Adaptive braking method, device, equipment, storage medium and product

Abstract

The application provides a kind of adaptive braking method, device, equipment, storage medium and product, method includes: braking stage, determine the basic torque of brake motor and the actual parameter value of braking parameter;If the difference between target parameter value and actual parameter value is greater than first threshold value, then determine initial compensation torque amplitude based on actual parameter value;Determine the current compensation torque based on the current compensation torque amplitude, and the sum of current compensation torque and basic torque as current target torque;According to current target torque, adjust the torque of brake motor;If the current speed of brake motor is less than second threshold value, then update compensation torque amplitude, and return to execute the step of determining current compensation torque based on current compensation torque amplitude, and the sum of current compensation torque and basic torque as current target torque, until the current speed of brake motor is not less than second threshold value.The scheme of the application improves the accuracy of brake control.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more particularly to an adaptive braking method, device, equipment, storage medium, and product. Background Technology

[0002] With the rapid development of autonomous driving technology, braking systems, as key components for vehicle safety, are receiving increasing attention. Integrated braking systems, with their advantages of high decoupling, fast braking response, high braking accuracy, and small size, have garnered widespread attention in recent years.

[0003] An integrated braking system mainly includes a brake motor, a transmission mechanism, a master cylinder, and a hydraulic system. The brake motor converts rotation into translation through the transmission mechanism, which in turn pushes the piston to compress the hydraulic system to generate hydraulic pressure, thereby causing the vehicle to decelerate.

[0004] In practical applications, the friction between the brake master cylinder seal ring and the piston is divided into static friction and dynamic friction. During braking, the switching process between static friction and dynamic friction is complex, highly nonlinear, and difficult to model accurately. Furthermore, the time-varying nonlinearity of friction leads to low accuracy of the brake pressure of the brake master cylinder and low accuracy of brake control. Summary of the Invention

[0005] This application provides an adaptive braking method, apparatus, device, storage medium, and product, aimed at solving the problem of low accuracy in braking control.

[0006] In a first aspect, this application provides an adaptive braking method applied to an integrated line-of-sight control system, the integrated line-of-sight control system including a brake motor and a brake master cylinder, the method comprising: during the braking phase, determining target parameter values ​​of braking parameters based on the pedal displacement of the brake pedal; wherein the braking parameters include the braking pressure of the brake master cylinder and the rotation angle of the brake motor; determining the base torque of the brake motor and the actual parameter values ​​of the braking parameters based on the target parameter values; if the difference between the target parameter value and the actual parameter value is greater than a first threshold, determining an initial compensation torque amplitude based on the actual parameter value; determining the current compensation torque based on the current compensation torque amplitude, and using the sum of the current compensation torque and the base torque as the current target torque; adjusting the torque of the brake motor according to the current target torque; acquiring the current rotational speed of the brake motor, and if the current rotational speed of the brake motor is less than a second threshold, updating the compensation torque amplitude based on a step-growth mechanism, and returning to execute the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, until the current rotational speed of the brake motor is not less than the second threshold.

[0007] In some possible implementations, determining the initial compensation torque amplitude based on the actual parameter value includes: querying a table corresponding to braking parameter values ​​and compensation torque amplitudes, and using the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude; after acquiring the current speed of the brake motor, the method further includes: if the current speed of the brake motor is not less than a second threshold, then updating the compensation torque amplitude corresponding to the actual parameter value in the table corresponding to the braking parameter values ​​and compensation torque amplitudes to the current compensation torque amplitude.

[0008] In some possible implementations, after determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, the method further includes: calculating a first difference between the current compensation torque amplitude and the initial compensation torque amplitude; if the first difference is greater than a third threshold and the current speed of the brake motor is less than a second threshold, then adjusting the torque of the brake motor according to the base torque and outputting an alarm signal.

[0009] In some possible implementations, after acquiring the current speed of the brake motor, the method further includes: if the current speed of the brake motor is not less than a second threshold, then after a preset first time period, adjusting the torque of the brake motor according to the base torque.

[0010] In some possible implementations, the first threshold includes a first sub-threshold and a second sub-threshold; after acquiring the current speed of the brake motor, the method further includes: if the current speed of the brake motor is not less than the second threshold, then acquiring the target angle of the current brake motor, the actual angle of the current brake motor, the target braking pressure of the current master cylinder, and the actual braking pressure of the current master cylinder; if the difference between the target angle and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, then acquiring the current brake fluid volume, using the actual braking pressure of the current master cylinder as the braking pressure corresponding to the current brake fluid volume, and updating the relationship curve between braking pressure and brake fluid volume.

[0011] Secondly, this application provides an adaptive braking device applied to an integrated drive-by-wire control system, the integrated drive-by-wire control system including a brake motor and a brake master cylinder, the device comprising: a first determining module, configured to determine target parameter values ​​of braking parameters based on the pedal displacement of the brake pedal during the braking phase; wherein the braking parameters include the braking pressure of the brake master cylinder and the rotation angle of the brake motor; a second determining module, configured to determine the base torque of the brake motor and the actual parameter values ​​of the braking parameters based on the target parameter values; and a third determining module, configured to determine an initial compensation torque amplitude based on the actual parameter values ​​if the difference between the target parameter values ​​and the actual parameter values ​​is greater than a first threshold value. The system comprises: a first calculation module for determining the current compensation torque based on the current compensation torque amplitude, and using the sum of the current compensation torque and the base torque as the current target torque; a first adjustment module for adjusting the torque of the brake motor according to the current target torque; and a processing module for acquiring the current speed of the brake motor. If the current speed of the brake motor is less than a second threshold, the compensation torque amplitude is updated based on a step-growth mechanism, and the system returns to the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, until the current speed of the brake motor is not less than the second threshold.

[0012] In some possible implementations, when the third determining module determines the initial compensation torque amplitude based on the actual parameter value, it is specifically used to: query the correspondence table between braking parameter values ​​and compensation torque amplitude, and use the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude; the device further includes: a first updating module, used to update the compensation torque amplitude corresponding to the actual parameter value in the correspondence table between braking parameter values ​​and compensation torque amplitude to the current compensation torque amplitude if the current speed of the brake motor is not less than a second threshold.

[0013] In some possible implementations, the device further includes: a second calculation module for calculating a first difference between the current compensation torque amplitude and the initial compensation torque amplitude; and a second adjustment module for adjusting the torque of the brake motor according to the base torque and outputting an alarm signal if the first difference is greater than a third threshold and the current speed of the brake motor is less than a second threshold.

[0014] In some possible implementations, the device further includes a third adjustment module, configured to adjust the torque of the brake motor according to the base torque after a preset first time period if the current speed of the brake motor is not less than a second threshold.

[0015] In some possible implementations, the first threshold includes a first sub-threshold and a second sub-threshold; the device further includes: an acquisition module, configured to acquire the target rotation angle of the current brake motor, the actual rotation angle of the current brake motor, the target braking pressure of the current master cylinder, and the actual braking pressure of the current master cylinder if the rotation speed of the current brake motor is not less than the second threshold; and a second update module, configured to acquire the current brake fluid volume if the difference between the target rotation angle and the actual rotation angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, and update the relationship curve between braking pressure and brake fluid volume by using the actual braking pressure of the current master cylinder as the braking pressure corresponding to the current brake fluid volume.

