Brake control method, device and apparatus for vehicle

Abstract

The application provides a brake control method, device and equipment of a vehicle. The method comprises: in response to a brake control instruction of the vehicle, determining a target pressure value at a current time corresponding to a control demand represented by the brake control instruction; performing pressure building processing on the brakes of each wheel end of the vehicle according to the target pressure value at the current time; and obtaining brake pressure change information of a first wheel end and brake pressure change information of a second wheel end at the current time; and performing pressure relief processing on the brakes of each wheel end according to the brake pressure change information of the first wheel end at the current time and the brake pressure change information of the second wheel end at the current time, so that the actual pressure value of the brake of each wheel end at the current time after processing is the target pressure value at the current time. The application can inhibit vehicle shaking.

Description

Technical Field

[0001] This application relates to automotive technology, and more particularly to a method, apparatus, and device for braking control of a vehicle. Background Technology

[0002] With the development of vehicle technology, people have increasingly higher requirements for the comfort of driving.

[0003] In the prior art, during vehicle braking, fluctuations in wheel-end brake pressure cause changes in wheel-end braking torque, resulting in vehicle braking vibration and reducing user comfort.

[0004] Therefore, there is an urgent need for a method that can effectively suppress vehicle braking vibration in order to improve user comfort. Summary of the Invention

[0005] This application provides a braking control method, apparatus, and device for a vehicle to suppress braking vibration.

[0006] In a first aspect, this application provides a braking control method for a vehicle, comprising:

[0007] In response to a braking control command for the vehicle, a target pressure value at the current moment is determined corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque.

[0008] Based on the target pressure value at the current moment, pressure build-up processing is performed on the brakes at each wheel end of the vehicle; and the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end are obtained; wherein, the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment.

[0009] Based on the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, the brakes of each wheel end are depressurized so that the actual pressure value of the brake of each wheel end at the current moment after the depressurization is the target pressure value at the current moment.

[0010] Optionally, based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, pressure relief processing is performed on the brakes at each wheel end, including:

[0011] If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then the actual pressure value at the first wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a first difference, and the actual pressure value at the second wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a second difference;

[0012] Based on the first difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief.

[0013] Optionally, based on the first difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief, including:

[0014] Based on the first difference, control information corresponding to the first difference is determined; and based on the second difference, control information corresponding to the second difference is determined; wherein, the control information characterizes the opening degree and duration of the linear normally closed valve;

[0015] Based on the control information corresponding to the first difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the control information corresponding to the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief.

[0016] Optionally, based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, pressure relief processing is performed on the brakes at each wheel end, including:

[0017] If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, then the actual pressure value at the first wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a first difference, and the target pressure value at the current moment is subtracted from the actual pressure value at the second wheel end at the current moment to obtain a third difference;

[0018] Based on the third difference, pressure build-up is applied to each of the wheel ends;

[0019] Based on the sum of the first difference and the third difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

[0020] Optionally, based on the sum of the first difference and the third difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief, including:

[0021] A first data value is obtained based on the sum of the first difference and the third difference; control information corresponding to the first data value is determined based on the first data value; and control information corresponding to the third difference is determined based on the third difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve.

[0022] Based on the control information corresponding to the first data value, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the control information corresponding to the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

[0023] Optionally, based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, pressure relief processing is performed on the brakes at each wheel end, including:

[0024] If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then the target pressure value at the current moment is subtracted from the actual pressure value at the first wheel end at the current moment to obtain the fourth difference value, and the actual pressure value at the second wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain the second difference value;

[0025] Based on the fourth difference, pressure build-up is applied to each of the wheel ends;

[0026] Based on the sum of the fourth difference and the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

[0027] Optionally, based on the sum of the fourth difference and the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief, including:

[0028] A second data value is obtained by summing the fourth difference and the second difference; and control information corresponding to the second data value is determined based on the second data value; and control information corresponding to the fourth difference is determined based on the fourth difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve;

[0029] Based on the control information corresponding to the second data value, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the control information corresponding to the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

[0030] Optionally, based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, pressure relief processing is performed on the brakes at each wheel end, including:

[0031] If the brake pressure change information at the current moment of the first wheel end indicates that the actual pressure value at the current moment of the first wheel end is less than the target pressure value at the current moment, and the brake pressure change information at the current moment of the second wheel end indicates that the actual pressure value at the current moment of the second wheel end is less than the target pressure value at the current moment, then the target pressure value at the current moment is subtracted from the actual pressure value at the current moment of the first wheel end to obtain the fourth difference value, and the target pressure value at the current moment is subtracted from the actual pressure value at the current moment of the second wheel end to obtain the third difference value;

[0032] Based on the relationship between the fourth difference and the third difference, the brakes at each wheel end are depressurized.

[0033] Optionally, based on the relationship between the fourth difference and the third difference, the brakes at each wheel end are depressurized, including:

[0034] If the fourth difference is greater than the third difference, then pressure build-up is performed on each wheel end according to the fourth difference; the difference between the fourth difference and the third difference is determined as the third data value; according to the third data value, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and according to the fourth difference, the linear normally closed valves corresponding to the third wheel end and the linear normally closed valves corresponding to the fourth wheel end are respectively controlled to open for pressure relief.

[0035] If the third difference is greater than the fourth difference, then pressure build-up is performed on each of the wheel ends based on the third difference; the difference between the third difference and the fourth difference is determined as the fourth data value; based on the fourth data value, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the linear normally closed valves corresponding to the fourth wheel end are respectively controlled to open for pressure relief.

[0036] If the third difference is equal to the fourth difference, then pressure build-up is performed on each wheel end according to the third difference; and according to the third difference, the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end are respectively controlled to open for pressure relief.

[0037] Optionally, obtaining the brake pressure change information of the first wheel end and the brake pressure change information of the second wheel end at the current moment among the wheel ends of the vehicle includes:

[0038] The actual pressure value of the first wheel end at the current moment is obtained based on the pressure sensor, and the actual pressure value of the second wheel end at the current moment is obtained based on the pressure sensor.

[0039] Based on the relationship between the actual pressure value of the first wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the first wheel end at the current moment is determined; and based on the relationship between the actual pressure value of the second wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the second wheel end at the current moment is determined.

[0040] Optionally, in response to a braking control command for the vehicle, determining the target pressure value at the current moment corresponding to the control requirement represented by the braking control command includes:

[0041] In response to a braking control command for the vehicle, the pedal push rod length information of the vehicle at the current moment is collected based on the push rod stroke sensor of the vehicle; and the target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined based on the pedal push rod length information of the vehicle at the current moment.

