Brake control method, device and vehicle for a vehicle

Abstract

The application discloses a brake control method and device of a vehicle and the vehicle. The method comprises the following steps: acquiring brake pedal information of the vehicle, wherein the brake pedal information is used for representing the working state of the brake pedal of the vehicle; determining brake demand information of a driver of the vehicle based on the brake pedal information, wherein the brake demand information is used for representing whether the brake demand of the driver to the vehicle is urgent; determining a friction brake auxiliary parameter matched with the brake demand information; adjusting an initial brake demand torque to a regenerative brake demand torque and a friction brake demand torque based on the friction brake auxiliary parameter of the brake pedal, wherein the initial brake demand torque is obtained based on the stroke information of the brake pedal; and controlling the vehicle to brake based on the regenerative brake demand torque and the friction brake demand torque. The application solves the technical problem that the brake torque of the vehicle cannot be reasonably distributed.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle braking control method, a vehicle braking control device and a vehicle. Background Art

[0002] Currently, most vehicles use decoupled regenerative braking systems. Decoupled regenerative braking is usually initiated by the braking system, and multiple signals, such as the motor's regenerative braking demand and motor regenerative capacity, are exchanged with the vehicle control unit (VCU). For electric four-wheel drive systems, the multiple signal exchange logic is complex due to the torque distribution between the front and rear axles of the electric four-wheel drive. Furthermore, the VCU is limited in its functional allocation and mainly focuses on response control. This results in regenerative braking with long delays, slow responses, and poor kinetic energy recovery, resulting in an inability to properly distribute the vehicle's braking torque.

[0003] Currently, no effective solution has been proposed to the above-mentioned problem of being unable to reasonably distribute the braking torque of the vehicle. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle braking control method, device, and vehicle to at least solve the technical problem of being unable to reasonably distribute the braking torque of the vehicle.

[0005] According to one aspect of an embodiment of the present invention, a vehicle braking control method is provided. The method may include: obtaining brake pedal information of the vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determining braking demand information of the vehicle's driver based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determining a friction brake assist parameter that matches the braking demand information; adjusting an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controlling the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque.

[0006] Optionally, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate. Based on the brake pedal information, the braking requirement information of the vehicle's driving object is determined, including: matching the brake pedal opening value and the pedal opening threshold, and matching the brake pedal change rate and the pedal change rate threshold to obtain a matching result; based on the matching result, the braking requirement information is determined.

[0007] Optionally, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is greater than a pedal opening threshold, and the brake pedal change rate is greater than a pedal change rate threshold, determining that the braking requirement information is an emergency braking requirement.

[0008] Optionally, determining a friction braking assist parameter that matches the braking demand information includes: in response to the braking demand information being an emergency braking demand, controlling a motor and a hydraulic system in the vehicle to brake, and determining the friction braking assist parameter to be a first target value.

[0009] Optionally, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to a pedal opening threshold, and the brake pedal change rate is less than or equal to a pedal change rate threshold, determining that the braking requirement information is a non-emergency braking requirement.

[0010] Optionally, determining the friction braking assist parameter that matches the braking demand information includes any one of the following: in response to the braking demand information being a non-emergency braking demand and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake, and determining the friction braking assist parameter to be a first target value; in response to the braking demand information being a non-emergency braking demand and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and the hydraulic system in the vehicle to brake, and determining the quotient between the difference between the speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being a non-emergency braking demand and the speed being greater than the second speed threshold, controlling the motor to brake, and determining the friction braking assist parameter to be a second target value, wherein the second target value is less than the first target value.

[0011] Optionally, based on the friction braking assist parameter of the brake pedal, the initial braking demand torque is adjusted to the regenerative braking demand torque and the friction braking demand torque, including: determining the product of the initial braking demand torque and the friction braking assist parameter as the regenerative braking demand torque, and determining the difference between the initial braking demand torque and the product as the friction braking demand torque.

[0012] Optionally, the vehicle is controlled to brake based on the regenerative braking demand torque and the friction braking demand torque, including: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling a hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0013] According to another aspect of an embodiment of the present invention, a vehicle braking control device is provided. The device may include: an acquisition unit for acquiring brake pedal information of the vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; a first determination unit for determining braking demand information of a driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; a second determination unit for determining a friction braking assist parameter that matches the braking demand information; an adjustment unit for adjusting an initial braking demand torque to a regenerative braking demand torque and a friction braking demand torque based on the friction braking assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and a control unit for controlling the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

[0014] According to another aspect of an embodiment of the present invention, a vehicle is provided, which is used to execute the vehicle braking control method according to an embodiment of the present invention.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device containing the computer-readable storage medium is controlled to execute the vehicle braking control method according to an embodiment of the present invention.

[0016] In an embodiment of the present invention, vehicle brake pedal information is acquired, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; based on the brake pedal information, braking demand information of the vehicle's driver is determined, wherein the braking demand information represents whether the driver's braking demand for the vehicle is urgent; a friction brake assist parameter is determined that matches the braking demand information; an initial braking demand torque is adjusted to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and the vehicle is controlled to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, the embodiment of the present invention determines the braking demand information of the vehicle's driver based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 is a flow chart of a vehicle braking control method according to an embodiment of the present invention;

[0019] Figure 2 is a schematic diagram of a vehicle braking control system architecture according to an embodiment of the present invention;

[0020] Figure 3 is a schematic diagram of another vehicle braking control method according to an embodiment of the present invention;

[0021] Figure 4 is a schematic diagram of a brake torque coordinated control according to an embodiment of the present invention;

[0022] Figure 5 is a schematic diagram of a coordinated control of regenerative braking torque according to an embodiment of the present invention;

[0023] Figure 6 FIG. 4 is a schematic diagram of a vehicle braking control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," and the like in the description of the present invention and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to these processes, methods, products, or apparatus.

