A brake light control method, device, equipment and computer readable storage medium

Abstract

The embodiment of the present invention relates to the technical field of electric vehicles, and discloses a brake light control method, device, equipment and computer-readable storage medium, the method comprising: obtaining a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light extinguishing deceleration value; obtaining the whole wheel end actual torque; comparing the whole wheel end actual torque with the first whole wheel end torque threshold and the second whole wheel end torque threshold, respectively, to control the brake light to light up or go out. Applying the technical solution of the present invention can improve the accuracy of brake light control.

Description

Technical Field

[0001] Embodiments of the present invention relate to the technical field of electric vehicles, and in particular to a brake light control method, device, equipment, and computer-readable storage medium. Background Art

[0002] At present, with the rapid expansion of the new energy electric vehicle market, deceleration control has become a key technology; new energy electric vehicles usually use two deceleration methods: deceleration by stepping on the brake pedal, and deceleration through kinetic energy recovery; during these deceleration processes, in order to ensure driving safety and alert vehicles and pedestrians behind, it is necessary to turn on the brake lights.

[0003] For deceleration by pressing the brake pedal, the lighting of the brake light is directly related to the state of the brake pedal; for deceleration through kinetic energy recovery, the current market mainly decides whether to light the brake light based on the deceleration calculated from the vehicle speed or the feedback deceleration value of the chassis components and compares it with the preset threshold.

[0004] However, when the vehicle passes through a continuous pothole section or the deceleration sensor is abnormal, the deceleration value may change suddenly, causing the brake lights to flash frequently; this phenomenon may affect the accuracy of the brake light information, thereby affecting the safety warning effect of the following vehicles and pedestrians. Summary of the invention

[0005] In view of the above problems, the embodiments of the present invention provide a brake light control method, device, equipment and computer-readable storage medium, which are used to solve the problem in the prior art that the brake lights are frequently turned on and off due to deceleration value jumps caused by bad road conditions or abnormal deceleration sensors, and the brake light information provided to the rear vehicles and pedestrians is not accurate enough.

[0006] According to one aspect of an embodiment of the present invention, a brake light control method is provided, the method comprising:

[0007] Obtain a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein, the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light, and the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light off deceleration value, and is the whole wheel end torque threshold for turning off the brake light; obtain the whole wheel end actual torque; compare the whole wheel end actual torque with the first whole wheel end torque threshold and the second whole wheel end torque threshold respectively, and control the brake light to light or go out.

[0008] Specifically, by using the actual torque of the entire wheel end to characterize the deceleration state, which is different from the prior art that directly uses deceleration to judge point braking, the problem of frequent flashing of brake lights caused by bad road conditions or abnormal deceleration sensors can be avoided, thereby improving the accuracy of brake light control.

[0009] In an optional manner, the method of obtaining the actual torque of the entire wheel end includes: obtaining the actual torque of the front motor, the actual torque of the rear motor, the front axle transmission ratio and the rear axle transmission ratio; multiplying the actual torque of the front motor by the front axle transmission ratio to obtain the actual torque of the front motor wheel end; multiplying the actual torque of the rear motor by the rear axle transmission ratio to obtain the actual torque of the rear motor wheel end; and adding the actual torque of the front motor wheel end and the actual torque of the rear motor wheel end to obtain the actual torque of the entire wheel end.

[0010] Specifically, the actual torque of the entire wheel is calculated by integrating the actual torque of the front motor, the actual torque of the rear motor and the transmission ratio, taking into account the actual torque contribution of each motor to the wheel, and is not affected by road conditions or abnormalities of the deceleration sensor.

[0011] In an optional manner, the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, including: performing data derivation processing on the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula to determine the first whole wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; obtaining a preset brake light lighting deceleration value, inputting the brake light lighting deceleration value into the first whole wheel end torque calculation formula to determine the first whole wheel end torque threshold.

[0012] Specifically, the vehicle sliding resistance curve is selected based on the vehicle model configuration parameters, and based on the vehicle sliding resistance curve, the first wheel end torque threshold when the brake light is turned on is determined, which can realize dynamic adjustment of the brake light threshold for vehicles with different braking characteristics.

[0013] In an optional manner, the actual torque of the entire wheel end is compared with the first entire wheel end torque threshold and the second entire wheel end torque threshold respectively, and the brake light is controlled to be lit or extinguished, including: comparing the actual torque of the entire wheel end with the first entire wheel end torque threshold; when the actual torque of the entire wheel end is less than the first entire wheel end torque threshold, the brake light is controlled to be lit; when the brake light is in the lit state and the actual torque of the entire wheel end is greater than the second entire wheel end torque threshold, the brake light is controlled to be extinguished.

[0014] Specifically, by comparing the actual torque at the entire wheel end with the set first entire wheel end torque threshold and second entire wheel end torque threshold, the deceleration of the vehicle can be accurately judged, avoiding the existing situation of directly using deceleration for point braking judgment.

[0015] In an optional manner, before obtaining the first whole wheel end torque threshold and the second whole wheel end torque threshold of the vehicle, it also includes: obtaining and determining whether the current state parameters of the vehicle meet the drivable state conditions and the target gear conditions; when the current state parameters meet the drivable state conditions and meet the target gear conditions, obtaining the vehicle model configuration parameters; when the current state parameters do not meet the drivable state conditions or the target gear conditions, controlling the brake lights to turn off.