[0042] Alternatively, in response to a braking control command for the vehicle, the vehicle's deceleration at the current moment is determined from the vehicle's chassis domain controller; based on the vehicle's deceleration at the current moment, a target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined.

[0043] Optionally, the braking control command indicates that braking control of the vehicle begins; or, the braking control command indicates that the vehicle is kept in a braking state; or, the braking control command indicates that braking control of the vehicle ends.

[0044] Secondly, this application provides a vehicle braking control device, comprising:

[0045] A determining unit is configured to, in response to a braking control command for a vehicle, determine a target pressure value at the current moment corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque.

[0046] The pressure build-up processing unit is used to perform pressure build-up processing on the brakes at each wheel end of the vehicle according to the target pressure value at the current moment; and to obtain the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end; wherein the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment.

[0047] The pressure relief processing unit is used to perform pressure relief processing on the brakes of each wheel end based on the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, so that the actual pressure value of the brake of each wheel end at the current moment after processing is the target pressure value at the current moment.

[0048] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0049] The memory stores computer-executed instructions;

[0050] The processor executes computer execution instructions stored in the memory to implement the vehicle braking control method as described in any one of the first aspects.

[0051] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the braking control method for a vehicle as described in any of the first aspects.

[0052] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the braking control method for a vehicle as described in any of the first aspects.

[0053] In a sixth aspect, this application provides a chip on which a computer program is stored, and when the computer program is executed by the chip, it implements the vehicle braking control method as described in any of the first aspects.

[0054] The vehicle braking control method, apparatus, and equipment provided in this application, during vehicle braking, builds pressure at each wheel end based on a target pressure value, and then, based on the brake pressure change information at each wheel end that characterizes the brake disc damping voltage (DTV) change, depressurizes each wheel end to ensure that the actual brake pressure at each wheel end is equal to the target pressure value, maintaining stable brake pressure and thus stable braking torque, thereby suppressing vehicle braking vibration. Compared to existing technologies, this method considers the impact of brake disc DTV changes on braking vibration and can effectively suppress vehicle braking vibration. Attached Figure Description

[0055] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0056] Figure 1 This is a schematic diagram of the structure of a disc brake at the wheel end of a vehicle.

[0057] Figure 2 This is a schematic diagram of the structure of a vehicle's hydraulic control system (onebox);

[0058] Figure 3 This is a schematic diagram illustrating how the thickness difference of a brake disc varies with the angle of the brake disc.

[0059] Figure 4 This is a schematic diagram illustrating the change in braking pressure with the angle of the brake disc.

[0060] Figure 5 This is a schematic diagram illustrating the change of braking torque with the angle of the brake disc.

[0061] Figure 6 A schematic flowchart of a vehicle braking control method provided in this application;

[0062] Figure 7 A schematic flowchart of another vehicle braking control method provided in this application;

[0063] Figure 8 A schematic flowchart of another vehicle braking control method provided in this application;

[0064] Figure 9 A schematic flowchart of another vehicle braking control method provided in this application;

[0065] Figure 10 A schematic flowchart of another vehicle braking control method provided in this application;

[0066] Figure 11 A schematic diagram of the structure of a vehicle braking control device provided in this application;

[0067] Figure 12 A schematic diagram of the structure of another vehicle braking control device provided in this application;

[0068] Figure 13 This is a schematic diagram of an electronic device structure provided in this application.

[0069] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0070] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0071] First, let me explain the terms used in this application:

[0072] Brakes are devices that decelerate, stop, or maintain a stopped state of moving parts (or moving machinery). Automobile brakes can be broadly classified into two categories based on their rotating elements: drum brakes and disc brakes.

[0073] Brake disc: is the friction pair of a disc brake.

[0074] Disc Thickness Variation (DTV): The amount of change in the thickness of the brake disc along the circumferential direction.

[0075] Figure 1 This is a schematic diagram of the structure of a disc brake at the wheel end of a vehicle. Figure 1 As shown, the brake includes a brake caliper, a brake disc, and friction pads. It should be noted that all brakes in this application are disc brakes. Figure 2 This is a schematic diagram of the structure of a vehicle's hydraulic control system (onebox). Figure 2 As shown, the hydraulic control system includes a controller, pedals, pushrod stroke sensors, an oil reservoir, a pressure sensor, a PFS simulator, a master cylinder, hydraulic cylinders, and various valves, as well as brakes connected to each wheel end of the vehicle. The various valves mentioned above may include, for example, CSV switching valves, SSV switching valves, PSV switching valves, check valves, normally open valves, linear normally closed valves, etc., and are not limited herein; specific configurations can be made according to actual needs.

[0076] It should be noted that Figure 2 The diagram only uses the left front wheel (LF), left rear wheel (LR), right front wheel (RF), and right rear wheel (RR) for illustration. This application does not limit the wheel end position of the vehicle's brakes; the specific position can be set according to actual needs. It should be noted that... Figure 2 This is merely an illustration of valve location. It should be noted that... Figure 2 The controller is not shown.

[0077] refer to Figure 2 When the user presses the pedal of the vehicle, the controller obtains the length information of the pedal push rod based on the push rod stroke sensor connected to the pedal. The controller generates a target pressure value based on the length information of the push rod and sends it to the motor. The motor pushes the brake fluid in the hydraulic cylinder to flow to the brakes at each wheel end based on the target pressure value.

[0078] For each wheel end, refer to Figure 1 The brake fluid pushes the piston of the brake to move, causing the friction pads to clamp the brake disc, thereby generating braking torque and slowing down the wheels.

[0079] However, during the braking process, fluctuations in brake fluid pressure can cause fluctuations in braking torque, which in turn can lead to vehicle vibration and reduce user comfort.

[0080] In existing technologies, some studies have proposed that when a vehicle experiences braking vibration, the opening degree and duration of the linear normally closed valve in the hydraulic control system can be controlled to regulate the brake fluid backflow of each wheel brake, thereby reducing the fluid pressure at the wheel ends and suppressing vehicle vibration.

[0081] However, the above method only takes into account the case of increased wheel end fluid pressure. If the wheel end fluid pressure decreases, this method cannot solve the problem of fluid pressure fluctuation, and the vehicle will still experience braking vibration.

