Brake arbitration control method and device, electronic equipment and storage medium

Abstract

Embodiments of the present application disclose a brake arbitration control method and device, electronic equipment and a storage medium, and relate to the technical field of energy recovery, which comprises: acquiring a braking intention, and detecting a driving mode of a current state; determining an electro-hydraulic composite brake distribution mechanism based on the braking intention and the driving mode; and performing brake control on wheels according to the electro-hydraulic composite brake distribution mechanism. Embodiments of the present application can adjust the electro-hydraulic composite brake distribution mechanism at any time according to the needs of users, improve user experience, and in addition, in an energy recovery mode, the brake torque can be adjusted through a linear change curve, thereby maximizing energy recovery while ensuring stable driving of a vehicle.

Description

Technical Field

[0001] The present invention relates to the field of braking control technology, specifically to a braking arbitration control method, device, electronic device, and storage medium. Background Technology

[0002] When a vehicle requests braking, multiple modules output independent braking pressure requests. If these independent braking pressure requests are sent to different channels, the pressure in each channel will be inconsistent, which can easily cause the vehicle to skid or roll over during braking.

[0003] Current methods for arbitrating braking requests typically involve an electro-hydraulic hybrid braking coordinator, which requires specific algorithms, such as the DDPG strategy gradient algorithm, to allocate each braking pressure request. This allocation system has the following drawbacks:

[0004] First, it uses a single distribution mechanism when distributing brakes, and cannot be adjusted according to the specific needs of the user;

[0005] Secondly, the braking force of each wheel may vary significantly within a unit of time, affecting the user experience. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a braking arbitration control method, device, electronic device and storage medium, which can adjust the electro-hydraulic composite braking distribution mechanism at any time according to the user's needs, thereby improving the user experience.

[0007] To address the aforementioned problems, a first aspect of this invention discloses a braking arbitration control method, comprising:

[0008] It acquires braking intent and detects the current driving mode;

[0009] The electro-hydraulic hybrid braking distribution mechanism is determined based on the braking intent and driving mode.

[0010] The wheels are braked according to the electro-hydraulic composite braking distribution mechanism.

[0011] As an optional implementation, in a first aspect of the present invention, obtaining braking intent includes:

[0012] Based on the brake pedal opening and vehicle speed, the braking intention is determined by a fuzzy inference algorithm. The braking intention includes smooth braking, normal braking, and emergency braking.

[0013] As an optional implementation, in a first aspect of the present invention, detecting the current driving mode includes:

[0014] The system detects the driving mode selected by the driver in the current state, which includes energy recovery mode, safe driving mode, and default mode.

[0015] As an optional implementation, in a first aspect of the present invention, determining the electro-hydraulic hybrid braking distribution mechanism based on the braking intention and driving mode includes:

[0016] Construct a correlation table between braking intent, driving mode, and electro-hydraulic hybrid braking distribution mechanism;

[0017] The target braking intent and the electro-hydraulic hybrid braking distribution mechanism under the target driving mode are determined based on the association table.

[0018] As an optional implementation, in a first aspect of the present invention, a correlation table is constructed between braking intention, driving mode, and electro-hydraulic hybrid braking distribution mechanism, including:

[0019] When the braking intention is smooth braking and the driving mode is safe driving mode, only hydraulic braking force is output.

[0020] When the braking intention is smooth braking and the driving mode is energy recovery mode, the electric motor power is only output to the two drive wheels.

[0021] When the braking intention is smooth braking and the driving mode is the default mode, the electric motor power and hydraulic braking force are output to the two drive wheels according to the first preset ratio.

[0022] When the braking intention is normal braking and the driving mode is safe driving mode, hydraulic braking force is output to all four wheels, and the insufficient part is compensated by the electric motor power output to the drive wheels.

[0023] When the braking intention is normal braking and the driving mode is energy recovery mode, the electric motor power is output to the drive wheels, and the insufficient part is compensated by the hydraulic braking force output to the non-drive wheels.