[0016] Specifically, the prerequisite for kinetic energy recovery to light up the brake lights is that the vehicle meets the conditions of being in a drivable state and in a target gear position, ensuring that the brake lights are displayed only when they are really needed, thereby avoiding false alarms of the brake lights caused by motor failures that feed back erroneous torque.

[0017] In an optional manner, obtaining and determining whether the current state parameters of the vehicle meet the drivable state conditions includes: obtaining the current state parameters of the vehicle, wherein the current state parameters include the brake pedal state, the vehicle power gear and the battery control unit operating mode; when the brake pedal state is pressed, the vehicle power gear is in the ON gear, and the battery control unit operating mode is in the high-voltage activated state, determining that the current state parameters of the vehicle meet the drivable state conditions.

[0018] Specifically, by setting multiple conditions for judgment, only when multiple conditions are met can it be determined that the current state parameters of the vehicle meet the drivable state conditions, which helps to improve the accuracy of the judgment of the drivable state conditions.

[0019] In an optional manner, obtaining and determining whether the current state parameters of the vehicle meet the target gear conditions includes: obtaining the current state parameters of the vehicle, wherein the current state parameters include the target gear of the shifter and the state of the vehicle parking lock mechanism; when the current state parameters of the vehicle meet the drivable state conditions, the target gear of the shifter is the forward gear or the reverse gear, and the state of the vehicle parking lock mechanism is the released state, determining that the current state parameters of the vehicle meet the target gear conditions.

[0020] Specifically, by setting multiple conditions for judgment, only when multiple conditions are met can it be determined that the current state parameters of the vehicle meet the target gear condition, which helps to improve the accuracy of the judgment of the target gear condition.

[0021] According to another aspect of an embodiment of the present invention, a brake light control device is provided, including: a whole wheel end torque threshold acquisition module, a whole wheel end actual torque acquisition module and a brake light control module; the whole wheel end torque threshold acquisition module is used to acquire a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light, and the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light off deceleration value, and is the whole wheel end torque threshold for turning off the brake light; the whole wheel end actual torque acquisition module is used to acquire the whole wheel end actual torque; the brake light control module is used to compare the whole wheel end actual torque with the first whole wheel end torque threshold and the second whole wheel end torque threshold respectively, and control the brake light to light or go out.

[0022] In an optional manner, a brake light control device is provided, further comprising: a vehicle state determination module; the vehicle state determination module is used to obtain and determine whether the current state parameters of the vehicle meet the drivable state conditions and whether they meet the target gear conditions; when the current state parameters meet the drivable state conditions and meet the target gear conditions, obtain the vehicle model configuration parameters; when the current state parameters do not meet the drivable state conditions or the target gear conditions, control the brake lights to turn off.

[0023] In an optional manner, the vehicle state determination module is used to obtain and determine whether the current state parameters of the vehicle meet the drivable state conditions, including: obtaining the current state parameters of the vehicle, wherein the current state parameters include the brake pedal state, the vehicle power gear and the battery control unit working mode; when the brake pedal state is pressed, the vehicle power gear is in the ON gear, and the battery control unit working mode is in the high-voltage activated state, it is determined that the current state parameters of the vehicle meet the drivable state conditions.

[0024] In an optional manner, the vehicle state determination module is used to obtain and determine whether the current state parameters of the vehicle meet the target gear conditions, including: obtaining the current state parameters of the vehicle, wherein the current state parameters include the shifter target gear and the vehicle parking lock mechanism state; when the current state parameters of the vehicle meet the drivable state conditions, the shifter target gear is the forward gear or the reverse gear, and the vehicle parking lock mechanism state is in the released state, it is determined that the current state parameters of the vehicle meet the target gear conditions.

[0025] In an optional manner, the first whole wheel end torque threshold in the whole wheel end torque threshold acquisition module is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, including: performing data derivation processing on the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula to determine the first whole wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; obtaining a preset brake light lighting deceleration value, inputting the brake light lighting deceleration value into the first whole wheel end torque calculation formula to determine the first whole wheel end torque threshold.

[0026] In an optional manner, the actual torque acquisition module at the entire wheel end is used to obtain the actual torque at the entire wheel end, including: obtaining the actual torque of the front motor, the actual torque of the rear motor, the front axle transmission ratio and the rear axle transmission ratio; multiplying the actual torque of the front motor with the front axle transmission ratio to obtain the actual torque of the front motor wheel end; multiplying the actual torque of the rear motor with the rear axle transmission ratio to obtain the actual torque of the rear motor wheel end; adding the actual torque of the front motor wheel end and the actual torque of the rear motor wheel end to obtain the actual torque of the entire wheel end.

[0027] In an optional manner, the brake light control module is used to compare the actual torque of the entire wheel end with the first entire wheel end torque threshold and the second entire wheel end torque threshold respectively, and control the brake light to light up or go out, including: comparing the actual torque of the entire wheel end with the first entire wheel end torque threshold; when the actual torque of the entire wheel end is less than the first entire wheel end torque threshold, controlling the brake light to light up; when the brake light is in the lighting state and the actual torque of the entire wheel end is greater than the second entire wheel end torque threshold, controlling the brake light to go out.