[0082] Studies have found that when the DTV of the brake discs in each wheel-end brake exceeds a preset threshold (out of tolerance), it causes fluctuations in brake fluid pressure, which in turn leads to changes in the braking torque of the brakes. For example, Figure 3 This is a schematic diagram illustrating how the thickness difference of a brake disc varies with the angle of the brake disc. Figure 4 This is a schematic diagram illustrating the change in braking pressure with the angle of the brake disc. Figure 5 This is a schematic diagram illustrating the variation of braking torque with brake disc angle. (Reference) Figures 3-5 Because the change in brake disc DTV during one rotation of the brake disc is out of tolerance, the brake pressure changes significantly during one rotation of the brake disc, which in turn leads to a significant change in brake torque during one rotation of the brake disc, resulting in brake shudder.

[0083] It should be understood that if the change in brake disc damping volume (DTV) exceeds the preset threshold, there may be two scenarios: First, the brake disc thickness is greater than the reference thickness, and the difference between the two exceeds the preset DTV threshold. In this case, during braking, because the brake disc clamped by the friction pads is thicker than the reference thickness, it will push the piston in the opposite direction, leading to increased brake pressure. Second, the brake disc thickness is less than the reference thickness, and the difference between the two exceeds the preset DTV threshold. In this case, during braking, because the brake disc clamped by the friction pads is thinner than the reference thickness, it will cause decreased brake pressure.

[0084] In view of this, this application proposes a vehicle braking control method that controls the brake pressure at each wheel end based on the brake disc damping volume (DTV) of the wheel-end brakes to ensure that the brake pressure at each wheel end remains consistent, thereby maintaining the stability of the braking torque at each wheel end and suppressing vehicle braking vibration. This method, based on the changes in the brake disc DTV of the vehicle's wheel-end brakes, can simultaneously consider the effects of both increases and decreases in wheel-end pressure on braking vibration, effectively suppressing braking vibration. The executing entity of this application can be the controller of the aforementioned onebox.

[0085] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems will be described in detail below with reference to specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0086] Figure 6This is a flowchart illustrating a vehicle braking control method provided in this application. Figure 6 As shown, the method includes:

[0087] S101. In response to a braking control command for the vehicle, determine a target pressure value at the current moment corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque.

[0088] For example, the above braking control command can represent the braking state of the vehicle by Onebox, that is, it can represent the control requirements of the vehicle. For example, the braking control command can indicate to perform braking control on the vehicle, such as the process of pressing the pedal; it can also indicate to maintain the braking state of the vehicle, such as the process of keeping the pedal pressed; or it can indicate to end the braking control of the vehicle, such as the process of releasing the pedal.

[0089] The braking control command could be triggered, for example, by the user pressing the pedal of the vehicle, causing a change in the value of the vehicle's push rod travel sensor; or it could be generated by the vehicle's chassis domain controller based on environmental data collected by the vehicle's acquisition equipment.

[0090] It should be understood that different braking control commands for a vehicle represent different control requirements, and the corresponding target pressure values ​​are different, which can be determined based on the braking control commands for the vehicle at the current moment.

[0091] In one example, in response to a braking control command on the vehicle, the pedal push rod length information of the vehicle at the current moment is collected based on the push rod travel sensor of the vehicle; based on the pedal push rod length information of the vehicle at the current moment, the target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined. It should be understood that the controller has a preset mapping relationship between the pedal push rod length information and the target pressure value, and based on this mapping relationship, the target pressure value at the current moment corresponding to the control requirement represented by the braking control command can be determined.

[0092] In another example, if the vehicle is in the process of intelligent driving, in response to a braking control command, the vehicle's deceleration at the current moment is determined from the vehicle's chassis domain controller; based on the vehicle's deceleration at the current moment, the target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined. It should be understood that the controller has a preset mapping relationship between vehicle deceleration and target pressure value; based on this mapping relationship, the target pressure value at the current moment corresponding to the control requirement represented by the braking control command can be determined.

[0093] S102. Based on the target pressure value at the current moment, perform pressure build-up processing on the brakes at each wheel end of the vehicle; and obtain the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end; wherein, the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment.

[0094] For example, the controller of the aforementioned onebox controls the motor to push the brake fluid in the hydraulic cylinder to flow into each wheel end of the vehicle to build up pressure according to the target pressure value at the current moment.

[0095] The inventors of this application have discovered that brake vibration is typically caused by the front wheel brakes located near the driver's cab. Therefore, only the variation in the brake disc damping (DTV) of the front wheel brakes located near the driver's cab can be considered here.

[0096] The first wheel end mentioned above could be, for example, the left front wheel of the vehicle, and the second wheel end could be, for example, the right front wheel of the vehicle. It should be noted that this embodiment is only used as an example where the vehicle has four wheels and the left and right front wheels are close to the driver's cab. For vehicles with multiple wheels, a similar method can be adopted, which will not be described in detail here.

[0097] It should be understood that after pressurizing the brakes at each wheel end of the vehicle according to the aforementioned target pressure value, under normal circumstances, the actual pressure value of the brakes at each wheel end should be the target pressure value. Therefore, the state of the brake discs at each wheel end when clamped can be determined by the difference between the actual pressure value and the target pressure value. If the actual pressure value of the brake at that wheel end is greater than the target pressure value, it indicates that the brake disc at that wheel end is clamped at a position that is thicker than the reference thickness; if the actual pressure value of the brake at that wheel end is less than the target pressure value, it indicates that the brake disc at that wheel end is clamped at a position that is thinner than the reference thickness.

[0098] In one example, refer to Figure 2 The system obtains the actual pressure value of the first wheel end at the current moment based on pressure sensor 2, and also obtains the actual pressure value of the second wheel end at the current moment based on pressure sensor 2. Specifically, taking the left front wheel (LF) as an example, the normally open valve of the brake connected to LF can be kept open, while the normally open valves connected to the LR, RF, and RR brakes can be closed. In this case, the data from pressure sensor 2 is the actual pressure value of the first wheel end at the current moment. The threshold for the actual pressure value of the second wheel end at the current moment is similar and will not be described in detail here.

[0099] Based on the relationship between the actual pressure value of the first wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the first wheel end at the current moment is determined; and based on the relationship between the actual pressure value of the second wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the second wheel end at the current moment is determined.

[0100] In another example, each wheel brake is connected to a pressure sensor to test the actual pressure of its respective brake. Based on the target pressure value at the current moment, the brake pressure change information of the first wheel and the brake pressure change information of the second wheel at the current moment can be obtained.

[0101] S103. Based on the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, perform pressure relief treatment on the brakes of each wheel end so that the actual pressure value of the brake of each wheel end at the current moment after the treatment is the target pressure value at the current moment.

[0102] For example, the aforementioned pressure relief treatment of the brakes at each wheel end refers to the Onebox controller generating control information to control the opening degree and duration of the linear normally closed valve connected to the brake at that wheel end, thereby relieving pressure on the brake. The linear normally closed valve connected to the brake at that wheel end can be... Figure 2 11-14 in the middle.

