Motor vehicle auxiliary braking method, device and computer readable storage medium

Abstract

This invention provides a method, device, and computer-readable storage medium for auxiliary braking of a motor vehicle, comprising: determining a target braking gear for a first auxiliary braking device that does not have kinetic energy recovery function when the auxiliary braking conditions are met; selecting an actual braking gear for any first auxiliary braking device based on the maximum braking power corresponding to each candidate braking gear; wherein the candidate braking gear level is not higher than the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of a second auxiliary braking device with kinetic energy recovery function is not less than the maximum braking power corresponding to the target braking gear; controlling each first auxiliary braking device to brake at its corresponding actual braking gear, so that the motor vehicle brakes with a total power not less than the target braking power; wherein, if the actual braking gear of a first auxiliary braking device is not the target braking gear, the second auxiliary braking device assists braking with a non-zero power.

Description

Technical Field

[0001] This invention relates to the field of motor vehicle technology, and more particularly to a motor vehicle auxiliary braking method, device, and computer-readable storage medium. Background Technology

[0002] The rapid development of the automotive industry has driven the development of commercial vehicles towards hybrid powertrains. In addition to mechanical caliper friction braking, heavy-duty gasoline-powered vehicles also employ engine cylinder braking and retarder braking as auxiliary braking methods. Hybrid vehicles further incorporate electric motor energy recovery braking, making research on the coordinated control of multiple braking methods of great significance.

[0003] Existing hybrid commercial vehicles employ auxiliary braking methods including regenerative braking from the electric motor and mechanical braking, among others. During braking, these multiple methods operate independently yet in combination. In mountainous or plateau regions, when driving on long downhill slopes, the energy recovery and reuse efficiency of existing hybrid heavy-duty vehicles is relatively low when the driver uses auxiliary braking to decelerate the vehicle. Summary of the Invention

[0004] This invention provides a method, device, and computer-readable storage medium for auxiliary braking of motor vehicles, in order to solve the problem in the prior art where the energy recovery and reuse efficiency of hybrid heavy-duty motor vehicles is low when the driver uses auxiliary braking to decelerate the vehicle in long downhill conditions in mountainous or plateau areas.

[0005] This invention provides a method for assisting braking of a motor vehicle, wherein the motor vehicle includes at least one first assisting braking device and a second assisting braking device; the first assisting braking device is an assisting braking device without kinetic energy recovery function; the second assisting braking device is an assisting braking device with kinetic energy recovery function; the method includes:

[0006] When it is determined that the auxiliary braking conditions are met, the target braking gear of the at least one first auxiliary braking device is determined;

[0007] For any first auxiliary braking device, determine the maximum braking power corresponding to each candidate braking gear of the first auxiliary braking device; select an actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear; wherein, the gear level of the candidate braking gear is not higher than the gear level of the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear; when the upper limit of the braking power provided by the first auxiliary braking device is fixed, the lower the gear level, the lower the maximum braking power.

[0008] Each of the first auxiliary braking devices is controlled to brake at its corresponding actual braking gear, so that the motor vehicle brakes with a total auxiliary braking power greater than or equal to the current target braking power of the motor vehicle; wherein, if the actual braking gear of a first auxiliary braking device is a non-target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power.

[0009] As an optional implementation, the step of selecting an actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear for any first auxiliary braking device specifically includes:

[0010] Determine all candidate braking gear combinations, wherein each candidate braking gear combination includes one candidate braking gear for each first auxiliary braking device;

[0011] Select an actual braking gear combination from the candidate braking gear combinations, and use each candidate braking gear in the actual braking gear combination as the actual braking gear of the corresponding first auxiliary braking device; wherein, the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination is the smallest.

[0012] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, and the following occurs when the auxiliary braking conditions are met this time compared to the last time the auxiliary braking conditions are met: one more first auxiliary braking device whose target braking gear is not neutral is added, and the target braking power is increased; the second auxiliary braking device braked with a non-zero braking power when the auxiliary braking conditions were met last time; the target braking gear of the first auxiliary braking device that was not neutral when the auxiliary braking conditions were met last time has not changed; and the maximum braking power of the second auxiliary braking device has not decreased.

[0013] The step of selecting the actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear specifically includes:

[0014] Determine the increase in target braking power when the auxiliary braking conditions are met this time, relative to the previous time the auxiliary braking conditions were met;

[0015] If the first auxiliary braking device is the first auxiliary braking device that was not in neutral when the auxiliary braking conditions were previously determined to be met, the actual braking gear determined when the auxiliary braking conditions were previously determined to be met shall be used as the actual braking gear when the auxiliary braking conditions are currently determined to be met.

[0016] If the first auxiliary braking device is a newly added target braking gear that is not in neutral, the lowest gear is selected from the candidate braking gears whose maximum braking power is greater than or equal to the increased value as the actual braking gear.

[0017] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, then for any one of the first auxiliary braking devices, selecting the actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear specifically includes:

[0018] According to the preset priority of the first auxiliary braking device, the lowest candidate braking gear of the current first auxiliary braking device is determined in turn to see if it is the target braking gear.

[0019] For the first auxiliary braking device whose first judgment result is negative, the lowest candidate braking gear is taken as the actual braking gear; and for the remaining first auxiliary braking devices, the target braking gear is taken as the actual braking gear.

[0020] Optionally, the first auxiliary braking device includes at least one of the following: an engine, a hydraulic retarder, and an eddy current retarder;

[0021] The second auxiliary braking device includes a motor.

[0022] Optionally, the target braking power is determined based on the target braking gear of each first auxiliary braking device.

[0023] Optionally, the auxiliary braking handling conditions include at least one of the following:

[0024] Reaching the preset cycle;

[0025] It is determined that the target braking gear of at least one of the first auxiliary braking devices has changed;

[0026] Determine that the change in the maximum braking power of at least one of the actual braking gears of the first auxiliary braking device is greater than a preset first threshold.

[0027] The change in the maximum braking power of the second auxiliary braking device is determined to be greater than a preset second threshold.

[0028] The change in the current target braking power of the motor vehicle is determined to be greater than a preset third threshold.

[0029] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, including:

[0030] The triggering module is used to determine the target braking gear of at least one first auxiliary braking device when the auxiliary braking conditions are met; the first auxiliary braking device is an auxiliary braking device without kinetic energy recovery function.