[0028] According to another aspect of an embodiment of the present invention, a brake light control device is provided, comprising: a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other via the communication bus; the memory is used to store at least one executable instruction, wherein the executable instruction enables the processor to perform the operation of the brake light control method as described in any one of the above.

[0029] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the storage medium stores at least one executable instruction, wherein the executable instruction enables a brake light control device / apparatus to perform the operation of any one of the brake light control methods described above.

[0030] The embodiment of the present invention uses the actual torque of the entire wheel end to characterize the deceleration state, and the calculation of the actual torque of the entire wheel end combines the actual torque of the front motor, the actual torque of the rear motor and the transmission ratio, which can more accurately reflect the actual braking condition of the vehicle; finally, the actual torque of the entire wheel end is compared with the torque threshold of the entire wheel end calculated according to the sliding resistance curve of the entire vehicle, and the state of the brake light can be dynamically adjusted according to the current actual torque condition of the vehicle, avoiding the existing method of directly using deceleration to make point braking judgments, and there are problems such as frequent flashing of the brake light and inaccurate braking information caused by bad road conditions or abnormal deceleration sensors.

[0031] The above description is only an overview of the technical solution of the embodiment of the present invention. In order to more clearly understand the technical means of the embodiment of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiment of the present invention more obvious and easy to understand, the specific implementation mode of the present invention is specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings are only used to illustrate the embodiments and are not to be considered as limiting the present invention. In addition, the same reference symbols are used to represent the same components throughout the accompanying drawings. In the accompanying drawings:

[0033] Figure 1 A schematic flow chart of a first embodiment of a brake light control method provided by the present invention is shown;

[0034] Figure 2 A schematic diagram showing a brake light request interaction of a brake light control method provided by the present invention is shown;

[0035] Figure 3 A schematic flow chart of a second embodiment of a brake light control method provided by the present invention is shown;

[0036] Figure 4 A schematic structural diagram of a first embodiment of a brake light control device provided by the present invention is shown;

[0037] Figure 5 A schematic structural diagram of a second embodiment of a brake light control device provided by the present invention is shown;

[0038] Figure 6 A schematic structural diagram of an embodiment of a brake light control device provided by the present invention is shown. DETAILED DESCRIPTION

[0039] Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0040] Figure 1 FIG. 1 is a flow chart showing a first embodiment of a brake light control method according to the present invention, wherein the method is executed by a brake light control device. Figure 1 As shown, the method comprises the following steps:

[0041] Step 110: Obtain a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein, the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light, and the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light off deceleration value, and is the whole wheel end torque threshold for turning off the brake light.

[0042] Since new energy electric vehicles use the kinetic energy recovery system to convert the kinetic energy generated when the vehicle decelerates into electrical energy and store it in the battery to extend the driving mileage; and during the kinetic energy recovery process, the deceleration calculated based on the vehicle speed or the feedback deceleration value of the chassis components is usually compared with the preset threshold to decide whether to light the brake lights. In the scenario where the vehicle is not in a driving state and the chassis components such as the vehicle's sensors or motors fail, the faulty chassis components may feedback the wrong torque, which may easily cause the vehicle in a non-driving state to receive the wrong torque and mis-report the brake lights, which may seriously cause the entire vehicle to not sleep.

[0043] In some embodiments of the present invention, in order to avoid the problem of false alarm of brake lights caused by the above-mentioned chassis component failure, the current state parameters of the vehicle are obtained and judged whether they meet the drivable state conditions and the target gear conditions; when the current state parameters meet the drivable state conditions and the target gear conditions, the vehicle model configuration parameters are obtained; when the current state parameters do not meet the drivable state conditions or the target gear conditions, the brake lights are controlled to be turned off; that is, the current state parameters of the vehicle satisfying the drivable state conditions and the target gear conditions are used as prerequisites for lighting the brake lights, and the control operation of lighting the brake lights is performed only when the prerequisites are met, thereby avoiding the sensor or motor failure to feedback the wrong torque, resulting in false alarm of the brake lights, which may seriously cause the problem of the whole vehicle not sleeping.

[0044] Specifically, the drivable state condition is that the vehicle is in a ready state; and the target gear condition is that the vehicle gear is in D gear or R gear.

[0045] In some embodiments of the present invention, when obtaining and judging whether the current state parameters of the vehicle meet the drivable state conditions, the current state parameters of the vehicle are obtained, wherein the current state parameters include the brake pedal state, the vehicle power gear and the battery control unit working mode; when the brake pedal state is pressed, the vehicle power gear is in the ON gear, and the battery control unit working mode is in the high-voltage activated state, it is determined that the current state parameters of the vehicle meet the drivable state conditions.

[0046] Preferably, the current state parameters also include anti-theft authentication state, key detection state, vehicle speed and charging and discharging gun connection state.

[0047] Preferably, when the current state parameters also include anti-theft authentication status, key detection status, vehicle speed and charging and discharging gun connection status, and the anti-theft authentication status is passed, the key detection status is valid, the vehicle speed is less than a preset speed threshold, and the charging and discharging gun connection is not connected, it is determined that the current state parameters of the vehicle meet the drivable state conditions.