[0016] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the method described above.

[0017] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method described above.

[0018] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the method described above.

[0019] In the adaptive braking method, apparatus, device, storage medium, and product provided in this application, during the braking phase, the basic torque of the brake motor and the actual parameter values ​​of the braking parameters are determined; if the difference between the target parameter value and the actual parameter value is greater than a first threshold, an initial compensation torque amplitude is determined based on the actual parameter value; the current compensation torque is determined based on the current compensation torque amplitude, and the sum of the current compensation torque and the basic torque is used as the current target torque; the torque of the brake motor is adjusted according to the current target torque; if the current speed of the brake motor is less than a second threshold, the compensation torque amplitude is updated, and the process returns to the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the basic torque as the current target torque, until the current speed of the brake motor is not less than the second threshold. In this application, if the difference between the actual and target values ​​of the braking parameters exceeds a first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. Therefore, by determining that the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, an initial compensation torque amplitude is determined to compensate the torque of the brake motor, thereby reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Furthermore, after compensating the brake motor torque, it is determined whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism to further compensate the torque of the brake motor until the current speed of the brake motor is not less than the second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the torque compensation of the brake motor is effective, meaning the brake motor can overcome static friction and operate normally. Therefore, this effectively improves the accuracy of the braking pressure of the master cylinder and enhances the accuracy of braking control. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 A schematic diagram of an integrated braking system architecture provided for this application;

[0022] Figure 2 A flowchart illustrating an adaptive braking method provided in Embodiment 1 of this application;

[0023] Figure 3 A flowchart illustrating another adaptive braking method provided in Embodiment 1 of this application;

[0024] Figure 4 This is a schematic diagram of a torque amplitude step increase mechanism provided in Embodiment 1 of this application;

[0025] Figure 5This is a schematic diagram illustrating the relationship curve between braking pressure and braking fluid volume provided in Embodiment 1 of this application.

[0026] Figure 6 A flowchart illustrating another adaptive braking method provided in Embodiment 1 of this application;

[0027] Figure 7 This is a schematic diagram of the structure of an adaptive braking device provided in Embodiment 2 of this application;

[0028] Figure 8 This is a schematic diagram of the structure of the electronic device provided in Embodiment 3 of this application.

[0029] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0030] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0031] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.

[0032] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities and do not necessarily imply a specific order or sequence, unless otherwise indicated. It should be understood that such terms can be used interchangeably where appropriate, for example, to implement the application in a sequence other than those given in the embodiments illustrated or described herein.

[0033] Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover but not exclude inclusion. For example, a product or device that includes a series of components is not necessarily limited to those explicitly listed, but may include other components not explicitly listed or inherent to such product or device. As used in this application, the term "module" means any known or subsequently developed hardware, software, firmware, artificial intelligence, fuzzy logic, or combination of hardware and / or software code capable of performing the functions associated with that element.

[0034] In recent years, autonomous driving technology has developed rapidly, and braking systems, as key components for vehicle safety, have received increasing attention. Drive-by-wire hydraulic braking systems are systems that can actively control vehicle braking. Among them, integrated braking systems have advantages such as high decoupling, fast braking response, high braking accuracy, and small size, and have received widespread attention and application in recent years.

[0035] Figure 1 A schematic diagram of an integrated braking system architecture is provided for this application, as shown below. Figure 1 As shown, the integrated braking system mainly includes a brake motor 11, a transmission mechanism 12, a brake master cylinder 13, a hydraulic system 14, a reservoir 15, and a one-way valve 16. The brake master cylinder 13 includes a piston 131, a seal 132, and a cylinder wall 133.

[0036] In a real-world scenario, when the driver presses the brake pedal, the brake motor 11 converts rotational motion into translational motion via the transmission mechanism 12, applying driving force to the piston 131. This, in turn, pushes the piston 131 to compress the hydraulic system 14, generating hydraulic pressure. Brake fluid in the reservoir 15 flows into the master cylinder 13 through the one-way valve 16, causing the vehicle to decelerate. In practical applications, the response speed, control accuracy, and robustness of hydraulic pressure control affect vehicle braking performance and driving comfort. Therefore, hydraulic pressure control is a key issue in integrated braking systems. The friction between the seal ring of the master cylinder 13 and the piston 131 is one of the main factors affecting the steady-state time and accuracy of pressure build-up. The friction between the seal ring of the master cylinder 13 and the piston 131 can be divided into static friction and dynamic friction. The switching process between static and dynamic friction is complex and highly nonlinear, making it difficult to model accurately.

[0037] The existing brake pressure control of the master cylinder 13 mostly adopts a proportional-integral (PI) controller. In practice, the PI controller integrates the difference between the actual brake pressure and the target brake pressure of the master cylinder 13 to output the brake torque of the brake motor 11. The following explanation uses the process of controlling the brake pressure with a PI controller as an example.

[0038] For example, the braking phase can be roughly divided into the starting phase, the climbing phase, the steady-state phase, and the retraction phase. The starting phase refers to the phase when the integrated braking system begins to brake; the climbing phase refers to the phase when the braking pressure of the master cylinder 13 gradually increases but has not yet reached the stable braking pressure; the steady-state phase refers to the phase when the braking pressure of the master cylinder 13 is near the stable braking pressure; and the retraction phase refers to the phase when the braking pressure of the master cylinder 13 gradually decreases until the integrated braking system stops braking.

[0039] Specifically, during the start-up phase, the static friction between the seal ring of the master cylinder 13 and the piston 131 is relatively large. As the braking torque of the brake motor 11 gradually increases, the driving force on the piston 131 requires a period of time to exceed the static friction, causing a delay in the braking pressure of the master cylinder 13 during start-up. As the braking torque of the brake motor 11 gradually increases, the driving force on the piston 131 also gradually increases. At the instant that the driving force on the piston 131 exceeds the static friction, the driving force on the piston 131 will be much greater than the dynamic friction, resulting in excessive acceleration of the piston 131 during start-up and a rapid increase in piston speed, causing an overshoot in the braking pressure of the master cylinder 13. Therefore, there is a delay and overshoot in the braking pressure of the master cylinder 13 during the start-up phase.

[0040] During the climbing phase, when the speed of piston 131 is not greater than the critical speed of piston 131, the frictional force between the sealing ring of brake master cylinder 13 and piston 131 changes from dynamic friction to static friction, the frictional resistance increases sharply, the speed of piston 131 drops sharply and jams, which will cause the brake pressure of brake master cylinder 13 to jam.

[0041] In the steady-state phase, the braking pressure of the master cylinder 13 may stagnate near the target braking pressure but fail to reach it. At this time, the proportional-integral controller continues to operate. When the braking torque of the brake motor 11 increases, the driving force on the piston 131 increases. When the driving force on the piston 131 exceeds the static friction force, the piston 131 suddenly accelerates, easily causing the braking pressure of the master cylinder 13 to exceed the target braking pressure. Due to the presence of friction, the actual braking pressure is difficult to accurately reach the target braking pressure, and it will cause non-periodic fluctuations in the braking pressure.