[0024] When the braking intention is normal braking and the driving mode is the default mode, the first electric motor power is output to the drive wheels and the first hydraulic braking force is output to the non-drive wheels. The ratio between the sum of the first electric motor power and the sum of the first hydraulic braking force satisfies the second preset ratio.

[0025] When the braking intention is emergency braking, braking is accomplished by mechanical brakes.

[0026] As an optional implementation, in the first aspect of the present invention, when the braking intention is general braking and the driving mode is energy recovery mode, electric motor power is output to all four wheels, and the insufficient portion is compensated by hydraulic braking force output to the two drive wheels, including:

[0027] The target total braking force and target total braking torque are determined according to the braking intention, and the target braking force of the front and rear axles is determined according to the target total braking force.

[0028] The target braking torque of the front and rear axles is determined based on the target braking force of the front and rear axles.

[0029] Calculate the maximum rate of increase of regenerative braking torque, taking into account crankshaft torque limitations and wheel axle torque constraints.

[0030] Obtain the current motor braking torque, and determine the target regenerative braking torque rise rate based on the current motor braking torque and the target braking torque:

[0031]

[0032] in, The target is the rate of increase of regenerative braking torque. For the target braking torque, This is the current motor braking torque. This represents the maximum rate of increase in regenerative braking torque. This is the braking increase coefficient;

[0033] The braking torque of the front axle motor and the rear axle motor is controlled by the target regenerative braking torque rise rate.

[0034] A second aspect of the present invention discloses a braking arbitration control device, comprising:

[0035] The acquisition unit is used to acquire braking intention and detect the current driving mode;

[0036] The distribution unit is used to determine the electro-hydraulic hybrid braking distribution mechanism based on the braking intention and driving mode;

[0037] The control unit is used to perform braking control on the wheels according to the electro-hydraulic composite braking distribution mechanism.

[0038] A third aspect of the present invention discloses an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to implement the steps of the braking arbitration control method disclosed in the first aspect of the present invention.

[0039] A fourth aspect of the present invention discloses a computer-readable storage medium storing a computer program, wherein the computer program causes a computer to perform the steps of the braking arbitration control method disclosed in the first aspect of the present invention.

[0040] The fifth aspect of this invention discloses a computer program product that, when run on a computer, causes the computer to execute the steps of the braking arbitration control method disclosed in the first aspect of this invention.

[0041] The sixth aspect of this invention discloses an application publishing platform for publishing computer program products, wherein when the computer program products are run on a computer, the computer executes the steps of the braking arbitration control method disclosed in the first aspect of this invention.

[0042] Compared with the prior art, the beneficial effects of the embodiments of the present invention are as follows:

[0043] This invention obtains braking intent and detects the current driving mode. Based on the braking intent and driving mode, it determines an electro-hydraulic hybrid braking distribution mechanism and controls the wheels to brake according to the mechanism. The mechanism can be adjusted at any time according to the user's needs, improving the user experience. In addition, in energy recovery mode, the braking torque can be adjusted through a linear curve to maximize energy recovery while ensuring stable vehicle operation. Attached Figure Description

[0044] Figure 1 This is a schematic flowchart of a braking arbitration control method disclosed in an embodiment of the present invention;

[0045] Figure 2 This is a schematic diagram of the braking process under the general braking and energy recovery modes disclosed in the embodiments of the present invention;

[0046] Figure 3 This is a schematic diagram of the structure of a braking arbitration control device disclosed in an embodiment of the present invention;

[0047] Figure 4 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present invention. Detailed Implementation

[0048] This specific embodiment is merely an explanation of the embodiments of the present invention and is not intended to limit the embodiments of the present invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of the embodiments of the present invention, they are protected by patent law.

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the embodiments of the present invention.

[0050] The term "comprising" and any variations thereof in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product or device.

