Braking Method, Device, Electronic Device, Vehicle and Medium

Abstract

A braking method includes obtaining the braking torque of a wheel, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on the change amount of the braking torque of the wheel, wherein the change amount of the braking torque is equal to the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque. This method realizes the coordinated control between the friction braking and the energy recovery braking during the emergency braking process, can make full use of the energy recovery to quickly respond to the braking demand, has a faster control response speed and a higher energy recovery rate, and enhances the stability of the vehicle during the emergency braking. There is also provided a device, an electronic device, a vehicle for implementing this method, and a storable medium storing this method.

Description

Technical Field

[0001] The present invention relates to the field of braking technology, and particularly to a braking method, device, electronic device, vehicle, and medium. Background Art

[0002] With the development of new energy technologies, some pure electric or hybrid vehicles have adopted a coordinated regenerative braking system (CRBS). When the driver releases the drive pedal or presses the brake pedal, the system recovers the kinetic energy lost during vehicle braking, generates electricity through the drive motor, and stores the recovered energy in the power battery for subsequent acceleration, thereby increasing the driving range.

[0003] In the existing energy recovery strategies, there are situations where signals of the anti-lock braking system (ABS) or other control systems interfere with the braking torque. Some coordination methods attempt to balance energy recovery while ensuring vehicle stability. However, these methods do not consider the differences between the drive motor that executes the energy recovery torque and the braking components that execute the friction torque, making it difficult to control vehicle stability and resulting in low energy recovery efficiency. Summary of the Invention

[0004] Embodiments of the present application provide a solution for vehicle braking. This solution takes into account the characteristics of the drive motor that executes the energy recovery torque and the braking components that execute the friction torque, distributes the braking demand torque in an optimal manner to the energy recovery braking torque and the friction braking torque, and provides coordinated control between wheel anti-lock and energy recovery.

[0005] According to a first aspect of the present application, a vehicle braking method is provided, including: obtaining the braking demand torque of a wheel; and determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel based on the change amount of the braking demand torque of the wheel, where the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque. In this way, coordinated control between friction braking and energy recovery braking during emergency braking can be achieved, and energy recovery is fully utilized to quickly respond to the braking demand. Compared with traditional solutions, this method has higher energy recovery efficiency, faster control response, and enhanced vehicle body stability during emergency braking.

[0006] In some embodiments of the first aspect, determining the change in the regenerative braking torque of a wheel and the change in the frictional braking torque may include: If the change rate of the braking demand torque is greater than or equal to a threshold change rate, determining the change in the regenerative braking torque of the wheel and the change in the frictional braking torque based on a first preset ratio between the change in the regenerative braking torque and the change in the frictional braking torque. Based on this approach, when there are rapid fluctuations in the braking demand torque, it is possible to balance and coordinate frictional braking and regenerative braking. The torque response of the drive motor and the hydraulic pressure relief response of the frictional braking actuator are balanced in terms of their ability to reduce the braking torque. Therefore, when the demand torque drops significantly, regenerative braking and frictional braking can be well coordinated. When the braking demand torque increases rapidly, the drive motor and the frictional brake can execute at full capacity to cooperate with the rapid increase in the braking torque.

[0007] In some embodiments of the first aspect, determining the change in the regenerative braking torque of a wheel and the change in the frictional braking torque may include: If the vehicle speed is greater than or equal to a threshold vehicle speed and the wheel speed is greater than or equal to a threshold wheel speed, determining the change in the regenerative braking torque of the wheel and the change in the frictional braking torque based on a second preset ratio between the change in the regenerative braking torque and the change in the frictional braking torque, where the second preset ratio is greater than the first preset ratio. Based on this approach, when the vehicle speed or the wheel speed is relatively high and the drive motor speed is relatively high, which is beneficial for regenerative braking, regenerative braking is preferentially used for braking.

[0008] In some embodiments of the first aspect, determining the change in the regenerative braking torque of a wheel and the change in the frictional braking torque may include: If the road surface adhesion coefficient is greater than or equal to a threshold coefficient, determining the change in the regenerative braking torque of the wheel and the change in the frictional braking torque based on a third preset ratio between the change in the regenerative braking torque and the change in the frictional braking torque, where the third preset ratio is less than the first preset ratio. Based on this approach, when the conditions for regenerative braking are poor and the road surface conditions are good, frictional braking is preferentially used.

[0009] In some embodiments of the first aspect, obtaining the braking demand torque of a wheel includes obtaining the braking demand torque from an anti-lock braking system (ABS). The method may further include making the regenerative braking torque of the wheel less than the upper limit value of the regenerative torque before the ABS is enabled. Based on this approach, it is possible to reserve available space for the regenerative braking torque, thereby being able to meet the significantly fluctuating braking demand torque.

[0010] In some embodiments, the upper limit value is determined based on the current maximum charging power of the vehicle battery and the current maximum regenerative torque of the motor. Based on this approach, it is possible to accurately and real-time determine the maximum regenerative braking torque to ensure the reliability of braking.

[0011] In some embodiments of the first aspect, the method may further include: reducing the frictional braking torque in response to the vehicle exiting the emergency braking state. In some embodiments, the method may further include: after the frictional braking torque is reduced to zero, controlling the braking or coasting of the vehicle by controlling the regenerative braking torque. Based on this manner, the emergency braking can be smoothly exited, and the sense of jerk is avoided.

[0012] In some embodiments of the first aspect, the method may further include determining that the vehicle exits the emergency braking state in response to the decrease amount of the travel of the brake pedal being greater than a preset value within a preset time, the travel of the brake pedal being less than a preset travel, or receiving an indication of the end of the automatic emergency braking. Based on this manner, the change of the vehicle state can be determined in time to facilitate maintaining the stability of the vehicle during braking.

[0013] In some embodiments of the first aspect, the method may be executed by at least one of an intelligent braking controller of the vehicle, a drive motor controller of the vehicle, or a vehicle integrated controller. When the intelligent braking controller of the vehicle executes the method, the delay in obtaining the braking demand via the communication line is relatively low, and the braking response can be made in time.

[0014] When the drive motor controller of the vehicle executes the method, the response delay of the drive motor torque can be further reduced, and the frictional braking torque is not as sensitive to the communication delay as the drive motor torque. Thus, the influence of the communication time delay on the overall control effect is further reduced, a better control effect is obtained, and the stability of the vehicle is improved.

[0015] When the vehicle integrated controller executes the method, since the vehicle integrated controller has higher computing power, the control period can be shortened, and the same communication line can make the braking controller and the drive motor controller have the same communication time delay. Thus, the corresponding time delay is uniformly compensated during the control process, thereby obtaining a better control effect and improving the stability of the vehicle.

[0016] According to the second aspect of the present application, a method for braking a vehicle is further provided. The method includes: in response to the emergency braking of the vehicle, increasing the frictional braking torque of the wheel when the regenerative braking torque of the wheel has reached its upper limit value; and in response to the decrease in the growth rate of the braking demand torque of the wheel, reducing the regenerative braking torque from the upper limit value and continuing to increase the frictional braking torque, wherein the sum of the regenerative braking torque and the frictional braking torque is the braking demand torque. Based on this manner, the available space of the regenerative braking torque can be reserved, so that the braking demand torque with large fluctuations can be satisfied.

[0017] In some embodiments of the second aspect, the method may further include: determining an upper limit value of the energy recovery braking torque based on the current maximum charging power of the vehicle battery and the current maximum recovery torque of the motor. In this way, the maximum energy recovery torque can be accurately and real-time determined to ensure braking reliability.

[0018] In some embodiments of the second aspect, the method may further include determining that the vehicle undergoes emergency braking in response to an increase in the travel of the brake pedal within a preset time being greater than a preset value, the travel of the brake pedal being greater than or equal to a preset travel, or receiving an indication to enable automatic emergency braking. In this way, the change in the vehicle state can be determined in a timely manner to facilitate maintaining the stability of the vehicle.

[0019] In some embodiments of the second aspect, the method may further include: determining the energy recovery braking torque executed by the motor based on the energy recovery braking torque of one wheel and the energy recovery braking torque of another wheel; and determining the frictional braking torque for execution by the friction disc based on the braking demand torque of the wheel and the energy recovery braking torque executed by the motor. In this way, the executable energy recovery torque and frictional braking torque can be determined from the energy recovery braking torques of a set of wheels, so as to drive the motor and the friction actuator to complete actual braking.

[0020] In some embodiments of the second aspect, reducing the energy recovery braking torque includes: reducing the energy recovery braking torque to a preset torque, the preset torque being determined based on at least one of the upper limit value of the energy recovery braking torque and the braking demand torque. In this way, the energy recovery braking torque can be maintained within a better range, so as to more flexibly meet the change in the braking demand torque.

[0021] In some embodiments of the second aspect, the method may further include: reducing the frictional braking torque while keeping the energy recovery braking torque substantially unchanged in response to the vehicle exiting emergency braking. In some embodiments, after the frictional braking torque is reduced to zero, the braking or coasting of the vehicle is controlled by controlling the energy recovery braking torque. In this way, the vehicle can smoothly exit emergency braking, avoiding a sense of jerk.