[0042] During the retraction phase, due to the nonlinearity of the switching process between static and dynamic friction, when the driver releases the pedal, the movement of piston 131 will be delayed, resulting in a situation where the driver releases the brake pedal but there is still braking force, causing a poor driving experience.

[0043] It is understandable that the friction between the brake master cylinder seal ring and the piston is divided into static friction and dynamic friction. During braking, the switching process between static friction and dynamic friction is complex, highly nonlinear, and difficult to model accurately. Furthermore, the time-varying nonlinearity of friction leads to low accuracy of the brake pressure of the brake master cylinder and low accuracy of brake control.

[0044] The technical content provided in this application aims to solve the aforementioned technical problems in related technologies. In the embodiments of this application, by determining that the difference between the actual and target parameter values ​​of the braking parameters is greater than a first threshold, an initial compensation torque amplitude is determined to compensate the torque of the brake motor, thereby reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Furthermore, after compensating the brake motor torque, it is determined whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism to further compensate the torque of the brake motor until the current speed of the brake motor is not less than the second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the current torque compensation of the brake motor is effective, meaning that the brake motor can overcome static friction and operate normally. Therefore, the accuracy of the braking pressure of the master cylinder can be effectively improved, thus improving the accuracy of braking control.

[0045] The technical solutions of this application will be described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. In the description of this application, unless otherwise expressly specified and limited, the terms should be broadly understood within the art. The embodiments of this application will now be described with reference to the accompanying drawings.

[0046] Example 1

[0047] Figure 2 This is a flowchart illustrating an adaptive braking method provided in Embodiment 1 of this application, as shown below. Figure 2 As shown, this method is applied to an integrated drive-by-wire control system, which includes a brake motor and a brake master cylinder. The method includes the following steps:

[0048] Step 201: During the braking phase, based on the pedal displacement of the brake pedal, determine the target parameter values ​​of the braking parameters; wherein, the braking parameters include the braking pressure of the master cylinder and the rotation angle of the brake motor;

[0049] Step 202: Determine the basic torque and actual braking parameters of the brake motor based on the target parameter values;

[0050] Step 203: If the difference between the target parameter value and the actual parameter value is greater than the first threshold, then determine the initial compensation torque amplitude based on the actual parameter value;

[0051] Step 204: Determine the current compensation torque based on the current compensation torque amplitude, and use the sum of the current compensation torque and the base torque as the current target torque;

[0052] Step 205: Adjust the torque of the brake motor according to the current target torque;

[0053] Step 206: Collect the current rotational speed of the brake motor;

[0054] Step 207: If the current speed of the brake motor is less than the second threshold, update the compensation torque amplitude based on the step growth mechanism and return to step 204 until the current speed of the brake motor is not less than the second threshold.

[0055] In practical applications, the entity executing this adaptive braking method can be an adaptive braking device. There are various ways to implement an adaptive braking device, such as through a computer program (e.g., application software), or a chip. It can also be implemented as a medium storing the relevant computer program, such as a USB flash drive or cloud storage; or it can be implemented through a physical device that integrates or installs the relevant computer program, such as a server.

[0056] For example, a pedal displacement sensor is installed on the brake pedal. The pedal displacement can be obtained through the pedal displacement sensor, and the target braking pressure of the master cylinder can be determined based on braking intention recognition technology. In practice, the target braking pressure of the master cylinder can be used to determine the target rotation angle of the brake motor. The braking pressure of the master cylinder and the rotation angle of the brake motor are positively correlated. Therefore, the braking pressure of the master cylinder or the rotation angle of the brake motor can be used as braking parameters.

[0057] In practical applications, the compensation torque is a chattering signal. In this embodiment, the form of the chattering signal is not specifically limited; the form can be selected according to actual needs. For example, the chattering signal can be a sine wave signal, a triangular wave signal, a square wave signal, etc. Specifically, after determining the current compensation torque amplitude, the current compensation torque can be determined, and the sum of the current compensation torque and the base torque is applied to the brake motor as the current target torque, thereby adjusting the torque of the brake motor.

[0058] Specifically, the base torque of the brake motor can be determined based on the target parameter values. This can be achieved using existing basic algorithms. No specific limitations are placed on the algorithm and calculation process for determining the base torque of the brake motor based on the target parameter values; for example, proportional-integral-derivative control algorithms, feedforward control algorithms, and model predictive control algorithms are acceptable. In practice, the base torque F... b Used to overcome hydraulic pressure F h Damping force F d Inertial force Fi and nominal friction force F f For example, the basic torque can be expressed as: F b =F h +F d +F i +F f Specifically, step 202 includes: obtaining the basic torque of the brake motor through a basic algorithm, applying a torque signal corresponding to the basic torque to the brake motor, thereby obtaining the braking pressure of the master cylinder and the rotation angle of the brake motor.

[0059] It is understandable that if the difference between the actual and target braking parameter values ​​is not greater than the first threshold, it indicates that the difference between the current braking pressure and the target braking pressure in the master cylinder is small and within the allowable range. It should be noted that when the difference between the target and actual parameter values ​​is not greater than the first threshold, the base torque is used as the target torque for the brake motor, and the torque of the brake motor is adjusted accordingly.

[0060] In practical applications, when the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, the initial compensation torque amplitude is determined based on the actual parameter value. The current compensation torque amplitude is the initial compensation torque amplitude. The initial compensation torque is determined based on the initial compensation torque, and the sum of the initial compensation torque and the base torque is taken as the current target torque. The torque of the braking motor is adjusted according to the current target torque.

[0061] Understandably, if the difference between the actual and target braking parameters exceeds the first threshold, it indicates a significant gap between the current braking pressure in the master cylinder and the target braking pressure. In practice, the rotation angle of the brake motor corresponds to static friction. Therefore, when the difference between the actual and target braking parameters exceeds the first threshold, an initial compensation torque amplitude is determined based on the actual parameter value, and an initial compensation torque is determined based on this initial compensation torque amplitude. The sum of the initial compensation torque and the base torque is then used as the current target torque. Adjusting the brake motor torque effectively reduces the influence of static friction, thereby narrowing the gap between the braking pressure in the master cylinder and the target braking pressure.

[0062] In this embodiment, to further ensure the accuracy of braking control, after adjusting the torque of the brake motor according to the current target torque, the current speed of the brake motor is collected, and it is determined whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the current torque compensation of the brake motor is effective, and the compensation torque amplitude is not updated based on the step-increase mechanism. Conversely, if the current speed of the brake motor is less than the second threshold, it indicates that the current torque compensation of the brake motor has not achieved the expected compensation effect, that is, the brake motor has not completely overcome the static friction and is operating normally. In this case, the compensation torque amplitude needs to be updated based on the step-increase mechanism, and the torque of the brake motor needs to be adjusted again.

[0063] It is understandable that after compensating the brake motor torque, it is determined whether the current brake motor speed is less than the second threshold. If the current brake motor speed is less than the second threshold, the compensation torque amplitude is updated based on the step-growth mechanism to further compensate the brake motor torque until the current brake motor speed is not less than the second threshold, which can ensure that the brake motor can overcome static friction and operate normally. Therefore, the solution in this embodiment can effectively improve the accuracy of the brake pressure of the master cylinder, thereby improving the accuracy of brake control.

