Vehicle braking control method, device, vehicle, electronic device and storage medium

Abstract

This application discloses a braking control method, device, vehicle, electronic device, and computer-readable storage medium for a vehicle, comprising: acquiring at least one vehicle state parameter; determining at least one correction coefficient for a conversion coefficient corresponding to each of the at least one vehicle state parameter; determining a target conversion coefficient based on the at least one correction coefficient and a preset initial conversion coefficient; and correcting the braking torque of the vehicle based on the target conversion coefficient in response to the vehicle's regenerative braking function being activated. Thus, by correcting the initial conversion coefficient based on at least one correction coefficient corresponding to the vehicle state parameter to determine the target conversion coefficient, and then correcting the vehicle's braking torque based on the target conversion coefficient, the accuracy of the output braking torque is improved, while simultaneously enhancing the driver's braking experience and improving vehicle safety performance.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle braking control method, device, vehicle, electronic equipment and storage medium. Background Art

[0002] In the modern automobile industry, the brake system is one of the key components to ensure driving safety. With the development of electronic control technology, electronic power-assisted braking systems (such as NBC electronic power-assisted braking systems) are widely used in various types of vehicles to provide more accurate and efficient braking force control.

[0003] However, when dealing with extreme temperature conditions or frequently switching CST (Comfortable Braking System), the existing NBC electronic power-assisted braking system cannot accurately adjust the conversion coefficient in real time, which may cause inaccurate output of braking force, thereby affecting the driver's braking experience and even the safety performance of the vehicle. Summary of the invention

[0004] The purpose of this application is to provide a vehicle braking control method, device, vehicle, electronic device and computer-readable storage medium, which help to improve the accuracy of the output braking torque, while improving the driver's braking experience and improving the safety performance of the vehicle.

[0005] To achieve the above objectives:

[0006] In a first aspect, an embodiment of the present application provides a vehicle braking control method, comprising:

[0007] Acquiring at least one vehicle state parameter of the vehicle;

[0008] Determine at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter;

[0009] Determining a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient;

[0010] In response to a braking energy recovery function of the vehicle being in an activated state, a braking torque for braking the vehicle is corrected according to the target conversion coefficient.

[0011] In one embodiment, the vehicle state parameter includes at least one of vehicle speed, brake pressure, and brake fluid temperature.

[0012] In one embodiment, the determining, based on the at least one vehicle state parameter, at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters comprises:

[0013] Determining a first correction coefficient of the conversion coefficient corresponding to the vehicle speed based on a preset correspondence relationship between the vehicle speed and the correction coefficient of the conversion coefficient;

[0014] Determining a second correction coefficient of the conversion coefficient corresponding to the braking pressure based on a correspondence between a preset braking pressure and a correction coefficient of the conversion coefficient;

[0015] Based on a preset correspondence relationship between the brake fluid temperature and the correction coefficient of the conversion coefficient, a third correction coefficient corresponding to the brake fluid temperature of the conversion coefficient is determined.

[0016] In one embodiment, determining the target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient includes:

[0017] The product of the initial conversion coefficient, the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the target conversion coefficient.

[0018] In one embodiment, the correcting the braking torque of the vehicle according to the target conversion coefficient includes:

[0019] Obtaining a target braking torque and an energy recovery torque required when braking the vehicle;

[0020] determining a first braking torque for electrically braking the vehicle according to the target braking torque and the energy recovery torque;

[0021] The first braking torque is corrected according to the target conversion coefficient to obtain a braking torque for electrically braking the vehicle.

[0022] In one embodiment, the correcting the braking torque of the vehicle according to the target conversion coefficient further includes:

[0023] determining a second braking torque for hydraulically braking the vehicle according to the target braking torque and the braking torque for electrically braking the vehicle;

[0024] The second braking torque is corrected according to the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

[0025] In a second aspect, an embodiment of the present application provides a braking control device for a vehicle, the device comprising:

[0026] An acquisition module, used to acquire at least one vehicle state parameter of the vehicle;

[0027] A correction module, used for determining at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter;

[0028] A conversion module, used to determine a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient;

[0029] A processing module is used for correcting the braking torque of the vehicle according to the target conversion coefficient in response to the braking energy recovery function of the vehicle being in an activated state.

[0030] In one embodiment, the vehicle state parameter includes at least one of vehicle speed, brake pressure, and brake fluid temperature.