[0022] In some embodiments of the second aspect, the method may further include determining that the vehicle exits the emergency braking state in response to a decrease in the travel of the brake pedal within a preset time being greater than a preset value, the travel of the brake pedal being less than a preset travel, or receiving an indication that the automatic emergency braking ends. In this way, the change in the vehicle state can be determined in a timely manner to facilitate maintaining the stability of the vehicle during braking.

[0023] In some embodiments of the second aspect, the method may further include: in response to the activation of the anti-lock braking system (ABS) of the vehicle: obtaining the braking demand torque of the wheel from the ABS, and determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel based on the change amount of the braking demand torque of the wheel, where the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque. Based on this manner, coordinated control between friction braking and energy recovery braking during emergency braking can be achieved, and energy recovery can be fully utilized to quickly respond to a significantly changing braking demand.

[0024] In some embodiments of the second aspect, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the change rate of the braking demand torque is greater than or equal to a threshold change rate, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a first preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque. Based on this manner, when there is a rapid fluctuation in the braking demand torque, friction braking and energy recovery can be balanced and coordinated. The torque response of the drive motor and the hydraulic pressure relief response of the friction braking actuator are balanced in terms of the ability to reduce the braking torque. Therefore, when the demand torque drops significantly, energy recovery and friction braking can be well coordinated. When the braking demand torque increases significantly, the drive motor and the friction brake can fully execute to cooperate with the rapid increase in the braking torque.

[0025] In some embodiments of the second aspect, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may further include: if the vehicle speed is greater than or equal to a threshold vehicle speed and the wheel speed is greater than or equal to a threshold wheel speed, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a second preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, where the second preset ratio is greater than the first preset ratio. Based on this manner, under the condition that the vehicle speed is relatively high and the drive motor speed is relatively high, which is beneficial for energy recovery, energy recovery is preferentially used for braking.

[0026] In some embodiments of the second aspect, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel may include: if the road surface adhesion coefficient is greater than or equal to a threshold coefficient, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a third preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, where the third preset ratio is less than the first preset ratio. Based on this manner, when the energy recovery condition is poor and the road surface condition is good, friction braking is preferentially used.

[0027] In some embodiments of the second aspect, the method is performed by at least one of the following: an intelligent braking controller of the vehicle; a drive motor controller of the vehicle; or a vehicle integrated controller.

[0028] According to a third aspect of the present application, there is provided an electronic device, including: at least one processing unit; at least one memory, the at least one memory being coupled to the at least one processing unit and storing instructions for execution by the at least one processing unit, the instructions, when executed by the at least one processing unit, causing the electronic device to perform the method according to the first aspect or the second aspect of the present application.

[0029] According to a fourth aspect of the present application, there is provided a braking device. The braking device includes a braking demand acquisition unit. The braking demand acquisition unit is configured to acquire the braking demand torque of a wheel. The braking device further includes a control unit. The control unit is configured to determine a change amount of the energy recovery braking torque and a change amount of the friction braking torque of the wheel based on a change amount of the braking demand torque of the wheel, wherein the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque.

[0030] According to a fifth aspect of the present application, there is provided a braking device, including a control unit. The control unit is configured to increase the friction braking torque of the wheel when the energy recovery braking torque of the wheel has reached an upper limit value in response to an emergency braking of the vehicle. The control unit is further configured to reduce the energy recovery braking torque from the upper limit value and continue to increase the friction braking torque in response to a decrease in the growth rate of the braking demand torque of the wheel, wherein the sum of the energy recovery braking torque and the friction braking torque is the braking demand torque. According to a sixth aspect of the present application, there is provided a vehicle, the vehicle including the braking device according to the fourth aspect or the fifth aspect of the present application.

[0031] According to a seventh aspect of the present application, there is provided a computer-readable storage medium, having stored thereon a computer program, the computer program, when executed by a processor, implementing the method according to the first aspect or the second aspect of the present application.

[0032] According to an eighth aspect of the present application, there is provided a computer program product, including computer-executable instructions, wherein the computer-executable instructions, when executed by a processor, implement the method according to the first aspect or the second aspect of the present application.

[0033] It should be understood that the content described in the Summary of the Invention section is not intended to limit the key or important features of the embodiments of the present application, nor is it used to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In conjunction with the accompanying drawings and with reference to the following detailed description, the above and other features, advantages, and aspects of the embodiments of the present application will become more apparent. In the drawings, the same or similar reference numerals denote the same or similar elements, where:

[0035] Figure 1 FIG. 4 shows a schematic diagram of a vehicle system architecture provided by an embodiment of the present application;

[0036] Figure 2 FIG. 8 shows a schematic diagram of a wire-controlled braking and electric drive system provided by an embodiment of the present application;

[0037] Figure 3 FIG. 12 shows a schematic diagram of a braking system provided by an embodiment of the present application;

[0038] Figure 4 FIG. 16 shows a schematic flowchart of a process for braking a vehicle provided by an embodiment of the present application;

[0039] Figure 5 FIG. 20 shows a schematic flowchart of another process for braking a vehicle provided by an embodiment of the present application;

[0040] Figure 6 FIG. 24 shows a schematic flowchart of an entry process for coordinated control of ABS and energy recovery provided by an embodiment of the present application;

[0041] Figure 7 FIG. 28 shows Figure 6 a schematic curve graph of the braking torque varying with time according to the entry process shown;

[0042] Figure 8 FIG. 34 shows a schematic flowchart of an exit process for coordinated control of ABS and energy recovery provided by an embodiment of the present application;

[0043] Figure 9 FIG. 38 shows Figure 8 a schematic curve graph of the braking torque varying with time according to the exit process shown;

[0044] Figure 10 FIG. 44 shows a schematic flowchart of a process for braking a vehicle provided by an embodiment of the present application;

[0045] Figure 11 FIG. 48 shows a schematic flowchart of a process for coordinated control of ABS and energy recovery provided by an embodiment of the present application;

[0046] Figure 12 FIG. 52 shows a schematic curve graph of the coordinated control process of ABS and energy recovery when the vehicle is about to stop according to an embodiment of the present application;

[0047] Figure 13Shows a schematic curve diagram of the coordinated control process of ABS and energy recovery on a high - adhesion road surface according to an embodiment of the present application;

[0048] Figure 14 Shows a schematic curve diagram of the coordinated control process of ABS and energy recovery on a low - adhesion road surface according to an embodiment of the present application;

[0049] Figure 15 Shows a schematic curve diagram of the process of exiting ABS midway during braking on a high - adhesion road surface according to an embodiment of the present application;

[0050] Figure 16 Shows a schematic diagram of another braking system provided by an embodiment of the present application;

[0051] Figure 17 Shows a schematic diagram of yet another braking system provided by an embodiment of the present application;

[0052] Figure 18 Shows a schematic block diagram of a braking device according to an embodiment of the present application;

[0053] Figure 19 Shows a schematic block diagram of another braking device according to an embodiment of the present application. Detailed implementation manners

[0054] The embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Instead, these embodiments are provided to more thoroughly and completely understand the present application. It should be understood that the drawings and embodiments of the present application are only for exemplary purposes and are not used to limit the protection scope of the present application.

[0055] In the description of the embodiments of the present application, the term "including" and its similar terms should be understood as open inclusion, that is, "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first", "second", etc. may refer to different or the same objects. There may also be other explicit and implicit definitions below.

[0056] For ease of understanding, the description of the present application first introduces the relevant terms and concepts that may be involved in the embodiments.

[0057] Anti-Lock Braking System (ABS): When a general vehicle brakes emergently or brakes on an icy or snowy road surface, the wheels tend to lock up. Wheel lock-up causes problems such as an increase in braking distance and loss of steering intention. The ABS system determines the wheel lock-up situation based on vehicle speed and wheel speed, and appropriately reduces the braking force at the wheels that tend to lock up to achieve the anti-lock function.

[0058] Cooperative Regenerative Braking System (CRBS): The vehicle dynamically distributes the frictional braking torque and the motor energy recovery braking torque according to the driver's braking demand and the states of systems such as the motor and battery.

[0059] Autonomous Emergency Braking (AEB): When the vehicle encounters a sudden dangerous situation or the distance from the vehicle in front or a pedestrian is less than the safe distance, it actively brakes to avoid or reduce collision accidents such as rear-end collisions.

[0060] Vehicle Control Unit (VCU): The central control unit of the vehicle and the core of the entire control system. The VCU collects the states of the motor and battery, collects the accelerator pedal signal, the brake pedal signal, the actuator and sensor signals, and makes corresponding judgments based on comprehensive analysis of the driver's intention. It is responsible for vehicle driving control, accessory management, energy management, fault handling, information interaction, etc.

[0061] Motor Control Unit (MCU): Controls the rotation state of the motor according to the received instructions to drive the vehicle or perform energy recovery, etc.

[0062] Intelligent Brake Unit (IBU): Distributes the frictional braking torque and the energy recovery torque on each wheel according to the vehicle state and the braking torque demand to ensure the stability and energy recovery efficiency during vehicle braking.