[0064] Based on the above explanation, the rotation angle of the brake motor corresponds to the static friction force. The initial compensation torque is used to overcome the influence of static friction force on the accuracy of brake control. Therefore, the braking parameters correspond to the amplitude of the initial compensation torque. Optionally, regarding the method of obtaining the initial compensation torque amplitude, in one optional embodiment, Figure 3 A flowchart illustrating another adaptive braking method provided in Embodiment 1 of this application is shown below. Figure 3 As shown, step 203 above includes:

[0065] Step 301: If the difference between the target parameter value and the actual parameter value is greater than the first threshold, then query the table corresponding to the braking parameter value and the compensation torque amplitude, and take the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude.

[0066] Following step 206 above, the method further includes:

[0067] Step 302: Determine whether the current speed of the brake motor is less than the second threshold;

[0068] Step 303: If the current speed of the brake motor is not less than the second threshold, then update the compensation torque amplitude corresponding to the actual parameter value in the correspondence table between the brake parameter value and the compensation torque amplitude to the current compensation torque amplitude.

[0069] The table mapping braking parameter values ​​to compensation torque amplitudes was established based on actual test results. Therefore, the initial compensation torque amplitude can be obtained by consulting this table. In practice, the actual parameter values ​​may not be integers; in such cases, the initial compensation torque amplitude can be determined using a linear interpolation lookup method.

[0070] Based on the above explanation, if the current speed of the brake motor is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective. In this embodiment, after each adjustment of the brake motor torque according to the current target torque, the current speed of the brake motor is collected, and it is determined whether the current speed of the brake motor is less than the second threshold. If the current speed of the brake motor is not less than the second threshold, the compensation torque amplitude corresponding to the actual parameter value in the correspondence table between brake parameter values ​​and compensation torque amplitude is updated to the current compensation torque amplitude.

[0071] In this embodiment, the initial compensation torque amplitude is determined by querying the correspondence table between braking parameter values ​​and compensation torque amplitude, enabling rapid acquisition of the initial compensation torque amplitude and improving the efficiency of braking control. When the current speed of the brake motor is not less than the second threshold, the correspondence table between braking parameter values ​​and compensation torque amplitude is updated in real time, ensuring the accuracy of the table. Based on this, the accuracy of subsequent braking control processes can be further guaranteed.

[0072] The braking parameters can be the braking pressure of the master cylinder and the rotation angle of the brake motor. In one example, the braking parameter is the braking pressure of the master cylinder, and the first threshold is the first sub-threshold corresponding to the braking pressure. Step 301 specifically includes: if the difference between the target braking pressure and the actual braking pressure is greater than the first sub-threshold, then query the correspondence table between braking pressure and compensation torque amplitude to obtain the compensation torque amplitude corresponding to the actual braking pressure, and use the obtained compensation torque amplitude as the initial compensation torque amplitude. Step 303 specifically includes: if the current speed of the brake motor is not less than the second threshold, then update the compensation torque amplitude corresponding to the actual braking pressure in the correspondence table between braking pressure and compensation torque amplitude to the current compensation torque amplitude.

[0073] In another example, the braking parameter is the rotation angle of the brake motor, and the first threshold is the second sub-threshold corresponding to the rotation angle of the brake motor. Step 301 specifically includes: if the difference between the target rotation angle and the actual rotation angle is greater than the second sub-threshold, then query the correspondence table between the brake motor rotation angle and the compensation torque amplitude to obtain the compensation torque amplitude corresponding to the actual rotation angle, and use the obtained compensation torque amplitude as the initial compensation torque amplitude. Step 303 specifically includes: if the current rotation speed of the brake motor is not less than the second threshold, then update the compensation torque amplitude corresponding to the actual rotation angle in the correspondence table between the brake motor rotation angle and the compensation torque amplitude to the current compensation torque amplitude.

[0074] In this embodiment, if the difference between the actual and target values ​​of the braking parameters is greater than a first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. Therefore, when the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, the system queries the correspondence table between braking parameter values ​​and compensation torque amplitude to determine the initial compensation torque amplitude. This compensates for the torque of the brake motor, reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Furthermore, after compensating for the brake motor torque, the system checks if the current speed of the brake motor is less than a second threshold. If the current speed is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism, further compensating for the brake motor torque until the current speed is not less than the second threshold. If the current speed is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective, meaning the brake motor can overcome static friction and operate normally. The system then updates the correspondence table between braking parameter values ​​and compensation torque amplitude. Therefore, this effectively improves the accuracy of the braking pressure of the master cylinder and enhances the accuracy of braking control.

[0075] In practical applications, after updating the compensation torque amplitude based on the initial compensation torque amplitude using a step-growth mechanism and increasing the amount by a certain value, if the current speed of the brake motor is still less than the second threshold, it indicates that the current integrated linear control system may be malfunctioning. Optionally, in one possible implementation, after step 204 above, the method further includes:

[0076] Calculate the first difference between the current compensation torque amplitude and the initial compensation torque amplitude;

[0077] If the first difference is greater than the third threshold and the current speed of the brake motor is less than the second threshold, then the torque of the brake motor is adjusted according to the base torque, and an alarm signal is output.

[0078] To better understand the step-growth mechanism, combined with... Figure 4 The process of updating the compensation torque amplitude based on the step-growth mechanism is illustrated with an example. Figure 4 This is a schematic diagram of a torque amplitude step-growth mechanism provided in Embodiment 1 of this application, as shown below. Figure 4 As shown, the height of each step represents the increase in the compensation torque amplitude for each update. In practice, the current compensation torque amplitude can be set to the maximum value of the increase compared to the initial compensation torque amplitude.

[0079] The third threshold is the upper limit of the increase in the compensation torque amplitude based on the initial compensation torque amplitude and the step-growth mechanism. In this embodiment, after determining the current target torque in step 204, the first difference between the current compensation torque amplitude and the initial compensation torque amplitude is calculated. If the first difference is greater than the third threshold, it indicates that the increase in the compensation torque amplitude based on the step-growth mechanism based on the initial compensation torque amplitude has reached or exceeded the set upper limit.

[0080] In this embodiment, when the first difference is greater than the third threshold and the current speed of the brake motor is less than the second threshold, it indicates that the current integrated line control system may be malfunctioning. Therefore, compensation for the torque of the brake motor is stopped. That is, the torque of the brake motor is adjusted according to the base torque, and an alarm signal is output. This can improve the accuracy of braking control and keep the energy consumption of the integrated line control system within a certain range.

[0081] Based on the above explanation, the compensation torque is a vibration signal. Applying a vibration signal to the brake motor for an extended period will affect driving comfort. Optionally, in one possible implementation, after step 206 above, the method further includes:

[0082] If the current speed of the brake motor is not less than the second threshold, then after a preset first time period, the torque of the brake motor is adjusted according to the base torque.

[0083] The first duration can be set according to actual driving needs and driving environment, and is not further limited. It can be understood that this implementation can minimize the torque compensation time of the brake motor. Referring to the above example, based on the initial compensation torque amplitude, an upper limit for the increase in the compensation torque amplitude is updated according to a step-growth mechanism. Furthermore, after controlling the current brake motor speed to be no less than a second threshold, torque compensation of the brake motor is stopped after a preset first duration. This allows the torque compensation time of the brake motor to be controlled within a certain time range.