[0031] The gear control module is used to determine the maximum braking power corresponding to each candidate braking gear of the first auxiliary braking device for any of the first auxiliary braking devices; and to select an actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear; wherein the gear level of the candidate braking gear is not higher than the gear level of the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear; the second auxiliary braking device is an auxiliary braking device with kinetic energy recovery function; when the upper limit of the braking power provided by the first auxiliary braking device is fixed, the lower the gear level, the lower the maximum braking power.

[0032] The braking control module is used to control each of the first auxiliary braking devices to brake at the corresponding actual braking gear, so that the motor vehicle brakes with a total auxiliary braking power greater than or equal to the current target braking power of the motor vehicle; wherein, if the actual braking gear of a first auxiliary braking device is a non-target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power.

[0033] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, including: a processor and a memory for storing processor-executable instructions;

[0034] The processor is configured to execute the instructions to implement the motor vehicle assisted braking method.

[0035] Based on the same inventive concept, embodiments of the present invention also provide a computer-readable storage medium storing computer program code, which, when executed on a computer, causes the computer to perform the aforementioned motor vehicle auxiliary braking method.

[0036] The beneficial effects of this invention are as follows:

[0037] The vehicle auxiliary braking method, device, and computer-readable storage medium provided in this invention, when the driver uses a first auxiliary braking device without kinetic energy recovery function for braking, considers allocating part of the braking power to a second auxiliary braking device with kinetic energy recovery function. When the sum of the braking power provided by the first auxiliary braking device after reducing its braking power and the braking power provided by the second auxiliary braking device can meet the target braking power requirement, the second auxiliary braking device and the first auxiliary braking device after downshifting are used for coordinated braking. This can improve the kinetic energy recovery efficiency while meeting the braking requirements, effectively improve the energy utilization rate of the vehicle, and increase the driving range of the vehicle. Attached Figure Description

[0038] Figure 1 A flowchart of a motor vehicle auxiliary braking method provided in an embodiment of the present invention;

[0039] Figure 2 This is a flowchart illustrating the calculation of the maximum braking power of the engine at each auxiliary braking gear in an embodiment of the present invention.

[0040] Figure 3 This is a flowchart illustrating the calculation of the maximum braking power of each auxiliary braking gear of the retarder in this embodiment of the invention.

[0041] Figure 4 This is a flowchart illustrating the calculation of the maximum braking power of each auxiliary braking gear of the motor in an embodiment of the present invention.

[0042] Figure 5 This is one of the flowcharts of the motor vehicle auxiliary braking method provided in the embodiments of the present invention;

[0043] Figure 6 This is a second partial flowchart of the motor vehicle auxiliary braking method provided in the embodiments of the present invention;

[0044] Figure 7 This is a partial flowchart of the motor vehicle auxiliary braking method provided in the embodiments of the present invention;

[0045] Figure 8 This is one of the structural schematic diagrams of the electronic device provided in the embodiments of the present invention;

[0046] Figure 9 This is a second schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0047] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the present invention will be further described below in conjunction with the accompanying drawings and embodiments. However, the exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the figures denote the same or similar structures, and therefore repeated descriptions of them will be omitted. Terms describing position and direction in the present invention are illustrative based on the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of the present invention. The accompanying drawings of the present invention are for illustrative purposes only and do not represent actual proportions.

[0048] It should be noted that specific details are set forth in the following description to provide a full understanding of the invention. However, the invention can be practiced in many ways other than those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below. The following description is a preferred embodiment for carrying out the present application; however, the description is for the purpose of illustrating the general principles of the application and is not intended to limit the scope of the application. The scope of protection of this application shall be determined by the appended claims.

[0049] The following description, in conjunction with the accompanying drawings, details the motor vehicle auxiliary braking method, device, and computer-readable storage medium provided in the embodiments of the present invention.

[0050] This invention provides a method for assisting braking in a motor vehicle, applicable to motor vehicles including at least one first auxiliary braking device and a second auxiliary braking device. The first auxiliary braking device is one without kinetic energy recovery, while the second auxiliary braking device is one with kinetic energy recovery. In practice, the motor vehicle may have one or more first auxiliary braking devices.

[0051] The following section details the specific implementation methods of motor vehicle auxiliary braking. For example... Figure 1 As shown, the method specifically includes:

[0052] S110. Determine whether the auxiliary braking conditions are met.

[0053] If the result of step S110 is yes, proceed to step S120; if the result of step S110 is no, return to the steps executed before step S110.

[0054] S120. Determine the target braking gear for each of the first auxiliary braking devices.

[0055] In practice, the target braking gear of the first auxiliary braking device can be manually set by the driver. For example, control buttons, pedals, levers, shift levers, and other control devices for the first auxiliary braking device can be installed in the driver's cabin of the vehicle. The driver determines the target braking gear of the first auxiliary braking device by operating the control devices.

[0056] S130. For any first auxiliary braking device, determine the maximum braking power corresponding to each candidate braking gear of the first auxiliary braking device.

[0057] The candidate braking gear level is no higher than the target braking gear level, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear. When the upper limit of the braking power provided by the first auxiliary braking device is fixed, the lower the braking gear level, the lower the maximum braking power. The lowest braking gear is neutral, meaning that the corresponding first auxiliary braking device does not operate and does not perform braking when in neutral.

[0058] For example, a certain first auxiliary braking device has four braking positions from low to high: neutral, position 1, position 2, and position 3. When the target braking position is set to position 3, if the sum of the maximum braking power of position 2 and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power of position 3, and the sum of the maximum braking power of position 1 and the maximum braking power of the second auxiliary braking device is less than the maximum braking power of position 3, then the candidate braking positions for the first auxiliary braking device include position 3 and position 2; if the sum of the maximum braking power of position 2 and the maximum braking power of the second auxiliary braking device is less than the maximum braking power of position 3, then the candidate braking positions for the first auxiliary braking device include position 3.

[0059] S140. For any first auxiliary braking device, select the actual braking gear from the candidate braking gears according to the maximum braking power corresponding to each candidate braking gear.

[0060] S150. Control the at least one first auxiliary braking device to brake at the corresponding actual braking gear, so that the motor vehicle brakes with a total auxiliary braking power greater than or equal to the target braking power. Wherein, if the actual braking gear of any first auxiliary braking device is not the target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power.