[0063] Intelligent Pedal Unit (IPU): Identifies the driver's braking intention based on the driver's actions on the brake pedal to ensure the stability and energy recovery efficiency during vehicle braking.

[0064] Integrated Booster: The integrated booster is the core of the braking system, which integrates an Electronic Control Unit (ECU), a pedal travel sensor, a master cylinder, a motor, a push rod mechanism, etc. The intelligent braking unit and the intelligent pedal unit can be integrated into the integrated booster.

[0065] Battery Management System (BMS): It intelligently manages and maintains battery units, prevents overcharging and over-discharging of the battery, extends the service life of the battery, and monitors the battery status, etc. BMS generally has functions such as voltage measurement, energy balancing, SOC calculation, and battery status monitoring.

[0066] State Of Charge (SOC): The ratio of the remaining capacity of the battery to its fully charged capacity, usually expressed as a percentage. Generally, the value range is from 0 to 1. When SOC = 0, it means the battery is completely discharged, and when SOC = 1, it means the battery is fully charged.

[0067] It should be noted that the introduction of the above terms and concepts is only for helping understanding and usage, and should not be construed as a limitation to the embodiments of the present application.

[0068] Hereinafter, in conjunction with Figures 1 to 19 the braking method and system provided by the embodiments of the present application will be described.

[0069] Vehicles are undergoing electrification, networking, and intelligent transformations. For vehicles, each system including the braking system is also facing changes and upgrades. The structural changes and functional upgrades of the braking system are closely related to the innovation of the vehicle architecture. Specifically, hereinafter, in conjunction with Figure 1 each system of the vehicle will be described.

[0070] Figure 1 FIG. is a schematic diagram of a vehicle 100 provided by an embodiment of the present application. The vehicle 100 may include various subsystems, such as an infotainment system 110, a perception system 120, a decision control system 130, a drive system 140, and a computing platform 150. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and component of the vehicle 100 may be interconnected by wired or wireless means.

[0071] For a vehicle, the braking system 135 is one of the most critical systems, which is directly related to the overall performance of the vehicle and the safety of the lives and property of the occupants. The braking system 135 can be used to control the speed of the vehicle 100. The braking system 135 can slow down the rotation speed of the wheels 144 through friction. Friction braking is sometimes also referred to as hydraulic braking in this article. In some embodiments, the braking system 135 can also have an energy recovery braking function.

[0072] In addition, the braking system 135 can also control the speed of the vehicle 100 in other ways. For the energy recovery braking function, when the vehicle decelerates or brakes, a part of the mechanical energy of the vehicle can be converted into electrical energy by the motor and stored in the battery, and at the same time, a part of the braking force is generated to achieve the deceleration or braking of the vehicle. When the vehicle accelerates again, the motor converts the energy stored in the battery back into the kinetic energy for the vehicle to travel. However, due to challenges such as braking intensity limitations faced by energy recovery braking, it cannot meet the requirements of all braking conditions. Therefore, the hydraulic braking system still has high application value in new energy vehicles.

[0073] The development of vehicles in terms of intelligence provides more possibilities for the function development of the braking system. As Figure 1 shown, the vehicle 100 provided by the embodiments of the present application can be configured in a fully or partially autonomous driving mode. For example: the vehicle 100 can obtain the surrounding environment information through the perception system 120, and based on the analysis of the surrounding environment information, obtain an autonomous driving strategy to achieve full autonomous driving, or present the analysis result to the user to achieve partial autonomous driving. In some embodiments, the vehicle 100 can adjust its own vehicle speed by perceiving its surrounding environment. The surrounding environment can include traffic participants such as other vehicles and / or pedestrians, and can also include roads, infrastructure, or other objects. In some examples, the vehicle 100 can autonomously identify the surrounding environment and determine its own vehicle speed according to the information of the objects in the environment (such as speed, acceleration, distance from the vehicle itself, etc.).

[0074] The improvement of vehicles in terms of computing and control resources provides more choices for the design of braking system control methods. As Figure 1 shown, some or all functions of the vehicle 100 provided by the embodiments of the present application are controlled by the computing platform 150. The computing platform 150 can control the various functions of the vehicle 100 based on the inputs received from various subsystems (for example, the drive system 140, the perception system 120, and the decision control system 130). Especially for the braking system 135, the computing platform 150 can bring more possibilities for the function development of the braking system 135. For example, the computing platform 150 can control the braking system 135 according to the input from the decision control system 130 to avoid collisions with obstacles detected by the perception system 120.

[0075] The following will describe the computing platform 150 in conjunction with Figure 1 The computing platform 150 includes at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. In some embodiments, the computing platform 150 can also be multiple computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner.

[0076] For the computing platform 150 as shown in Figure 1 the processor 151 therein can be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 can also include, for example, a graphic process unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof. Although Figure 1The functional diagram shows a processor, a memory, and other components, but those of ordinary skill in the art should understand that the processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be stored within the same physical housing. For example, the memory may be a hard disk drive or other storage medium located within a housing different from the computer. Thus, a reference to a processor or computer will be understood to include a reference to a collection of processors or computers or memories that may or may not operate in parallel. Instead of using a single processor to perform the steps described herein, some components such as the steering component and the braking component may each have their own processor that only performs calculations related to component-specific functions. In various aspects described herein, the processor may be located remote from the vehicle and communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor disposed within the vehicle while others are executed by a remote processor, including taking the necessary steps to perform a single maneuver. In some embodiments, the memory 152 may contain instructions 153, e.g., program logic. The instructions 153 may be executed by the processor 151 to perform various functions of the vehicle 100. The memory 152 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the infotainment system 110, the perception system 120, the decision control system 130, and the drive system 140. In some embodiments, in addition to the instructions 153, the memory 152 may also store data, such as road maps, route information, the position, direction, speed of the vehicle, and other such vehicle data, as well as other information. This information may be used by the vehicle 100 and the computing platform 150 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0077] It should be noted that Figure 1 it should not be construed as a limitation on the embodiments of the present application. Optionally, one or more of the above components may be separately installed or associated with the vehicle 100. For example, the memory 152 may exist partially or completely separately from the vehicle 100. The above components may be communicatively coupled together in a wired and / or wireless manner. Optionally, the above components are only an example, and in actual applications, the components in each of the above modules may be added, deleted, or re-divided according to actual needs. Additionally, the above vehicle 100 may be a passenger vehicle, a commercial vehicle, a motorcycle, a special vehicle (such as a fire truck, an ambulance, a mining vehicle, a road construction vehicle, etc.), a rail vehicle, a ship, an aircraft, etc., and the embodiments of the present application do not make a particular limitation.

[0078] Braking and driving are the core control functions of a vehicle, used to achieve longitudinal control of the vehicle, enabling the vehicle to accelerate, decelerate, or maintain a certain speed. Figure 2A schematic diagram of a wire brake and an electric drive system 200 is provided.

[0079] The brake and electric drive system includes: a brake caliper 201, a friction disc 202, a rear drive shaft 203, a rear drive motor 204, a brake fluid pipe 205, an integrated booster 206, a chassis communication line 207, a front drive motor 208, a front drive shaft 209, and a vehicle controller 210.

[0080] The integrated booster 206 is the core of the brake system, integrating an electronic control unit (ECU) (not shown for clarity), a pedal travel sensor, a master brake cylinder, a motor, a push rod mechanism, etc. In this article, the electronic control unit in the integrated booster is sometimes also referred to as an intelligent brake controller. The brake pedal can be rigidly connected to the integrated booster 206, and the integrated booster 106 is connected to the brake caliper 101 through the brake fluid pipe 105.

[0081] The vehicle controller 210 is the core of the drive system, and is connected to the front drive motor 208 and the rear drive motor 204 respectively through controller area network (CAN) communication. The front drive motor 108 is connected to the wheels through the front drive shaft 209, and the rear drive motor 204 is connected to the wheels through the rear drive shaft 203.

[0082] During the driving implementation process, the driver steps on the electronic throttle. The vehicle controller 210 collects the opening of the electronic throttle, calculates the torque commands of the front and rear motors, and sends them to the drive motor controllers (MCUs) (not shown for clarity) of the front drive motor 208 and the rear drive motor 204 through CAN. The front drive motor 208 and the rear drive motor 204 generate torque, which is connected to the wheels through the front drive shaft 109 and the rear drive shaft 103, driving the wheels to run forward.

[0083] During the braking implementation process, the driver steps on the brake pedal. The push rod mechanism of the integrated booster 106 generates a displacement. The pedal travel sensor detects the displacement of the push rod mechanism and sends the displacement signal to the ECU. The ECU calculates the torque that the booster motor should generate, and then the transmission mechanism of the booster motor converts the torque into a braking force. The braking force and the push rod force generated by the brake pedal through the push rod mechanism act together on the master brake cylinder, and are jointly converted into hydraulic pressure in the master brake cylinder. The brake fluid with hydraulic pressure acts on the brake caliper 201 through the brake fluid pipe 205. Braking is achieved by clamping the brake friction disc 202.