[0051] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0052] This invention discloses a braking arbitration control method, device, electronic device, and storage medium. By acquiring braking intent and detecting the current driving mode, an electro-hydraulic hybrid braking distribution mechanism is determined based on the braking intent and driving mode. The wheels are braked according to the electro-hydraulic hybrid braking distribution mechanism. The electro-hydraulic hybrid braking distribution mechanism can be adjusted at any time according to the user's needs to improve the user experience. In addition, in energy recovery mode, the braking torque can be adjusted through a linear change curve to maximize energy recovery while ensuring stable vehicle operation. The following is a detailed description in conjunction with the accompanying drawings.

[0053] Example 1

[0054] Please see Figure 1 , Figure 1 This is a schematic flowchart of a braking arbitration control method disclosed in one embodiment of the present invention. Figure 1 As shown, the braking arbitration control method includes:

[0055] S110: Obtain braking intent and detect the current driving mode.

[0056] Braking intent can be achieved through fuzzy reasoning, specifically including:

[0057] Based on the brake pedal opening value and vehicle speed, the system samples the vehicle speed and brake pedal opening value in real time and stores them in segments to obtain multiple data segments. The brake pedal opening value is converted into a percentage of the maximum travel, and the average value of each data segment is calculated. It is determined whether the vehicle speed in each data segment is greater than 0 and whether the percentage value of the brake pedal opening is greater than 0. If so, the brake pedal opening change rate is calculated based on the obtained percentage value of the brake pedal opening. The percentage value of the brake pedal opening and the rate of change of the brake pedal opening are fuzzified using a fuzzy rule of characterization value to obtain the type of braking intention.

[0058] The braking intention can be obtained by dividing the brake pedal opening percentage and the brake pedal opening change rate into multiple intervals and determining the braking intention based on the correlation between the intervals.

[0059] The type of braking intent can include smooth braking, normal braking, and emergency braking. For example, when the brake pedal opening percentage is small, it can be considered smooth braking regardless of the rate of change of the brake pedal opening; when the brake pedal opening percentage is large, it can be considered normal braking if the rate of change of the brake pedal opening is small, and it can be considered emergency braking if the rate of change of the brake pedal opening is large.

[0060] Driving modes can be determined by the driver's selection. Generally, driving modes can be divided into safe driving mode and energy recovery mode. If the driver does not make a selection, the driving mode is the default mode, which combines safe driving mode and energy recovery mode. In the default mode, the driver can customize the ratio of safe driving mode and energy recovery mode, which directly affects the ratio of electro-hydraulic hybrid braking distribution.

[0061] S120. Determine the electro-hydraulic composite braking distribution mechanism based on the braking intention and driving mode.

[0062] In a preferred embodiment of the present invention, an association table can be constructed between braking intention, driving mode and electro-hydraulic composite braking distribution mechanism; under the current braking intention and current driving mode, if a braking request is received, the wheels are braked according to the target electro-hydraulic composite braking distribution mechanism determined by the association table.

[0063] The association table can be established based on experience or through machine learning. In this embodiment of the invention, a corresponding allocation strategy can be provided, and the specific allocation ratio can be set as needed.

[0064] When the braking intention is for smooth braking, the braking intensity is generally low, and the braking requirement can be met by braking the drive wheels, while the rear wheels do not participate in braking. During normal braking, the braking intensity is higher than during smooth braking. In this case, both the front and rear wheels need to work together to meet the braking requirement. Furthermore, the primary and secondary roles of the electro-hydraulic braking are determined according to the driving mode. Generally, in safe driving mode, hydraulic braking is primary and electric braking is secondary; in energy recovery mode, electric braking is primary and hydraulic braking is secondary; in the default mode, the primary and secondary roles of the electro-hydraulic braking are set by the user, and they can be in equal or different proportions. When the braking intention is for emergency braking, regardless of the driving mode, the braking requirement is met through mechanical braking, such as through friction brakes.

[0065] Based on the above theoretical foundation, the electro-hydraulic hybrid braking distribution mechanism can be divided into the following types:

[0066] When the braking intention is smooth braking and the driving mode is safe driving mode, only hydraulic braking force is output.

[0067] When the braking intention is smooth braking and the driving mode is energy recovery mode, the electric motor power is only output to the two drive wheels.