[0048] Specifically, the current state parameters of the vehicle can be obtained through the vehicle control module VCU of the vehicle.

[0049] Preferably, the vehicle control module VCU is connected to the brake control module IBCU to obtain the vehicle speed.

[0050] Specifically, a drivable module is provided in the vehicle control module, and the acquired current state parameters of the vehicle are input into the drivable module. Based on the drivable module, it is determined whether the brake pedal state is pressed and lasts for the first time, whether the power gear of the vehicle is in the ON gear, whether the anti-theft authentication state is passed, whether the key detection state is valid, whether the vehicle speed is less than a preset speed threshold, whether the working mode of the battery control unit is in the high-voltage activation state, and whether the charging and discharging gun connection is disconnected.

[0051] Preferably, the first time is 200 ms, and the preset speed threshold is 2 kph.

[0052] Preferably, when judging whether the working mode of the battery control unit is in the high voltage activation state, it is judged by determining whether the working mode of the battery control unit is equal to Hvactive.

[0053] Specifically, when it is determined that the current state parameters of the vehicle meet the drivable state conditions, the ready state is entered and latched, that is, the driving mode state of the vehicle is set to VcuRdySts=Ready.

[0054] In some embodiments of the present invention, after determining that the current state parameters of the vehicle meet the drivable state conditions, the current state parameters of the vehicle are continuously acquired, wherein the current state parameters include the main driver's door switch state, the main driver's seat occupancy state, the shifter target gear, the vehicle power gear, the vehicle speed, the battery control unit working mode and the charging and discharging gun connection state; when the main driver's door switch state is the door open state, the main driver's seat occupancy state is the unmanned state and the shifter target gear is the parking gear, or the vehicle power gear is the OFF gear and the vehicle speed is less than the preset speed threshold, or the charging and discharging gun connection state is connected and the vehicle speed is less than the preset speed threshold, or the battery control unit working mode is a non-high-voltage activation state, it is determined that the current state parameters of the vehicle do not meet the drivable state conditions, the Ready state is exited, and the vehicle's driving mode state is set to VcuRdySts≠Ready.

[0055] In some embodiments of the present invention, whether the current state parameters of the vehicle meet the target gear condition is obtained and determined by obtaining the current state parameters of the vehicle, wherein the current state parameters include the target gear of the shifter and the state of the vehicle parking lock mechanism; when the current state parameters of the vehicle meet the drivable state condition, the target gear of the shifter is the forward gear or the reverse gear, and the state of the vehicle parking lock mechanism is the released state, it is determined that the current state parameters of the vehicle meet the target gear condition.

[0056] Specifically, the vehicle control module is also provided with a gear module, and the acquired current state parameters of the vehicle are input into the gear module. Based on the gear module, it is determined whether the current state parameters of the vehicle meet the drivable state conditions, whether the target gear of the shifter is the forward gear or the reverse gear, and whether the state of the vehicle parking lock mechanism is the released state.

[0057] Preferably, when judging whether the state of the vehicle parking lock mechanism is in the released state, it is determined whether the actual gear state of the vehicle is the parking gear and whether the target gear position of the shifter is switched to the non-parking gear. If the actual gear state of the vehicle is the parking gear and the target gear position of the shifter is switched to the non-parking gear, the vehicle parking lock mechanism is requested to be released.

[0058] In some embodiments of the present invention, the vehicle's satisfaction of drivable state conditions and target gear conditions are used as a prerequisite for kinetic energy recovery to illuminate the brake lights, ensuring that the brake lights are displayed only when they are really needed, thereby avoiding motor failure to feedback erroneous torque and cause false alarms of the brake lights.

[0059] In some embodiments of the present invention, when the current state parameters satisfy the drivable state conditions and the target gear conditions, it is considered that the prerequisite for lighting the brake lights is met, and the first wheel end torque threshold and the second wheel end torque threshold of the vehicle can be further obtained.

[0060] In some embodiments of the present invention, a first whole wheel wheel torque calculation formula is determined by performing data deduction processing on the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; a preset brake light lighting deceleration value is obtained, and the brake light lighting deceleration value is input into the first whole wheel wheel torque calculation formula to determine the first whole wheel end torque threshold.

[0061] In some embodiments of the present invention, the vehicle model configuration parameters include driving configuration parameters.

[0062] Specifically, the driving configuration parameters of the vehicle are four-wheel drive AWD, front-wheel drive FWD or rear-wheel drive RWD.

[0063] Specifically, the vehicle's drive configuration parameters are set by setting a drive configuration signal in the software of the vehicle control module VCU, and the drive configuration signal can be used by the diagnostic equipment to write the vehicle's drive configuration. Example: When the vehicle is offline, the software configuration will be written uniformly to set the vehicle's drive configuration parameters to four-wheel drive AWD, front-wheel drive FWD or rear-wheel drive RWD.

[0064] Preferably, the drive configuration signal VehDrvCfg is a constant signal. When the vehicle's drive configuration is four-wheel drive, the vehicle's drive configuration parameter VehDrvCfg is set to AWD. When the vehicle's drive configuration is front-wheel drive, the vehicle's drive configuration parameter VehDrvCfg is set to FWD. When the vehicle's drive configuration is rear-wheel drive, the vehicle's drive configuration parameter VehDrvCfg is set to RWD.