[0084] When braking and driving need to be coordinated, the vehicle controller 210 receives the driving instructions of the integrated booster 206, and after calculation, sends them to the front drive motor 108 and the rear drive motor 104 respectively to execute the modified driving torque. Alternatively, the coordination of braking and driving can also be achieved by the drive motor controller and the electronic control unit of the integrated booster 206.

[0085] Of course, in addition to Figure 2 the possible layout provided, the wire-controlled braking and driving system can also adopt other layouts in the vehicle. For example, the vehicle can have one drive motor (front-wheel drive or rear-wheel drive). Another example is that the integrated booster 206 and the vehicle controller 210 can be arranged at other positions of the vehicle. Another example is that when the vehicle includes a larger number of wheels, such as when the vehicle includes six wheels, the wire-controlled braking and driving system can also include more brake lines. Therefore, it should be noted that Figure 2 the possible layout of the wire-controlled braking and driving system provided only as an embodiment of the present application should not be construed as a limitation to the embodiments of the present application.

[0086] Thus, through the above description, it can be understood that the development trends of electrification, networking, and intelligence have put forward higher requirements for the reliability and safety of vehicle braking systems. Typically, in order to improve the driving experience of users and increase the cruising range, some electric vehicles adopt a coordinated regenerative braking function (CRBS). When the driver releases the drive pedal or presses the brake pedal, a part of the braking torque generates electricity through the drive motor, and the recovered energy is stored in the power battery, while the other part applies frictional force on the wheels through the hydraulic braking system, thereby meeting the braking requirements. However, when existing electric vehicles perform emergency braking or activate the ABS, there is no energy recovery or a simple energy recovery strategy is adopted, which not only wastes energy but also cannot maintain vehicle stability. And due to the lack of energy recovery, a large frictional braking torque needs to be output, resulting in the need to build a high hydraulic pressure inside the integrated booster, reducing the mechanical life of the integrated booster.

[0087] In view of this, the present application provides a solution for controlling the braking of a vehicle when emergency braking occurs or the ABS is activated. In this solution, once the vehicle enters emergency braking or the ABS state, the regenerative braking torque and the frictional braking torque are coordinated and adjusted to meet the changing braking demand torque, and effective energy recovery can be performed while ensuring vehicle stability.

[0088] Figure 3 The schematic diagram of the braking system provided by the embodiment of the present application is shown. The following combines Figure 3 to describe the system composition, connection relationship, integration method, interface setting, control relationship, etc. of the braking system 300.

[0089] The braking system 300 includes an intelligent pedal unit 310 and an intelligent braking unit 320. In the intelligent pedal unit 310, the brake pedal 312 is coupled with a braking intention acquisition module 314, whereby the braking intention acquisition module 314 can collect information related to the driver's braking behavior based on the driver's actions on the brake pedal 312. The braking intention determination module 314 can include various solenoid valve drives, motor drives, and various signal processing and control output interfaces. The braking intention acquisition module 314 can receive measurement or detection signals from various sensors, such as environmental conditions, driver input, braking system status, etc., and control the braking characteristics of the braking system through calculation and judgment. In some embodiments, the braking intention acquisition module 314 can be used to collect the speed, stroke, and pressure information established therefrom of the driver stepping on the brake pedal 312 collected in the current and several previous cycles.

[0090] The intelligent braking unit 320 includes an electronic control unit 322, a braking assist module 324, and a wheel hydraulic control module 326. The electronic control unit 322 determines the regenerative braking torque and frictional braking torque for braking based on the vehicle state information or control information from the braking intention acquisition module 314, the battery management control module 330, and the drive motor controller (MCU) 340. As shown in the figure, the brake controller 322 can receive the upper limit value of the allowed charging power from the BMS 330, and the upper limit value of the allowed charging power can be determined according to the SOC state. The brake controller 322 can also receive the upper limit value of the allowed generating torque of the motor from the MCU 340. Based on the upper limit value of the charging power and the upper limit value of the generating torque, the brake controller 322 determines the maximum regenerative braking torque. For example, the smaller of the torque corresponding to the upper limit value of the charging power and the upper limit value of the generating torque is determined as the maximum regenerative braking torque. The brake controller 322 can receive the braking characteristics from the braking intention acquisition module 314. The braking characteristics can include, for example, speed, stroke, and pressure information established therefrom. Thus, the brake controller 322 can determine the braking demand torque of the wheels. On the one hand, if the ABS has not been enabled, the brake controller 322 can directly generate the braking demand torque of the wheels using the braking characteristics. On the other hand, if vehicle skidding (determined according to vehicle speed and wheel speed) causes the ABS to be enabled, the brake controller 322 does not use the braking demand torque determined according to the braking characteristics of the pedal 312, but uses the braking demand torque for each wheel provided by the ABS to maintain vehicle body stability through "point braking". In some embodiments, the ABS can be integrated into the brake controller 322 or can be separately provided.

[0091] According to an embodiment of the present application, the brake controller 322 may also divide the brake demand torque into a regenerative braking torque and a friction braking torque, that is, the brake demand torque is equal to the sum of the regenerative braking torque and the friction braking torque. The regenerative braking torque may be sent by the brake controller 322 to the MCU 340, and the MCU 340 transmits the torque information to the corresponding drive motor 350 to achieve regenerative braking. Generally, the response time of the regenerative braking torque of the drive motor is about 10 ms.

[0092] On the other hand, the brake controller 322 controls the brake booster module 324 and the wheel hydraulic control module 326 according to the friction braking torque, and applies a hydraulic pressure corresponding to the friction braking torque, thereby performing friction braking on each wheel 360. Specifically, the brake booster module 324 may include components such as a supercharging motor, a two-way supercharging cylinder, and a supercharging control valve, and is coupled to the wheel hydraulic control module 326 to provide the friction braking ability for each wheel. The wheel hydraulic control module 326 may include a wheel cylinder supercharging valve and a wheel cylinder pressure reducing valve for each wheel 360. Generally, the integrated booster 320 increases the friction braking torque relatively slowly by establishing hydraulic pressure (for example, increasing 100 Bar in 150 ms), while reducing the friction braking torque by relieving pressure is slightly faster (for example, reducing 50 Bar in 10 ms). As described above, the response time of the regenerative braking torque is about 10 ms. Therefore, the response speed of regenerative braking is significantly faster than that of friction braking. In the case of emergency braking or ABS activation, the brake demand torque of the vehicle fluctuates rapidly. At this time, the traditional scheme cannot well coordinate CRBS and ABS, which may lead to vehicle instability, unexpected longitudinal acceleration, reduced recovered energy, and short-term establishment of high hydraulic pressure may also reduce the mechanical life of the booster.

[0093] Figure 4 FIG. shows a schematic flow chart of a process 400 for braking a vehicle provided by an embodiment of the present application. The process 400 may be implemented by Figure 2 the integrated booster 206, the vehicle controller 210 shown, and Figure 3 any one of the brake controller 322 and MCU340 shown. For ease of understanding, the process 400 is described in conjunction with Figure 3 this.

[0094] In block 402, the brake controller 322 obtains the maximum charging power currently allowed by the battery from the BMS 330, and obtains the maximum generating torque of the current motor from the drive motor controller 340.

[0095] In block 404, the brake controller 322 calculates the upper limit of the current drive motor regenerative braking torque based on the maximum charging power and the maximum generating torque obtained from the BMS 330 and the MCU 340, respectively.

[0096] At block 406, the brake control 322 determines whether there is an emergency braking intention. The brake controller 322 comprehensively calculates the driver's braking intention based on information such as the driver stepping on the brake pedal and the pressure established in the integrated booster collected in the current and several previous cycles.

[0097] In some embodiments, the brake controller 322 can obtain the speed, stroke, and pressure information of the driver stepping on the brake pedal 312 from the braking intention acquisition module 314 to determine whether there is an emergency braking intention. For example, the brake controller 322 can determine that the brake pedal 312 is quickly depressed based on the sufficient pressure of the step, or determine that the driver is braking the vehicle emergently based on the increase in the pedal stroke being greater than a preset value within a preset time and the pedal stroke being greater than or equal to a certain preset threshold. When the vehicle is equipped with an automatic emergency braking (AEB) function, in response to an indication that the AEB function received by the electronic control unit 322 is triggered, the electronic control unit 322 can also determine that there is an emergency braking intention. Additionally, if the vehicle's ABS is enabled, the electronic control unit 322 can also determine that there is an emergency braking intention. It should be understood that whether there is an emergency braking intention can also be determined based on other information, and the present application does not limit this.

[0098] If there is no emergency braking intention, process 400 proceeds to block 407, and the brake controller 322 executes a brake energy recovery strategy. The brake energy recovery strategy can use the recovery strategy of CRBS, such as a filtering-based method, where the braking demand torque is filtered into a high-frequency component and a low-frequency component, which are used as the energy recovery braking torque and the friction braking torque respectively. The present application does not limit the brake energy recovery strategy.