[0031] In one embodiment, the correction module is specifically used to:

[0032] Determining a first correction coefficient of the conversion coefficient corresponding to the vehicle speed based on a preset correspondence relationship between the vehicle speed and the correction coefficient of the conversion coefficient;

[0033] Determining a second correction coefficient of the conversion coefficient corresponding to the braking pressure based on a correspondence between a preset braking pressure and a correction coefficient of the conversion coefficient;

[0034] Based on a preset correspondence relationship between the brake fluid temperature and the correction coefficient of the conversion coefficient, a third correction coefficient corresponding to the brake fluid temperature of the conversion coefficient is determined.

[0035] In one implementation, the conversion module is specifically configured to:

[0036] The product of the initial conversion coefficient, the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the target conversion coefficient.

[0037] In one embodiment, the processing module is specifically used to:

[0038] Obtaining a target braking torque and an energy recovery torque required when braking the vehicle;

[0039] determining a first braking torque for electrically braking the vehicle according to the target braking torque and the energy recovery torque;

[0040] The first braking torque is corrected according to the target conversion coefficient to obtain a braking torque for electrically braking the vehicle.

[0041] In one embodiment, the processing module is specifically used to:

[0042] determining a second braking torque for hydraulically braking the vehicle according to the target braking torque and the braking torque for electrically braking the vehicle;

[0043] The second braking torque is corrected according to the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

[0044] In a third aspect, an embodiment of the present application provides an electronic device, specifically comprising:

[0045] processor;

[0046] a memory for storing instructions executable by the processor;

[0047] Wherein, the processor is configured to execute the instructions to execute the vehicle braking control method as described in the first aspect.

[0048] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising the electronic device as described in the third aspect.

[0049] In the fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can implement the vehicle braking control method as described in the first aspect.

[0050] The vehicle braking control method, device, vehicle, electronic device and computer-readable storage medium provided by the embodiments of the present application include: obtaining at least one vehicle state parameter of the vehicle; determining at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter; determining a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient; in response to the braking energy recovery function of the vehicle being activated, correcting the braking torque of the vehicle according to the target conversion coefficient. In this way, the initial conversion coefficient is corrected according to at least one correction coefficient of the conversion coefficient corresponding to the vehicle state parameter to determine the target conversion coefficient, and then the braking torque of the vehicle is corrected based on the target conversion coefficient, which helps to improve the accuracy of the output braking torque, and at the same time can improve the driver's braking experience and improve the safety performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 A schematic flow chart of a vehicle braking control method provided by an embodiment of the present invention;

[0052] Figure 2 A schematic diagram of a specific flow chart of a vehicle braking control method provided by an embodiment of the present invention;

[0053] Figure 3 A schematic structural diagram of a vehicle braking control device provided by an embodiment of the present invention;

[0054] Figure 4A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0055] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0056] It should be noted that, in this article, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element. In addition, components, features, and elements with the same name in different embodiments of the present application may have the same meaning or different meanings, and their specific meanings need to be determined by their explanation in the specific embodiment or further combined with the context of the specific embodiment.

[0057] It should be understood that, although the terms first, second, third, etc. may be used to describe various information in this article, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this article, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein can be interpreted as "at the time of..." or "when..." or "in response to determination". Furthermore, as used in this article, the singular forms "one", "one" and "the" are intended to also include plural forms, unless there is an opposite indication in the context. It should be further understood that the terms "comprising", "including" indicate that there are described features, steps, operations, elements, components, projects, kinds, and / or groups, but do not exclude the existence, occurrence or addition of one or more other features, steps, operations, elements, components, projects, kinds, and / or groups. The terms "or" and "and / or" used herein are interpreted as inclusive, or mean any one or any combination. Thus, “A, B, or C” or “A, B and / or C” means “any of the following: A; B; C; A and B; A and C; B and C; A, B, and C.” An exception to this definition will occur only when a combination of elements, functions, steps, or operations are inherently mutually exclusive in some manner.

[0058] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0059] It should be noted that, in this article, step codes such as S101, S102, etc. are used for the purpose of expressing the corresponding content more clearly and concisely, and do not constitute a substantial limitation on the sequence. When implementing the step, those skilled in the art may execute S102 first and then S101, etc., but these should all be within the scope of protection of this application.

[0060] It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0061] In the subsequent description, the suffixes such as "module", "component" or "unit" used to represent elements are only used to facilitate the description of the present application, and have no specific meanings. Therefore, "module", "component" or "unit" can be used in a mixed manner.