[0026] Example 1

[0027] According to an embodiment of the present invention, an embodiment of a vehicle braking control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] Figure 1 FIG. 1 is a flow chart of a vehicle braking control method according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0029] Step S102: Acquire the vehicle's brake pedal information.

[0030] In the technical solution provided in step S102 of the present invention, the vehicle's brake pedal information can be obtained. The brake pedal information can be used to represent the working state of the vehicle's brake pedal, and the brake pedal information can at least include the brake pedal opening value, the brake pedal change rate, and the brake pedal travel information.

[0031] Optionally, this embodiment may collect brake pedal information of the brake pedal in real time through a domain controller (Domain Controller Unit, DCU for short), and may obtain the brake pedal information of the vehicle collected by the DCU.

[0032] Step S104: determining the braking requirement information of the driving object of the vehicle based on the brake pedal information.

[0033] In the technical solution provided in step S104 of the present invention, braking demand information of the driver of the vehicle can be determined based on the acquired vehicle brake pedal information. The braking demand information can be used to indicate whether the driver's braking demand for the vehicle is urgent, and can be, for example, an emergency braking demand or a non-emergency braking demand. This is merely an example and does not impose any specific limitation on the braking demand information.

[0034] Optionally, this embodiment can determine the driver's braking demand information based on the collected brake pedal information. Based on the determined braking demand information, it can be determined whether the driver's braking demand is urgent. When the driver's braking demand is not urgent, one braking system can be controlled to brake the vehicle. When the driver's braking demand is urgent, multiple braking systems can be controlled to brake the vehicle.

[0035] Step S106: Determine friction braking assist parameters that match the braking demand information.

[0036] In the technical solution provided in step S106 of the present invention, a friction brake assist parameter matching the braking demand information can be determined based on the determined braking demand information of the driver. The friction brake assist parameter can be an amplification coefficient of the braking force applied by the brake to the vehicle during friction braking. It can be used to represent the ratio of the braking force generated by the brake under a given braking input to the maximum braking force of the brake itself. It can be represented by λ, for example, λ can be 1. This is for illustration only and does not impose any specific limitation on the value of the friction brake assist parameter.

[0037] Optionally, this embodiment can determine friction brake assist parameters that match the braking demand information based on the determined braking demand information. Based on the determined friction brake assist parameters, the braking torque of multiple braking systems can be distributed to achieve the purpose of efficiently completing the braking control of the vehicle.

[0038] Step S108 : adjusting the initial braking requirement torque to the regenerative braking requirement torque and the friction braking requirement torque based on the friction braking assist parameter of the brake pedal.

[0039] In the technical solution provided in step S108 of the present invention, the initial braking demand torque can be adjusted to the regenerative braking demand torque and the friction braking demand torque based on the determined friction braking assist parameter of the brake pedal. The initial braking demand torque can be obtained based on the travel information of the brake pedal and can be calculated using T brake The regenerative braking required torque can be the torque required for the vehicle to perform regenerative braking, which can be expressed as T reg The friction brake required torque can be the torque required in the friction brake system, which can be expressed as T press express.

[0040] Optionally, in this embodiment, when the driver of the vehicle steps on the brake pedal, the brake pedal travel information can be collected in real time by the DCU, the braking intention of the driver's stepping on the brake pedal can be recognized, and the initial braking demand torque T can be estimated based on the brake pedal travel information. brake Based on the determined initial braking demand torque T brake and friction brake assist parameter λ, the initial braking demand torque can be adjusted to the regenerative braking demand torque T reg and friction brake demand torque T press .

[0041] In step S110 , the vehicle is controlled to brake based on the regenerative braking required torque and the friction braking required torque.

[0042] In the technical solution provided in the above step S110 of the present invention, the vehicle can be controlled to brake based on the regenerative braking required torque and the friction braking required torque.

[0043] Optionally, this embodiment adopts a braking distribution strategy with regenerative braking as the main and friction braking as the auxiliary, controlling the DCU to distribute braking according to vehicle speed, brake pedal opening value, brake pedal change rate and initial braking demand torque, thereby completing braking control of the vehicle.

[0044] Optionally, this embodiment performs demand torque limitation based on the maximum motor braking torque capacity reported in real time by the motor and the maximum friction braking torque capacity reported in real time by the friction braking system. When the motor regeneration capacity or friction braking capacity is insufficient, the braking torque is maximized through coordinated control of the braking torque to ensure braking safety. The maximum motor braking torque capacity can be expressed as T reg_lmt The maximum friction braking torque capacity can be expressed as T press_lmt express.

[0045] In steps S102 to S110 of the present invention, the vehicle's brake pedal information is acquired, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; based on the brake pedal information, braking demand information of the driver of the vehicle is determined, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; a friction brake assist parameter is determined that matches the braking demand information; an initial braking demand torque is adjusted to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and the vehicle is controlled to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, the embodiment of the present invention determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque.

[0046] The above method of this embodiment is further introduced below.

[0047] As an optional embodiment, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate. Step S104 determines the braking requirement information of the vehicle's driving object based on the brake pedal information, including: matching the brake pedal opening value and the pedal opening threshold, and matching the brake pedal change rate and the pedal change rate threshold to obtain a matching result; based on the matching result, determines the braking requirement information.

[0048] In this embodiment, the brake pedal information may include the vehicle's brake pedal opening value and brake pedal change rate. Based on the acquired brake pedal information, the brake pedal opening value in the brake pedal information can be matched with a preset pedal opening threshold, and the brake pedal change rate in the brake pedal information can be matched with a preset pedal change rate threshold to obtain a matching result. Braking demand information can be determined based on the determined matching result. The brake pedal opening value can be the angle of the brake pedal when the driver depresses the brake pedal, for example, 20 degrees (°). This is for example only and is not a specific limitation. The brake pedal change rate can be the amount of change in the brake pedal opening per unit time. The pedal opening threshold can be a preset opening threshold based on the actual brake pedal conditions, for example, 40 degrees (°). This is for example only and is not a specific limitation. The pedal change rate threshold can be a preset change rate threshold based on the actual brake pedal conditions.