[0084] Based on the above explanation, if the current speed of the brake motor is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective. In this embodiment, after a preset first time period following the effective torque compensation of the brake motor, the torque compensation of the brake motor is stopped. That is, the torque of the brake motor is adjusted according to the base torque, which can improve driving comfort while ensuring the accuracy of braking control, and can also save on braking control costs.

[0085] Furthermore, in one possible implementation, the first threshold includes a first sub-threshold and a second sub-threshold; after step 206 above, the method further includes:

[0086] If the current speed of the brake motor is not less than the second threshold, then obtain the target angle of the current brake motor, the actual angle of the current brake motor, the target braking pressure of the current brake master cylinder, and the actual braking pressure of the current brake master cylinder.

[0087] If the difference between the target angle and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, then the current brake fluid volume is obtained, the actual braking pressure of the current master cylinder is used as the braking pressure corresponding to the current brake fluid volume, and the relationship curve between braking pressure and brake fluid volume is updated.

[0088] In practical applications, the pedal displacement sensor can be used to obtain the brake pedal displacement, and the target braking pressure of the master cylinder can be determined based on braking intention recognition technology. By querying the relationship curve between braking pressure and brake fluid volume, the brake fluid volume corresponding to the target braking pressure can be determined. The target piston displacement can be determined by dividing the brake fluid volume corresponding to the target braking pressure by the bottom area of ​​the reservoir. The target piston displacement, based on the transmission mechanism, can then determine the target rotation angle of the brake motor.

[0089] To facilitate understanding of the update process of the brake pressure vs. brake fluid volume relationship curve, we will combine... Figure 5 Provided as an example, Figure 5 This is a schematic diagram illustrating the relationship between braking pressure and brake fluid volume, provided in Embodiment 1 of this application. Figure 5 As shown, if the current speed of the brake motor is not less than the second threshold, the target angle and actual angle of the current brake motor, the target braking pressure of the current master cylinder, and the actual braking pressure of the current master cylinder are obtained. It is then determined whether the difference between the target angle and the actual angle of the current brake motor is greater than the first sub-threshold. If the difference is not greater than the first sub-threshold, it is then determined whether the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold. If the difference is not greater than the second sub-threshold, the relationship curve between braking pressure and brake fluid volume is not updated. If the difference is greater than the second sub-threshold, the actual braking pressure of the current master cylinder is used as the braking pressure corresponding to the current brake fluid volume, and the relationship curve between braking pressure and brake fluid volume is updated.

[0090] In this embodiment, when the difference between the target angle and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, the relationship curve between braking pressure and brake fluid volume is updated. The updated relationship curve between braking pressure and brake fluid volume can be used in the subsequent braking control process, thereby improving the accuracy of braking control.

[0091] To better understand the process of adaptive braking, we will take the process of completing one adaptive braking action as an example. The following will illustrate this with... Figure 6 An example description of the adaptive braking process is provided. Figure 6 This is a flowchart illustrating another adaptive braking method provided in Embodiment 1 of this application, as shown below. Figure 6 As shown, the adaptive braking steps include:

[0092] Step 601: Obtain the target rotation angle and the actual rotation angle of the brake motor;

[0093] Step 602: Determine whether the difference between the target rotation angle of the brake motor and the actual rotation angle of the brake motor is greater than the first threshold.

[0094] Step 603: If the difference between the target rotation angle of the brake motor and the actual rotation angle of the brake motor is not greater than the first threshold, then adjust the torque of the brake motor according to the base torque.

[0095] Step 604: If the difference between the target angle of the brake motor and the actual angle of the brake motor is greater than the first threshold, then the initial brake compensation process is performed; specifically, the initial compensation torque amplitude is determined, the current compensation torque is determined by the current compensation torque amplitude, and the sum of the current compensation torque and the base torque is taken as the current target torque. The torque of the brake motor is adjusted according to the current target torque.

[0096] Step 605: Collect the current rotational speed of the brake motor;

[0097] Step 606: Determine whether the current speed of the brake motor is less than the second threshold;

[0098] Step 607: If the current speed of the brake motor is less than the second threshold, then enter the adaptive braking compensation process; specifically, update the compensation torque amplitude based on the step growth mechanism, and return to execute the step of determining the current compensation torque based on the current compensation torque amplitude, and using the sum of the current compensation torque and the basic torque as the current target torque, until the current speed of the brake motor is not less than the second threshold.

[0099] Step 608: If the current speed of the brake motor is not less than the second threshold, then update the compensation torque amplitude corresponding to the actual parameter value in the correspondence table between the brake parameter value and the compensation torque amplitude to the current compensation torque amplitude.

[0100] Step 609: After a preset first duration, adjust the torque of the brake motor according to the base torque;

[0101] Step 610: Determine whether the current motor speed is less than the second threshold;

[0102] Step 611: If the current speed of the brake motor is not less than the second threshold, then determine whether the difference between the target angle of the current brake motor and the actual angle of the current brake motor is greater than the first sub-threshold.

[0103] Step 612: If the difference between the target angle of the current brake motor and the actual angle of the current brake motor is not greater than the first sub-threshold, then determine whether the difference between the target braking pressure of the current brake master cylinder and the actual braking pressure of the current brake master cylinder is greater than the second sub-threshold.

[0104] Step 613: If the difference between the target braking pressure of the current master cylinder and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, then update the relationship curve between braking pressure and brake fluid volume.

[0105] In the adaptive braking method provided in this embodiment, during the braking phase, the basic torque of the brake motor and the actual parameter values ​​of the braking parameters are determined. If the difference between the target parameter value and the actual parameter value is greater than a first threshold, an initial compensation torque amplitude is determined based on the actual parameter value. The current compensation torque is determined based on the current compensation torque amplitude, and the sum of the current compensation torque and the basic torque is used as the current target torque. The torque of the brake motor is adjusted according to the current target torque. If the current speed of the brake motor is less than a second threshold, the compensation torque amplitude is updated, and the process returns to the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the basic torque as the current target torque, until the current speed of the brake motor is not less than the second threshold. In this embodiment, if the difference between the actual and target values ​​of the braking parameters is greater than a first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. Therefore, by determining that the difference between the actual and target values ​​of the braking parameters is greater than the first threshold, an initial compensation torque amplitude is determined to compensate the torque of the brake motor, thereby reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Further, after compensating the brake motor torque, it is determined whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism to further compensate the torque of the brake motor until the current speed of the brake motor is not less than the second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the current torque compensation of the brake motor is effective, meaning the brake motor can overcome static friction and operate normally. Therefore, the accuracy of the braking pressure of the master cylinder can be effectively improved, thus enhancing the accuracy of braking control.

[0106] Example 2

[0107] Figure 7 This is a schematic diagram of the structure of an adaptive braking device provided in Embodiment 2 of this application, as shown below. Figure 7 As shown, the device includes:

[0108] The first determining module 71 is used to determine the target parameter values ​​of braking parameters based on the pedal displacement of the brake pedal during the braking phase; wherein, the braking parameters include the braking pressure of the master cylinder and the rotation angle of the brake motor.