[0068] When the braking intention is smooth braking and the driving mode is the default mode, the electric motor power and hydraulic braking force are output to the two drive wheels according to the first preset ratio.

[0069] When the braking intention is normal braking and the driving mode is safe driving mode, hydraulic braking force is output to all four wheels, and the insufficient part is compensated by the electric motor power output to the drive wheels.

[0070] When the braking intention is normal braking and the driving mode is energy recovery mode, the electric motor power is output to the drive wheels, and the insufficient part is compensated by the hydraulic braking force output to the non-drive wheels.

[0071] When the braking intention is normal braking and the driving mode is the default mode, the first electric motor power is output to the drive wheels and the first hydraulic braking force is output to the non-drive wheels. The ratio between the sum of the first electric motor power and the sum of the first hydraulic braking force satisfies the second preset ratio.

[0072] When the braking intention is emergency braking, braking is accomplished by mechanical brakes.

[0073] S130. Perform braking control on the wheels according to the electro-hydraulic composite braking distribution mechanism.

[0074] Upon receiving a braking request, after determining the target electro-hydraulic hybrid braking distribution mechanism based on the target braking intention and the target driving mode, braking control can be implemented according to the target electro-hydraulic hybrid braking distribution mechanism.

[0075] In particular, for braking intentions in normal braking mode and driving mode in energy recovery mode, energy recovery can be maximized while ensuring stable driving.

[0076] Specifically, please refer to Figure 2 As shown, it may include the following steps:

[0077] S131. Determine the target total braking force and target total braking torque according to the braking intention, and determine the target braking force of the front and rear axles according to the target total braking force.

[0078] The target total braking force can be determined based on the pedal opening value. Since the target total braking force and the target total braking torque can be converted to each other, the target total braking torque can be determined.

[0079] S132. Determine the target braking torque of the front and rear axles based on the target braking force of the front and rear axles.

[0080] S133. Considering crankshaft torque limitations and wheel axle torque constraints, calculate the maximum rate of increase of regenerative braking torque.

[0081] Calculate the maximum rate of increase of regenerative braking torque, taking into account crankshaft torque limitations and wheel axle torque constraints.

[0082] Crankshaft torque and wheel axle torque have a certain impact on the rate of increase of regenerative braking torque. By comprehensively considering the influence of crankshaft torque and wheel axle torque on regenerative rotational torque, a more accurate maximum rate of increase of regenerative braking torque can be determined.

[0083] In a preferred embodiment of the present invention, the maximum rate of increase of regenerative braking torque can be calculated by obtaining the corresponding rate of increase of regenerative braking torque under different crankshaft torques and wheel axle torques through multiple experiments.

[0084] The maximum rate of increase of regenerative braking torque refers to the maximum rate of change of the motor braking torque per unit time when the target vehicle is braking. To avoid noticeable jerking during braking and affecting the driving or riding experience, this maximum rate of increase cannot be used for all braking operations. When the current braking torque differs significantly from the target braking torque, a larger rate of increase in regenerative braking torque can be used to achieve the target braking torque in a shorter time. Conversely, when the difference between the current and target braking torques is small, a smaller rate of increase in regenerative braking torque should be used to avoid jerking.

[0085] S134. Obtain the current motor braking torque, and determine the target regenerative braking torque rise rate based on the current motor braking torque and the target braking torque:

[0086]

[0087] in, The target is the rate of increase of regenerative braking torque. For the target braking torque, This is the current motor braking torque. This represents the maximum rate of increase in regenerative braking torque. This is the braking increase coefficient.

[0088] In a preferred embodiment of the present invention, the target regenerative braking torque increase rate is achieved using a linear function. The reason for using a linear function is twofold:

[0089] 1. Avoid the jerking sensation caused by sudden changes in the current motor braking torque. A sudden increase or decrease in the current motor braking torque rise rate will cause the car to jerk and will also affect the vehicle's service life. However, by using a linear target regenerative braking torque rise rate, the change is imperceptible to the driver or passengers, thus improving the user experience.