[0049] As an optional embodiment, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, determining that the braking requirement information is an emergency braking requirement.

[0050] In this embodiment, when the determined matching result is used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, in response to the matching result being used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, it can be determined that the braking requirement information is an emergency braking requirement.

[0051] Optionally, this embodiment may pre-set a first pedal opening threshold and a second pedal opening threshold, wherein the first pedal opening threshold is greater than the second pedal opening threshold. When the matching result indicates that the brake pedal opening value is greater than the first pedal opening threshold, the braking demand information may be determined to be an emergency braking demand. Alternatively, when the matching result indicates that the brake pedal opening value is greater than the second pedal opening threshold and the brake pedal change rate is greater than the pedal change rate threshold, the braking demand information may also be determined to be an emergency braking demand.

[0052] As an optional embodiment, step S106, determining the friction braking assist parameter that matches the braking demand information, includes: in response to the braking demand information being an emergency braking demand, controlling the motor and hydraulic system in the vehicle to brake, and determining the friction braking assist parameter to be a first target value.

[0053] In this embodiment, when the braking demand information indicates an emergency braking demand, the vehicle's motor and hydraulic system may be controlled to brake in response to the emergency braking demand information, and the friction brake assist parameter may be determined to be a first target value. The first target value may be a value pre-set based on actual vehicle braking conditions, such as 1. This is for illustrative purposes only and is not intended to limit the value of the first target value.

[0054] For example, this embodiment determines whether the driving object has an emergency braking demand based on the brake assist. When the driving object has an emergency braking demand, the motor and hydraulic brake systems are used to brake simultaneously, and the friction brake assist coefficient λ is determined to be 1.

[0055] As an optional embodiment, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, determining that the braking requirement information is a non-emergency braking requirement.

[0056] In this embodiment, when the matching result is used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, it can be determined that the braking requirement information is a non-emergency braking requirement.

[0057] As an optional embodiment, step S106, determining the friction braking assist parameter that matches the braking demand information, includes any one of the following: in response to the braking demand information being a non-emergency braking demand and the vehicle speed being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake, and determining the friction braking assist parameter to be a first target value; in response to the braking demand information being a non-emergency braking demand and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and the hydraulic system in the vehicle to brake, and determining the quotient between the difference between the speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being a non-emergency braking demand and the speed being greater than the second speed threshold, controlling the motor to brake, and determining the friction braking assist parameter to be a second target value, wherein the second target value is less than the first target value.

[0058] In this embodiment, when the braking demand information indicates a non-emergency braking demand and the vehicle speed is less than a first speed threshold, the hydraulic system in the vehicle may be controlled to brake, and a friction brake assist parameter may be determined to be a first target value in response to the braking demand information indicating a non-emergency braking demand and the vehicle speed being greater than the first speed threshold and less than a second speed threshold. When the braking demand information indicates a non-emergency braking demand and the vehicle speed being greater than the first speed threshold and less than the second speed threshold, the motor and hydraulic system in the vehicle may be controlled to brake, and the quotient between the difference between the vehicle speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold may be determined as the friction brake assist parameter. When the braking demand information indicates a non-emergency braking demand and the vehicle speed being greater than the second speed threshold, the motor may be controlled to brake, and the friction brake assist parameter may be determined to be a second target value in response to the braking demand information indicating a non-emergency braking demand and the vehicle speed being greater than the second speed threshold.

[0059] Optionally, the speed of the vehicle can be the distance traveled by the vehicle in a unit of time, which can be represented by v, and the unit is kilometers per hour (km / h). For example, it can be 60 km / h. This is only an example and does not impose a specific limit on the value of the speed. The first speed threshold can be a speed threshold set in advance according to the actual situation of the vehicle, which can be represented by v. thrsh1 For example, it can be 5km / h. This is just an example and does not impose any specific restrictions on the value of the first speed threshold. The second speed threshold is greater than the first speed threshold. The second speed threshold can be a speed threshold set in advance according to the actual situation of the vehicle. thrsh2 For example, it can be 10 km / h. This is for illustration only and does not impose a specific limitation on the value of the second speed threshold. The second target value is less than the first target value. The second target value can be a value pre-set based on the actual braking situation of the vehicle, for example, it can be 0. This is for illustration only and does not impose a specific limitation on the value of the second target value.

[0060] For example, the first target value is preset to 1 and the second target value is preset to 0. When the braking demand information is a non-emergency braking demand and the vehicle speed v is less than the first speed threshold v thrsh1 , that is, v <v thrsh1 When the braking requirement information is a non-emergency braking requirement and the vehicle speed v is greater than the first speed threshold v thrsh1 Less than the second speed threshold v thrsh2 , that is, v thrsh1 <v<v thrsh2When the braking is completed by regenerative braking and friction braking, the vehicle speed v and the first speed threshold v can be determined. thrsh1 The difference is v–v thrsh1 , and the second speed threshold v thrsh2 With the first speed threshold v thrsh1 The difference is v thrsh2 –v thrsh1 , based on the determined difference v–v thrsh1 and v thrsh2 –v thrsh1 , we can determine the quotient between the differences as (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ), and the quotient (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ) is determined as the friction brake assist parameter λ, that is, λ=(v–v thrsh1 ) / (v thrsh2 –v thrsh1 ). When the braking requirement information is a non-emergency braking requirement and the vehicle speed v is greater than the second speed threshold v thrsh2 , that is, v thrsh2 <v时,可以由再生制动完成制动,并将摩擦制动辅助系数λ确定为0,即λ=0。

[0061] As an optional embodiment, step S108 adjusts the initial braking demand torque to the regenerative braking demand torque and the friction braking demand torque based on the friction braking assist parameter of the brake pedal, including: determining the product of the initial braking demand torque and the friction braking assist parameter as the regenerative braking demand torque, and determining the difference between the initial braking demand torque and the product as the friction braking demand torque.