[0109] The second determining module 72 is used to determine the basic torque of the brake motor and the actual parameter values ​​of the braking parameters based on the target parameter values;

[0110] The third determining module 73 is used to determine the initial compensation torque amplitude based on the actual parameter value if the difference between the target parameter value and the actual parameter value is greater than the first threshold.

[0111] The first calculation module 74 is used to determine the current compensation torque based on the current compensation torque amplitude, and to use the sum of the current compensation torque and the base torque as the current target torque;

[0112] The first adjustment module 75 is used to adjust the torque of the brake motor according to the current target torque;

[0113] The processing module 76 is used to collect the current speed of the brake motor. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on the step growth mechanism, and the current compensation torque is determined based on the current compensation torque amplitude. The sum of the current compensation torque and the basic torque is used as the current target torque, until the current speed of the brake motor is not less than the second threshold.

[0114] For example, a pedal displacement sensor is installed on the brake pedal. The pedal displacement can be obtained through the pedal displacement sensor, and the target braking pressure of the master cylinder can be determined based on braking intention recognition technology. In practice, the target braking pressure of the master cylinder can be used to determine the target rotation angle of the brake motor. The braking pressure of the master cylinder and the rotation angle of the brake motor are positively correlated. Therefore, the braking pressure of the master cylinder or the rotation angle of the brake motor can be used as braking parameters.

[0115] In practical applications, the compensation torque is a chattering signal. In this embodiment, the form of the chattering signal is not specifically limited. The form of the chattering signal can be selected according to actual needs. For example, the chattering signal can be a trigonometric function signal, a square wave signal, etc. Specifically, after the first calculation module 74 determines the current compensation torque amplitude, it can determine the current compensation torque and use the sum of the current compensation torque and the base torque as the current target torque. The first adjustment module 75 applies the current target torque to the brake motor, thereby adjusting the torque of the brake motor.

[0116] Specifically, the base torque of the brake motor can be determined based on the target parameter values. This can be achieved using existing basic algorithms. No specific limitations are placed on the algorithm and calculation process for determining the base torque of the brake motor based on the target parameter values; for example, proportional-integral-derivative control algorithms, feedforward control algorithms, and model predictive control algorithms are acceptable. In practice, the base torque F... b Used to overcome hydraulic pressure F h Damping force F d Inertial force F i and nominal friction force F f For example, the basic torque can be expressed as: F b =F h +F d +F i +F fSpecifically, the second determining module 72 is used to: obtain the basic torque of the brake motor through a basic algorithm, apply a torque signal corresponding to the basic torque to the brake motor, thereby obtaining the braking pressure of the master cylinder and the rotation angle of the brake motor.

[0117] It is understandable that if the difference between the actual and target braking parameter values ​​is not greater than the first threshold, it indicates that the difference between the current braking pressure and the target braking pressure in the master cylinder is small and within the allowable range. It should be noted that when the difference between the target and actual parameter values ​​is not greater than the first threshold, the base torque is used as the target torque for the brake motor, and the torque of the brake motor is adjusted accordingly.

[0118] In practical applications, when the difference between the actual parameter value and the target parameter value of the braking parameters is greater than the first threshold, the third determining module 73 determines the initial compensation torque amplitude based on the actual parameter value, and the current compensation torque amplitude is the initial compensation torque amplitude; the first calculating module 74 determines the initial compensation torque based on the initial compensation torque amplitude, and uses the sum of the initial compensation torque and the base torque as the current target torque; the first adjusting module 75 adjusts the torque of the braking motor according to the current target torque.

[0119] Understandably, if the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. In practice, the rotation angle of the brake motor corresponds to the static friction force. Therefore, when the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, the third determining module 73 determines the initial compensation torque amplitude based on the actual parameter values, the first calculating module 74 determines the initial compensation torque based on the initial compensation torque, and the sum of the initial compensation torque and the base torque is used as the current target torque. The first adjusting module 75 adjusts the torque of the brake motor, which can effectively reduce the influence of static friction force, thereby narrowing the gap between the braking pressure of the master cylinder and the target braking pressure.

[0120] In this embodiment, to further ensure the accuracy of braking control, after the first adjustment module 75 adjusts the torque of the brake motor according to the current target torque, the processing module 76 collects the current speed of the brake motor and determines whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the current torque compensation for the brake motor is effective, and the compensation torque amplitude is not updated based on the step-growth mechanism. Conversely, if the current speed of the brake motor is less than the second threshold, it indicates that the current torque compensation for the brake motor has not achieved the expected compensation effect, that is, the brake motor has not completely overcome the static friction and is operating normally. In this case, the compensation torque amplitude needs to be updated based on the step-growth mechanism, and the torque of the brake motor needs to be adjusted again.

[0121] It is understandable that after compensating the brake motor torque, it is determined whether the current brake motor speed is less than the second threshold. If the current brake motor speed is less than the second threshold, the compensation torque amplitude is updated based on the step-growth mechanism to further compensate the brake motor torque until the current brake motor speed is not less than the second threshold, which can ensure that the brake motor can overcome static friction and operate normally. Therefore, the solution in this embodiment can effectively improve the accuracy of the brake pressure of the master cylinder, thereby improving the accuracy of brake control.

[0122] Optionally, in one possible implementation, when the third determining module 73 determines the initial compensation torque amplitude based on the actual parameter values, it is specifically used for:

[0123] Query the table corresponding to braking parameter values ​​and compensation torque amplitude, and use the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude;

[0124] The device also includes:

[0125] The first update module is used to update the compensation torque amplitude corresponding to the actual parameter value in the table of brake parameter values ​​and compensation torque amplitude to the current compensation torque amplitude if the current speed of the brake motor is not less than the second threshold.

[0126] The table mapping braking parameter values ​​to compensation torque amplitudes was established based on actual test results. Therefore, the initial compensation torque amplitude can be obtained by consulting this table. In practice, the actual parameter values ​​may not be integers; in such cases, the initial compensation torque amplitude can be determined using a linear interpolation lookup method.

[0127] Based on the above explanation, if the current speed of the brake motor is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective. In this embodiment, after each adjustment of the brake motor torque according to the current target torque, the current speed of the brake motor is collected, and it is determined whether the current speed of the brake motor is less than the second threshold. If the current speed of the brake motor is not less than the second threshold, the first update module updates the compensation torque amplitude corresponding to the actual parameter value in the correspondence table between the brake parameter value and the compensation torque amplitude to the current compensation torque amplitude.

[0128] In this embodiment, the initial compensation torque amplitude is determined by querying the correspondence table between braking parameter values ​​and compensation torque amplitude, enabling rapid acquisition of the initial compensation torque amplitude and improving the efficiency of braking control. When the current speed of the brake motor is not less than the second threshold, the correspondence table between braking parameter values ​​and compensation torque amplitude is updated in real time, ensuring the accuracy of the table. Based on this, the accuracy of subsequent braking control processes can be further guaranteed.