[0065] In some embodiments of the present invention, when acquiring the driving configuration parameters of the vehicle, the driving configuration parameters of the vehicle may be determined based on the driving configuration signal by acquiring the driving configuration signal of the vehicle.

[0066] In some embodiments of the present invention, the whole vehicle sliding resistance curve is selected based on the driving configuration parameters in the vehicle model configuration parameters.

[0067] Specifically, the sliding resistance coefficient is selected by acquiring and based on the driving configuration parameters in the vehicle model configuration parameters, and based on the sliding resistance coefficient, the whole vehicle sliding resistance curve corresponding to the driving configuration parameters is determined.

[0068] Specifically, the software of the vehicle control module VCU also sets the sliding resistance coefficient corresponding to different drive configuration parameters, wherein the sliding resistance coefficient is a calibration quantity, and different sliding resistance coefficients correspond to different vehicle sliding resistance curves; Example: When the vehicle's drive configuration is four-wheel drive, the corresponding sliding resistance coefficient is set to A AWD \B AwD \C AWD ; When the vehicle is configured as front-wheel drive, set the corresponding sliding resistance coefficient to A FWD \B FWD \C FWD ; When the vehicle is configured as front-wheel drive, set the corresponding sliding resistance coefficient to A RWD \B RWD \C RWD .

[0069] Specifically, data derivation processing is performed on the whole vehicle sliding resistance curve, Newton's second law mechanical calculation formula and wheel-end torque calculation formula. When determining the first whole wheel-end torque calculation formula, the whole wheel-end driving force is obtained, and the vehicle whole vehicle driving force formula is determined based on the whole vehicle sliding resistance curve and the whole wheel-end driving force. Based on the Newton's second law mechanical calculation formula, the vehicle whole vehicle driving force formula is derived to obtain a first derivation formula, and based on the wheel-end torque calculation formula, the first derivation formula is subjected to torque conversion processing to obtain a second derivation formula, the whole vehicle sliding resistance curve is input into the second derivation formula to obtain the whole wheel-end torque calculation formula, and the first whole wheel-end torque calculation formula is determined based on the whole wheel-end torque calculation formula.

[0070] The process of data derivation and processing of the whole vehicle sliding resistance curve, Newton's second law mechanical calculation formula and wheel end torque calculation formula is illustrated by way of example:

[0071] The whole vehicle sliding resistance curve is F 滑阻 =Av 2 +Bv+C; the Newton's second law mechanical calculation formula is F=ma; the wheel end torque calculation formula is T=Fr; when the whole vehicle sliding resistance curve, Newton's second law mechanical calculation formula and wheel end torque calculation formula are subjected to data derivation processing, according to the whole vehicle wheel end force analysis, based on the whole vehicle sliding resistance curve and the whole wheel end driving force, the vehicle driving force formula is determined as follows: the vehicle driving force F=F 整车轮端驱动力 -F 滑阻 Based on the mechanical calculation formula of Newton's second law, the vehicle driving force formula is derived to obtain the first derivation formula: ma=F 整车轮端驱动力 -F 滑阻Based on the wheel end torque calculation formula, the vehicle driving force is converted into wheel end torque, and the second derivation formula is obtained as mar=T 整车轮端驱动力 -F 滑阻 r, that is, T 整车轮端驱动力 =mar+F 滑阻 r; Based on the vehicle sliding resistance curve, the formula for calculating the wheel end torque is T 整车轮端驱动力 =mar+(Av 2 +Bv+C)r; Based on the whole wheel end torque calculation formula, the first whole wheel end torque calculation formula is determined as: X=mar+(Av 2 +Bv+C)r; In the above formula, A, B, C are the fitted sliding resistance coefficients when the vehicle's curb weight is sliding, v is the vehicle speed, m is the vehicle's curb weight, T is the torque, a is the acceleration or deceleration, r is the tire radius, and X is the first wheel end torque threshold.

[0072] Preferably, the preset brake light lighting deceleration value is -1m 2 / s.

[0073] Specifically, the brake light lighting deceleration value is input into the first wheel end torque calculation formula to determine the first wheel end torque threshold value as X=(-1)mr+(Av 2 +Bv+C)r, which can reflect the relationship between the vehicle speed and the full wheel end torque threshold for lighting the brake light, and then deduce the full wheel end torque threshold corresponding to lighting the brake light at a certain vehicle speed.

[0074] In some embodiments of the present invention, a second whole wheel end torque calculation formula is determined by performing data deduction processing on the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; a preset brake light off deceleration value is obtained, and the brake light off deceleration value is input into the second whole wheel end torque calculation formula to determine the second whole wheel end torque threshold.

[0075] Specifically, compared with determining the first whole wheel end torque calculation formula, the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula are subjected to data derivation processing to determine the second whole wheel end torque calculation formula, which is determined based on the whole wheel end torque calculation formula. The second whole wheel end torque calculation formula is: Y=mar+(Av 2 +Bv+C)r.

[0076] Preferably, the preset brake light off deceleration value is -0.8m 2 / s.