[0099] If there is an emergency braking intention, process 400 proceeds to block 408, and the brake controller 322 executes the entry process for the coordination management of ABS and energy recovery. By executing the entry process, the braking demand torque of each wheel can be optimally allocated between the energy recovery braking and the friction braking in advance to prepare for possible ABS braking demands. Once the ABS is enabled, the energy recovery braking torque and the friction braking torque can be flexibly adjusted to quickly respond to and meet the large fluctuations in the ABS braking demands. The following will refer to Figure 6 and Figure 7 to illustrate the entry process 408, which will not be elaborated here for the time being.

[0100] When the entry process of block 408 is being executed or after it has been executed, at block 410, the brake controller 322 determines whether the ABS is enabled. If the ABS is not enabled, process 400 proceeds to block 414, and the brake controller 322 determines whether there is an intention to exit the emergency braking.

[0101] The intention to exit emergency braking means that the brake controller 322 recognizes that the driver's braking intention is decreasing and is about to exit the ABS or even exit braking. The judgment basis includes determining that the driver quickly releases the pedal or determining that the driver releases the pedal. For example, the decrease in the pedal travel within a preset time is greater than a preset value, or the pedal travel is less than a preset travel. In some embodiments, the brake controller 322 can also determine that the vehicle exits the emergency braking state based on receiving an indication of the end of automatic emergency braking. In response to determining the existence of the intention to exit emergency braking, at block 416, the brake controller 322 executes the exit process 416 for the coordinated management of ABS and energy recovery. The entry process will be described below with reference to Figure 8 and Figure 9 the entry process, which will not be elaborated here for the time being.

[0102] If the ABS is enabled, process 400 proceeds to block 412, where the brake controller 322 performs the coordinated management of ABS and energy recovery. In the coordinated management of ABS and energy recovery 412, the brake controller 322 flexibly distributes the braking demand torque to the drive motor and the friction brake according to the vehicle state and traffic environment to achieve coordinated braking. The coordinated management of ABS and energy recovery 412 will be described below with reference to Figures 10 to 15 which will not be elaborated here for the time being.

[0103] In addition, when performing the coordinated management of ABS and energy recovery, if the brake controller 322 determines that there is an intention to exit emergency braking, then process 400 can proceed to block 416 to execute the exit process.

[0104] In Figure 4 the process 400 shown, the results of the brake controller 322 executing the entry process 408, the coordinated management of ABS and energy recovery 412, and the exit process 416 can include the energy recovery braking torque and the friction braking torque for each wheel. The brake controller 322 can further process the energy recovery braking torque and the friction braking torque obtained from these processes so that the torque actually executed by the drive motor and the friction disk.

[0105] Figure 5FIG. 0 shows a schematic flow chart of another process 500 provided by an embodiment of the present application for braking a vehicle. At block 502, the brake controller 322 determines the regenerative torque of the drive motor based on the regenerative braking torque of the wheels and takes the smaller value compared with the upper limit value of the regenerative torque. Specifically, for two wheels driven by the same drive motor, the brake controller 322 can synthesize them into a single regenerative torque by taking the minimum value, average value, or maximum value. Then, the synthesized value is compared with the upper limit of the regenerative torque obtained at block 404, and the smaller value is taken as the regenerative torque of the drive motor. Alternatively, the regenerative torque can also be synthesized based on the regenerative braking torques of all the wheels.

[0106] At block 504, the brake controller 322 sends the determined regenerative torque of the drive motor to the MCU 340, for example, through a dedicated high-speed communication line. Thus, the drive motor 350 can perform braking according to the received regenerative torque.

[0107] At block 506, the brake controller 322 subtracts the regenerative torque of the drive motor from the braking demand torques of the respective wheels to obtain the friction demand torques of the respective wheels, and sends them to the friction execution unit (e.g., the brake assist module 324 and the wheel hydraulic control module 326) to implement friction braking. That is, the friction braking torque can be used for the regenerative torque that may not be executed because it exceeds the upper limit of the regenerative torque, ensuring that the sum of the braking torques of the wheels is equal to the braking demand torque.

[0108] Next, refer to Figure 6 and Figure 7 to describe the entry process of the ABS and regenerative energy coordination control according to an embodiment of the present application. Figure 6 FIG. 15 shows a schematic curve graph of the braking torque changing with time during the entry process. Figure 7 FIG. 17 shows a schematic flow chart of the entry process of the ABS and regenerative energy coordinated control provided by an embodiment of the present application.

[0109] Referring to Figure 6 , first, in the coasting regenerative energy stage, the driver releases the accelerator pedal and has not pressed the brake pedal yet. The vehicle is in the middle of the coasting process and executes the coasting regenerative energy strategy. At this time, the driver's braking demand torque and the regenerative energy demand torque are basically the same, that is, braking is basically achieved through the regenerative energy method, and the braking torque does not fluctuate much.

[0110] In the braking regenerative energy stage, the driver presses the brake pedal. The vehicle is in the braking regenerative energy process and accordingly executes the braking regenerative energy strategy. At this time, the driver's braking demand torque and the regenerative energy demand torque are basically the same, and the driver's braking demand torque is matched by increasing the regenerative braking torque.

[0111] In the initial stage of emergency braking, the entry sign of this stage is that the system detects the driver's intention of emergency braking. As mentioned above, the basis for judgment includes: the driver quickly steps on the pedal, the driver deeply steps on the pedal, or receives an indication of AEB braking. At this time, before the driver's braking demand torque reaches the upper limit of the energy recovery torque, the energy recovery braking torque is increased to match the braking demand torque.

[0112] Then, after reaching the upper limit, the energy recovery torque remains unchanged, and all the increased total braking demand torque is achieved by using the friction braking torque. Thus, the change in the vehicle's deceleration conforms to the deceleration feeling of a traditional vehicle without energy recovery, avoiding the problem of deceleration fluctuation that occurs in the entry stage.

[0113] Next, it enters the stage of balancing the friction braking torque and the energy recovery torque. As the gradient of the driver's demand braking torque has gradually decreased, the energy recovery torque can be reduced to a preset value, and at the same time, the friction braking torque is continuously increased to compensate, that is, the driver's braking demand torque is equal to the sum of the friction braking torque and the energy recovery braking torque. In some embodiments, the preset value of the energy recovery torque at the end of this stage is determined in the following manner: the preset value of the energy recovery torque is within an interval of the upper limit value of the energy recovery torque. For example, 50% (calibratable) of the energy recovery torque upper limit < energy recovery torque < 70% (calibratable) of the energy recovery torque upper limit; the preset value is within an interval of the driver's braking demand torque. For example, 40% (calibratable) of the driver's braking demand torque < energy recovery torque < 60% (calibratable) of the driver's braking demand torque. In addition, within the interval that satisfies the first two conditions, the energy recovery torque can take the maximum value or any other value (calibratable) within the common interval.

[0114] Figure 7 Shows the actions implemented in Figure 6 each stage. At block 702, corresponding to Figure 6 the braking energy recovery stage, the brake controller 322 increases the energy recovery braking torque.

[0115] At block 703, corresponding to Figure 6 the emergency braking stage, the brake controller 322 determines whether the energy recovery braking torque has reached the energy recovery upper limit. If not, it returns to block 702 and continues to increase the energy recovery braking torque. If the upper limit has been reached, at block 706, the friction braking torque is increased.

[0116] Then, at block 708, it is determined whether the growth rate of the demand torque has decreased. If so, it corresponds to Figure 6In the shown friction braking and energy recovery balance stage, at block 710, the energy recovery braking torque is reduced, and the friction braking torque continues to increase until the energy recovery braking torque is reduced to a preset value and maintained.

[0117] Reference Figure 4 In the shown process 400, the conditions for entering the end of process 408 include that the ABS has been enabled 410 or it is determined to exit the emergency braking. If the ABS is enabled, the brake controller 322 will execute the ABS and energy recovery coordination management process 412. If exiting the emergency braking, the brake controller 322 will execute the process 416 of exiting the ABS and energy recovery coordination management. Next, first refer to Figure 8 and Figure 9 to describe the exiting process 416.

[0118] As Figure 8 shown, in response to recognizing the exit from the emergency braking, in the stage of reducing the braking intention, when the driver reduces the braking demand torque at a relatively large rate, such as when quickly releasing the pedal, or when continuously reducing the braking intention for a long time, or when the AEB has stopped, the energy recovery torque remains unchanged, and the friction braking torque is gradually reduced according to the change of the braking demand torque. This process continues until the friction braking torque is reduced to near 0.

[0119] In the braking energy recovery stage, at this time the driver is still stepping on the brake pedal, the vehicle is in the braking energy recovery process, and the braking energy recovery strategy is executed.

[0120] In the coasting energy recovery stage, at this time the driver has released the brake pedal and has not stepped on the accelerator pedal, the vehicle is in the coasting process, and the coasting energy recovery strategy is executed.

[0121] Figure 9 Shows the actions implemented in each stage of Figure 8 At block 702, corresponding to the braking energy recovery stage of Figure 6 , the brake controller 322 increases the energy recovery braking torque. At block 902, corresponding to the stage of reducing the braking intention of Figure 8 , the brake controller 322 reduces the friction braking torque while keeping the energy recovery braking torque basically unchanged.