[0061] Optionally, the target braking power is determined based on the target braking gear of each of the first auxiliary braking devices. For example, the target braking power is the sum of the maximum braking power corresponding to the target braking gear of each of the first auxiliary braking devices. Alternatively, the target braking power can be determined in other ways, such as based on the slope of the road conditions currently in which the vehicle is located, the weight of the vehicle, the current speed of the vehicle, and the target speed set by the driver. Another example is that a first target braking power is determined based on the slope of the road conditions currently in which the vehicle is located, the weight of the vehicle, the current speed of the vehicle, and the target speed set by the driver; a second target braking power is determined based on the sum of the maximum braking power corresponding to the target braking gear of each of the first auxiliary braking devices; and the minimum of the two is taken as the target braking power. This embodiment of the invention does not impose further limitations.

[0062] In practical implementation, if the actual braking gear of the first auxiliary braking device is not the target braking gear, the vehicle will brake using both the first and second auxiliary braking devices, allowing the second auxiliary braking device to recover kinetic energy during the auxiliary braking process. If the actual braking gears of all the first auxiliary braking devices are the corresponding target braking gears, the vehicle will brake using the first auxiliary braking devices, while the second auxiliary braking device will not provide auxiliary braking, ensuring that the total auxiliary braking power provided by the auxiliary braking devices meets the braking requirements. Thus, by considering allocating some braking power to the second auxiliary braking device (which has kinetic energy recovery function) when the driver uses the first auxiliary braking device without kinetic energy recovery, and ensuring that the sum of the reduced braking power from the first auxiliary braking device and the braking power provided by the second auxiliary braking device meets the target braking power requirement, the coordinated braking of the second auxiliary braking device and the downshifted first auxiliary braking device can improve kinetic energy recovery efficiency while meeting braking requirements, effectively increasing the vehicle's energy utilization rate and driving range.

[0063] Optionally, the auxiliary braking handling conditions include at least one of the following:

[0064] (1) The preset cycle has been reached.

[0065] For example, the preset cycle can be set to half a minute, that is, the above-mentioned auxiliary braking device control process is performed once every half minute.

[0066] (2) Determine that at least one of the target braking gears of the first auxiliary braking device has changed.

[0067] (3) Determine that the change value of the maximum braking power of at least one of the first auxiliary braking devices in the actual braking gear is greater than a preset first threshold.

[0068] (4) Determine that the change in the maximum braking power of the second auxiliary braking device is greater than the preset second threshold.

[0069] (5) Determine that the change in the current target braking power of the motor vehicle is greater than a preset third threshold.

[0070] In specific implementation, if the motor vehicle is a hybrid vehicle of internal combustion power and electric power, including parallel hybrid electric vehicles and series-parallel hybrid electric vehicles, where both the engine and the motor can drive the wheels (e.g., P2 type and P3 type hybrid electric vehicles), then optionally, the first auxiliary braking device includes at least one of the following: an engine, a hydraulic retarder, and an eddy current retarder. The second auxiliary braking device includes a motor.

[0071] In practical implementation, engine-assisted braking can be achieved through engine cylinder braking. Correspondingly, for the engine, such as... Figure 2 As shown, the maximum braking power of the engine in different braking gears can be determined in the following way:

[0072] S201. Determine the engine output torque based on the engine speed.

[0073] In practice, the engine can be calibrated in advance, and the engine output torque corresponding to the current generator speed can be determined based on the calibrated speed-output torque conversion relationship.

[0074] S202. Determine the current upper limit of engine braking power based on the engine speed and the engine output torque.

[0075] For example, the current engine's braking power limit can be calculated as follows:

[0076]

[0077] Among them, P 发 T is the current engine braking power limit (in kW), T is the current engine output torque (in N·m), and n is the current engine speed (in rpm).

[0078] S203. For any braking gear, determine the cylinder braking ratio of the number of braking cylinders corresponding to the braking gear to the total number of engine cylinders, and determine the maximum braking power corresponding to the braking gear based on the upper limit of engine braking power and the cylinder braking ratio.

[0079] For a 6-cylinder engine, engine cylinder braking can be set to three levels: neutral (no braking), primary braking, and secondary braking. The secondary braking level is where the engine brakes at its maximum braking power, controlling all six cylinders for braking. The primary braking level is where the engine brakes at half the power of the secondary braking level, controlling three cylinders for braking. Similarly, for other engine configurations (e.g., 3-cylinder, 4-cylinder, 8-cylinder, etc.), multiple braking levels can be set (e.g., neutral (no braking), primary braking, and secondary braking, where the maximum braking power for secondary braking is the engine's current maximum braking power, and the maximum braking power for primary braking is half the maximum braking power for secondary braking) for auxiliary braking with different braking effects.

[0080] For retarders (including hydraulic retarders or eddy current retarders), such as Figure 3 As shown, the maximum braking power of different gears of the retarder can be determined in the following way:

[0081] S301. Determine the engine output torque based on the engine speed.

[0082] S302. Determine the input torque of the retarder based on the engine output torque and the gearbox transmission ratio, and determine the input speed of the retarder based on the engine speed and the gearbox transmission ratio.

[0083] S303. Determine the upper limit of the braking power of the retarder based on the input torque and the input speed of the retarder.

[0084] S304. For any braking gear, determine the braking ratio between the maximum braking power of the braking gear and the upper limit of the braking power of the retarder, and determine the maximum braking power corresponding to the braking gear based on the upper limit of the retarder's braking power and the braking ratio.

[0085] Alternatively, the maximum braking ratio of different braking gears of the retarder can be pre-calibrated, and then for any braking gear, the maximum braking power of the braking gear can be determined directly based on the current engine output power and the maximum braking ratio.

[0086] For motors, such as Figure 4 As shown, the current maximum braking power of the motor can be determined in the following way:

[0087] S401. Determine the remaining charge (State of Charge, SOC) of the power battery of the current motor vehicle.

[0088] S402. Determine whether the remaining power is less than a preset power threshold.

[0089] If the result of step S402 is yes, proceed to step S403; if the result of step S402 is no, proceed to step S404.

[0090] S403. Determine the maximum braking power based on the maximum braking torque of the motor and the current speed of the motor.

[0091] S404. Determine that the current maximum braking power of the motor is 0.