[0103] In one example, the pressure value to be relieved at each wheel end can be obtained based on the brake pressure change information at the current moment at the first wheel end and the brake pressure change information at the current moment at the second wheel end. The controller generates control information for each wheel end based on the pressure value to be relieved at each wheel end, so as to control the opening degree and duration of the linear normally closed valve connected to the brake at that wheel end, and perform pressure relief processing on the brake.

[0104] In this embodiment, during vehicle braking, after pressure is built up at each wheel end based on a target pressure value, pressure change information of the brakes at each wheel end, which characterizes the DTV (disc damping capacity) of the brake disc, is used to depressurize each wheel end. This ensures that the actual pressure of the brakes at each wheel end after depressurization is equal to the target pressure value, maintaining stable brake pressure and thus stable braking torque, thereby suppressing vehicle braking vibration. Compared to existing technologies, this method considers the impact of brake disc DTV changes on braking vibration and can effectively suppress vehicle braking vibration.

[0105] The following explains how to depressurize the brakes at each wheel end based on the brake pressure change information at the current moment of the first wheel end and the brake pressure change information at the current moment of the second wheel end.

[0106] First scenario:

[0107] Figure 7 A schematic flowchart illustrating another vehicle braking control method provided in this application. Figure 7 As shown, if the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, the following steps can be performed:

[0108] S201. Determine the actual pressure value at the current moment of the first wheel end and subtract the target pressure value at the current moment to obtain the first difference value, and determine the actual pressure value at the current moment of the second wheel end and subtract the target pressure value at the current moment to obtain the second difference value.

[0109] S202. Based on the first difference, control the linear normally closed valve corresponding to the first wheel end to open for pressure relief; and based on the second difference, control the linear normally closed valve corresponding to the second wheel end to open for pressure relief.

[0110] As mentioned above, when the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then when the brake discs of the first wheel end and the second wheel segment are clamped, they are clamping a position that is thicker than the reference thickness. Therefore, the brake pressure at the first wheel end and the second wheel end will increase. In order to maintain the brake pressure at the first wheel end and the second wheel end at the target pressure value at the current moment, it is necessary to perform pressure relief treatment on the first wheel end and the second wheel end.

[0111] In one example, step S202 may include:

[0112] S2021. Based on the first difference, determine the control information corresponding to the first difference; and based on the second difference, determine the control information corresponding to the second difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve;

[0113] S2022. Based on the control information corresponding to the first difference, control the linear normally closed valve 11 corresponding to the first wheel end to open for pressure relief; and based on the control information corresponding to the second difference, control the linear normally closed valve 14 corresponding to the second wheel end to open for pressure relief.

[0114] For example, the controller has a preset mapping relationship between the opening degree and duration of the linear normally closed valve and the pressure value. Based on this mapping relationship and the first difference, control information corresponding to the first difference can be generated.

[0115] The second scenario:

[0116] Figure 8 A schematic flowchart illustrating another vehicle braking control method provided in this application. Figure 8 As shown, if the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, the following steps can be performed:

[0117] S301. Determine the actual pressure value at the current moment of the first wheel end and subtract the target pressure value at the current moment to obtain the first difference value, and determine the target pressure value at the current moment and subtract the actual pressure value at the current moment of the second wheel end to obtain the third difference value.

[0118] When the brake pressure change information at the first wheel end indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, then when the brake disc of the brake at the first wheel end is clamped, it clamps a position that is thicker than the reference thickness, therefore, the brake pressure at the first wheel end will increase; when the brake disc of the brake at the second wheel end is clamped, it clamps a position that is thinner than the reference thickness, therefore, the brake pressure at the second wheel end will decrease.

[0119] S302. Based on the third difference, pressure build-up is performed on each wheel end.

[0120] As mentioned above, the brake pressure at the second wheel end will decrease. That is, at the target pressure value at the current moment, the actual pressure value of the brake at the second wheel end is less than the target pressure value. Therefore, it is necessary to perform pressure build-up processing on each wheel end again. For example, based on this third difference, the controller can generate control information to control the motor to drive the hydraulic cylinder to perform pressure build-up processing again.

[0121] S303. Based on the sum of the first difference and the third difference, control the linear normally closed valve corresponding to the first wheel end to open for pressure relief; and based on the third difference, control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief.

[0122] For example, the third wheel end mentioned above could be the left rear wheel, and the fourth wheel end mentioned above could be the right rear wheel.

[0123] As mentioned earlier, after the repressurization process, the actual pressure value of the brake at the first wheel end, compared to the target pressure value, increases by the sum of the first and third differences. Therefore, it is necessary to depressurize the brake at the first wheel end. The actual pressure value of the brake at the second wheel end is exactly the target pressure value, and no treatment is needed. Due to the repressurization, the actual pressure values ​​of the brakes at the third and fourth wheel ends increase by the third difference. Therefore, it is necessary to depressurize the brakes at the third and fourth wheel ends respectively. After the treatment, the actual pressure value of each wheel end is the target pressure value at the current moment.

[0124] In one example, step S303 includes:

[0125] S3031. Obtain a first data value based on the sum of the first difference and the third difference; determine the control information corresponding to the first data value based on the first data value; and determine the control information corresponding to the third difference based on the third difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve.

[0126] For instructions on how to generate control information, please refer to step S2022; they will not be repeated here.

[0127] S3032. According to the control information corresponding to the first data value, control the linear normally closed valve 11 corresponding to the first wheel end to open for pressure relief; and according to the control information corresponding to the third difference, control the linear normally closed valve 13 corresponding to the third wheel end and the linear normally closed valve 12 corresponding to the fourth wheel end to open for pressure relief.

[0128] The third scenario:

[0129] Figure 9 A schematic flowchart illustrating another vehicle braking control method provided in this application. Figure 9As shown, if the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, the following steps can be performed:

[0130] S401. Determine the target pressure value at the current moment minus the actual pressure value at the current moment of the first round end to obtain the fourth difference value, and determine the actual pressure value at the current moment of the second round end minus the target pressure value at the current moment to obtain the second difference value.

[0131] When the brake pressure change information at the first wheel end indicates that the actual pressure value at the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then when the brake disc of the brake at the first wheel end is clamped, it clamps a position that is thinner than the reference thickness, therefore, the brake pressure at the first wheel end will decrease; when the brake disc of the brake at the second wheel end is clamped, it clamps a position that is thicker than the reference thickness, therefore, the brake pressure at the second wheel end will increase.