[0062] In this embodiment, based on the determined friction brake assist parameter, the product of the initial brake request torque and the friction brake assist parameter can be determined as the regenerative brake request torque, and the difference between the initial brake request torque and the product can be determined as the friction brake request torque.

[0063] Optionally, based on the determined initial braking demand torque T brake and friction brake assist parameter λ, the initial braking demand torque T brake The product of the two and the friction brake assist parameter λ is determined as the regenerative braking required torque T reg , that is, T reg =λ×T brake Based on the determined initial braking demand torque T brake The product of the initial braking demand torque T brakeThe difference between the product and the friction brake demand torque T press , that is, T press =(1-λ)×T brake .

[0064] As an optional embodiment, step S110 controls the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque, including: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling the hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0065] In this embodiment, based on the regenerative braking demand torque and the first distribution coefficient, multiple motors in the vehicle can be controlled to brake, and / or based on the friction braking demand torque and the second distribution coefficient, the hydraulic system in the vehicle can be controlled to brake. The first distribution coefficient can be used to distribute the regenerative braking torque of each motor, which can be u reg denoted by , which can be a regenerative braking torque distribution coefficient. The hydraulic system can be used to control multiple wheels in a vehicle. The second distribution coefficient is used to distribute the friction braking torque to each wheel and can be denoted by u. It can be either a friction braking torque distribution coefficient or an inter-axle torque distribution coefficient.

[0066] Optionally, to maximize regenerative braking energy, this embodiment can allocate braking power to each wheel based on driving conditions and motor performance, ensuring the entire braking system operates at maximum efficiency. Since motor efficiency directly impacts the vehicle's regenerative braking efficiency, motor efficiency can be allocated, adjusting the output torque ratio of each motor to ensure the motor operating point falls within the most efficient operating range, while ensuring the required torque is met. This, in turn, improves the vehicle's regenerative energy recovery.

[0067] Optionally, this embodiment distributes the motor efficiency using the following formula:

[0068]

[0069]

[0070] P=P fl +P fr +P rl +P rr

[0071] Among them, P flCan be used to indicate the power of the left front motor, P fr Can be used to indicate the power of the right front motor, P rl Can be used to indicate the power of the left rear motor, P rr It can be used to represent the power of the right rear motor, P can be used to represent the total recovery power of the motor, η can be used to represent the working efficiency of the front and rear axle motors, N fl Can be used to indicate the speed of the left front motor, N rl Can be used to indicate the speed of the left rear motor, T fl Can be used to represent the output torque of the left front motor, T rl Can be used to indicate the output torque of the left rear motor.

[0072] Optionally, due to the output torque T of the left front motor fl and the output torque T of the left rear motor rl It can be expressed by the following formula:

[0073] T fr =T fl =u reg ×T reg / 2

[0074] T rr =T rl =(1-u reg )×T reg / 2

[0075] Among them, T fr Can be used to represent the output torque of the right front motor, T rr It can be used to represent the output torque of the right rear motor. Combining the above formula, the regenerative braking torque distribution coefficient u can be calculated reg . Further based on the regenerative braking torque distribution coefficient u reg , the regenerative braking torque of each motor can be distributed. This embodiment can adjust the regenerative braking torque requirements of each front and rear motor according to the regenerative braking capacity of each motor to fully utilize the regenerative braking capacity of the motor.

[0076] Optionally, this embodiment first calculates the friction braking torque distribution coefficient. Since the front and rear wheels lock simultaneously during braking, this is beneficial for both utilizing adhesion conditions and maintaining directional stability during braking. Therefore, to maximize the performance of the braking system, the front and rear axle adhesion coefficients should be as equal as possible during braking to reduce the total utilized adhesion coefficient of the driving and braking wheels and prevent premature locking and skidding of the braking wheels. A dynamic analysis of the vehicle's front and rear axle loads is performed, taking into account vehicle acceleration resistance and slope resistance, while ignoring factors such as air resistance, tire rolling resistance torque, and rotational inertia. The calculation of the front and rear axle loads can be simplified using the following formula:

[0077]

[0078]

[0079] Among them, F zf Can be used to express the vertical load on the front axle, F zr It can be used to represent the vertical load on the rear axle, m can be used to represent the mass of the vehicle, g can be used to represent the acceleration of gravity, h g Can be used to represent the center of mass height, a x It can be used to represent braking deceleration, θ can be used to represent the slope angle, a can be used to represent the distance from the front axle to the center of mass, b can be used to represent the distance from the rear axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, and L=a+b.

[0080] Optionally, in order to improve the longitudinal braking stability of the vehicle, the front and rear axle adhesion coefficients should be as equal as possible, that is, the front and rear axle adhesion coefficients can be expressed by the following formula:

[0081]

[0082] Among them, μ f Can be used to express the front axle adhesion coefficient, μ r Can be used to express the rear axle adhesion coefficient, F xf Can be used to express the horizontal load on the front axle, F xr It can be used to represent the horizontal load on the rear axle. Since the torque distribution coefficient u between the axles can be expressed by the following formula:

[0083]

[0084] In summary, the inter-axle torque distribution coefficient u can be calculated by the following formula:

[0085]

[0086] Among them, a can be used to represent the distance from the front axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, g can be used to represent the acceleration of gravity, θ can be used to represent the slope angle, and a x It can be used to represent braking deceleration. Based on the slope and acceleration, the inter-axle torque distribution coefficient u can be obtained. Based on the inter-axle torque distribution coefficient, the braking torque of the left and right wheels of the rear axle can be evenly distributed.