[0077] Specifically, the brake light lighting deceleration value is input into the second wheel end torque calculation formula to determine the second wheel end torque threshold value as Y=(-0.8)mr+(Av 2 +Bv+C)r, which can reflect the relationship between the vehicle speed and the full wheel end torque threshold for turning off the brake lights, and then deduce the full wheel end torque threshold corresponding to turning off the brake lights at a certain vehicle speed.

[0078] Preferably, the brake light off deceleration value used to calculate the second full wheel end torque threshold is set to be greater than the brake light off deceleration value used to calculate the first full wheel end torque threshold.

[0079] In some embodiments of the present invention, a vehicle sliding resistance curve is selected based on the vehicle model configuration parameters, and based on the vehicle sliding resistance curve, the first whole wheel end torque threshold when the brake light is on is determined, and the first whole wheel end torque threshold when the brake light is off is determined, so that dynamic adjustment of the brake light threshold can be achieved for vehicles with different braking characteristics.

[0080] Step 120: Obtain the actual torque at the entire wheel end.

[0081] In some embodiments of the present invention, the actual torque of the front motor, the actual torque of the rear motor, the front axle transmission ratio and the rear axle transmission ratio are obtained; the actual torque of the front motor is multiplied by the front axle transmission ratio to obtain the actual torque of the front motor wheel end; the actual torque of the rear motor is multiplied by the rear axle transmission ratio to obtain the actual torque of the rear motor wheel end; the actual torque of the front motor wheel end and the actual torque of the rear motor wheel end are added to obtain the actual torque of the entire wheel end.

[0082] Preferably, the vehicle control module VCU is connected to the front motor inverter power unit FMIPU of the vehicle to obtain the actual torque of the front motor.

[0083] Preferably, the vehicle control module VCU is connected to the rear motor inverter power supply unit RMIPU of the vehicle to obtain the actual torque of the rear motor.

[0084] Preferably, when obtaining the actual torque of the entire wheel end, the actual torque of the front motor, the actual torque of the rear motor, the front axle transmission ratio and the rear axle transmission ratio are input into a preset calculation formula for the actual torque of the entire wheel end to obtain the actual torque of the entire wheel end, wherein the calculation formula for the actual torque of the entire wheel end is as follows:

[0085] Z=T 前电机 ·i 前轴 ·r+T 后电机 ·i 后轴 ·r;

[0086] Where Z is the actual torque at the wheel end, T前电机 is the actual torque of the front motor, i 前轴 is the front axle transmission ratio, r is the tire radius, T 后电机 is the actual torque of the rear motor, i 后轴 is the rear axle transmission ratio.

[0087] In some embodiments of the present invention, the actual torque of the entire wheel is calculated by integrating the actual torque of the front motor, the actual torque of the rear motor and the transmission ratio, taking into account the actual torque contribution of each motor to the wheel, and is not affected by road conditions or abnormalities of the deceleration sensor.

[0088] Step 130: Compare the actual wheel end torque with the first wheel end torque threshold and the second wheel end torque threshold respectively, and control the brake light to turn on or off.

[0089] In some embodiments of the present invention, the actual torque of the whole wheel end is compared with the first whole wheel end torque threshold; when the actual torque of the whole wheel end is less than the first whole wheel end torque threshold, the brake light is controlled to be lit; when the brake light is in the lighting state and the actual torque of the whole wheel end is greater than the second whole wheel end torque threshold, the brake light is controlled to be extinguished.

[0090] Specifically, when the actual torque of the entire wheel end is less than the first entire wheel end torque threshold, the brake light is controlled to light up, and then it is determined that the actual torque of the entire wheel end is greater than the second entire wheel end torque threshold. When the actual torque of the entire wheel end is not greater than the second entire wheel end torque threshold, the brake light is kept on until it is detected that the actual torque of the entire wheel end is greater than the second entire wheel end torque threshold, and then the brake light is controlled to turn off.

[0091] Specifically, the actual torque of the entire wheel end is compared with the first torque threshold of the entire wheel end; when the actual torque of the entire wheel end is not less than the first torque threshold of the entire wheel end, if the current brake light is in the on state, the brake light is controlled to be turned off; if the current brake light is in the off state, the brake light is kept off.

[0092] Specifically, the vehicle control module VCU is connected to the vehicle's body domain controller BDC. When the brake light needs to be turned on or off, a request to turn on or off the brake light is sent to the body domain controller BDC, so that the body domain controller BDC performs the operation of turning on or off the brake light after receiving the request to turn on or off the brake light.

[0093] In some embodiments of the present invention, the deceleration sensor value or the deceleration calculation value is not directly compared with the relevant threshold value. Instead, the deceleration is more accurately reflected by the actual torque at the wheel end, so that the lighting and extinguishing of the brake light under kinetic energy return are more accurate.

[0094] The brake light request interaction under kinetic energy recovery involved in executing the brake light control method in some embodiments of the present invention is specifically described:

[0095] Figure 2 FIG. 4 shows a schematic diagram of brake light request interaction of a first embodiment of a brake light control method of the present invention. Figure 2 As shown, the brake light request interaction process involves the vehicle control module VCU, the body domain controller BDC, the front motor inverter power unit FMIPU, the rear motor inverter power unit RMIPU and the brake control module IBCU, wherein the vehicle control module VCU is respectively connected to the body domain controller BDC, the front motor inverter power unit FMIPU, the rear motor inverter power unit RMIPU and the brake control module IBCU.

