected hydraulic braking torque is the hydraulic braking torque when the vehicle switches from a combined electric braking and hydraulic braking mode to hydraulic braking. The step of determining the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameters includes: Based on the braking force distribution parameters and the target deceleration, the target electric braking deceleration provided by the electric braking system and the target hydraulic deceleration provided by the hydraulic braking system are determined; Based on the target electric braking deceleration and the actual deceleration, the actual hydraulic deceleration provided by the hydraulic braking system is determined; Based on the actual hydraulic deceleration and the target hydraulic deceleration, a correction coefficient is determined; The corrected hydraulic braking torque is determined based on the correction coefficient and the braking force distribution parameters; The control module is used to control the braking system to brake the vehicle based on the corrected hydraulic braking torque.

7. A vehicle braking control device, characterized in that, include: Memory and processor; The memory stores computer programs that can run on the processor; When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores one or more programs, which can be executed by one or more processors to implement the steps of the method according to any one of claims 1 to 5.

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