[0092] Furthermore, in step S140, for any first auxiliary braking device, the actual braking gear is selected from the candidate braking gears according to the maximum braking power corresponding to each candidate braking gear. This can be implemented in the following ways.

[0093] As an optional implementation method, such as Figure 5 As shown, for any first auxiliary braking device, the corresponding actual braking gear is selected in the following manner:

[0094] S141. Determine all candidate braking gear combinations. Each candidate braking gear combination includes one candidate braking gear for each of the first auxiliary braking devices.

[0095] S142. Select an actual braking gear combination from the candidate braking gear combinations, and use each candidate braking gear in the actual braking gear combination as the corresponding actual braking gear of the first auxiliary braking device. Wherein, the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination is the smallest.

[0096] For example, a motor vehicle has three first auxiliary braking devices A, B, and C. First auxiliary braking device A has three braking positions: A (neutral), A (position 1), and A (position 2). First auxiliary braking device B has five braking positions: B (neutral), B (positions 1 through 4), and first auxiliary braking device C has six braking positions: C (neutral), C (positions 1 through 5).

[0097] Suppose that when the target braking gears of the first auxiliary braking devices A, B, and C are A gear 2, B gear 3, and C gear 3 respectively: the sum of the maximum braking power of the first auxiliary braking device A at braking gear 1 and the maximum braking power of the second auxiliary braking device is less than the maximum braking power corresponding to the target braking gear A gear 2, then the first auxiliary braking device A has a candidate braking gear A gear 2. The sum of the maximum braking power of the first auxiliary braking device B at braking gear B 2 and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear B gear 3, but the sum of the maximum braking power of the first auxiliary braking device B at braking gear B 1 and the maximum braking power of the second auxiliary braking device is less than the maximum braking power corresponding to the target braking gear B gear 3, then the first auxiliary braking device B has candidate braking gears B gear 2 and B gear 3. The first auxiliary braking device C has candidate braking positions C3 and C2 (the process for determining the candidate braking positions of other first auxiliary braking devices mentioned here and below is the same as that of first auxiliary braking devices A and B, so it will not be repeated here or below). Therefore, the candidate braking position combinations include the following four:

[0098] Candidate braking gear combination 1: {A gear 2, B gear 3, C gear 3}

[0099] Candidate braking gear combination 2: {Gear A 2, Gear B 2, Gear C 3}

[0100] Candidate braking gear combination 3: {A gear 2, B gear 3, C gear 2}

[0101] Candidate braking gear combination 4: {Gear A 2, Gear B 2, Gear C 2}

[0102] Among them, the sum of the maximum braking power corresponding to candidate braking gear combinations 1 to 3 and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power, while the sum of the maximum braking power corresponding to candidate braking gear combination 4 and the sum of the maximum braking power of the second auxiliary braking device are less than the target braking power. Among the candidate braking gears 1 to 3, the sum of the maximum braking power corresponding to candidate braking gear combination 2 is the smallest. Therefore, candidate braking gear combination 2 is taken as the actual braking gear combination, and the actual braking gear of the first auxiliary braking device A is determined to be gear A2, the actual braking gear of the first auxiliary braking device B is determined to be gear B2, and the actual braking gear of the first auxiliary braking device C is determined to be gear C3. In step S150, the first auxiliary braking device A performs auxiliary braking at gear A2, the first auxiliary braking device B performs auxiliary braking at gear B2, and the first auxiliary braking device C performs auxiliary braking at gear C3. Simultaneously, the second auxiliary braking device performs auxiliary braking for kinetic energy recovery.

[0103] Suppose that when the target braking gears of the first auxiliary braking devices A, B, and C are A gear 2, B gear 3, and C gear 3 respectively: First auxiliary braking device A has a candidate braking gear A gear 2, first auxiliary braking device B has a candidate braking gear B gear 3, and first auxiliary braking device C has a candidate braking gear C gear 3. Then, the candidate braking gear combination only includes candidate braking gear combination 1: {A gear 2, B gear 3, C gear 3}, and the sum of the maximum braking power corresponding to candidate braking gear combination 1 and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power. Therefore, the candidate braking gear combination 1 is taken as the actual braking gear combination, and the actual braking gear of the first auxiliary braking device A is determined to be A gear 2, the actual braking gear of the first auxiliary braking device B is B gear 3, and the actual braking gear of the first auxiliary braking device C is C gear 3. In step S150, the first auxiliary braking device A performs auxiliary braking in position A2, the first auxiliary braking device B performs auxiliary braking in position B3, the first auxiliary braking device C performs auxiliary braking in position C3, and the second auxiliary braking device does not perform auxiliary braking.

[0104] For example, if there is only one first auxiliary braking device whose target braking gear is not neutral, the above-mentioned actual braking gear selection process can be simplified as follows:

[0105] S143. For any first auxiliary braking device, select the lowest gear from the candidate braking gears as the actual braking gear.

[0106] Since the first auxiliary braking device, whose target braking gear is neutral, does not participate in auxiliary braking, neutral is directly used as the actual braking gear of the first auxiliary braking device, whose target braking gear is neutral.

[0107] For example, a motor vehicle has one or more first auxiliary braking devices, wherein only the target braking gear of the first auxiliary braking device B is not neutral, and the target braking gear of the first auxiliary braking device B is gear B3.

[0108] Assuming that the candidate braking positions of the first auxiliary braking device B include B position 3 and B position 2, then B position 2 is selected as the actual braking position of the first auxiliary braking device B. In step S150, the first auxiliary braking device B performs auxiliary braking at position 2, while the second auxiliary braking device performs auxiliary braking to recover kinetic energy.

[0109] Assuming that the candidate braking positions of the first auxiliary braking device B only include B position 3, B position 3 is selected as the actual braking position of the first auxiliary braking device B. In step S150, the first auxiliary braking device B performs auxiliary braking at position 3, while the second auxiliary braking device does not perform auxiliary braking.

[0110] In this way, when the vehicle is applying auxiliary braking, the total auxiliary braking power can be ensured to be greater than the target braking power, while the first auxiliary braking device is controlled to provide as little braking power as possible, so that the second auxiliary braking device can provide more braking power, thereby achieving more efficient kinetic energy recovery.