[0090] 2. As can be determined from the above formula, the current motor braking torque gradually increases with time, thereby causing the target regenerative braking torque increase rate to gradually decrease with time. During this process, the vehicle can be braked stably, avoiding skidding or rollover, thus ensuring driving safety.

[0091] Of course, in some cases, regenerative braking needs to be discontinued, meaning the motor braking torque is not controlled according to the target regenerative braking torque rise rate calculated by the above formula. For example, when the motor torque capacity is less than the preset capacity and the noise level is greater than the preset noise level, motor braking is disabled. However, if the difference between the current motor braking torque and the target braking torque is greater than the third preset threshold, then motor braking is deactivated. That is, when the current motor braking torque is much less than the target braking torque, regardless of the motor torque capacity and noise level, the target regenerative braking torque rise rate calculated by the above formula is used to control the change in the current motor braking torque upon receiving a braking request.

[0092] S135. Control the braking torque of the front axle motor and the rear axle motor according to the target regenerative braking torque rise rate.

[0093] The linear change curve corresponding to the rate of increase of the target regenerative braking torque is assigned to the front axle motor and the rear axle motor respectively, so that the front axle motor and the rear axle motor complete the change of braking torque according to the linear change curve, until the braking torque of the front axle motor reaches the target braking torque of the front axle motor and the braking torque of the rear axle motor reaches the target braking torque of the rear axle motor.

[0094] When the braking intention is general braking and the driving mode is energy recovery mode, a linear change curve of the motor braking torque can be constructed based on the maximum rate of increase of regenerative braking torque. Then, the required braking torque is distributed to the front and rear axles according to the braking intensity, so that the braking torque of the front and rear axle motors increases according to the linear change curve. This allows the motor braking torque to increase steadily until the braking demand is met (the insufficient part is compensated by hydraulic braking). This ensures driving safety and improves the user experience while maximizing energy recovery.

[0095] Example 2

[0096] Please see Figure 3 , Figure 3 This is a schematic diagram of the structure of a braking arbitration control device disclosed in an embodiment of the present invention. Figure 3 As shown, the brake arbitration control device may include:

[0097] The acquisition unit 210 is used to acquire braking intention and detect the current driving mode;

[0098] Distribution unit 220 is used to determine the electro-hydraulic hybrid braking distribution mechanism based on the braking intention and driving mode;

[0099] Control unit 230 is used to perform braking control on the wheels according to the electro-hydraulic hybrid braking distribution mechanism.

[0100] Preferably, the acquiring unit 210 may include:

[0101] Based on the brake pedal opening and vehicle speed, the braking intention is determined by a fuzzy inference algorithm. The braking intention includes smooth braking, normal braking, and emergency braking.

[0102] The system detects the driving mode selected by the driver in the current state, which includes energy recovery mode, safe driving mode, and default mode.

[0103] Preferably, the allocation unit 220 may include:

[0104] Construct a correlation table between braking intent, driving mode, and electro-hydraulic hybrid braking distribution mechanism;

[0105] The target braking intent and the electro-hydraulic hybrid braking distribution mechanism under the target driving mode are determined based on the association table.

[0106] Construct a relationship table between braking intent, driving mode, and electro-hydraulic hybrid braking distribution mechanism, including:

[0107] When the braking intention is smooth braking and the driving mode is safe driving mode, only hydraulic braking force is output.

[0108] When the braking intention is smooth braking and the driving mode is energy recovery mode, the electric motor power is only output to the two drive wheels.

[0109] When the braking intention is smooth braking and the driving mode is the default mode, the electric motor power and hydraulic braking force are output to the two drive wheels according to the first preset ratio.

[0110] When the braking intention is normal braking and the driving mode is safe driving mode, hydraulic braking force is output to all four wheels, and the insufficient part is compensated by the electric motor power output to the drive wheels.

[0111] When the braking intention is normal braking and the driving mode is energy recovery mode, the electric motor power is output to the drive wheels, and the insufficient part is compensated by the hydraulic braking force output to the non-drive wheels.