[0087] Optionally, based on the calculated friction brake demand torque T press And the friction braking torque distribution coefficient u, the friction braking torque can be distributed through the following formula:

[0088] T press_r =u×Tbrake -T reg_r

[0089] T press_f =T press -T press_r

[0090] Among them, T press_r Can be used to represent the output torque of the rear wheel, T press_f Can be used to represent the output torque of the front wheel, T reg_r It can be used to indicate the output torque of the rear motor. Output torque of the rear wheel T press_rl Can be used to represent the output torque of the left rear wheel, T press_rr Can be used to indicate the output torque of the right rear wheel and the output torque of the front wheel T press_fl Can be used to represent the output torque of the left front wheel, T press_fr It can be used to represent the output torque of the right front wheel and the output torque of the rear motor T reg_r =T rr +T rl , T rl Can be used to represent the output torque of the left rear motor, T rr This embodiment adjusts the distribution of friction braking torque requirements for each wheel based on the braking capacity of each wheel, making full use of the friction braking capacity of the system as the main principle, and the algorithm is coordinated with the regenerative braking torque.

[0091] This embodiment obtains brake pedal information from a vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determines braking demand information of the driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determines a friction brake assist parameter that matches the braking demand information; adjusts an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, this embodiment of the present invention determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque.

[0092] Embodiment 2

[0093] The technical solutions of the embodiments of the application will be described below in conjunction with preferred embodiments.

[0094] At present, a decoupling type regenerative braking system is usually used in vehicles. The decoupling type regenerative braking is usually initiated by a braking system and interacts with a VCU through multiple signals such as motor regenerative braking demand and motor regenerative capacity. For an electric four-wheel drive system, due to the involvement of torque distribution of front and rear axles of the electric four-wheel drive system, the logic of multiple signal exchanges is complex, and the VCU is limited by functional distribution and mainly responds to control, resulting in the disadvantages of long delay, slow response and poor kinetic energy recovery of regenerative braking. The current regenerative braking control architecture scheme is not suitable for the requirements of economy and drivability of vehicles, and thus the problem of being unable to reasonably distribute the braking torque of the vehicle exists.

[0095] As an optional example, a four-wheel drive torque distribution method and device based on vertical load distribution are proposed. Since the method does not consider the distribution of regenerative braking and friction braking, the problem of being unable to reasonably distribute the braking torque of the vehicle exists. A regenerative braking control system and method are also proposed. Since the method does not consider the distribution of regenerative braking and friction braking, the problem of being unable to reasonably distribute the braking torque of the vehicle exists. A dynamic torque distribution method based on air braking and electric braking of a new energy engineering vehicle is also proposed. Since the method does not fully consider the torque distribution and coordinated control of front and rear axles, the problem of being unable to reasonably distribute the braking torque of the vehicle exists.

[0096] To solve the above problems, the embodiment proposes a braking control method of a vehicle. The method adopts a control strategy mainly based on motor braking and supplemented by friction braking, fully utilizes the rapid response characteristics of the motor system, effectively reduces the impact caused by friction braking while fully recovering braking energy through motor regenerative braking, and comprehensively improves the economy and drivability of the system, thereby achieving the technical effect of reasonably distributing the braking torque of the vehicle and solving the technical problem of being unable to reasonably distribute the braking torque of the vehicle.

[0097] Figure 2 is a schematic diagram of a braking control system architecture of a vehicle according to the embodiment of the application, as Figure 2As shown, the schematic diagram of the vehicle's brake control system architecture may include a domain controller 201, a friction control system 202, a left rear motor 203, a right rear motor 204, a left front motor 205, and a right front motor 206. The domain controller 201 obtains the real-time braking torque and wheel speed of the friction control system 202 via the CAN bus, as well as the real-time motor torque and motor speed of the left rear motor 203, the right rear motor 204, the left front motor 205, and the right front motor 206 via the Controller Area Network (CAN) bus. Based on the obtained signals, the domain controller 201 performs brake signal analysis and brake system control, distributing the required braking torque and motor torque to the friction control system 202 and the motors, respectively. Furthermore, each motor is mechanically connected to the wheel, and each wheel is hydraulically connected to the friction control system 202. In this embodiment, the DCU recognizes the driver's braking intention and implements vehicle control functions through coordinated control of friction braking and motor regenerative braking, thereby improving the vehicle's economy, safety, and comfort.

[0098] Figure 3 is a schematic diagram of another vehicle braking control method according to an embodiment of the present invention, such as Figure 3 As shown in the figure, when the driver of the vehicle steps on the brake pedal, the brake pedal travel information can be collected in real time through the DCU, the braking intention of the driver's stepping on the brake pedal can be analyzed, and the initial braking demand torque T can be estimated based on the brake pedal travel information. brake This embodiment adopts a braking distribution strategy that prioritizes regenerative braking and supplements friction braking. The DCU controls braking torque distribution based on vehicle speed, brake pedal opening value, brake pedal change rate, and initial braking torque demand. The braking demand information can be determined to be an emergency braking demand when the brake pedal opening value is greater than a first pedal opening threshold. Alternatively, the braking demand information can be determined to be an emergency braking demand when the brake pedal opening value is greater than a second pedal opening threshold and the brake pedal change rate is greater than a pedal change rate threshold.