[0111] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, and compared to the previous determination that the auxiliary braking conditions are met, the following occurs: one more first auxiliary braking device is added to the target braking gear, the target braking power increases, the second auxiliary braking device applied braking with a non-zero braking power when the auxiliary braking conditions were met last time, the target braking gear of the first auxiliary braking device that was not neutral when the auxiliary braking conditions were met last time did not change, and the maximum braking power of the second auxiliary braking device did not decrease. Then, as follows... Figure 6 As shown, for any first auxiliary braking device, the corresponding actual braking gear is selected in the following manner:

[0112] S144. Determine the increase in target braking power when the auxiliary braking conditions are met this time, relative to the previous time when the auxiliary braking conditions were met.

[0113] S145. If the first auxiliary braking device was not in neutral when the auxiliary braking conditions were previously determined to be met, the actual braking gear determined when the auxiliary braking conditions were previously met shall be used as the actual braking gear when the auxiliary braking conditions are currently determined to be met. If the first auxiliary braking device is a newly added target braking gear that is not in neutral, the lowest gear shall be selected from the candidate braking gears whose maximum braking power is greater than or equal to the increased value as the actual braking gear.

[0114] For example, a motor vehicle has three first auxiliary braking devices A, B, and C. First auxiliary braking device A has three braking positions: A (neutral), A (position 1), and A (position 2). First auxiliary braking device B has five braking positions: B (neutral), B (positions 1 through 4), and first auxiliary braking device C has six braking positions: C (neutral), C (positions 1 through 5).

[0115] Suppose that, in the previous determination that the auxiliary braking conditions were met, the target braking gears of the first auxiliary braking devices A, B, and C were A (neutral), B (gear 3), and C (neutral), respectively, and the final result was that the first auxiliary braking device A did not perform auxiliary braking, the first auxiliary braking device B performed auxiliary braking in gear B (gear 2), the first auxiliary braking device C did not perform auxiliary braking, and the second auxiliary braking device performed auxiliary braking. In this determination that the auxiliary braking conditions are met, the target braking gears of the first auxiliary braking devices A, B, and C are A (gear 2), B (gear 3), and C (neutral), respectively. If the target braking power is the sum of the maximum braking power corresponding to the target braking gears of each first auxiliary braking device, then the actual braking gear of the first auxiliary braking device A is determined to be A (gear 2), the actual braking gear of the first auxiliary braking device B is B (gear 2), and the actual braking gear of the first auxiliary braking device C is C (neutral). In step S150, the first auxiliary braking device A performs auxiliary braking in gear A2, the first auxiliary braking device B performs auxiliary braking in gear B2, the first auxiliary braking device C does not perform auxiliary braking, and the second auxiliary braking device performs auxiliary braking.

[0116] In this way, when the target braking power of the motor vehicle increases, and the second auxiliary braking device is already performing auxiliary braking, the increase in target braking power can be preferentially allocated to the newly added first auxiliary braking device that is set to perform auxiliary braking, thereby reducing the number of times the gear of other first auxiliary braking devices that are already performing auxiliary braking needs to be adjusted.

[0117] As another optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, then as follows: Figure 7 As shown, for any first auxiliary braking device, the corresponding actual braking gear is selected in the following manner:

[0118] S146. According to the preset priority of the first auxiliary braking device, determine in turn whether the lowest candidate braking gear of the current first auxiliary braking device is the target braking gear.

[0119] S147. For the first auxiliary braking device whose first judgment result is negative, the lowest candidate braking gear is taken as the actual braking gear; and for the remaining first auxiliary braking devices, the target braking gear is taken as the actual braking gear.

[0120] For example, a motor vehicle has three primary auxiliary braking devices, A, B, and C. The preset priorities of these devices, from highest to lowest, are: B, C, A. Primary auxiliary braking device A has three braking positions: A (neutral), A (position 1), and A (position 2). Primary auxiliary braking device B has five braking positions: B (neutral), B (positions 1 through 4), and primary auxiliary braking device C has six braking positions: C (neutral), C (positions 1 through 5). When the target braking positions for primary auxiliary braking devices A, B, and C are A (position 2), B (position 3), and C (position 3), the actual braking positions for these devices are selected using the following steps:

[0121] ① Determine whether the lowest candidate braking gear of the first auxiliary braking device B is gear B3. If not (for example, the lowest candidate braking gear is gear B2), then the lowest candidate braking gear is taken as the actual braking gear of the first auxiliary braking device B, the actual braking gear of the first auxiliary braking device A is gear A2, and the actual braking gear of the first auxiliary braking device C is gear C3. In step S150, the first auxiliary braking device A performs auxiliary braking at gear A2, the first auxiliary braking device B performs auxiliary braking at gear B2, the first auxiliary braking device C performs auxiliary braking at gear C3, and the second auxiliary braking device performs auxiliary braking for kinetic energy recovery. If yes, proceed to step ②.

[0122] ② Determine whether the lowest candidate braking gear of the first auxiliary braking device C is gear C3. If not (for example, the lowest candidate braking gear is gear C2), then the lowest candidate braking gear C2 is taken as the actual braking gear of the first auxiliary braking device C, the actual braking gear of the first auxiliary braking device A is gear A2, and the actual braking gear of the first auxiliary braking device B is gear B3. In step S150, the first auxiliary braking device A performs auxiliary braking at gear A2, the first auxiliary braking device B performs auxiliary braking at gear B3, the first auxiliary braking device C performs auxiliary braking at gear C2, and the second auxiliary braking device performs auxiliary braking for kinetic energy recovery. If yes, proceed to step ③.

[0123] ③ Determine whether the lowest candidate braking gear of the first auxiliary braking device A is gear A2. If not (for example, the lowest candidate braking gear is Aneuver), then the lowest candidate braking gear Aneuver is taken as the actual braking gear of the first auxiliary braking device A, the actual braking gear of the first auxiliary braking device B is gear B3, and the actual braking gear of the first auxiliary braking device C is gear C3. In step S150, the first auxiliary braking device A does not perform auxiliary braking, the first auxiliary braking device B performs auxiliary braking in gear B3, the first auxiliary braking device C performs auxiliary braking in gear C3, and the second auxiliary braking device performs auxiliary braking for kinetic energy recovery. If yes, proceed to step ④.