[0112] When the braking intention is normal braking and the driving mode is the default mode, the first electric motor power is output to the drive wheels and the first hydraulic braking force is output to the non-drive wheels. The ratio between the sum of the first electric motor power and the sum of the first hydraulic braking force satisfies the second preset ratio.

[0113] When the braking intention is emergency braking, braking is accomplished by mechanical brakes.

[0114] Specifically, when the braking intention is normal braking and the driving mode is energy recovery mode, electric motor power is output to all four wheels, and any shortfall is compensated for by hydraulic braking force output to the two drive wheels, including:

[0115] The target total braking force and target total braking torque are determined according to the braking intention, and the target braking force of the front and rear axles is determined according to the target total braking force.

[0116] The target braking torque of the front and rear axles is determined based on the target braking force of the front and rear axles.

[0117] Calculate the maximum rate of increase of regenerative braking torque, taking into account crankshaft torque limitations and wheel axle torque constraints.

[0118] Obtain the current motor braking torque, and determine the target regenerative braking torque rise rate based on the current motor braking torque and the target braking torque:

[0119]

[0120] in, The target is the rate of increase of regenerative braking torque. For the target braking torque, This is the current motor braking torque. This represents the maximum rate of increase in regenerative braking torque. This is the braking increase coefficient;

[0121] The braking torque of the front axle motor and the rear axle motor is controlled by the target regenerative braking torque rise rate.

[0122] Example 3

[0123] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of the present invention. The electronic device can be a computer, a server, etc. Of course, in certain cases, it can also be a mobile phone, tablet computer, monitoring terminal, or other smart device, as well as an image acquisition device with processing capabilities. Figure 4 As shown, the electronic device may include:

[0124] Memory 310 storing executable program code;

[0125] Processor 320 coupled to memory 310;

[0126] The processor 320 calls the executable program code stored in the memory 310 to execute some or all of the steps in the braking arbitration control method in Embodiment 1.

[0127] This invention discloses a computer-readable storage medium storing a computer program that causes a computer to perform some or all of the steps in the braking arbitration control method of Embodiment 1.

[0128] This invention also discloses a computer program product, wherein when the computer program product is run on a computer, the computer performs some or all of the steps in the braking arbitration control method of Embodiment 1.

[0129] This invention also discloses an application publishing platform, which is used to publish computer program products. When the computer program products are run on a computer, the computer executes some or all of the steps in the braking arbitration control method in Embodiment 1.

[0130] In various embodiments of the present invention, it should be understood that the sequence number of each process does not necessarily imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0131] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they can be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0132] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0133] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-accessible memory. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several requests to cause a computer device (which can be a personal computer, server, or network device, specifically a processor in the computer device) to execute some or all of the steps of the methods described in the various embodiments of the present invention.

[0134] In the embodiments provided by this invention, it should be understood that "B corresponding to A" means that B is associated with A, and B can be determined based on A. However, it should also be understood that determining B based on A does not mean determining B solely based on A; B can also be determined based on A and / or other information.