[0062] See also Figure 1 , is a vehicle braking control method provided in an embodiment of the present application. The method can be executed by a vehicle braking control device provided in an embodiment of the present application. The vehicle braking control device can be implemented in software and / or hardware. In this embodiment, the vehicle braking control method is applied to a vehicle-mounted terminal as an example. The vehicle braking control method provided in this embodiment includes:

[0063] Step S101: Obtain at least one vehicle state parameter of the vehicle.

[0064] Optionally, state parameters related to vehicle performance, environment and usage conditions can be detected by preset sensors and / or monitoring systems installed on the vehicle. Here, the vehicle state parameters can be detected in real time or after the vehicle enters the braking mode. These parameters are crucial to ensure vehicle safety, improve energy efficiency and enhance driving experience.

[0065] In one embodiment, the vehicle state parameter includes at least one of vehicle speed, brake pressure, and brake fluid temperature. Optionally, the vehicle speed can be obtained by a speed sensor arranged on the wheel. Here, a magnetoelectric or Hall effect sensor is usually used to detect the rotation speed of the wheel, so as to calculate the vehicle speed based on the detected rotation speed of the wheel. At the same time, the influence of the dynamic slip of the vehicle and the change of tire size on the vehicle speed can also be considered. In addition, more accurate vehicle speed information can be obtained by integrating GPS data.

[0066] Optionally, the vehicle's brake pressure can be obtained through a pressure sensor provided on the brake device. Specifically, when the driver steps on the brake pedal, the brake master cylinder generates pressure, which is transmitted to each wheel cylinder in the brake line to apply corresponding braking force. At this time, the pressure sensor located in the brake master cylinder or the brake line can accurately measure the current brake pressure.

[0067] Optionally, the brake fluid temperature of the vehicle may be acquired by a temperature sensor, which may be disposed in a brake fluid pipeline near a brake master cylinder or near a brake.

[0068] Step S102: determining at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter.

[0069] Optionally, in order to accurately control the braking of the vehicle, especially under different driving conditions (such as extreme temperature or frequent switching of the comfort braking function CST), the conversion coefficient can be dynamically adjusted according to the vehicle state parameters. Specifically, at least one correction coefficient for correcting the conversion coefficient can be determined by the vehicle state parameters, so that the conversion coefficient can be specifically adjusted based on the actual condition of the vehicle through the correction coefficient. In this embodiment, at least one correction coefficient for correcting the conversion coefficient is determined mainly based on the vehicle speed, brake pressure and brake fluid temperature.

[0070] In one embodiment, the determining, based on the at least one vehicle state parameter, at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters comprises:

[0071] Determining a first correction coefficient of the conversion coefficient corresponding to the vehicle speed based on a preset correspondence relationship between the vehicle speed and the correction coefficient of the conversion coefficient;

[0072] Determining a second correction coefficient of the conversion coefficient corresponding to the braking pressure based on a correspondence between a preset braking pressure and a correction coefficient of the conversion coefficient;

[0073] Based on a preset correspondence relationship between the brake fluid temperature and the correction coefficient of the conversion coefficient, a third correction coefficient corresponding to the brake fluid temperature of the conversion coefficient is determined.

[0074] Among them, the expression form of the corresponding relationship between the preset vehicle speed and the correction coefficient of the conversion coefficient can be specifically a curve relationship, a relationship table, etc. about the vehicle speed and the correction coefficient. Exemplarily, as shown in Table 1, taking the expression form of the corresponding relationship between the vehicle speed and the correction coefficient of the conversion coefficient as a relationship table as an example, the vehicle speed range and the corresponding first correction coefficient can be set based on the braking data of the vehicle during the historical travel of the vehicle. For example, when it is detected that the current speed of the vehicle is 15Km / h, it is determined that the current speed is in the speed range [10,20), and the corresponding first correction coefficient is determined to be 1.2. It should be noted that since the speed of the vehicle is in a changing process during the braking process, the speed of the vehicle can be collected in real time or intermittently to update the corresponding first correction coefficient.

[0075] It can be understood that during the vehicle braking process, as the vehicle speed decreases, it means that the current braking performance of the vehicle is better, and the corresponding conversion coefficient is larger, and the first correction coefficient for correcting the conversion coefficient is also larger.