[0129] The braking parameters can be the braking pressure of the master cylinder and the rotation angle of the brake motor. In one example, the braking parameter is the braking pressure of the master cylinder, and the first threshold is the first sub-threshold corresponding to the braking pressure. The third determining module 73 is specifically used to: if the difference between the target braking pressure and the actual braking pressure is greater than the first sub-threshold, then query the correspondence table between braking pressure and compensation torque amplitude to obtain the compensation torque amplitude corresponding to the actual braking pressure, and use the obtained compensation torque amplitude as the initial compensation torque amplitude. The first updating module is specifically used to: if the current speed of the brake motor is not less than the second threshold, then update the compensation torque amplitude corresponding to the actual braking pressure in the correspondence table between braking pressure and compensation torque amplitude to the current compensation torque amplitude.

[0130] In another example, the braking parameter is the rotation angle of the brake motor, and the first threshold is the second sub-threshold corresponding to the rotation angle of the brake motor. The third determining module 73 specifically includes: if the difference between the target rotation angle and the actual rotation angle is greater than the second sub-threshold, then querying the correspondence table between the brake motor rotation angle and the compensation torque amplitude to obtain the compensation torque amplitude corresponding to the actual rotation angle, and using the queried compensation torque amplitude as the initial compensation torque amplitude. The first updating module is specifically used to: if the current rotation speed of the brake motor is not less than the second threshold, then updating the compensation torque amplitude corresponding to the actual rotation angle in the correspondence table between the brake motor rotation angle and the compensation torque amplitude to the current compensation torque amplitude.

[0131] In this embodiment, if the difference between the actual and target values ​​of the braking parameters is greater than a first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. Therefore, when the difference between the actual and target values ​​of the braking parameters exceeds the first threshold, the system queries the correspondence table between braking parameter values ​​and compensation torque amplitude to determine the initial compensation torque amplitude. This compensates for the torque of the brake motor, reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Furthermore, after compensating for the brake motor torque, the system checks if the current speed of the brake motor is less than a second threshold. If the current speed is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism, further compensating for the brake motor torque until the current speed is not less than the second threshold. If the current speed is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective, meaning the brake motor can overcome static friction and operate normally. The system then updates the correspondence table between braking parameter values ​​and compensation torque amplitude. Therefore, this effectively improves the accuracy of the braking pressure of the master cylinder and enhances the accuracy of braking control.

[0132] Optionally, in one possible implementation, the device further includes:

[0133] The second calculation module is used to calculate the first difference between the current compensation torque amplitude and the initial compensation torque amplitude;

[0134] The second adjustment module is used to adjust the torque of the brake motor according to the base torque and output an alarm signal if the first difference is greater than the third threshold and the current speed of the brake motor is less than the second threshold.

[0135] The third threshold is the upper limit of the increase in the compensation torque amplitude based on the initial compensation torque amplitude and the step-growth mechanism. In this embodiment, after the first calculation module 74 determines the current target torque, the second calculation module calculates the first difference between the current compensation torque amplitude and the initial compensation torque amplitude. If the first difference is greater than the third threshold, it indicates that the increase in the compensation torque amplitude based on the step-growth mechanism based on the initial compensation torque amplitude has reached or exceeded the set upper limit.

[0136] In this embodiment, when the first difference is greater than the third threshold and the current speed of the brake motor is less than the second threshold, it indicates that the current integrated line control system may be malfunctioning. Then, the second adjustment module stops compensating for the torque of the brake motor, that is, it adjusts the torque of the brake motor according to the base torque and outputs an alarm signal, which can improve the accuracy of braking control and control the energy consumption of the integrated line control system within a certain range.

[0137] Optionally, in one possible implementation, the device further includes:

[0138] The third adjustment module is used to adjust the torque of the brake motor according to the base torque after a preset first time period if the current speed of the brake motor is not less than the second threshold.

[0139] The first duration can be set according to actual driving needs and driving environment, and is not further limited. It can be understood that this implementation can minimize the torque compensation time of the brake motor. Referring to the above example, based on the initial compensation torque amplitude, an upper limit for the increase in the compensation torque amplitude is updated according to a step-growth mechanism. Furthermore, after controlling the current brake motor speed to be no less than a second threshold, torque compensation of the brake motor is stopped after a preset first duration. This allows the torque compensation time of the brake motor to be controlled within a certain time range.

[0140] Based on the above explanation, if the current speed of the brake motor is not less than the second threshold, it indicates that the torque compensation for the brake motor is effective. In this embodiment, after a preset first time period following the effective torque compensation of the brake motor, the third adjustment module stops compensating for the torque of the brake motor. That is, it adjusts the torque of the brake motor according to the base torque, which can improve driving comfort while ensuring the accuracy of braking control, and can also save on braking control costs.

[0141] Optionally, in one possible implementation, the first threshold includes a first sub-threshold and a second sub-threshold; the device further includes:

[0142] The acquisition module is used to acquire the target rotation angle of the current brake motor, the actual rotation angle of the current brake motor, the target braking pressure of the current brake master cylinder, and the actual braking pressure of the current brake master cylinder if the current rotation speed of the brake motor is not less than the second threshold.

[0143] The second update module is used to obtain the current brake fluid volume if the difference between the target angle of the current brake motor and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure of the current master cylinder and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, and then use the actual braking pressure of the current master cylinder as the braking pressure corresponding to the current brake fluid volume, and update the relationship curve between braking pressure and brake fluid volume.

[0144] In practical applications, the pedal displacement sensor can be used to obtain the brake pedal displacement, and the target braking pressure of the master cylinder can be determined based on braking intention recognition technology. By querying the relationship curve between braking pressure and brake fluid volume, the brake fluid volume corresponding to the target braking pressure can be determined. The target piston displacement can be determined by dividing the brake fluid volume corresponding to the target braking pressure by the bottom area of ​​the reservoir. The target piston displacement, based on the transmission mechanism, can then determine the target rotation angle of the brake motor.

[0145] In practical applications, if the current speed of the brake motor is not less than the second threshold, the acquisition module acquires the target angle and actual angle of the current brake motor, the target braking pressure of the current master cylinder, and the actual braking pressure of the current master cylinder. It then determines whether the difference between the target angle and the actual angle of the current brake motor is greater than the first sub-threshold. If the difference is not greater than the first sub-threshold, it determines whether the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold. If the difference is not greater than the second sub-threshold, the relationship curve between braking pressure and brake fluid volume is not updated. If the difference is greater than the second sub-threshold, the actual braking pressure of the current master cylinder is used as the braking pressure corresponding to the current brake fluid volume, and the relationship curve between braking pressure and brake fluid volume is updated.

[0146] In this embodiment, when the difference between the target angle of the current brake motor and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure of the current master cylinder and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, the second update module updates the relationship curve between braking pressure and brake fluid volume. The updated relationship curve between braking pressure and brake fluid volume can be used in the subsequent braking control process, thereby improving the accuracy of braking control.