[0096] The vehicle control module VCU obtains the vehicle speed based on the connection relationship with the brake control module IBCU, and determines the first wheel-end torque threshold and the second wheel-end torque threshold corresponding to the vehicle speed; the vehicle control module VCU also obtains the actual torque of the front motor and the actual torque of the rear motor based on the connection relationship with the front motor inverter power unit FMIPU and the rear motor inverter power unit RMIPU, which are used to calculate the actual torque of the whole wheel end. The actual torque of the whole wheel end is compared with the first wheel-end torque threshold and the second wheel-end torque threshold respectively, and based on the comparison result, a request to light up or turn off the brake light is sent to the body domain controller BDC to realize the operation of lighting up or turning off the brake light.

[0097] Figure 3 FIG. 4 is a flow chart showing a second embodiment of the brake light control method of the present invention. Figure 3 As shown, when executing brake light control, it is determined whether the vehicle's drivable state condition is satisfied as the ready state. If so, it is further determined whether the vehicle's target gear condition is satisfied as the D / R gear. If so, the drive configuration parameters in the vehicle configuration parameters of the vehicle are obtained to confirm whether the vehicle is four-wheel drive, rear-wheel drive or front-wheel drive; for vehicles that do not require drive configuration, the first whole wheel end torque threshold and the second whole wheel end torque threshold of the vehicle are obtained respectively, and the whole wheel end actual torque is obtained, and the whole wheel end actual torque is compared with the first whole wheel end torque threshold and the second whole wheel end torque threshold respectively, and the brake light is controlled to light up or go out until the whole vehicle is powered off, and the control of the brake light is stopped.

[0098] Figure 4 FIG. 2 shows a schematic structural diagram of a first embodiment of a brake light control device according to the present invention; Figure 4As shown, the device 400 includes: a whole wheel end torque threshold acquisition module 410, a whole wheel end actual torque acquisition module 420 and a brake light control module 430.

[0099] The whole wheel end torque threshold acquisition module 410 is used to obtain the first whole wheel end torque threshold and the second whole wheel end torque threshold of the vehicle; wherein, the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light; the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light off deceleration value, and is the whole wheel end torque threshold for turning off the brake light.

[0100] The whole wheel end actual torque acquisition module 420 is used to acquire the whole wheel end actual torque.

[0101] The brake light control module 430 is used to compare the actual wheel end torque with the first wheel end torque threshold and the second wheel end torque threshold respectively, and control the brake light to light up or go out.

[0102] In an optional manner, the first whole wheel end torque threshold in the whole wheel end torque threshold acquisition module 410 is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, including: performing data derivation processing on the whole vehicle sliding resistance curve, Newton's second law mechanics calculation formula and wheel end torque calculation formula to determine the first whole wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; obtaining a preset brake light lighting deceleration value, inputting the brake light lighting deceleration value into the first whole wheel end torque calculation formula to determine the first whole wheel end torque threshold.

[0103] In an optional manner, the entire wheel end actual torque acquisition module 420 is used to obtain the entire wheel end actual torque, including: obtaining the front motor actual torque, the rear motor actual torque, the front axle transmission ratio and the rear axle transmission ratio; multiplying the front motor actual torque by the front axle transmission ratio to obtain the front motor wheel end actual torque; multiplying the rear motor actual torque by the rear axle transmission ratio to obtain the rear motor wheel end actual torque; adding the front motor wheel end actual torque and the rear motor wheel end actual torque to obtain the entire wheel end actual torque.

[0104] In an optional manner, the brake light control module 430 is used to compare the actual torque of the entire wheel end with the first entire wheel end torque threshold and the second entire wheel end torque threshold respectively, and control the brake light to light up or go out, including: comparing the actual torque of the entire wheel end with the first entire wheel end torque threshold; when the actual torque of the entire wheel end is less than the first entire wheel end torque threshold, controlling the brake light to light up; when the brake light is in the lighting state and the actual torque of the entire wheel end is greater than the second entire wheel end torque threshold, controlling the brake light to go out.

[0105] In an alternative approach, Figure 5 FIG. 2 shows a schematic structural diagram of a second embodiment of a brake light control device according to the present invention; Figure 5 As shown, the device 400 also includes: a vehicle state determination module 440.

[0106] The vehicle state determination module 440 is used to obtain and determine whether the current state parameters of the vehicle meet the drivable state conditions and whether they meet the target gear conditions; when the current state parameters meet the drivable state conditions and meet the target gear conditions, obtain the vehicle model configuration parameters; when the current state parameters do not meet the drivable state conditions or the target gear conditions, control the brake lights to turn off.

[0107] In an optional manner, the vehicle state determination module 440 is used to obtain and determine whether the current state parameters of the vehicle meet the drivable state conditions, including: obtaining the current state parameters of the vehicle, wherein the current state parameters include the brake pedal state, the vehicle power gear and the battery control unit working mode; when the brake pedal state is pressed, the vehicle power gear is in the ON gear, and the battery control unit working mode is in the high-voltage activated state, it is determined that the current state parameters of the vehicle meet the drivable state conditions.