[0099] When the braking requirement information is an emergency braking requirement, the motor and hydraulic system in the vehicle can be controlled to brake, and the friction brake assist parameter is determined to be 1. When the braking requirement information is a non-emergency braking requirement, and the vehicle speed v is less than the first speed threshold v thrsh1 When the braking requirement information is a non-emergency braking requirement and the vehicle speed v is greater than the first speed threshold v thrsh1 Less than the second speed threshold v thrsh2 When the vehicle speed v is less than the first speed threshold v, the regenerative braking and friction braking can be used to complete the braking. thrsh1 The difference v–vthrsh1 , and the second speed threshold v thrsh2 With the first speed threshold v thrsh1 The difference v thrsh2 –v thrsh1 , the quotient between the two (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ) is determined as the friction brake assist parameter λ. When the braking demand information is a non-emergency braking demand and the vehicle speed v is greater than the second speed threshold v thrsh2 When the braking is completed by regenerative braking, the friction braking assistance coefficient λ is determined to be 0. Based on the determined initial braking demand torque T brake and friction brake assist parameter λ, the regenerative braking demand torque T can be determined reg =λ×T brake and friction brake demand torque T press =(1-λ)×T brake .

[0100] Figure 4 is a schematic diagram of a brake torque coordinated control according to an embodiment of the present invention, such as Figure 4 As shown, according to the maximum motor braking torque capacity T reported by the motor in real time reg_lmt and the maximum friction braking torque capacity T reported in real time by the friction braking system press_lmt The required torque is limited separately. When the motor regenerative capacity or friction braking capacity is insufficient, the total braking required torque is controlled based on the friction braking distribution coefficient to achieve maximum braking torque response of friction braking torque and regenerative braking torque through coordinated control of braking torque to ensure braking safety.

[0101] To maximize the recovery of braking kinetic energy, this embodiment can allocate braking efficiency to each wheel based on driving conditions and motor performance, thereby ensuring that the entire braking system operates at the highest possible efficiency. Since the motor's operating efficiency directly affects the vehicle's regenerative braking efficiency, the motor efficiency can be allocated using the following formula while ensuring that the required torque is met. The output torque ratio of each motor can be adjusted to ensure that the motor operating point falls within the motor's high-efficiency operating area as much as possible, thereby improving the vehicle's regenerative energy recovery:

[0102]

[0103]

[0104] P=P fl +P fr +P rl +P rr

[0105] Among them, Pfl It can be used to represent the power of the left front motor of the motor control unit (Micro Controller Unit, referred to as MCU), P fr Can be used to indicate the power of the right front motor, P rl Can be used to indicate the power of the left rear motor, P rr It can be used to represent the power of the right rear motor, P can be used to represent the total recovery power of the motor, η can be used to represent the working efficiency of the front and rear axle motors, N fl Can be used to indicate the speed of the left front motor, N rl Can be used to indicate the speed of the left rear motor, T fl Can be used to represent the output torque of the left front motor, T rl It can be used to represent the output torque of the left rear motor. fl and the output torque T of the left rear motor rl It can be expressed by the following formula:

[0106] T fr =T fl =u reg ×T reg / 2

[0107] T rr =T rl =(1-u reg )×T reg / 2

[0108] Among them, T fr Can be used to represent the output torque of the right front motor, T rr It can be used to represent the output torque of the right rear motor. Combining the above formula, the regenerative braking torque distribution coefficient u can be calculated reg . Further based on the regenerative braking torque distribution coefficient u reg , the regenerative braking torque of each motor can be distributed.

[0109] Figure 5 is a schematic diagram of a regenerative braking torque coordinated control according to an embodiment of the present invention, such as Figure 5 As shown, the regenerative braking demand torque of each front and rear motor can be adjusted separately according to the regenerative braking capacity of each motor. Based on the regenerative braking torque distribution coefficient, the regenerative braking demand torque is adjusted to the regenerative braking torque of the left rear motor, the regenerative braking torque of the right rear motor, the regenerative braking torque of the left front motor and the regenerative braking torque of the right front motor to fully utilize the regenerative braking capacity of the motor.

[0110] This embodiment first calculates the friction braking torque distribution coefficient. Since the front and rear wheels lock simultaneously during braking, this is beneficial for both utilizing adhesion conditions and maintaining directional stability during braking. Therefore, to maximize the performance of the braking system, the front and rear axle adhesion coefficients should be as equal as possible during braking to reduce the total utilized adhesion coefficient of the driving and braking wheels and prevent premature locking and skidding of the braking wheels. A dynamic analysis of the vehicle's front and rear axle loads is performed, taking into account vehicle acceleration resistance and grade resistance, while ignoring factors such as air resistance, tire rolling resistance torque, and rotational inertia. The calculation of the front and rear axle loads can be simplified using the following formula:

[0111]

[0112]

[0113] Among them, F zf Can be used to express the vertical load on the front axle, F zr It can be used to represent the vertical load on the rear axle, m can be used to represent the mass of the vehicle, g can be used to represent the acceleration of gravity, h g Can be used to represent the center of mass height, a x can be used to represent braking deceleration, θ can be used to represent the slope angle, a can be used to represent the distance from the front axle to the center of mass, b can be used to represent the distance from the rear axle to the center of mass, and L can be used to represent the wheelbase between the front and rear axles, where L = a + b. To improve the longitudinal braking stability of the vehicle, the front and rear axle adhesion coefficients should be as equal as possible. That is, the front and rear axle adhesion coefficients can be expressed by the following formula:

[0114]

[0115] Among them, μ f Can be used to express the front axle adhesion coefficient, μ r Can be used to express the rear axle adhesion coefficient, F xf Can be used to express the horizontal load on the front axle, F xr It can be used to represent the horizontal load on the rear axle. Since the torque distribution coefficient u between the axles can be expressed by the following formula:

[0116]

[0117] In summary, the inter-axle torque distribution coefficient u can be calculated by the following formula:

[0118]

[0119] Among them, a can be used to represent the distance from the front axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, g can be used to represent the acceleration of gravity, θ can be used to represent the slope angle, and a xIt can be used to represent the braking deceleration. Based on the slope and acceleration, the inter-axle torque distribution coefficient u can be obtained. Based on the inter-axle torque distribution coefficient, the braking torque of the left and right wheels of the rear axle can be evenly distributed. Based on the calculated friction braking demand torque T press And the friction braking torque distribution coefficient u, the friction braking torque distribution is performed by the following formula:

[0120] T press_r =u×T brake -T reg_r

[0121] T press_f =T press -T press_r

[0122] Among them, T press_r Can be used to represent the output torque of the rear wheel, T press_f Can be used to represent the output torque of the front wheel, T reg_r This embodiment adjusts the distribution of friction braking torque requirements for each wheel based on the braking capacity of each wheel, taking full advantage of the system's friction braking capacity as the main principle, and the algorithm is coordinated with the regenerative braking torque.