[0124] ④ Determine the actual braking gear of the first auxiliary braking device A as gear A2, the actual braking gear of the first auxiliary braking device B as gear B3, and the actual braking gear of the first auxiliary braking device C as gear C3. In step S150, the first auxiliary braking device A performs auxiliary braking in gear A2, the first auxiliary braking device B performs auxiliary braking in gear B3, and the first auxiliary braking device C performs auxiliary braking in gear C3, while the second auxiliary braking device does not perform auxiliary braking.

[0125] In the specific implementation process, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, the actual braking gear can be selected by using steps S144-S145 or steps S146-S147. If there is only one first auxiliary braking device whose target braking gear is not neutral, the actual braking gear can be selected by using step S143 as described above.

[0126] In this way, by setting priorities for the first auxiliary braking devices, the first auxiliary braking devices with better performance can be set to higher priority based on factors such as auxiliary braking performance and device lifespan. When multiple first auxiliary braking devices are set by the driver for auxiliary braking, under the premise of ensuring that the second auxiliary braking device can recover kinetic energy as much as possible, the braking power gap between the second auxiliary braking device and the target braking power is preferentially borne by the first auxiliary braking device with higher priority, so as to improve the auxiliary braking effect of the motor vehicle.

[0127] Optionally, the method further includes (not shown in the figure):

[0128] In response to the main braking command, the main braking device is controlled to brake with the main braking power corresponding to the main braking command.

[0129] When the speed of the motor vehicle is determined to be 0, the actual braking gear of all first auxiliary braking devices is set to neutral, and all first auxiliary braking devices are controlled to stop performing auxiliary braking.

[0130] The main braking device can be a mechanical caliper or other braking device.

[0131] In practical implementation, if each first auxiliary braking device is controlled by a corresponding first controller, and the second auxiliary braking device is controlled by a corresponding second controller, then the vehicle auxiliary braking method can be applied to a central controller that controls the first and second controllers. For example, for a hybrid electric vehicle using an engine and a hydraulic retarder as the first auxiliary braking devices, an Electronic Control Unit (ECU) is set as the first controller to control the engine, a hydraulic retarder controller is set as the first controller to control the hydraulic retarder, and a motor controller is set as the second controller to control the motor. The ECU is used to determine the target braking gear set by the driver for the engine based on the corresponding control device, and the hydraulic retarder controller is used to determine the target braking gear set by the driver for the hydraulic retarder based on the corresponding control device. Therefore, the aforementioned vehicle auxiliary braking method can be implemented by the Hybrid Control Unit (HCU). In the corresponding process, based on the working status parameters of the auxiliary braking device corresponding to the working status messages sent by the ECU, hydraulic retarder controller, and motor controller (for example, the working status messages sent by the ECU include working status parameters such as target braking gear, engine speed, and output torque, and the working status messages sent by the hydraulic retarder controller include working status parameters such as target braking gear and braking ratio), after determining the actual braking gear of the engine and hydraulic retarder and whether the motor participates in auxiliary braking, this information is sent to the corresponding ECU, hydraulic retarder controller, and motor controller so that the latter can control the corresponding auxiliary braking device to perform braking.

[0132] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, such as... Figure 8 As shown, it includes:

[0133] Trigger module M1 is used to determine the target braking position of at least one first auxiliary braking device when the auxiliary braking conditions are met; the first auxiliary braking device is an auxiliary braking device without kinetic energy recovery function.

[0134] The gear control module M2 is used to determine the maximum braking power corresponding to each candidate braking gear of the first auxiliary braking device for any of the first auxiliary braking devices; and to select an actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear; wherein the gear level of the candidate braking gear is not higher than the gear level of the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear; the second auxiliary braking device is an auxiliary braking device with kinetic energy recovery function; when the upper limit of the braking power provided by the first auxiliary braking device is fixed, the lower the gear level, the lower the maximum braking power.

[0135] The braking control module M3 is used to control each of the first auxiliary braking devices to brake at the corresponding actual braking gear, so that the motor vehicle brakes with a total auxiliary braking power greater than or equal to the current target braking power of the motor vehicle; wherein, if the actual braking gear of the first auxiliary braking device is a non-target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power.

[0136] As an optional implementation, for any first auxiliary braking device, the actual braking gear is selected from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear, specifically including:

[0137] Identify all candidate braking gear combinations, wherein each candidate braking gear combination includes one candidate braking gear for each of the first auxiliary braking gears;

[0138] Select an actual braking gear combination from the candidate braking gear combinations, and use the candidate braking gears in the actual braking gear combinations as the actual braking gears of the corresponding first auxiliary braking devices; wherein, the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination is the smallest.

[0139] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, and the following occurs when the auxiliary braking conditions are met this time compared to the last time the auxiliary braking conditions are met: one more first auxiliary braking device whose target braking gear is not neutral is added, and the target braking power is increased; the second auxiliary braking device braked with a non-zero braking power when the auxiliary braking conditions were met last time; the target braking gear of the first auxiliary braking device that was not neutral when the auxiliary braking conditions were met last time has not changed; and the maximum braking power of the second auxiliary braking device has not decreased.

[0140] The step of selecting the actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear specifically includes:

[0141] Determine the increase in target braking power when the auxiliary braking conditions are met this time, relative to the previous time the auxiliary braking conditions were met;

[0142] If the first auxiliary braking device is the first auxiliary braking device that was not in neutral when the auxiliary braking conditions were previously determined to be met, the actual braking gear determined when the auxiliary braking conditions were previously determined to be met shall be used as the actual braking gear when the auxiliary braking conditions are currently determined to be met.

[0143] If the first auxiliary braking device is a newly added target braking gear that is not in neutral, the lowest gear is selected from the candidate braking gears whose maximum braking power is greater than or equal to the increased value as the actual braking gear.

[0144] As an optional implementation, the step of selecting an actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear for any first auxiliary braking device specifically includes:

[0145] Determine all candidate braking gear combinations, wherein each candidate braking gear combination includes one candidate braking gear for each first auxiliary braking device;

[0146] Select an actual braking gear combination from the candidate braking gear combinations, and use each candidate braking gear in the actual braking gear combination as the actual braking gear of the corresponding first auxiliary braking device; wherein, the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination and the sum of the maximum braking power of the second auxiliary braking device are greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to each candidate braking gear in the actual braking gear combination is the smallest.