[0076] Table 1

[0077] Vehicle speed (Km / h) [0,5) [5,10) [10,20) [20,40) [40,60) [60,80) 80+ First correction factor 1.3 1.25 1.2 1.15 1.1 1.05 1

[0078] Among them, the expression form of the corresponding relationship between the preset braking pressure and the correction coefficient of the conversion coefficient can be specifically a curve relationship, a relationship table, etc. about the braking pressure and the correction coefficient. Exemplarily, as shown in Table 2, taking the expression form of the corresponding relationship between the braking pressure and the correction coefficient of the conversion coefficient as a relationship table as an example, the pressure range of the braking pressure and the corresponding second correction coefficient can be set based on the braking data of the vehicle's historical travel. For example, when it is detected that the current braking pressure of the vehicle is 20Pa, it is determined that the current braking pressure is in the interval [20,40), and the corresponding second correction coefficient is determined to be 1.1. It should be noted that during the braking process of the vehicle, the braking pressure of the vehicle may be in a changing process due to changes in various driving environments or changes in the driver's needs. Therefore, the braking pressure of the vehicle can be collected in real time or intermittently to update the corresponding second correction coefficient.

[0079] It can be understood that during the vehicle braking process, if the vehicle's braking pressure is greater, it means that the vehicle's braking efficiency is worse at this time, the vehicle's conversion coefficient is smaller, and the corresponding second correction coefficient is also smaller.

[0080] Table 2

[0081]

[0082] Among them, the expression form of the correspondence between the preset brake fluid temperature and the correction coefficient of the conversion coefficient can be specifically a curve relationship, a relationship table, etc. about the brake fluid temperature and the correction coefficient. Exemplarily, as shown in Table 3, taking the expression form of the correspondence between the brake fluid temperature and the correction coefficient of the conversion coefficient as a relationship table as an example, the temperature variation range of the brake fluid temperature and the corresponding third correction coefficient can be set based on the braking data of the vehicle's historical travel. For example, when it is detected that the current brake fluid temperature of the vehicle is 60°C, it is determined that the current brake fluid temperature is in the interval [60,80), and the corresponding third correction coefficient is determined to be 1.18. It should be noted that since the brake fluid temperature of the vehicle is in a changing process during the braking process, the brake fluid temperature can be collected in real time or intermittently to update the corresponding third correction coefficient.

[0083] It can be understood that during vehicle braking, if the vehicle's brake fluid temperature is high, the braking efficiency may be reduced, and the corresponding conversion coefficient will be smaller. The third correction coefficient related to the brake fluid temperature may also be smaller, so as to reduce the target conversion coefficient and ensure that the braking force will not fail due to overheating.

[0084] Table 3

[0085]

[0086] Step S103: determining a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient.

[0087] Optionally, based on the personalized needs of customers or the product characteristics of different vehicles, the initial conversion coefficient can be corrected according to any one of the first correction coefficient, the second correction coefficient, and the third correction coefficient determined in the above steps, or any two or more correction coefficients, to determine the target conversion coefficient. For example, the target conversion coefficient can be determined based only on the second correction coefficient and the third correction coefficient.

[0088] In one embodiment, determining the target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient includes:

[0089] The product of the initial conversion coefficient, the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the target conversion coefficient.

[0090] Optionally, the initial conversion coefficient is a value preset based on the standard state of the vehicle, which is used to convert the braking force demand into the actual braking force output. However, since the braking demand of the vehicle under different conditions (such as different vehicle speeds, brake pressures, brake fluid temperatures, etc.) is variable, it is necessary to adjust the initial conversion coefficient by real-time monitoring of the vehicle state parameters and applying the correction coefficient, so that the initial conversion coefficient is fine-tuned based on the first correction coefficient, the second correction coefficient and the third correction coefficient to adapt to the current driving situation. Specifically, the first correction coefficient, the second correction coefficient and the third correction coefficient are multiplied to obtain a total correction factor. Finally, the total correction factor is multiplied by the initial conversion coefficient to obtain the target conversion coefficient. This target conversion coefficient is a dynamically calculated value that can reflect how the braking force should be adjusted to provide the best braking performance under the influence of all current vehicle state parameters. In this way, when braking the vehicle, the NBC electronic power-assisted braking system can accurately control the braking force to adapt to various complex driving environments, providing a better driving experience and higher safety.

[0091] Exemplarily, when the first correction coefficient of the current vehicle is determined to be a, the second correction coefficient is b, the third correction coefficient is c, and the value of the initial conversion coefficient of the current vehicle is X0, the target conversion coefficient X can be calculated by the following formula, that is, X=X0*a*b*c.

[0092] In other embodiments, due to different product performances of the vehicle, only any two state factors of the vehicle speed, brake pressure, and brake fluid temperature may be considered. For example, if only the vehicle speed and brake pressure are considered, the corresponding first correction coefficient is determined based on the obtained vehicle speed, and the corresponding second correction coefficient is determined based on the obtained vehicle brake pressure. Then, the product of the initial conversion coefficient and the first correction coefficient and the second correction coefficient is determined as the target conversion coefficient.