[0132] S402. Based on the fourth difference, pressure build-up is performed on each wheel end.

[0133] As mentioned above, the brake pressure at the first wheel end will decrease. That is, at the target pressure value at the current moment, the actual pressure value of the brake at the first wheel end is less than the target pressure value. Therefore, it is necessary to re-pressurize each wheel end. For example, based on this fourth difference, the controller can generate control information to control the motor to drive the hydraulic cylinder to re-pressurize.

[0134] S403. Based on the sum of the fourth difference and the second difference, control the linear normally closed valve corresponding to the second wheel end to open for pressure relief; and based on the fourth difference, control the linear normally closed valves corresponding to the third wheel end and the linear normally closed valves corresponding to the fourth wheel end of each wheel end to open for pressure relief.

[0135] As mentioned earlier, after the repressurization process, the actual pressure value of the brake at the first wheel end is exactly the target pressure value, requiring no further processing. The actual pressure value of the brake at the second wheel end, compared to the target pressure value, is increased by the sum of the second and fourth differences, therefore, pressure relief is required for this brake. Due to the repressurization process, the actual pressure values ​​of the brakes at the third and fourth wheel ends are increased by the fourth difference, therefore, pressure relief is required for both the third and fourth wheel ends respectively. After processing, the actual pressure value at each wheel end is the target pressure value at the current moment.

[0136] In one example, step S403 includes:

[0137] S4031. Obtain the second data value based on the sum of the fourth difference and the second difference; determine the control information corresponding to the second data value based on the second data value; and determine the control information corresponding to the fourth difference based on the fourth difference; wherein, the control information characterizes the opening degree and duration of the linear normally closed valve;

[0138] S4032. Based on the control information corresponding to the second data value, control the linear normally closed valve corresponding to the second wheel end to open for pressure relief 14; and based on the control information corresponding to the fourth difference, control the linear normally closed valve 13 corresponding to the third wheel end and the linear normally closed valve 12 corresponding to the fourth wheel end to open for pressure relief.

[0139] The fourth scenario:

[0140] Figure 10 A schematic flowchart illustrating another vehicle braking control method provided in this application. Figure 10 As shown, if the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, the following steps can be performed:

[0141] S501. Determine the target pressure value at the current moment minus the actual pressure value at the current moment of the first round end to obtain the fourth difference value, and determine the target pressure value at the current moment minus the actual pressure value at the current moment of the second round end to obtain the third difference value.

[0142] When the brake pressure change information at the first wheel end indicates that the actual pressure value at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end indicates that the actual pressure value at the current moment is less than the target pressure value at the current moment, then when the brake disc of the brake at the first wheel end is clamped, it clamps a position that is thinner than the reference thickness, therefore, the brake pressure at the first wheel end will decrease; when the brake disc of the brake at the second wheel end is clamped, it clamps a position that is thinner than the reference thickness, therefore, the brake pressure at the second wheel end will decrease.

[0143] S502. Based on the relationship between the fourth difference and the third difference, the brakes at each wheel end are depressurized.

[0144] In one example, case 1: If the fourth difference is greater than the third difference, it means that the actual pressure value of the brake at the first wheel end is less than the actual pressure value of the brake at the second wheel end, that is, the actual pressure of the brake at the first wheel end is smaller. Then, step S502 includes:

[0145] S601. Based on the fourth difference, pressure build-up is performed on each wheel end.

[0146] As mentioned earlier, the brake pressure at both the first and second wheel ends will decrease. That is, at the current target pressure value, the actual brake pressure values ​​at both the first and second wheel ends are less than the target pressure value. Therefore, pressure build-up is required at each wheel end again. In this case, pressure build-up should be based on the lower actual pressure, i.e., the greater the difference between the actual pressure and the target pressure. Therefore, in this situation, pressure build-up is based on the fourth difference.

[0147] S602. Determine the difference between the fourth difference and the third difference as the third data value.

[0148] S603. Based on the third data value, control the linear normally closed valve 14 corresponding to the second wheel end to open for pressure relief; and based on the fourth difference, control the linear normally closed valve 13 corresponding to the third wheel end and the linear normally closed valve 12 corresponding to the fourth wheel end to open for pressure relief.

[0149] As mentioned earlier, after the repressurization process, the actual pressure value of the brake at the first wheel end is exactly the target pressure value, requiring no further processing. The actual pressure value of the brake at the second wheel end, compared to the target pressure value, is increased by the difference between the fourth and third differences, i.e., the third data value. Therefore, the brake at the second wheel end needs to be depressurized. Due to the repressurization process, the actual pressure values ​​of the brakes at the third and fourth wheel ends are increased by the fourth difference; therefore, the brakes at the third and fourth wheel ends need to be depressurized respectively. After processing, the actual pressure value at each wheel end is the target pressure value at the current moment.

[0150] Case 2: If the third difference is greater than the fourth difference, it indicates that the actual pressure value of the brake at the second wheel end is less than the actual pressure value of the brake at the first wheel end, that is, the actual pressure of the brake at the second wheel end is smaller. Then, step S502 includes:

[0151] S701. Based on the third difference, pressure build-up is applied to each wheel end.

[0152] As mentioned above, in this case, pressure should be built up based on the lower actual pressure, that is, the pressure with the greater difference between the actual pressure and the target pressure. Therefore, in this situation, pressure should be built up based on the third difference.

[0153] S702. Determine the difference between the third difference and the fourth difference as the fourth data value.

[0154] S703. Based on the fourth data value, control the linear normally closed valve 11 corresponding to the first wheel end to open for pressure relief; and based on the third difference, control the linear normally closed valve 13 corresponding to the third wheel end and the linear normally closed valve 12 corresponding to the fourth wheel end to open for pressure relief.

[0155] As mentioned earlier, after the re-pressurization process, the actual pressure value of the brake at the first wheel end, compared to the target pressure value, is increased by the difference between the third and fourth differences, i.e., the fourth data value. Therefore, the brake at the first wheel end needs to be depressurized. The actual pressure value of the brake at the second wheel end is exactly the target pressure value, and no processing is required. Due to the re-pressurization, the actual pressure values ​​of the brakes at the third and fourth wheel ends are increased by the third difference. Therefore, the brakes at the third and fourth wheel ends need to be depressurized respectively. After processing, the actual pressure value of each wheel end is the target pressure value at the current moment.

[0156] Case 3: If the third difference equals the fourth difference, it means that the actual pressure value of the brake at the second wheel end is equal to the actual pressure value of the brake at the first wheel end. Therefore, step S502 includes:

[0157] S801. Based on the third difference, pressure build-up is applied to each wheel end.