[0147] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, and the following occurs when the auxiliary braking conditions are met this time compared to the last time the auxiliary braking conditions are met: one more first auxiliary braking device whose target braking gear is not neutral is added, and the target braking power is increased; the second auxiliary braking device braked with a non-zero braking power when the auxiliary braking conditions were met last time; the target braking gear of the first auxiliary braking device that was not neutral when the auxiliary braking conditions were met last time has not changed; and the maximum braking power of the second auxiliary braking device has not decreased.

[0148] The step of selecting the actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear specifically includes:

[0149] Determine the increase in target braking power when the auxiliary braking conditions are met this time, relative to the previous time the auxiliary braking conditions were met;

[0150] If the first auxiliary braking device is the first auxiliary braking device that was not in neutral when the auxiliary braking conditions were previously determined to be met, the actual braking gear determined when the auxiliary braking conditions were previously determined to be met shall be used as the actual braking gear when the auxiliary braking conditions are currently determined to be met.

[0151] If the first auxiliary braking device is a newly added target braking gear that is not in neutral, the lowest gear is selected from the candidate braking gears whose maximum braking power is greater than or equal to the increased value as the actual braking gear.

[0152] As an optional implementation, if there are multiple first auxiliary braking devices whose target braking gear is not neutral, then for any one of the first auxiliary braking devices, selecting the actual braking gear from the candidate braking gears based on the maximum braking power corresponding to each candidate braking gear specifically includes:

[0153] According to the preset priority of the first auxiliary braking device, the lowest candidate braking gear of the current first auxiliary braking device is determined in turn to see if it is the target braking gear.

[0154] For the first auxiliary braking device whose first judgment result is negative, the lowest candidate braking gear is taken as the actual braking gear; and for the remaining first auxiliary braking devices, the target braking gear is taken as the actual braking gear.

[0155] Optionally, the first auxiliary braking device includes at least one of the following: an engine, a hydraulic retarder, and an eddy current retarder;

[0156] The second auxiliary braking device includes a motor.

[0157] Optionally, the target braking power is determined based on the target braking gear of each first auxiliary braking device.

[0158] Optionally, the auxiliary braking handling conditions include at least one of the following:

[0159] Reaching the preset cycle;

[0160] It is determined that the target braking gear of at least one of the first auxiliary braking devices has changed;

[0161] Determine that the change in the maximum braking power of at least one of the actual braking gears of the first auxiliary braking device is greater than a preset first threshold.

[0162] The change in the maximum braking power of the second auxiliary braking device is determined to be greater than a preset second threshold.

[0163] The change in the current target braking power of the motor vehicle is determined to be greater than a preset third threshold.

[0164] It should be understood that the above-described embodiments of the electronic device are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. The functional modules in the embodiments may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules. If the integrated module is implemented as a software functional module and sold or used as an independent product, it may be stored in a computer-readable storage medium.

[0165] Since the principle by which the electronic device solves the problem is basically the same as that of the motor vehicle auxiliary braking method, the implementation of the electronic device can be found in the implementation of the motor vehicle auxiliary braking method, and will not be repeated here.

[0166] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, such as... Figure 9 As shown, it includes: a processor 110 and a memory 120 for storing instructions executable by the processor 110;

[0167] The processor 110 is configured to execute the instructions to implement the calibration method for the sensor installed at the intersection.

[0168] In specific implementations, the device may vary significantly due to differences in configuration or performance. It may include one or more processors 110, memory 120, and computer-readable storage media 130. The memory 120 and / or computer-readable storage media 130 may contain one or more application programs 131 or data 132. The memory 120 and / or computer-readable storage media 130 may also contain one or more operating systems 133, such as Windows, Mac OS, Linux, iOS, Android, Unix, FreeBSD, etc. The memory 120 and computer-readable storage media 130 may be temporary or persistent storage. The application program 131 may include one or more of the aforementioned modules (…). Figure 9 (Not shown in the image), each module may include a series of instruction operations. Furthermore, the processor 110 may be configured to communicate with the computer-readable storage medium 130 and execute a series of instruction operations in the computer-readable storage medium 130 on the device. The device may also include one or more power supplies (…). Figure 9 (not shown in the image); one or more network interfaces 140, including wired network interface 141 and / or wireless network interface 142; one or more input / output interfaces 143.

[0169] Based on the same inventive concept, embodiments of the present invention also provide a computer-readable storage medium storing a computer program that, when the computer program code is run on a computer, causes the computer to execute the motor vehicle auxiliary braking method.

[0170] Based on the same inventive concept, this invention also provides a computer program product, which includes computer program code that, when executed on a computer, causes the computer to perform the motor vehicle auxiliary braking method.

[0171] The vehicle auxiliary braking method, device, and computer-readable storage medium provided in this invention, when the driver uses a first auxiliary braking device without kinetic energy recovery function for braking, considers allocating part of the braking power to a second auxiliary braking device with kinetic energy recovery function. When the sum of the braking power provided by the first auxiliary braking device after reducing its braking power and the braking power provided by the second auxiliary braking device can meet the target braking power requirement, the second auxiliary braking device and the first auxiliary braking device after downshifting are used for coordinated braking. This can improve the kinetic energy recovery efficiency while meeting the braking requirements, effectively improve the energy utilization rate of the vehicle, and increase the driving range of the vehicle.