[0093] In other embodiments, due to different vehicle product performances, only one of the vehicle speed, brake pressure, and brake fluid temperature may be considered. For example, if only the vehicle speed is considered, the corresponding first correction coefficient is determined based on the obtained vehicle speed. Then, the product of the initial conversion coefficient and the first correction coefficient is determined as the target conversion coefficient.

[0094] Step S104: In response to the braking energy recovery function of the vehicle being activated, the braking torque of the vehicle is corrected according to the target conversion coefficient.

[0095] Optionally, when the vehicle's brake energy recovery function is activated, the energy recovery system (such as a regenerative braking system) will use the kinetic energy of the vehicle's deceleration to charge the battery to improve energy efficiency. Here, when performing brake energy recovery, the energy recovery system will work together with the vehicle's traditional friction braking system to provide the required braking force. In this process, the vehicle's braking torque can be corrected according to the target conversion factor to optimize the entire braking process.

[0096] In one embodiment, the correcting the braking torque of the vehicle according to the target conversion coefficient includes:

[0097] Obtaining a target braking torque and an energy recovery torque required when braking the vehicle;

[0098] determining a first braking torque for electrically braking the vehicle according to the target braking torque and the energy recovery torque;

[0099] The first braking torque is corrected according to the target conversion coefficient to obtain a braking torque for electrically braking the vehicle.

[0100] First, when the brake pedal is stepped on, the required total braking torque is obtained, that is, the target braking torque required when the vehicle is braking. This torque is required to keep the vehicle stable and slow down or stop. Secondly, when the vehicle's brake energy recovery function is activated, the torque that can be used for energy recovery under the current conditions is calculated. Then, the range in which electric braking can be applied is determined based on the target braking torque and the energy recovery torque, and this range refers to the maximum range in which the electric braking torque can replace the traditional friction braking without sacrificing the stability of the vehicle and the braking effect. Here, the minimum value within the range is set as the first braking torque for the vehicle to perform electric braking. This value is the minimum torque that ensures that the vehicle can be safely braked under the action of electric braking alone. Finally, the product of the determined target conversion coefficient and the first braking torque is used as the braking torque for the vehicle to perform electric braking, so as to realize the correction of the first braking torque. In this way, it is ensured that under different driving conditions, the braking torque provided by the electric brake matches the target braking torque, providing a smooth braking performance, and at the same time, the kinetic energy can be converted into electrical energy and stored in the battery.

[0101] In one embodiment, the correcting the braking torque of the vehicle according to the target conversion coefficient further includes:

[0102] determining a second braking torque for hydraulically braking the vehicle according to the target braking torque and the braking torque for electrically braking the vehicle;

[0103] The second braking torque is corrected according to the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

[0104] First, the difference between the determined target braking torque and the braking torque of the vehicle under electric braking is determined as the second braking torque for the vehicle under hydraulic braking. Then, the product of the determined target conversion coefficient and the second braking torque is used as the braking torque for the vehicle under hydraulic braking to achieve correction of the second braking torque. Here, in the actual braking process, the ratio of the electric braking torque to the hydraulic braking torque can be monitored and coordinated in real time to optimize the braking performance and energy recovery efficiency. For example, when the battery is nearly fully charged, the electric braking may reduce the contribution of the braking torque and increase the hydraulic braking torque to ensure sufficient braking force for parking. In this way, by calculating and correcting the difference between the target braking torque and the electric braking torque to determine the hydraulic braking torque, it can help achieve efficient energy recovery and reliable braking performance under different driving conditions.

[0105] In summary, in the vehicle braking control method provided by the above embodiment, the initial conversion coefficient is corrected according to at least one correction coefficient of the conversion coefficient corresponding to the vehicle state parameter to determine the target conversion coefficient, and then the vehicle's braking torque is corrected based on the target conversion coefficient, which helps to improve the accuracy of the output braking torque, while improving the driver's braking experience and improving the safety performance of the vehicle.

[0106] Based on the same inventive concept as the above-mentioned embodiment, the braking control method of the vehicle provided by the present application is described in detail below through a specific example. Figure 2 As shown, taking the vehicle braking realized by the CRBS (Cooperative Regenerative Braking System) functional module of the vehicle as an example, the braking control method of the vehicle specifically includes:

[0107] Step S201: The vehicle enters braking mode.