[0158] Since the third difference and the fourth difference are equal in this case, pressure build-up can be performed on each wheel end based on the third difference or the fourth difference.

[0159] S802. Based on the third difference, control the linear normally closed valve 13 corresponding to the third wheel end and the linear normally closed valve 12 corresponding to the fourth wheel end of each wheel end to open for pressure relief.

[0160] As mentioned earlier, after the repressurization process, the actual pressure value of the brake at the first wheel end is exactly the target pressure value, requiring no further processing; the actual pressure value of the brake at the second wheel end is also exactly the target pressure value, requiring no further processing; however, due to the repressurization process, the actual pressure values ​​of the brakes at the third and fourth wheel ends have increased by a third difference, therefore, it is necessary to depressurize the brakes at the third and fourth wheel ends respectively. After processing, the actual pressure value of each wheel end is the target pressure value at the current moment.

[0161] In this embodiment, based on the relationship between the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, the brakes at each wheel end are depressurized according to different situations. This not only considers the change of brake disc DTV of each wheel end brake, but also the change of brake disc DTV of the left and right wheel ends brake, so that the brake pressure of each wheel end can be maintained at the target pressure value at the current moment, thus suppressing vehicle braking vibration.

[0162] Figure 11 A schematic diagram of a vehicle braking control device provided in this application. The device 20 includes:

[0163] The determining unit 21 is configured to determine, in response to a braking control command for the vehicle, a target pressure value at the current moment corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque.

[0164] The pressure build-up processing unit 22 is used to perform pressure build-up processing on the brakes at each wheel end of the vehicle according to the target pressure value at the current moment; and to obtain the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end; wherein the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment.

[0165] The pressure relief processing unit 23 is used to perform pressure relief processing on the brakes of each wheel end according to the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, so that the actual pressure value of the brake of each wheel end at the current moment after processing is the target pressure value at the current moment.

[0166] The vehicle braking control device provided in this embodiment can execute the vehicle braking control method in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0167] Figure 12 A schematic diagram of another vehicle braking control device provided in this application. The device 30 includes:

[0168] The determining unit 31 is configured to determine, in response to a braking control command for the vehicle, a target pressure value at the current moment corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque.

[0169] The pressure build-up processing unit 32 is used to perform pressure build-up processing on the brakes at each wheel end of the vehicle according to the target pressure value at the current moment; and to obtain the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end; wherein the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment.

[0170] The pressure relief processing unit 33 is used to perform pressure relief processing on the brakes of each wheel end according to the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, so that the actual pressure value of the brake of each wheel end at the current moment after processing is the target pressure value at the current moment.

[0171] In one example, the aforementioned pressure relief unit 33 includes:

[0172] The first determining module 331 is used to determine, when the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, to obtain a first difference value, and to determine, when the brake pressure change information at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, to obtain a second difference value;

[0173] The control module 332 is used to control the linear normally closed valve corresponding to the first wheel end to open for pressure relief based on the first difference; and to control the linear normally closed valve corresponding to the second wheel end to open for pressure relief based on the second difference.

[0174] In one example, the control module 332 mentioned above includes:

[0175] The determination submodule 3321 is used to determine control information corresponding to the first difference based on the first difference; and to determine control information corresponding to the second difference based on the second difference; wherein the control information represents the opening degree and duration of the linear normally closed valve;

[0176] The control submodule 3322 is used to control the linear normally closed valve corresponding to the first wheel end to open for pressure relief based on the control information corresponding to the first difference; and to control the linear normally closed valve corresponding to the second wheel end to open for pressure relief based on the control information corresponding to the second difference.

[0177] In one example, the aforementioned pressure relief unit 33 includes:

[0178] The first determining module 331 is further configured to determine, when the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, to obtain a first difference value, and to determine, when the target pressure value at the current moment is subtracted from the actual pressure value at the second wheel end at the current moment, to obtain a third difference value;

[0179] Pressure building processing module 333 is used to perform pressure building processing on each of the wheel ends according to the third difference;

[0180] The control module 332 is further configured to control the linear normally closed valve corresponding to the first wheel end to open for pressure relief based on the sum of the first difference and the third difference; and to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief based on the third difference.

[0181] In one example, the control module 332 mentioned above includes:

[0182] The determining submodule 3321 is further configured to obtain a first data value based on the sum of the first difference and the third difference; and determine control information corresponding to the first data value based on the first data value; and determine control information corresponding to the third difference based on the third difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve;

[0183] The control submodule 3322 is further configured to control the linear normally closed valve corresponding to the first wheel end to open for pressure relief based on the control information corresponding to the first data value; and to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief based on the control information corresponding to the third difference.

[0184] In one example, the aforementioned pressure relief unit 33 includes:

[0185] The first determining module 331 is further configured to, when the brake pressure change information of the first wheel end at the current moment indicates that the actual pressure value of the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information of the second wheel end at the current moment indicates that the actual pressure value of the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, determine the target pressure value at the current moment minus the actual pressure value of the first wheel end at the current moment to obtain a fourth difference, and determine the actual pressure value of the second wheel end at the current moment minus the target pressure value at the current moment to obtain a second difference;

[0186] The pressure building processing module 333 is also used to perform pressure building processing on each of the wheel ends according to the fourth difference;

[0187] The control module 332 is further configured to control the linear normally closed valve corresponding to the second wheel end to open for pressure relief based on the sum of the fourth difference and the second difference; and to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief based on the fourth difference.

[0188] In one example, the control module 332 mentioned above includes:

[0189] The determining submodule 3321 is further configured to obtain a second data value based on the sum of the fourth difference and the second difference; and determine control information corresponding to the second data value based on the second data value; and determine control information corresponding to the fourth difference based on the fourth difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve;

[0190] The control submodule 3322 is further configured to control the linear normally closed valve corresponding to the second wheel end to open for pressure relief based on the control information corresponding to the second data value; and to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief based on the control information corresponding to the fourth difference value.

[0191] In one example, the aforementioned pressure relief unit 33 includes:

[0192] The first determining module 331 is further configured to determine, when the brake pressure change information at the current moment at the first wheel end indicates that the actual pressure value at the current moment at the first wheel end is less than the target pressure value at the current moment, and the brake pressure change information at the current moment at the second wheel end indicates that the actual pressure value at the current moment at the second wheel end is less than the target pressure value at the current moment, determine that the target pressure value at the current moment is minus the actual pressure value at the current moment at the first wheel end to obtain a fourth difference, and determine that the target pressure value at the current moment is minus the actual pressure value at the current moment at the second wheel end to obtain a third difference;

[0193] The control module 332 is also used to perform pressure relief treatment on the brakes at each wheel end according to the relationship between the fourth difference and the third difference.