[0123] This embodiment obtains brake pedal information from a vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determines braking demand information of the driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determines a friction brake assist parameter that matches the braking demand information; adjusts an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, this embodiment of the present invention determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque.

[0124] Example 3

[0125] According to an embodiment of the present invention, a vehicle braking control device is further provided. It should be noted that the vehicle braking control device can be used to execute the vehicle braking control method in embodiment 1.

[0126] Figure 6 Schematic diagram of a vehicle braking control device according to an embodiment of the present invention. Figure 6 As shown, the vehicle braking control device 600 may include: an acquisition unit 602 , a first determination unit 604 , a second determination unit 606 , an adjustment unit 608 and a control unit 610 .

[0127] The acquisition unit 602 is configured to acquire brake pedal information of the vehicle, wherein the brake pedal information is used to represent the working state of the brake pedal of the vehicle.

[0128] The first determining unit 604 is configured to determine braking demand information of a driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driver for the vehicle is urgent.

[0129] The second determining unit 606 is configured to determine friction braking assist parameters that match the braking requirement information.

[0130] The adjustment unit 608 is configured to adjust the initial braking requirement torque to the regenerative braking requirement torque and the friction braking requirement torque based on the friction braking assist parameter of the brake pedal, wherein the initial braking requirement torque is obtained based on the travel information of the brake pedal.

[0131] The control unit 610 is configured to control the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

[0132] Optionally, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate, and the first determination unit 604 includes: a first determination module, used to match the brake pedal opening value and the pedal opening threshold, and to match the brake pedal change rate and the pedal change rate threshold to obtain a matching result; a second determination module, used to determine the braking requirement information based on the matching result.

[0133] Optionally, the second determination module includes: a first determination submodule, for determining that the braking requirement information is an emergency braking requirement in response to a matching result indicating that the brake pedal opening value is greater than a pedal opening threshold and the brake pedal change rate is greater than a pedal change rate threshold.

[0134] Optionally, the second determining unit 606 includes: a third determining module, configured to control the motor and hydraulic system in the vehicle to brake in response to the braking requirement information being an emergency braking requirement, and determine the friction braking assist parameter to be a first target value.

[0135] Optionally, the second determining module comprises a second determining submodule, configured to determine that the brake demand information is a non-emergency brake demand in response to the matching result indicating that the brake pedal opening value is less than or equal to the pedal opening threshold value and the brake pedal rate of change is less than or equal to the pedal rate of change threshold value.

[0136] Optionally, the second determining unit 606 comprises any one of the following: a fourth determining module, configured to control the hydraulic system in the vehicle to brake and determine the friction brake assistance parameter as a first target value in response to the brake demand information being a non-emergency brake demand and the speed of the vehicle being less than a first speed threshold value; a fifth determining module, configured to control the motor and the hydraulic system in the vehicle to brake and determine the friction brake assistance parameter as a quotient between a difference between the speed and the first speed threshold value and a difference between a second speed threshold value and the first speed threshold value in response to the brake demand information being a non-emergency brake demand and the speed being greater than the first speed threshold value and less than the second speed threshold value, wherein the second speed threshold value is greater than the first speed threshold value; and a sixth determining module, configured to control the motor to brake and determine the friction brake assistance parameter as a second target value in response to the brake demand information being a non-emergency brake demand and the speed being greater than the second speed threshold value, wherein the second target value is less than the first target value.

[0137] Optionally, the adjusting unit 608 comprises a seventh determining module, configured to determine a product between the initial brake demand torque and the friction brake assistance parameter as the regenerative brake demand torque and determine a difference between the initial brake demand torque and the product as the friction brake demand torque.

[0138] Optionally, the control unit 610 comprises a first control module, configured to control the plurality of motors in the vehicle to brake based on the regenerative brake demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative brake torque of each motor; and / or a second control module, configured to control the hydraulic system in the vehicle to brake based on the friction brake demand torque and a second distribution coefficient, wherein the hydraulic system is used to control a plurality of wheels in the vehicle and the second distribution coefficient is used to distribute the friction brake torque of each wheel.

[0139] In an embodiment of the present invention, the vehicle's brake pedal information is acquired by the acquisition unit 602, wherein the brake pedal information is used to characterize the working state of the vehicle's brake pedal. The first determination unit 604 determines the braking demand information of the vehicle's driving object based on the brake pedal information, wherein the braking demand information is used to characterize whether the driving object's braking demand for the vehicle is urgent. The second determination unit 606 determines the friction braking assist parameters that match the braking demand information. The adjustment unit 608 adjusts the initial braking demand torque to the regenerative braking demand torque and the friction braking demand torque based on the friction braking assist parameters of the brake pedal, wherein the initial braking demand torque is obtained based on the brake pedal stroke information. The control unit 610 controls the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque. That is to say, the embodiment of the present invention determines the braking requirement information of the driving object of the vehicle based on the brake pedal information of the vehicle, and further determines the friction braking assist parameters that match the braking requirement information. Based on the friction braking assist parameters, the initial braking requirement torque can be adjusted to the regenerative braking requirement torque and the friction braking requirement torque. Finally, based on the regenerative braking requirement torque and the friction braking requirement torque, the vehicle is controlled to brake, thereby achieving the technical effect of reasonably distributing the braking torque of the vehicle and solving the technical problem of being unable to reasonably distribute the braking torque of the vehicle.