[0108] Optionally, when a brake pedal of the vehicle is depressed, it is determined that the vehicle currently enters a braking mode.

[0109] Step S202: Determine the target braking torque required by the driver.

[0110] Step S203: Determine a first correction coefficient based on the vehicle speed.

[0111] Optionally, in the relationship table between the preset vehicle speed and the correction coefficient of the conversion coefficient, the vehicle speed range and the corresponding first correction coefficient can be set based on the braking data of the vehicle during the historical travel of the vehicle. Here, during the braking process of the vehicle, as the vehicle speed decreases, it means that the braking performance of the current vehicle is better, and the corresponding conversion coefficient is larger, and the first correction coefficient for correcting the conversion coefficient is larger at this time.

[0112] Step S204: Determine a second correction coefficient based on the brake pressure.

[0113] Optionally, in the relationship table between the brake pressure and the correction coefficient of the conversion coefficient, the pressure range of the brake pressure and the corresponding second correction coefficient can be set based on the braking data of the vehicle during the historical travel. Here, during the braking process of the vehicle, if the brake pressure of the vehicle is higher, it means that the braking performance of the vehicle is worse at this time, the conversion coefficient of the vehicle is smaller, and the corresponding second correction coefficient is also smaller.

[0114] Step S205: Determine a third correction coefficient based on the brake fluid temperature.

[0115] Optionally, in the relationship table between the brake fluid temperature and the correction coefficient of the conversion coefficient, the temperature variation range of the brake fluid temperature and the corresponding third correction coefficient can be set based on the braking data of the vehicle during the historical travel. Here, during the braking process of the vehicle, if the brake fluid temperature of the vehicle is high, the braking force efficiency may be reduced, and the smaller the corresponding conversion coefficient is, the smaller the third correction coefficient related to the brake fluid temperature may be.

[0116] Step S206: Determine the target conversion coefficient.

[0117] Optionally, the product of the initial conversion coefficient and the determined first correction coefficient, second correction coefficient, and third correction coefficient is determined as the target conversion coefficient.

[0118] Step S207: The minimum torque determined by the braking demand and the maximum recovered energy of the power system is determined as the braking torque of the electric brake.

[0119] First, when the brake pedal is depressed, the required total braking torque is obtained, which is required to keep the vehicle stable and decelerate or stop. Secondly, when the vehicle's brake energy recovery function is activated, the torque that can be used for energy recovery under current conditions is calculated. Then, the range in which electric braking can be applied is determined based on the target braking torque and the energy recovery torque. This range refers to the maximum range in which traditional friction braking can be replaced by electric machine braking torque without sacrificing vehicle stability and braking effect. Here, the minimum value within the range is set as the first braking torque for the vehicle to perform electric braking. This value is the minimum torque that ensures that the vehicle can brake safely under the action of electric braking alone. Finally, the product of the determined target conversion coefficient and the first braking torque is used as the braking torque for the vehicle to perform electric braking to achieve correction of the first braking torque.

[0120] Step S208: Execute electric braking via the VCU (Vehicle Control Unit).

[0121] Optionally, the VCU sends a command to the motor to start electric braking. During this process, the motor switches from drive mode to power generation mode, using the vehicle's kinetic energy to generate electricity. At the same time, during this process, the VCU dynamically adjusts the motor's braking force according to the vehicle's actual braking effect to achieve the best braking effect and energy recovery efficiency. Here, electric braking performed by the VCU can not only provide efficient and smooth braking effects, but also recover part of the kinetic energy, improve energy utilization, and extend battery life. At the same time, electric braking can also reduce dependence on traditional braking systems, reduce maintenance costs and wear.

[0122] Step S209: Determine the difference between the total braking torque and the braking torque of the electric brake as the braking torque of the hydraulic brake.

[0123] First, the difference between the determined target braking torque and the braking torque of the vehicle for electric braking is determined as the second braking torque for the vehicle for hydraulic braking. Then, the product of the determined target conversion coefficient and the second braking torque is used as the braking torque for the vehicle for hydraulic braking to achieve correction of the second braking torque.

[0124] Step S210: Perform hydraulic braking via NBC (Nabsa Intelligent Brake Control System, integrated intelligent braking system).

[0125] Optionally, the NBC system will send a command to the hydraulic braking system to start working. Specifically, the hydraulic braking system uses hydraulic pressure to press the brake shoe against the brake disc or brake drum, generating friction, thereby slowing down the vehicle. At the same time, the NBC system will coordinate with other braking systems of the vehicle (such as the electric braking system) to cooperate with the hydraulic braking to complete the braking task. At the same time, the NBC system can also recover part of the kinetic energy during the hydraulic braking process, convert it into electrical energy and store it in the battery, thereby improving energy utilization. Here, by performing hydraulic braking through the NBC system, a more precise and smoother braking effect can be achieved, thereby improving driving safety.