[0122] At block 904, corresponding to the braking energy recovery stage and the coasting energy recovery stage of Figure 8 , after the friction braking torque is reduced to zero, the braking or coasting of the vehicle is controlled by controlling the energy recovery braking torque. At this time, the energy recovery torque and the braking demand torque are basically the same.

[0123] The following refers to Figures 10 to 15Describe the process 1000 for coordinated management of ABS and energy recovery according to an embodiment of the present application. The process 1000 can be implemented by any one of the integrated booster 206, vehicle controller 210 shown in Figure 2 and the brake controller 322, MCU 340 shown in Figure 3 . For ease of understanding, the process 1000 will be described in conjunction with Figure 3 .

[0124] In block 1002, the brake controller 322 obtains the braking demand torque of the wheel.

[0125] When the vehicle ABS is enabled, the ABS can generate the braking demand torque for each wheel of the vehicle without using the braking torque generated by the brake pedal pressure. For example, it can be determined whether the wheel is locked according to the vehicle speed and wheel speed. If the wheel is locked and it is determined that a skid has occurred or is about to occur, the ABS is activated. In this case, the brake controller 322 obtains the braking demand torque from the ABS.

[0126] In some embodiments, the brake controller 322 can also obtain the braking demand torque from other sources, such as an automatic assisted driving system, a remote control command received via a network, etc., and the present application does not limit this.

[0127] In block 1004, the brake controller 322 determines the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on the change amount of the braking demand torque of the wheel, where the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque. As the braking demand torque changes, the brake controller distributes the change amount of the braking demand torque to the energy recovery braking torque and the friction braking recovery torque. In some embodiments, the type of coordinated control strategy for each single wheel can be determined, and the change amount of the braking demand torque is distributed according to this strategy. The type of coordinated control strategy for the ABS and energy recovery of a single wheel can include three modes: energy recovery priority, friction braking priority, and coordinated adjustment. The coordinated control type of a single wheel can be determined according to the vehicle speed, wheel speed, and road surface adhesion coefficient. It should be understood that these modes are only illustrative, and other strategies can also be used.

[0128] Figure 11 Fig. shows a schematic flowchart of the process 1100 for coordinated control of ABS and energy recovery provided by an embodiment of the present application.

[0129] In block 1101, the brake controller 322 determines whether the change rate of the braking demand torque is greater than or equal to the threshold change rate. If so, in block 1102, it is determined to use the coordinated adjustment mode. Here, the change rate can be the absolute value of the change amount (increase or decrease) of the braking demand torque generated over two or more control cycles.

[0130] To prevent the vehicle body from becoming unstable due to wheel lock-up, the braking demand torque of the ABS is manifested as "point braking", that is, it does not always require a large braking torque, but applies the braking torque intermittently. As described above, when the braking demand torque drops significantly, the torque response of the drive motor is about 10 ms, and the integrated booster can release 50 Bar of pressure in 10 ms by using the outlet valve to release pressure. The energy recovery actuator and the friction braking actuator have balanced capabilities in reducing the braking torque, so they can be well coordinated. When the braking demand torque increases rapidly, both the energy recovery actuator and the friction braking actuator operate at full capacity to cooperate with the rapid increase in the braking torque.

[0131] In the coordinated adjustment mode, the ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque can be a first preset ratio, and the brake actuator 322 can determine the change amounts of the energy recovery specified torque and the friction braking torque based on the first preset ratio. In some embodiments, the weight of the change amount of the energy recovery braking torque is approximately equal to the weight of the change amount of the friction braking torque. For example, the weight of the change amount of the energy recovery torque = 55% (calibratable), and the weight of the change amount of the friction braking torque = 45% (calibratable).

[0132] If the change rate of the braking demand torque is less than the threshold change rate, then in block 1103, it is determined whether the vehicle speed and the wheel speed are greater than or equal to the corresponding thresholds. If both are yes, then in block 1104, it is determined to adopt the energy recovery priority mode. For example, if both the vehicle speed and the wheel speed are greater than 70 km / h (calibratable), then the rotational speed of the corresponding drive motor is relatively high and the back electromotive force is relatively large. At this time, the voltage control amount output by the control inverter of the drive motor has a large range for adjustment, and the energy recovery torque can be increased and decreased quickly. Therefore, the energy recovery priority mode is adopted.

[0133] Compared with the coordinated adjustment mode, in the energy recovery priority mode, more of the braking demand torque is allocated to the energy recovery torque. In the energy recovery priority mode, the ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque can be a second preset ratio, and the second preset ratio is greater than the first preset ratio of the coordinated adjustment mode. For example, the weight of the change amount of the energy recovery braking torque = 80% (calibratable), and the weight of the change amount of the friction braking torque = 20% (calibratable).

[0134] Next, if it continues to be determined that the vehicle speed and wheel speed do not meet the conditions of block 1103, then in block 1105, it is determined whether the road surface adhesion coefficient is greater than or equal to a corresponding threshold value. If so, then in block 1106, it is determined to adopt the friction braking priority mode. For example, if the road surface adhesion coefficient is greater than 0.7 (calibratable), a relatively high pressure will be established inside the corresponding integrated booster. At this time, the vehicle speed and wheel speed are not too high, the rotational speed of the drive motor is not high, and it is not easy to adjust the energy recovery torque. Therefore, the friction braking priority mode is adopted.

[0135] Compared with the coordinated adjustment mode, in the friction priority mode, more of the braking demand torque is allocated to the friction braking torque. In the friction priority mode, the ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque can be a third preset ratio, and the third preset ratio is less than the first preset ratio of the coordinated adjustment mode. For example, the weight of the change amount of the energy recovery braking torque = 20% (calibratable), and the weight of the change amount of the friction braking torque = 80% (calibratable).

[0136] In addition, if the conditions of blocks 1101, 1103, and 115 are not met, then in block 1107, it is determined to adopt the coordinated adjustment mode. In this case, neither the friction priority mode nor the energy recovery priority mode has obvious advantages.

[0137] Then, after determining that the recovery strategy is the coordinated adjustment mode 1102, the energy recovery priority mode, or the friction priority mode, in block 1108, braking is performed. For example, the energy recovery braking and friction braking can be performed according to the process 500 described in the reference. Figure 5 description.

[0138] In some embodiments, coordinated control at low vehicle speeds is also provided. With the coordinated control at low vehicle speeds, when the vehicle is about to stop, for example, when the vehicle speed and wheel speed are lower than 5 km / h (calibratable), the energy recovery torque can still be maintained. At this time, although the energy recovery efficiency is low, relying on the bidirectional DC converter of the drive motor, charging is still performed on the power battery even when the back electromotive force of the motor is very low, and even discharging of the power battery is allowed to maintain the energy recovery torque.

[0139] Figure 12 Fig. shows a schematic curve diagram of the ABS and energy recovery coordinated control process when the vehicle is about to stop according to an embodiment of the present application. As shown in the figure, as the vehicle speed decreases to a stop, the driver's demand braking torque remains basically unchanged. According to the embodiment of the present application, the driver's demand braking torque is evenly distributed to the energy recovery braking torque and the friction braking torque for execution. In the traditional solution, when the vehicle is about to stop, the driver's demand braking torque is basically executed through the friction braking torque. Compared with the traditional solution, the embodiment of the present application can maintain good stability of the vehicle body when the vehicle is about to stop.

[0140] Figure 13 Shows a schematic curve diagram of the coordinated control process of ABS and energy recovery when on a high - adhesion road surface according to an embodiment of the present application. As shown in the figure, due to the difference between the vehicle speed and the wheel speed, ABS is enabled and provides the total braking torque, that is, the single - wheel braking demand torque. At the beginning, when the change rate (slope) of the total braking torque is large (meeting the conditions of block 1101), the coordinated adjustment mode is adopted. When the change rate of the total braking torque is lower than the threshold, and the vehicle speed and the wheel speed meet the corresponding thresholds (meeting the conditions of block 1103), the energy recovery priority mode is adopted. Then, when the vehicle speed becomes low and it is determined that the current road surface adhesion coefficient is high (meeting the conditions of block 1105), the friction braking priority mode is adopted. When the vehicle speed is extremely low and about to stop, it enters the energy recovery end stage until it stops.

[0141] Figure 14 Shows a schematic curve diagram of the coordinated control process of ABS and energy recovery when on a low - adhesion road surface according to an embodiment of the present application. As shown in the figure, there is a more obvious difference between the vehicle speed and the wheel speed on a low - adhesion road surface. ABS is enabled and provides the total braking torque, that is, the single - wheel braking demand torque. After the vehicle speed and the wheel speed decrease, since the vehicle is traveling on a low - adhesion road surface, the friction braking priority mode is not adopted, but the coordinated adjustment mode is adopted. This is different from Figure 13 the example of

[0142] Figure 15 Shows a schematic curve diagram of the process of exiting ABS midway during braking on a high - adhesion road surface according to an embodiment of the present application. Once exiting ABS or determining to exit emergency braking, energy recovery can be preferentially used to match the total braking torque. As shown in the figure, in response to detecting the exit of ABS or determining to exit emergency braking, the friction braking torque is reduced until it becomes zero. After that, the energy recovery torque is basically consistent with the total braking torque.