[0194] In one example, the control module 332 mentioned above includes:

[0195] When the fourth difference is greater than the third difference, the pressure building submodule 3323 is used to perform pressure building processing on each of the wheel ends according to the fourth difference; the control submodule 3322 is also used to determine the difference between the fourth difference and the third difference as the third data value; according to the third data value, control the linear normally closed valve corresponding to the second wheel end to open for pressure relief processing; and according to the fourth difference, control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief processing respectively;

[0196] When the third difference is greater than the fourth difference, the pressure building submodule 3323 is used to perform pressure building processing on each of the wheel ends according to the third difference; the control submodule 3322 is also used to determine the difference between the third difference and the fourth difference as the fourth data value; according to the fourth data value, control the linear normally closed valve corresponding to the first wheel end to open for pressure relief processing; and according to the third difference, control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief processing respectively;

[0197] When the third difference equals the fourth difference, the pressure building process submodule 3323 is used to perform pressure building process on each of the wheel ends according to the third difference; the control submodule 3322 is also used to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief process according to the third difference.

[0198] In one example, the pressure build-up processing unit 32 described above includes:

[0199] The acquisition module 321 is used to acquire the actual pressure value of the first wheel end at the current moment based on the pressure sensor, and to acquire the actual pressure value of the second wheel end at the current moment based on the pressure sensor;

[0200] The second determining module 322 is used to determine the brake pressure change information of the first wheel end at the current moment based on the relationship between the actual pressure value of the first wheel end at the current moment and the target pressure value at the current moment; and to determine the brake pressure change information of the second wheel end at the current moment based on the relationship between the actual pressure value of the second wheel end at the current moment and the target pressure value at the current moment.

[0201] In one example, the aforementioned determining unit 31 includes:

[0202] The third determining module 311 is used to respond to the braking control command of the vehicle, collect the pedal push rod length information of the vehicle at the current moment based on the push rod stroke sensor of the vehicle, and determine the target pressure value at the current moment corresponding to the control requirement represented by the braking control command based on the pedal push rod length information of the vehicle at the current moment.

[0203] Alternatively, the third determining module 311 is configured to, in response to a braking control command for the vehicle, determine the deceleration of the vehicle at the current moment from the chassis domain controller of the vehicle; and, based on the deceleration of the vehicle at the current moment, determine the target pressure value at the current moment corresponding to the control requirement represented by the braking control command.

[0204] In one example, the braking control command indicates that braking control of the vehicle is initiated; or, the braking control command indicates that the vehicle is kept in a braking state; or, the braking control command indicates that braking control of the vehicle is terminated.

[0205] The vehicle braking control device provided in this embodiment can execute the vehicle braking control method in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0206] Figure 13 This is a schematic diagram of an electronic device structure provided in this application. Figure 13 As shown, the electronic device 900 may include at least one processor 901 and a memory 902. The electronic device may be the aforementioned controller.

[0207] The memory 902 is used to store programs. Specifically, the program may include program code, which includes computer operation instructions.

[0208] The memory 902 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0209] The processor 901 is used to execute computer execution instructions stored in the memory 902 to implement the vehicle braking control method described in the foregoing method embodiments. The processor 901 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0210] The electronic device 900 may also include a communication interface 903, through which it can communicate and interact with external devices. External devices may be, for example, computers, tablets, etc.

[0211] In practical implementation, if the communication interface 903, memory 902, and processor 901 are implemented independently, they can be interconnected via a bus to complete communication. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not imply that there is only one bus or one type of bus.

[0212] Optionally, in a specific implementation, if the communication interface 903, memory 902, and processor 901 are integrated on a single chip, then the communication interface 903, memory 902, and processor 901 can communicate through an internal interface.

[0213] This application also provides a computer-readable storage medium, which may include various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk. Specifically, the computer-readable storage medium stores computer-executable instructions, which are used for the vehicle braking control method in the above embodiments.

[0214] This application also provides a computer program product including executable instructions stored in a readable storage medium. At least one processor of an electronic device 900 can read the executable instructions from the readable storage medium, and the at least one processor executes the executable instructions to cause the electronic device 900 to implement the methods provided in the various embodiments described above.

[0215] This application also provides a chip on which a computer program is stored, and when the computer program is executed by the chip, it implements the methods provided in various embodiments.

[0216] This application also provides a vehicle equipped with the aforementioned hydraulic control system, the hydraulic control system including the aforementioned controller, the controller being capable of implementing the methods provided in the various embodiments described above.

[0217] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0218] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A braking control method for a vehicle, characterized in that, The method includes: In response to a braking control command for the vehicle, a target pressure value at the current moment is determined corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque. Based on the target pressure value at the current moment, pressure build-up processing is performed on the brakes at each wheel end of the vehicle; and the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end are obtained; wherein, the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment. Based on the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, the brakes of each wheel end are depressurized so that the actual pressure value of the brake of each wheel end at the current moment after the depressurization is the target pressure value at the current moment. If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, then the actual pressure value at the first wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a first difference, and the target pressure value at the current moment is subtracted from the actual pressure value at the second wheel end at the current moment to obtain a third difference; Based on the third difference, pressure build-up is applied to each of the wheel ends; Based on the sum of the first difference and the third difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

2. The method according to claim 1, characterized in that, Based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, the brakes at each wheel end are depressurized, and the depressurization process is further included: If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then the actual pressure value at the first wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a first difference, and the actual pressure value at the second wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain a second difference; Based on the first difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief.

3. The method according to claim 2, characterized in that, Based on the first difference, the normally closed linear valve corresponding to the first wheel end is controlled to open for pressure relief. Based on the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief, including: Based on the first difference, control information corresponding to the first difference is determined; and based on the second difference, control information corresponding to the second difference is determined; wherein, the control information characterizes the opening degree and duration of the linear normally closed valve; Based on the control information corresponding to the first difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the control information corresponding to the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief.