[0126] In summary, in the vehicle braking control method provided by the above embodiment, the initial conversion coefficient is corrected according to at least one correction coefficient of the conversion coefficient corresponding to the vehicle state parameter to determine the target conversion coefficient, and then the vehicle's braking torque is corrected based on the target conversion coefficient, which helps to improve the accuracy of the output braking torque, while improving the driver's braking experience and improving the safety performance of the vehicle.

[0127] Based on the same inventive concept as the above embodiments, refer to Figure 3 A vehicle braking control device is provided for an embodiment of the present application. The device includes an acquisition module, a correction module, a conversion module, and a processing module, wherein:

[0128] An acquisition module, used to acquire at least one vehicle state parameter of the vehicle;

[0129] A correction module, used for determining at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter;

[0130] A conversion module, used to determine a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient;

[0131] A processing module is used for correcting the braking torque of the vehicle according to the target conversion coefficient in response to the braking energy recovery function of the vehicle being in an activated state.

[0132] In one embodiment, the vehicle state parameter includes at least one of vehicle speed, brake pressure, and brake fluid temperature.

[0133] In one embodiment, the correction module is specifically used to:

[0134] Determining a first correction coefficient of the conversion coefficient corresponding to the vehicle speed based on a preset correspondence relationship between the vehicle speed and the correction coefficient of the conversion coefficient;

[0135] Determining a second correction coefficient of the conversion coefficient corresponding to the braking pressure based on a correspondence between a preset braking pressure and a correction coefficient of the conversion coefficient;

[0136] Based on a preset correspondence relationship between the brake fluid temperature and the correction coefficient of the conversion coefficient, a third correction coefficient corresponding to the brake fluid temperature of the conversion coefficient is determined.

[0137] In one implementation, the conversion module is specifically configured to:

[0138] The product of the initial conversion coefficient, the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the target conversion coefficient.

[0139] In one embodiment, the processing module is specifically used to:

[0140] Obtaining a target braking torque and an energy recovery torque required when braking the vehicle;

[0141] determining a first braking torque for electrically braking the vehicle according to the target braking torque and the energy recovery torque;

[0142] The first braking torque is corrected according to the target conversion coefficient to obtain a braking torque for electrically braking the vehicle.

[0143] In one embodiment, the processing module is specifically used to:

[0144] determining a second braking torque for hydraulically braking the vehicle according to the target braking torque and the braking torque for electrically braking the vehicle;

[0145] The second braking torque is corrected according to the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

[0146] The specific definition of the vehicle's brake control device can be found in the definition of the vehicle's brake control method above, which will not be repeated here. Each module in the above-mentioned vehicle's brake control device can be implemented in whole or in part by software, hardware, and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the electronic device in the form of hardware, or can be stored in the memory of the electronic device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0147] Based on the same inventive concept as the above embodiments, an embodiment of the present invention provides an electronic device, such as Figure 4 As shown, the electronic device includes: a processor 310 and a memory 311 storing a computer program; wherein, Figure 4The processor 310 shown in the figure is not used to indicate that the number of the processor 310 is one, but is only used to indicate the position relationship of the processor 210 relative to other devices. In actual applications, the number of the processor 310 may be one or more; similarly, Figure 4 The memory 311 shown in the figure has the same meaning, that is, it is only used to refer to the position relationship of the memory 311 relative to other devices. In practical applications, the number of memories 311 can be one or more. When the processor 310 runs the computer program, the above-mentioned vehicle braking control method is implemented.

[0148] The electronic device may also include: at least one network interface 312. The various components in the electronic device are coupled together via a bus system 313. It is understood that the bus system 313 is used to achieve connection and communication between these components. In addition to the data bus, the bus system 313 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, the bus system 313 is not used in the following examples. Figure 4 Various buses are labeled as bus system 313.

[0149] The memory 311 may be a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memories. The nonvolatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disk, or a compact disc read-only memory (CD-ROM); the magnetic surface memory may be a disk memory or a tape memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), synchronous static random access memory (SSRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM, SyncLink Dynamic Random Access Memory), and direct RAM bus random access memory (DRRAM, Direct Rambus Random Access Memory).The memory 311 described in the embodiments of the present invention is intended to include but is not limited to these and any other suitable types of memories.