[0140] Example 4

[0141] According to an embodiment of the present invention, a vehicle is further provided, which is used to execute any one of the vehicle braking control methods in embodiment 1.

[0142] Example 5

[0143] According to an embodiment of the present invention, a computer-readable storage medium is further provided. The storage medium includes a stored program, wherein the program executes the vehicle braking control method in embodiment 1.

[0144] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0145] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0146] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, and can be electrical or other forms.

[0147] The units identified as separate components may or may not be physically separate, and the components identified as displayed as units may or may not be physical units, i.e., they may be located in one place or distributed across multiple units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0148] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0149] If the integrated unit is implemented in the form of a software functional unit and determined to be sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, and other media that can store program code.

[0150] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A vehicle braking control method, characterized in that: include: Acquiring brake pedal information of a vehicle, wherein the brake pedal information is used to represent a working state of the brake pedal of the vehicle; Determining braking demand information of a driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driver for the vehicle is urgent; determining friction brake assist parameters matching the braking demand information; Based on the friction brake assist parameter of the brake pedal, adjusting the initial brake demand torque into the regenerative brake demand torque and the friction brake demand torque, wherein the initial brake demand torque is obtained based on the travel information of the brake pedal; controlling the vehicle to brake based on the regenerative braking requirement torque and the friction braking requirement torque; Determining the friction brake assist parameter that matches the braking demand information includes: in response to the braking demand information being a non-emergency braking demand and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake and determining the friction brake assist parameter to be a first target value; in response to the braking demand information being the non-emergency braking demand and the speed being greater than the first speed threshold and less than a second speed threshold, controlling the motor and the hydraulic system in the vehicle to brake and determining the quotient between the difference between the speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold as the friction brake assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being the non-emergency braking demand and the speed being greater than the second speed threshold, controlling the motor to brake and determining the friction brake assist parameter to be a second target value, wherein the second target value is less than the first target value; Based on the friction braking assist parameter of the brake pedal, the initial braking requirement torque is adjusted to the regenerative braking requirement torque and the friction braking requirement torque, including: determining the product of the initial braking requirement torque and the friction braking assist parameter as the regenerative braking requirement torque, and determining the difference between the initial braking requirement torque and the product as the friction braking requirement torque.

2. The method according to claim 1, characterized in that The brake pedal information includes a brake pedal opening value and a brake pedal change rate of the vehicle. Determining the braking demand information of the driving object of the vehicle based on the brake pedal information includes: Matching the brake pedal opening value with a pedal opening threshold, and matching the brake pedal change rate with a pedal change rate threshold to obtain a matching result; The braking requirement information is determined based on the matching result.

3. The method according to claim 2, characterized in that Determining the braking requirement information based on the matching result includes: In response to the matching result being used to indicate that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, it is determined that the braking request information is an emergency braking request.

4. The method according to claim 3, characterized in that Determining the friction brake assist parameter that matches the braking demand information includes: In response to the braking requirement information being the emergency braking requirement, the motor and the hydraulic system in the vehicle are controlled to perform braking, and the friction brake assist parameter is determined to be a first target value.

5. The method according to claim 2, characterized in that Determining the braking requirement information based on the matching result includes: In response to the matching result being used to indicate that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, the braking request information is determined to be a non-emergency braking request.

6. The method according to claim 1, characterized in that Controlling the vehicle to brake based on the regenerative braking requirement torque and the friction braking requirement torque includes: Controlling a plurality of motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque to each of the motors; and / or Based on the friction braking demand torque and a second distribution coefficient, a hydraulic system in the vehicle is controlled to perform braking, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each of the wheels.

7. A vehicle braking control device, characterized in that: include: an acquiring unit, configured to acquire brake pedal information of a vehicle, wherein the brake pedal information is used to represent a working state of the brake pedal of the vehicle; a first determining unit, configured to determine braking demand information of a driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driver for the vehicle is urgent; a second determining unit, configured to determine a friction braking assist parameter matching the braking demand information; an adjusting unit, configured to adjust an initial braking requirement torque into a regenerative braking requirement torque and a friction braking requirement torque based on a friction braking assist parameter of the brake pedal, wherein the initial braking requirement torque is obtained based on travel information of the brake pedal; a control unit, configured to control the vehicle to brake based on the regenerative braking requirement torque and the friction braking requirement torque; The second determination unit is further configured to determine the friction brake assist parameter that matches the braking demand information through the following steps: in response to the braking demand information being a non-emergency braking demand and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake, and determining the friction brake assist parameter to be a first target value; in response to the braking demand information being the non-emergency braking demand and the speed being greater than the first speed threshold and less than a second speed threshold, controlling the motor and the hydraulic system in the vehicle to brake, and determining a quotient between a difference between the speed and the first speed threshold and a difference between the second speed threshold and the first speed threshold as the friction brake assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being the non-emergency braking demand and the speed being greater than the second speed threshold, controlling the motor to brake, and determining the friction brake assist parameter to be a second target value, wherein the second target value is less than the first target value; The adjustment unit is also used to adjust the initial braking requirement torque to the regenerative braking requirement torque and the friction braking requirement torque based on the friction braking assist parameter of the brake pedal through the following steps: the product of the initial braking requirement torque and the friction braking assist parameter is determined as the regenerative braking requirement torque, and the difference between the initial braking requirement torque and the product is determined as the friction braking requirement torque.

8. A vehicle, characterized in that: Used to execute the vehicle braking control method according to any one of claims 1 to 6.

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