4. The method according to claim 1, characterized in that, Based on the sum of the first difference and the third difference, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief, including: A first data value is obtained based on the sum of the first difference and the third difference; control information corresponding to the first data value is determined based on the first data value; and control information corresponding to the third difference is determined based on the third difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve. Based on the control information corresponding to the first data value, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the control information corresponding to the third difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

5. The method according to claim 1, characterized in that, Based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, the brakes at each wheel end are depressurized, and the depressurization process is further included: If the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is less than the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is greater than or equal to the target pressure value at the current moment, then the target pressure value at the current moment is subtracted from the actual pressure value at the first wheel end at the current moment to obtain the fourth difference value, and the actual pressure value at the second wheel end at the current moment is subtracted from the target pressure value at the current moment to obtain the second difference value; Based on the fourth difference, pressure build-up is applied to each of the wheel ends; Based on the sum of the fourth difference and the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

6. The method according to claim 5, characterized in that, Based on the sum of the fourth difference and the second difference, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief, including: A second data value is obtained by summing the fourth difference and the second difference; and control information corresponding to the second data value is determined based on the second data value; and control information corresponding to the fourth difference is determined based on the fourth difference; wherein the control information characterizes the opening degree and duration of the linear normally closed valve; Based on the control information corresponding to the second data value, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and based on the control information corresponding to the fourth difference, the linear normally closed valves corresponding to the third wheel end and the fourth wheel end are respectively controlled to open for pressure relief.

7. The method according to claim 1, characterized in that, Based on the brake pressure change information at the first wheel end and the brake pressure change information at the second wheel end at the current moment, the brakes at each wheel end are depressurized, and the depressurization process is further included: If the brake pressure change information at the current moment of the first wheel end indicates that the actual pressure value at the current moment of the first wheel end is less than the target pressure value at the current moment, and the brake pressure change information at the current moment of the second wheel end indicates that the actual pressure value at the current moment of the second wheel end is less than the target pressure value at the current moment, then the target pressure value at the current moment is subtracted from the actual pressure value at the current moment of the first wheel end to obtain the fourth difference value, and the target pressure value at the current moment is subtracted from the actual pressure value at the current moment of the second wheel end to obtain the third difference value; Based on the relationship between the fourth difference and the third difference, the brakes at each wheel end are depressurized.

8. The method according to claim 7, characterized in that, Based on the relationship between the fourth difference and the third difference, the brakes at each wheel end are depressurized, including: If the fourth difference is greater than the third difference, then pressure build-up is performed on each wheel end according to the fourth difference; the difference between the fourth difference and the third difference is determined as the third data value; according to the third data value, the linear normally closed valve corresponding to the second wheel end is controlled to open for pressure relief; and according to the fourth difference, the linear normally closed valves corresponding to the third wheel end and the linear normally closed valves corresponding to the fourth wheel end are respectively controlled to open for pressure relief. If the third difference is greater than the fourth difference, then pressure build-up is performed on each of the wheel ends based on the third difference; the difference between the third difference and the fourth difference is determined as the fourth data value; based on the fourth data value, the linear normally closed valve corresponding to the first wheel end is controlled to open for pressure relief; and based on the third difference, the linear normally closed valves corresponding to the third wheel end and the linear normally closed valves corresponding to the fourth wheel end are respectively controlled to open for pressure relief. If the third difference is equal to the fourth difference, then pressure build-up is performed on each wheel end according to the third difference; and according to the third difference, the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end are opened to perform pressure relief.

9. The method according to any one of claims 1-8, characterized in that, Obtain the brake pressure change information of the first wheel end and the brake pressure change information of the second wheel end at the current moment, including: The actual pressure value of the first wheel end at the current moment is obtained based on the pressure sensor, and the actual pressure value of the second wheel end at the current moment is obtained based on the pressure sensor. Based on the relationship between the actual pressure value of the first wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the first wheel end at the current moment is determined; and based on the relationship between the actual pressure value of the second wheel end at the current moment and the target pressure value at the current moment, the brake pressure change information of the second wheel end at the current moment is determined.

10. The method according to any one of claims 1-8, characterized in that, In response to a braking control command for the vehicle, determining the target pressure value at the current moment corresponding to the control requirement represented by the braking control command includes: In response to a braking control command for the vehicle, the pedal push rod length information of the vehicle at the current moment is collected based on the push rod stroke sensor of the vehicle; and the target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined based on the pedal push rod length information of the vehicle at the current moment. Alternatively, in response to a braking control command for the vehicle, the vehicle's deceleration at the current moment is determined from the vehicle's chassis domain controller; based on the vehicle's deceleration at the current moment, a target pressure value at the current moment corresponding to the control requirement represented by the braking control command is determined.

11. The method according to any one of claims 1-8, characterized in that, The braking control command indicates that braking control of the vehicle is initiated; or, the braking control command indicates that the vehicle is kept in a braking state; or, the braking control command indicates that braking control of the vehicle is terminated.

12. A braking control device for a vehicle, characterized in that, The device includes: A determining unit is configured to, in response to a braking control command for a vehicle, determine a target pressure value at the current moment corresponding to the control requirement represented by the braking control command; wherein the braking control command indicates a control requirement for braking the vehicle, and the target pressure value is used to instruct the brakes at each wheel end of the vehicle to generate braking torque. The pressure build-up processing unit is used to perform pressure build-up processing on the brakes at each wheel end of the vehicle according to the target pressure value at the current moment; and to obtain the brake pressure change information at the current moment for the first wheel end and the brake pressure change information at the current moment for the second wheel end; wherein the brake pressure change information represents the difference between the actual pressure value at the wheel end at the current moment and the target pressure value at the current moment. The pressure relief processing unit is used to perform pressure relief processing on the brakes of each wheel end according to the brake pressure change information of the first wheel end at the current moment and the brake pressure change information of the second wheel end at the current moment, so that the actual pressure value of the brake of each wheel end at the current moment after processing is the target pressure value at the current moment. The pressure relief unit includes: The first determining module is configured to determine the difference between the actual pressure value at the first wheel end and the target pressure value at the current moment if the brake pressure change information at the first wheel end at the current moment indicates that the actual pressure value at the first wheel end at the current moment is greater than or equal to the target pressure value at the current moment, and the brake pressure change information at the second wheel end at the current moment indicates that the actual pressure value at the second wheel end at the current moment is less than the target pressure value at the current moment, to obtain a first difference, and to determine the difference between the target pressure value at the current moment and the actual pressure value at the second wheel end at the current moment to obtain a third difference. The pressure build-up processing module is used to perform pressure build-up processing on each of the wheel ends based on the third difference; The control module is used to control the linear normally closed valve corresponding to the first wheel end to open for pressure relief based on the sum of the first difference and the third difference; and to control the linear normally closed valve corresponding to the third wheel end and the linear normally closed valve corresponding to the fourth wheel end to open for pressure relief based on the third difference.

13. An electronic device, characterized in that, The electronic device includes: a processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the braking control method for the vehicle as described in any one of claims 1-11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the braking control method for a vehicle as described in any one of claims 1 to 11.

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