[0143] Figure 16 Shows a schematic diagram of another braking system 1600 provided by an embodiment of the present application. In this embodiment, referring to Figure 2 and Figure 3 the system shown, the coordinated control process of ABS and energy recovery according to an embodiment of the present application is implemented by the drive motor controller 340.

[0144] As shown in the figure, the battery management controller BMS 330 can provide the energy recovery power upper limit to the drive motor controller. The drive motor controller 340, by executing with reference to Figures 4 to 15The described process is used to determine the regenerative braking torque and the frictional braking torque. The drive motor controller 340 controls the motor 350 to execute the determined regenerative braking torque. Through dedicated high-speed communication, the drive motor controller sends the frictional braking torque to the brake controller 322, and the brake controller 322 controls the brake unit 320 to execute the determined frictional braking torque. For example, the brake hydraulic pressure is applied using the brake assist module 324 and the wheel hydraulic control module 326 to generate the frictional braking torque.

[0145] Figure 17 FIG. shows a schematic diagram of another braking system 1700 provided by an embodiment of the present application. In this embodiment, referring to Figure 2 and Figure 3 the system shown, the whole vehicle controller 210 implements the ABS and regenerative braking coordinated control process according to the embodiment of the present application.

[0146] The whole vehicle controller 210 can adopt a high-computing-power VCU. With the high-computing-power VCU as the core, high-speed communication lines are used to connect each actuator, including the brake actuator 322 and the drive motor controller 340. The whole vehicle controller 210 can receive the upper limit of regenerative braking power from the battery management controller BMS 330, and determine the regenerative braking torque and the frictional braking torque. The whole vehicle controller 330 can send corresponding execution instructions to the corresponding actuators through dedicated high-speed communication, including sending the frictional braking torque to the brake controller 322, and the brake controller 322 controls the brake unit 320 to execute the determined frictional braking torque. The whole vehicle controller 210 also sends the regenerative braking torque to the drive motor controller 340, and the motor 350 executes the regenerative braking torque.

[0147] Figure 18 FIG. shows a schematic block diagram of a braking device 1800 according to an embodiment of the present application. The braking device 1800 can be implemented in the intelligent brake controller 322 of the vehicle, the drive motor controller 340 of the vehicle, or the vehicle's whole vehicle controller 210.

[0148] The braking device 1800 includes a braking demand acquisition unit 1810. The braking demand acquisition unit 1810 is configured to acquire the braking demand torque of the wheel. The braking device further includes a control unit 1820. The control unit 1820 is configured to determine the change amount of the regenerative braking torque of the wheel and the change amount of the frictional braking torque based on the change amount of the braking demand torque of the wheel, where the change amount of the braking demand torque is the sum of the change amount of the regenerative braking torque and the change amount of the frictional braking torque.

[0149] In some embodiments, the control unit 1820 may further be configured to determine the change amount of the regenerative braking torque and the change amount of the friction braking torque based on a first preset ratio between the change amount of the regenerative braking torque and the change amount of the friction braking torque if the change rate of the braking demand torque is greater than or equal to a threshold change rate.

[0150] In some embodiments, the control unit 1820 may further be configured to determine the change amount of the regenerative braking torque and the change amount of the friction braking torque based on a second preset ratio between the change amount of the regenerative braking torque and the change amount of the friction braking torque if the vehicle speed is greater than or equal to a threshold vehicle speed and the wheel speed is greater than or equal to a threshold wheel speed, and the second preset ratio is different from the first preset ratio.

[0151] In some embodiments, the control unit 1820 may further be configured to determine the change amount of the regenerative braking torque and the change amount of the friction braking torque based on a third preset ratio between the change amount of the regenerative braking torque and the change amount of the friction braking torque if the road surface adhesion coefficient is greater than or equal to a threshold coefficient, and the third preset ratio is less than the first preset ratio.

[0152] In some embodiments, the braking demand acquisition unit 1810 may further be configured to acquire the braking demand torque from an anti-lock braking system (ABS). The control unit 1820 may further be configured to make the regenerative braking torque of the wheel less than the upper limit value of the regenerative torque before the ABS is enabled.

[0153] In some embodiments, the control unit 1820 may further be configured to increase the friction braking torque of the wheel in response to an emergency braking of the vehicle when the regenerative braking torque of the wheel has reached the upper limit value. The control unit 1820 may further be configured to reduce the regenerative braking torque from the upper limit value and continue to increase the friction braking torque in response to a decrease in the growth rate of the braking demand torque of the wheel, wherein the sum of the regenerative braking torque and the friction braking torque is the braking demand torque.

[0154] In some embodiments, the upper limit value is determined based on the current maximum charging power of the vehicle battery and the current maximum regenerative torque of the motor.

[0155] In some embodiments, the control unit 1820 may further be configured to reduce the friction braking torque in response to the vehicle exiting the emergency braking state. In some embodiments, the control unit 1820 may further be configured to control the braking or coasting of the vehicle by controlling the regenerative braking torque after the friction braking torque is reduced to zero.

[0156] In some embodiments of the fourth aspect, the control unit 1820 may further be configured to determine that the vehicle exits the emergency braking state in response to a decrease in the travel of the brake pedal within a preset time being greater than a preset value, the travel of the brake pedal being less than a preset travel, or receiving an indication of the end of automatic emergency braking.

[0157] Figure 19 FIG. shows a schematic block diagram of another braking device 1900 according to an embodiment of the present application. The braking device 1900 may be implemented in the intelligent braking controller 322 of the vehicle, the drive motor controller 340 of the vehicle, or the vehicle's vehicle controller 210.

[0158] The braking device 1900 includes a control unit 1920. The control unit 1920 is configured to increase the frictional braking torque of the wheel in response to an emergency braking of the vehicle when the energy recovery braking torque of the wheel has reached the upper limit value. The control unit 1920 is further configured to decrease the energy recovery braking torque from the upper limit value and continue to increase the frictional braking torque in response to a decrease in the growth rate of the braking demand torque of the wheel, where the sum of the energy recovery braking torque and the frictional braking torque is the braking demand torque.

[0159] In some embodiments, the control unit 1920 may be configured to determine the upper limit value of the energy recovery braking torque based on the current maximum charging power of the vehicle battery and the current maximum recovery torque of the motor.

[0160] In some embodiments, the control unit 1920 may further be configured to determine that the vehicle undergoes emergency braking in response to an increase in the travel of the brake pedal within a preset time being greater than a preset value, the travel of the brake pedal being greater than or equal to a preset travel, or receiving an indication to enable automatic emergency braking.

[0161] In some embodiments, the control unit 1920 may further be configured to determine the energy recovery braking torque executed by the motor based on the energy recovery braking torque of one wheel and the energy recovery braking torque of another wheel. The control unit 1920 may further be configured to determine the frictional braking torque for execution by the friction disc based on the braking demand torque of the wheel and the energy recovery braking torque executed by the motor.

[0162] In some embodiments, the control unit 1920 may further be configured to determine a preset torque based on at least one of the upper limit value of the energy recovery braking torque and the braking demand torque, and decrease the energy recovery braking torque to the preset torque.

[0163] In some embodiments, the control unit 1920 may also be configured to reduce the frictional braking torque in response to the vehicle exiting emergency braking. In some embodiments, the control unit 1920 may also be configured to control the braking or coasting of the vehicle by controlling the regenerative braking torque after the frictional braking torque is reduced to zero.

[0164] In some embodiments, the control unit 1920 may also be configured to determine that the vehicle exits the emergency braking state in response to the brake pedal, the stroke of the brake pedal being less than a preset stroke, or receiving an indication of the end of automatic emergency braking.

[0165] In some embodiments, the device 1900 may further include a braking demand acquisition unit. The braking demand acquisition unit is configured to acquire the braking demand torque of the wheels from the ABS in response to the activation of the anti-lock braking system (ABS) of the vehicle. The control unit 1920 may also be configured to determine the change amount of the regenerative braking torque of the wheels and the change amount of the frictional braking torque based on the change amount of the braking demand torque of the wheels, where the change amount of the braking demand torque is the sum of the change amount of the regenerative braking torque and the change amount of the frictional braking torque.

[0166] In some embodiments, the control unit 1920 may also be configured to determine the change amount of the regenerative braking torque and the change amount of the frictional braking torque based on a first preset ratio between the change amount of the regenerative braking torque and the change amount of the frictional braking torque if the change rate of the braking demand torque is greater than or equal to a threshold change rate.

[0167] In some embodiments, the control unit 1920 may also be configured to determine the change amount of the regenerative braking torque and the change amount of the frictional braking torque based on a second preset ratio between the change amount of the regenerative braking torque and the change amount of the frictional braking torque if the vehicle speed is greater than or equal to a threshold vehicle speed and the wheel speed is greater than or equal to a threshold wheel speed, and the second preset ratio is greater than the first preset ratio.