[0150] The memory 311 in the embodiment of the present invention is used to store various types of data to support the operation of the electronic device. Examples of these data include: any computer program used to operate on the electronic device, such as an operating system and an application; contact data; phone book data; messages; pictures; videos, etc. Among them, the operating system includes various system programs, such as a framework layer, a core library layer, a driver layer, etc., which are used to implement various basic services and process hardware-based tasks. The application program may include various applications, such as a media player, a browser, etc., for implementing various application services. Here, the program that implements the method of the embodiment of the present invention may be included in the application program.

[0151] Based on the same inventive concept as the above embodiments, this embodiment further provides a vehicle, comprising the electronic device described in the above embodiments.

[0152] Based on the same inventive concept as the above-mentioned embodiment, this embodiment further provides a computer-readable storage medium, in which a computer program is stored. The computer-readable storage medium may be a ferromagnetic random access memory (FRAM), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); it may also be various devices including one or any combination of the above-mentioned memories, such as a mobile phone, a computer, a tablet device, a personal digital assistant, etc. When the computer program stored in the computer-readable storage medium is executed by the processor, the braking control method of the vehicle applied to the above-mentioned device is implemented. For the specific steps implemented when the computer program is executed by the processor, please refer to Figure 1 The description of the illustrated embodiment will not be repeated here.

[0153] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0154] In this document, the terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of elements other than those listed and may also include additional elements not expressly listed.

[0155] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vehicle braking control method, characterized in that: include: Acquiring at least one vehicle state parameter of the vehicle; Determine at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter; Determining a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient; In response to a braking energy recovery function of the vehicle being in an activated state, modifying a braking torque for braking the vehicle according to the target conversion coefficient; The correcting the braking torque of the vehicle according to the target conversion coefficient includes: Obtaining a target braking torque and an energy recovery torque required when braking the vehicle; determining a first braking torque for electrically braking the vehicle according to the target braking torque and the energy recovery torque; Correcting the first braking torque according to the target conversion coefficient to obtain a braking torque for electrically braking the vehicle; determining a second braking torque for hydraulically braking the vehicle according to the target braking torque and the braking torque for electrically braking the vehicle; The second braking torque is corrected according to the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

2. The method according to claim 1, characterized in that The vehicle state parameter includes at least one of vehicle speed, brake pressure, and brake fluid temperature.

3. The method according to claim 2, characterized in that The determining, according to the at least one vehicle state parameter, at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters comprises: Determining a first correction coefficient of the conversion coefficient corresponding to the vehicle speed based on a preset correspondence relationship between the vehicle speed and the correction coefficient of the conversion coefficient; Determining a second correction coefficient of the conversion coefficient corresponding to the braking pressure based on a correspondence between a preset braking pressure and a correction coefficient of the conversion coefficient; Based on a preset correspondence relationship between the brake fluid temperature and the correction coefficient of the conversion coefficient, a third correction coefficient corresponding to the brake fluid temperature of the conversion coefficient is determined.

4. The method according to claim 3, characterized in that The step of determining a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient includes: The product of the initial conversion coefficient, the first correction coefficient, the second correction coefficient, and the third correction coefficient is determined as the target conversion coefficient.

5. A vehicle braking control device, characterized in that: The device comprises: An acquisition module, used to acquire at least one vehicle state parameter of the vehicle; A correction module, used for determining at least one correction coefficient of the conversion coefficient corresponding to each of the vehicle state parameters according to the at least one vehicle state parameter; A conversion module, used to determine a target conversion coefficient according to the at least one correction coefficient and a preset initial conversion coefficient; a processing module, configured to correct a braking torque for braking the vehicle according to the target conversion coefficient in response to a braking energy recovery function of the vehicle being in an activated state; A processing module is used to obtain a target braking torque and an energy recovery torque required for braking the vehicle; determine a first braking torque for electrically braking the vehicle based on the target braking torque and the energy recovery torque; correct the first braking torque based on the target conversion coefficient to obtain a braking torque for electrically braking the vehicle; determine a second braking torque for hydraulically braking the vehicle based on the target braking torque and the braking torque for electrically braking the vehicle; correct the second braking torque based on the target conversion coefficient to obtain a braking torque for hydraulically braking the vehicle.

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

7. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 6.

8. A computer-readable storage medium, characterized in that: When the instructions in the computer-readable storage medium are executed by a processor, the braking control method of the vehicle as claimed in any one of claims 1 to 4 is implemented.

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