[0135] Those skilled in the art will understand that some or all of the steps in the various methods of the embodiments described can be implemented by a program instructing related hardware. This program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-Erasable Programmable Read-Only Memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0136] The braking arbitration control method, device, electronic device, and storage medium disclosed in the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A braking arbitration control method, characterized in that, It includes: Based on the brake pedal opening and vehicle speed, the braking intention is determined by a fuzzy inference algorithm. The braking intention includes smooth braking, normal braking and emergency braking. The driving mode selected by the driver in the current state is detected. The driving mode includes energy recovery mode, safe driving mode and default mode. Construct a relationship table between braking intent, driving mode, and electro-hydraulic hybrid braking distribution mechanism, which specifically includes: When the braking intention is smooth braking and the driving mode is safe driving mode, only hydraulic braking force is output; When the braking intention is smooth braking and the driving mode is energy recovery mode, the electric motor power is only output to the two drive wheels; When the braking intention is smooth braking and the driving mode is the default mode, the electric motor power and hydraulic braking force are output to the two drive wheels according to the first preset ratio. When the braking intention is normal braking and the driving mode is safe driving mode, hydraulic braking force is output to all four wheels, and the insufficient part is compensated by the electric motor power output to the drive wheels. When the braking intention is normal braking and the driving mode is energy recovery mode, the electric motor power is output to the drive wheels, and the insufficient part is compensated by the hydraulic braking force output to the non-drive wheels. When the braking intention is normal braking and the driving mode is the default mode, the first electric motor power is output to the drive wheels and the first hydraulic braking force is output to the non-drive wheels. The ratio between the sum of the first electric motor power and the sum of the first hydraulic braking force satisfies the second preset ratio. When the braking intention is emergency braking, braking is accomplished by mechanical braking; The target braking intention and the electro-hydraulic hybrid braking distribution mechanism under the target driving mode are determined based on the association table. The wheels are braked according to the electro-hydraulic composite braking distribution mechanism.

2. The braking arbitration control method according to claim 1, characterized in that, When the braking intention is normal braking and the driving mode is energy recovery mode, electric motor power is output to all four wheels, and any shortfall is compensated for by hydraulic braking force output to the two drive wheels, including: The target total braking force and target total braking torque are determined according to the braking intention, and the target braking force of the front and rear axles is determined according to the target total braking force. Determine the target braking torque for the front and rear axles based on the target braking force for the front and rear axles. Calculate the maximum rate of increase of regenerative braking torque, taking into account crankshaft torque limitations and wheel axle torque constraints. Obtain the current motor braking torque, and determine the target regenerative braking torque rise rate based on the current motor braking torque and the target braking torque: in, The target is the rate of increase of regenerative braking torque. For the target braking torque, This is the current motor braking torque. This represents the maximum rate of increase in regenerative braking torque. This is the braking increase coefficient; The braking torque of the motor is controlled by the target regenerative braking torque rise rate.

3. A braking arbitration control device, characterized in that, It includes: The acquisition unit is used to determine the braking intention based on the brake pedal opening and vehicle speed using a fuzzy inference algorithm. The braking intention includes smooth braking, normal braking, and emergency braking. It also detects the driving mode selected by the driver in the current state, which includes energy recovery mode, safe driving mode, and default mode. The allocation unit, used to construct a relationship table between braking intention, driving mode, and electro-hydraulic hybrid braking allocation mechanism, specifically includes: When the braking intention is smooth braking and the driving mode is safe driving mode, only hydraulic braking force is output; When the braking intention is smooth braking and the driving mode is energy recovery mode, the electric motor power is only output to the two drive wheels; When the braking intention is smooth braking and the driving mode is the default mode, the electric motor power and hydraulic braking force are output to the two drive wheels according to the first preset ratio. When the braking intention is normal braking and the driving mode is safe driving mode, hydraulic braking force is output to all four wheels, and the insufficient part is compensated by the electric motor power output to the drive wheels. When the braking intention is normal braking and the driving mode is energy recovery mode, the electric motor power is output to the drive wheels, and the insufficient part is compensated by the hydraulic braking force output to the non-drive wheels. When the braking intention is normal braking and the driving mode is the default mode, the first electric motor power is output to the drive wheels and the first hydraulic braking force is output to the non-drive wheels. The ratio between the sum of the first electric motor power and the sum of the first hydraulic braking force satisfies the second preset ratio. When the braking intention is emergency braking, braking is accomplished by mechanical braking; The target braking intention and the electro-hydraulic hybrid braking distribution mechanism under the target driving mode are determined based on the association table. The control unit is used to control the braking of the wheels according to the electro-hydraulic composite braking distribution mechanism.

4. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to implement the steps of the braking arbitration control method as described in any one of claims 1-2.

5. A computer-readable storage medium, characterized in that, It stores a computer program, wherein the computer program causes a computer to perform the steps of the braking arbitration control method according to any one of claims 1-2.

Images