[0147] In the adaptive braking device provided in this embodiment, during the braking phase, the second determining module determines the base torque of the brake motor and the actual parameter values ​​of the braking parameters; if the difference between the target parameter value and the actual parameter value is greater than a first threshold, the third determining module determines the initial compensation torque amplitude based on the actual parameter value; the first calculation module determines the current compensation torque based on the current compensation torque amplitude and uses the sum of the current compensation torque and the base torque as the current target torque; the first adjustment module adjusts the torque of the brake motor according to the current target torque; if the current speed of the brake motor is less than a second threshold, the processing module updates the compensation torque amplitude and returns to the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, until the current speed of the brake motor is not less than the second threshold. In this embodiment, if the difference between the actual and target values ​​of the braking parameters is greater than a first threshold, it indicates a significant gap between the current braking pressure of the master cylinder and the target braking pressure. Therefore, by determining that the difference between the actual and target values ​​of the braking parameters is greater than the first threshold, an initial compensation torque amplitude is determined to compensate the torque of the brake motor, thereby reducing the gap between the braking pressure of the master cylinder and the target braking pressure. Further, after compensating the brake motor torque, it is determined whether the current speed of the brake motor is less than a second threshold. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on a step-growth mechanism to further compensate the torque of the brake motor until the current speed of the brake motor is not less than the second threshold. If the current speed of the brake motor is not less than the second threshold, it indicates that the current torque compensation of the brake motor is effective, meaning the brake motor can overcome static friction and operate normally. Therefore, the accuracy of the braking pressure of the master cylinder can be effectively improved, thus enhancing the accuracy of braking control.

[0148] Example 3

[0149] Figure 8 This is a schematic diagram of the structure of the electronic device provided in Embodiment 3 of this application, as shown below. Figure 8 As shown, the electronic device includes:

[0150] The processor 81 and main control device also include a memory 82; it may also include a communication interface 83 and a bus 84. The processor 81, memory 82, and communication interface 83 can communicate with each other via the bus 84. The communication interface 83 can be used for information transmission. The processor 81 can call logical instructions stored in the memory 82 to execute the methods of the above embodiments.

[0151] Furthermore, the logic instructions in the aforementioned memory 82 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium.

[0152] The memory 82, as a computer-readable storage medium, can be used to store software programs and computer-executable programs, such as program instructions / modules corresponding to the methods in the embodiments of this application. The processor 81 executes functional applications and data processing by running the software programs, instructions, and modules stored in the memory 82, thereby implementing the methods in the above-described method embodiments.

[0153] The memory 82 may include a program storage area and a data storage area. The program storage area may store the operating system and application programs required for at least one function; the data storage area may store data created based on the use of the terminal device. Furthermore, the memory 82 may include high-speed random access memory and may also include non-volatile memory.

[0154] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method in any of the embodiments. For example, the computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0155] In an exemplary embodiment, a computer program product is also provided, including a computer program that, when executed by a processor, implements the above-described method.

[0156] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0157] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An adaptive braking method, characterized in that, The method is applied to an integrated drive-by-wire control system, which includes a brake motor and a brake master cylinder. The method includes: During the braking phase, target parameter values ​​for braking parameters are determined based on the pedal displacement of the brake pedal; wherein, the braking parameters include the braking pressure of the master cylinder and the rotation angle of the brake motor; the base torque of the brake motor and the actual parameter values ​​for braking parameters are determined based on the target parameter values. If the difference between the target parameter value and the actual parameter value is greater than a first threshold, then an initial compensation torque amplitude is determined based on the actual parameter value; the current compensation torque is determined based on the current compensation torque amplitude, and the sum of the current compensation torque and the base torque is taken as the current target torque; Based on the current target torque, adjust the torque of the brake motor; collect the current speed of the brake motor; if the current speed of the brake motor is less than the second threshold, update the compensation torque amplitude based on the step growth mechanism, and return to execute the step of determining the current compensation torque based on the current compensation torque amplitude, and using the sum of the current compensation torque and the base torque as the current target torque, until the current speed of the brake motor is not less than the second threshold.

2. The method according to claim 1, characterized in that, Determining the initial compensation torque amplitude based on the actual parameter values ​​includes: Query the table corresponding to braking parameter values ​​and compensation torque amplitude, and use the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude; After acquiring the current speed of the brake motor, the method further includes: If the current speed of the brake motor is not less than the second threshold, then the compensation torque amplitude corresponding to the actual parameter value in the table of brake parameter values ​​and compensation torque amplitude is updated to the current compensation torque amplitude.

3. The method according to claim 1, characterized in that, After determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, the method further includes: Calculate the first difference between the current compensated torque amplitude and the initial compensated torque amplitude; If the first difference is greater than the third threshold and the current speed of the brake motor is less than the second threshold, then the torque of the brake motor is adjusted according to the base torque, and an alarm signal is output.

4. The method according to claim 1, characterized in that, After acquiring the current speed of the brake motor, the method further includes: If the current speed of the brake motor is not less than the second threshold, then after a preset first time period, the torque of the brake motor is adjusted according to the base torque.

5. The method according to any one of claims 1-4, characterized in that, The first threshold includes a first sub-threshold and a second sub-threshold; after acquiring the current rotational speed of the brake motor, the method further includes: If the current speed of the brake motor is not less than the second threshold, then the target angle of the current brake motor, the actual angle of the current brake motor, the target braking pressure of the current brake master cylinder, and the actual braking pressure of the current brake master cylinder are obtained. If the difference between the target angle and the actual angle of the current brake motor is not greater than the first sub-threshold, and the difference between the target braking pressure and the actual braking pressure of the current master cylinder is greater than the second sub-threshold, then the current brake fluid volume is obtained, the actual braking pressure of the current master cylinder is used as the braking pressure corresponding to the current brake fluid volume, and the relationship curve between braking pressure and brake fluid volume is updated.

6. An adaptive braking device, characterized in that, The device is applied to an integrated drive-by-wire control system, which includes a brake motor and a brake master cylinder. The device includes: The first determining module is used to determine the target parameter values ​​of braking parameters based on the pedal displacement of the brake pedal during the braking phase; wherein, the braking parameters include the braking pressure of the master cylinder and the rotation angle of the brake motor. The second determining module is used to determine the basic torque and actual parameter values ​​of the braking parameters of the brake motor based on the target parameter values; The third determining module is used to determine the initial compensation torque amplitude based on the actual parameter value if the difference between the target parameter value and the actual parameter value is greater than a first threshold. The first calculation module is used to determine the current compensation torque based on the current compensation torque amplitude, and to use the sum of the current compensation torque and the base torque as the current target torque; The first adjustment module is used to adjust the torque of the brake motor according to the current target torque; The processing module is used to collect the current speed of the brake motor. If the current speed of the brake motor is less than the second threshold, the compensation torque amplitude is updated based on the step growth mechanism, and the process returns to the step of determining the current compensation torque based on the current compensation torque amplitude and using the sum of the current compensation torque and the base torque as the current target torque, until the current speed of the brake motor is not less than the second threshold.

7. The apparatus according to claim 6, characterized in that, When the third determining module determines the initial compensation torque amplitude based on the actual parameter values, it is specifically used for: Query the table corresponding to braking parameter values ​​and compensation torque amplitude, and use the compensation torque amplitude corresponding to the actual parameter value as the initial compensation torque amplitude; The device further includes: The first update module is used to update the compensation torque amplitude corresponding to the actual parameter value in the table of brake parameter values ​​and compensation torque amplitude to the current compensation torque amplitude if the current speed of the brake motor is not less than the second threshold.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-5.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-5.

10. A computer program product comprising a computer program that, when executed by a processor, implements the method of any one of claims 1-5.

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