[0168] In some embodiments, the control unit 1920 may also be configured to determine the change amount of the regenerative braking torque and the change amount of the frictional braking torque based on a third preset ratio between the change amount of the regenerative braking torque and the change amount of the frictional braking torque if the road surface adhesion coefficient is greater than or equal to a threshold coefficient, and the third preset ratio is less than the first preset ratio.

[0169] By the above combination Figures 1 to 19As can be seen from the description, in some embodiments, according to the characteristics of friction braking and energy recovery braking, a control strategy that conforms to the corresponding actuator is adopted. When the vehicle speed and wheel speed are relatively high, an energy recovery priority strategy is adopted; when on a road surface with a high adhesion coefficient, a friction braking priority strategy is adopted; when the braking demand torque changes rapidly, the two actuators cooperate to coordinate and adjust. Compared with the simple coordination method of the traditional solution or directly canceling the energy recovery function, in the process of braking when the ABS is involved in the embodiments of the present application, energy recovery is performed, saving energy and avoiding a large amount of heat dissipation during the ABS process. In addition, it also avoids the high hydraulic pressure established inside the integrated booster for ABS control, thereby extending the service life of the integrated booster. According to the embodiments of the present application, the friction braking actuator and the energy recovery actuator can be coordinately controlled, having faster control response, better control effect compared with the traditional solution, and enhancing the stability of the vehicle.

[0170] In some embodiments, according to the characteristics of the friction braking actuator and the energy recovery braking actuator, when it is detected that the driver has an emergency braking intention, the friction braking demand torque and the energy recovery demand torque are managed for entry. When it is detected that the driver has an intention to reduce the braking torque or exit braking, the friction braking demand torque and the energy recovery torque are managed for exit. Based on this method, not only is it ensured that the demand braking torque is equal to the demand friction braking torque plus the demand energy recovery braking torque, but also the actual friction braking torque and the energy recovery braking torque can well follow the demand, giving play to the characteristics of different actuators, and avoiding the violent fluctuation of the actual braking torque and deviation from the braking torque demanded by the driver during the process of entering and exiting the ABS, and avoiding unexpected deceleration and vehicle instability.

[0171] In some embodiments, a dedicated high-speed communication line can be directly set between the drive motor controller and the brake controller, thereby reducing the time delay of drive motor torque transmission and avoiding the deterioration of the control effect and vehicle instability caused by too slow torque response of the drive motor.

[0172] In some embodiments, when the vehicle is about to stop, by relying on the DC converter of the drive motor controller, the pump-up voltage is used to still charge the power battery, and even allows the power battery to discharge to maintain the output of the energy recovery torque. Thereby, the stability of the energy recovery torque can be maintained, the stability of the vehicle in the low-speed condition can be improved, and it can also avoid the sharp increase of the friction braking torque at low vehicle speed, establish high pressure inside the integrated booster, and extend the mechanical service life of the integrated booster.

[0173] The solution provided by this application may be a method, apparatus, system, and / or computer program product. The computer program product may include a computer-readable storage medium having thereon computer-readable program instructions for performing various aspects of this application.

[0174] A computer-readable storage medium may be a tangible device that can retain and store instructions for use by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a memory stick, a floppy disk, a mechanically encoded device such as a punch card or raised structures in grooves having instructions stored thereon, and any suitable combination of the foregoing. The computer-readable storage medium as used herein is not construed as being a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., an optical pulse through an optical fiber cable), or an electrical signal transmitted through a wire.

[0175] The computer-readable program instructions described herein may be downloaded from the computer-readable storage medium to respective computing / processing devices, or may be downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include a copper transmission cable, an optical fiber transmission, a wireless transmission, a router, a firewall, a switch, a gateway computer, and / or an edge server. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in each computing / processing device.

[0176] The computer program instructions for performing the operations of the present application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine - related instructions, microcode, firmware instructions, state - setting data, or source code or object code written in any combination of one or more programming languages, including object - oriented programming languages such as Smalltalk, C++, etc., and conventional procedural programming languages such as the "C" language or similar programming languages. The computer - readable program instructions may be executed entirely on the user's computer, partially on the user's computer, executed as a stand - alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider). In some embodiments, by using the state information of the computer - readable program instructions to customize an electronic circuit, such as a programmable logic circuit, a field - programmable gate array (FPGA), or a programmable logic array (PLA), the electronic circuit can execute the computer - readable program instructions to implement various aspects of the present application.

[0177] Aspects of the present application are described herein with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present application. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer - readable program instructions.

[0178] These computer - readable program instructions can be provided to a processing unit of a general - purpose computer, a special - purpose computer, or other programmable data - processing apparatus, thereby producing a machine such that when these instructions are executed by the processing unit of the computer or other programmable data - processing apparatus, a device is produced that implements the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer - readable program instructions can also be stored in a computer - readable storage medium, and these instructions cause a computer, a programmable data - processing apparatus, and / or other devices to work in a specific manner. Thus, the computer - readable medium storing the instructions includes a manufacture, which includes instructions for implementing various aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0179] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices, causing a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other devices to produce a computer-implemented process such that the instructions executed on the computer, other programmable data processing apparatus, or other devices implement the functions / acts specified in one or more blocks of the flowchart and / or block diagram.

[0180] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a portion of an instruction, which contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions noted in the blocks may occur out of the order noted in the figures. For example, two consecutive blocks may in fact be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block of the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented by a dedicated hardware-based system that performs the specified functions or acts, or by a combination of dedicated hardware and computer instructions.

[0181] The various embodiments of the present application have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The choice of terms used herein is intended to best explain the principles of the embodiments, the practical application, or the improvement of technologies in the market, or to enable other ordinary skilled persons in the art to understand the embodiments disclosed herein.

Claims

1. A braking method, comprising: Before the anti-lock braking system (ABS) is enabled, making the energy recovery braking torque of the wheel less than the upper limit value of the energy recovery torque; In response to the enabling of the ABS, obtaining the braking demand torque of the wheel from the ABS; and Based on the change amount of the braking demand torque of the wheel, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel, wherein the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque.

2. The method according to claim 1, wherein determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel comprises: If the change rate of the braking demand torque is greater than or equal to the threshold change rate, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a first preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque.

3. The method according to claim 1 or 2, wherein determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel comprises: If the vehicle speed is greater than or equal to the threshold vehicle speed and the wheel speed is greater than or equal to the threshold wheel speed, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a second preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, the second preset ratio being greater than the first preset ratio.

4. The method according to any one of claims 1 to 3, wherein determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque of the wheel comprises: If the road surface adhesion coefficient is greater than or equal to the threshold coefficient, determining the change amount of the energy recovery braking torque and the change amount of the friction braking torque based on a third preset ratio between the change amount of the energy recovery braking torque and the change amount of the friction braking torque, the third preset ratio being less than the first preset ratio.

5. The method according to claim 1, wherein Making the energy recovery braking torque of the wheel less than the upper limit value of the energy recovery torque comprises: in response to an emergency braking of the vehicle, When the energy recovery braking torque of the wheel has reached the upper limit value, increasing the friction braking torque of the wheel; and In response to a decrease in the increasing speed of the braking demand torque of the wheel, Reducing the energy recovery braking torque from the upper limit value and continuing to increase the friction braking torque, wherein the sum of the energy recovery braking torque and the friction braking torque is the braking demand torque.

6. The method according to claim 1, wherein the upper limit value is determined based on the current maximum charging power of the vehicle battery and the current maximum recovery torque of the motor.

7. The method according to any one of claims 1 to 6, further comprising: In response to the vehicle exiting the emergency braking state, Reducing the friction braking torque.

8. The method according to claim 7, further comprising: After the friction braking torque is reduced to zero, controlling the braking or coasting of the vehicle by controlling the energy recovery braking torque.

9. The method according to claim 7 or 8 further includes determining that the vehicle exits the emergency braking state in response to a decrease in the travel of the brake pedal within a preset time being greater than a preset value, the travel of the brake pedal being less than a preset travel, or receiving an indication of the end of automatic emergency braking.

10. An electronic device, comprising: at least one processing unit; at least one memory coupled to the at least one processing unit and storing instructions for execution by the at least one processing unit, the instructions when executed by the at least one processing unit cause the device to perform the method according to any one of claims 1 to 9.

11. A braking device, comprising: a braking demand acquisition unit configured to make the energy recovery braking torque of a wheel less than the upper limit value of the energy recovery torque before the anti-lock braking system (ABS) is enabled; the braking demand acquisition unit is further configured to, in response to the enabling of the ABS, obtain the braking demand torque of the wheel from the ABS; and a control unit configured to determine a change amount of the energy recovery braking torque and a change amount of the friction braking torque of the wheel based on a change amount of the braking demand torque of the wheel, wherein the change amount of the braking demand torque is the sum of the change amount of the energy recovery braking torque and the change amount of the friction braking torque.

12. A vehicle, comprising the device according to claim 11.

13. A computer-readable storage medium having stored thereon a computer program, the computer program when executed by a processor implements the method according to any one of claims 1 to 9.

14. A computer program product, comprising computer-executable instructions, wherein the computer-executable instructions when executed by a processor implement the method according to any one of claims 1 to 9.

Images