[0172] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0173] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0174] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0175] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0176] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. An auxiliary braking method for a motor vehicle, characterized in that, The motor vehicle includes at least one first auxiliary braking device and a second auxiliary braking device; the first auxiliary braking device is an auxiliary braking device without kinetic energy recovery function; the second auxiliary braking device is an auxiliary braking device with kinetic energy recovery function; the method includes: When it is determined that the auxiliary braking disposal condition is met, determine the target braking gear of the at least one first auxiliary braking device; For any one of the first auxiliary braking devices, respectively determine the maximum braking power corresponding to each candidate braking gear of the first auxiliary braking device; according to the maximum braking power corresponding to each candidate braking gear, select the actual braking gear from the candidate braking gears; wherein, the gear level of the candidate braking gear is not higher than the gear level of the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear; when the upper limit of the braking power provided by the first auxiliary braking device is certain, the lower the gear level of the braking gear, the lower the maximum braking power; Control each of the first auxiliary braking devices to brake at the corresponding actual braking gear, so that the motor vehicle brakes with an auxiliary braking total power greater than or equal to the current target braking power of the motor vehicle; wherein, if the actual braking gear of a first auxiliary braking device is a non-target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power; Wherein, the step of, for any one of the first auxiliary braking devices, selecting the actual braking gear from the candidate braking gears according to the maximum braking power corresponding to each candidate braking gear specifically includes: Determine all candidate braking gear combinations, each of which includes a candidate braking gear of each first auxiliary braking device; select the actual braking gear combination from the candidate braking gear combinations, and use the candidate braking gears in the actual braking gear combination as the actual braking gears of the corresponding first auxiliary braking devices respectively; wherein, the sum of the maximum braking power corresponding to the candidate braking gears in the actual braking gear combination and the maximum braking power of the second auxiliary braking device is greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to the candidate braking gears in the actual braking gear combination is the smallest; Or, If there is one first auxiliary braking device whose target braking gear is not the neutral gear, then: for any first auxiliary braking device, select the lowest gear from the candidate braking gears as the actual braking gear; if there are multiple first auxiliary braking devices whose target braking gear is not the neutral gear, and the following occur when it is determined that the auxiliary braking handling condition is met this time compared to when it was determined that the auxiliary braking handling condition was met last time: one more first auxiliary braking device whose target braking gear is not the neutral gear is added, the target braking power increases, the second auxiliary braking device braked with a non-zero braking power when the auxiliary braking handling condition was met last time, the target braking gear of the first auxiliary braking device that was not in the neutral gear when the auxiliary braking handling condition was met last time did not change, and the maximum braking power of the second auxiliary braking device did not decrease; then: determine the increase value of the target braking power when it is determined that the auxiliary braking condition is met this time compared to when it was determined that the auxiliary braking condition was met last time; if the first auxiliary braking device is the first auxiliary braking device that was not in the neutral gear when the auxiliary braking condition was met last time, use the actual braking gear determined when the auxiliary braking condition was met last time as the actual braking gear when it is determined that the auxiliary braking condition is met this time; if the first auxiliary braking device is the newly added first auxiliary braking device whose target braking gear is not the neutral gear, select the lowest gear from the candidate braking gears whose maximum braking power is greater than or equal to the increase value as the actual braking gear.

2. The method according to claim 1, wherein The first auxiliary braking device includes at least one of the following: an engine, a hydraulic retarder, an eddy current retarder; The second auxiliary braking device includes an electric motor.

3. The method according to claim 1, wherein The target braking power is determined according to the target braking gear of each first auxiliary braking device.

4. The method according to claim 1, wherein The auxiliary braking handling condition includes at least one of the following: Reaching a preset period; Determining that the target braking gear of at least one of the first auxiliary braking devices has changed; Determining that the change value of the maximum braking power of the actual braking gear of at least one of the first auxiliary braking devices is greater than a preset first threshold; Determining that the change value of the maximum braking power of the second auxiliary braking device is greater than a preset second threshold; Determining that the change value of the current target braking power of the motor vehicle is greater than a preset third threshold.

5. An electronic device, characterized in that, Includes: A trigger module, configured to determine the target braking gear of at least one first auxiliary braking device when it is determined that the auxiliary braking handling condition is met; the first auxiliary braking device is an auxiliary braking device without a kinetic energy recovery function; The gear control module is configured to respectively determine the maximum braking power corresponding to each candidate braking gear of said any one of the first auxiliary braking devices; select the actual braking gear from the candidate braking gears according to the maximum braking power corresponding to each candidate braking gear; wherein the gear level of the candidate braking gear is not higher than the gear level of the target braking gear, and the sum of the maximum braking power corresponding to the candidate braking gear and the maximum braking power of the second auxiliary braking device is greater than or equal to the maximum braking power corresponding to the target braking gear; the second auxiliary braking device is an auxiliary braking device with kinetic energy recovery function; when the upper limit of the braking power provided by the first auxiliary braking device is constant, the lower the gear level of the braking gear, the lower the maximum braking power; The braking control module is configured to control each of the first auxiliary braking devices to brake at the corresponding actual braking gear, so that the motor vehicle brakes with an auxiliary braking total power greater than or equal to the current target braking power of the motor vehicle; wherein, if the actual braking gear of a first auxiliary braking device is a non-target braking gear, the second auxiliary braking device performs auxiliary braking with a non-zero power; Wherein, for any one of the first auxiliary braking devices, selecting the actual braking gear from the candidate braking gears according to the maximum braking power corresponding to each candidate braking gear specifically includes: Determine all candidate braking gear combinations, wherein each candidate braking gear combination respectively includes one candidate braking gear of each first auxiliary braking device; select the actual braking gear combination from the candidate braking gear combinations, and use the candidate braking gears in the actual braking gear combination as the actual braking gears of the corresponding first auxiliary braking devices respectively; wherein, the sum of the maximum braking power corresponding to the candidate braking gears in the actual braking gear combination and the maximum braking power of the second auxiliary braking device is greater than or equal to the target braking power, and the sum of the maximum braking power corresponding to the candidate braking gears in the actual braking gear combination is the smallest; Or, If there is only one first auxiliary braking device whose target braking gear is not neutral, then: for any first auxiliary braking device, select the lowest gear from the candidate braking gears as the actual braking gear; if there are multiple first auxiliary braking devices whose target braking gear is not neutral, and compared to the previous determination that the auxiliary braking conditions are met, the following has occurred: one more first auxiliary braking device whose target braking gear is not neutral has been added, the target braking power has increased, and the second auxiliary braking device previously performed braking with a non-zero braking power, and the target braking gear of the first auxiliary braking device that was not neutral in the previous determination that the auxiliary braking conditions were met has not been activated. If the condition changes and the maximum braking power of the second auxiliary braking device does not decrease, then: determine the increase in the target braking power relative to the previous determination that the auxiliary braking conditions are met; if the first auxiliary braking device is not in neutral when the auxiliary braking conditions were met last time, take the actual braking gear determined last time as the actual braking gear when the auxiliary braking conditions are met this time; if the first auxiliary braking device is a newly added target braking gear that is not in neutral, select the lowest gear from the candidate braking gears whose maximum braking power is greater than or equal to the increase value as the actual braking gear.

6. An electronic device, characterized in that, include: A processor and a memory for storing processor-executable instructions; The processor is configured to execute the instructions to implement the motor vehicle auxiliary braking method as described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program code that, when executed on a computer, causes the computer to perform the motor vehicle auxiliary braking method as described in any one of claims 1-4.

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