[0108] In an optional manner, the vehicle state determination module 440 is used to obtain and determine whether the current state parameters of the vehicle meet the target gear conditions, including: obtaining the current state parameters of the vehicle, wherein the current state parameters include the shifter target gear and the vehicle parking lock mechanism state; when the current state parameters of the vehicle meet the drivable state conditions, the shifter target gear is the forward gear or the reverse gear, and the vehicle parking lock mechanism state is in the released state, it is determined that the current state parameters of the vehicle meet the target gear conditions.

[0109] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0110] Figure 6 The schematic diagram of the structure of an embodiment of the brake light control device of the present invention is shown. The specific embodiment of the present invention does not limit the specific implementation of the brake light control device.

[0111] like Figure 6 As shown, the brake light control device may include: a processor (processor) 602 , a communications interface (Communications Interface) 604 , a memory (memory) 606 , and a communication bus 608 .

[0112] The processor 602, the communication interface 604, and the memory 606 communicate with each other via a communication bus 608. The communication interface 604 is used to communicate with other devices such as a client or other server network elements. The processor 602 is used to execute a program 610, which can specifically execute the relevant steps in the above-mentioned embodiment of the brake light control method.

[0113] Specifically, the program 610 may include program code including computer executable instructions.

[0114] The processor 602 may be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiment of the present invention. The one or more processors included in the brake light control device may be processors of the same type, such as one or more CPUs; or may be processors of different types, such as one or more CPUs and one or more ASICs.

[0115] The memory 606 is used to store the program 610. The memory 606 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0116] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system or other device. In addition, the embodiments of the present invention are not directed to any particular programming language.

[0117] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. Similarly, in order to simplify the present invention and help understand one or more of the various inventive aspects, in the above description of exemplary embodiments of the present invention, the various features of the embodiments of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. Wherein, the claims that follow the specific embodiment are hereby expressly incorporated into the specific embodiment, wherein each claim itself is a separate embodiment of the present invention.

[0118] Those skilled in the art will appreciate that the modules in the devices in the embodiments may be adaptively changed and arranged in one or more devices different from the embodiments. The modules or units or components in the embodiments may be combined into one module or unit or component, and further may be divided into a plurality of submodules or subunits or subcomponents. Except that at least some of such features and / or processes or units are mutually exclusive.

[0119] It should be noted that the above embodiments illustrate the present invention rather than limit it, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets shall not be construed as a limitation on the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention may be implemented by means of hardware comprising a number of different elements and by means of a suitably programmed computer. In a unit claim enumerating a number of devices, several of these devices may be embodied by the same hardware item. The use of the words first, second, and third, etc. does not indicate any order. These words may be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be understood as limitations on the order of execution.

Claims

1. A brake light control method, characterized in that: The method comprises: Obtaining a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light; and the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light extinguishing deceleration value, and is the whole wheel end torque threshold for extinguishing the brake light; The first wheel-end torque threshold is calculated based on the vehicle sliding resistance curve and the brake light lighting deceleration value, and includes: Performing data derivation processing on the whole vehicle sliding resistance curve, Newton's second law mechanical calculation formula and wheel end torque calculation formula to determine a first whole vehicle wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; Obtaining a preset brake light lighting deceleration value, inputting the brake light lighting deceleration value into the first full wheel end torque calculation formula, and determining a first full wheel end torque threshold; Get the actual torque of the entire wheel end; The actual wheel end torque is compared with the first wheel end torque threshold and the second wheel end torque threshold respectively, and the brake light is controlled to be turned on or off.

2. The brake light control method according to claim 1, characterized in that: Get the actual torque at the wheel end, including: Obtaining the actual torque of the front motor, the actual torque of the rear motor, the front axle transmission ratio, and the rear axle transmission ratio; The actual torque of the front motor is multiplied by the front axle transmission ratio to obtain the actual torque of the front motor wheel end; The actual torque of the rear motor is multiplied by the rear axle transmission ratio to obtain the actual torque of the rear motor wheel end; The front motor wheel end actual torque and the rear motor wheel end actual torque are added together to obtain the entire wheel end actual torque.

3. The brake light control method according to claim 1, characterized in that: Comparing the actual wheel end torque with the first wheel end torque threshold and the second wheel end torque threshold respectively, and controlling the brake light to light up or turn off, comprises: comparing the actual wheel end torque with the first wheel end torque threshold; When the actual wheel end torque is less than the first wheel end torque threshold, the brake light is controlled to light up; When the brake light is in the on state and the actual wheel end torque is greater than the second wheel end torque threshold, the brake light is controlled to be off.

4. The brake light control method according to claim 1, characterized in that: Before obtaining the first whole wheel end torque threshold and the second whole wheel end torque threshold of the vehicle, the method further includes: Obtain and determine whether the current state parameters of the vehicle meet the drivable state conditions and whether they meet the target gear conditions; When the current state parameter satisfies the drivable state condition and the target gear condition, obtaining the vehicle model configuration parameter; When the current state parameter does not satisfy the drivable state condition or the target gear condition, the brake light is controlled to be turned off.

5. The brake light control method according to claim 4, characterized in that: Obtain and determine whether the vehicle's current state parameters meet the drivable state conditions, including: Acquire the current state parameters of the vehicle, wherein the current state parameters include the brake pedal state, the vehicle power gear position, and the battery control unit working mode; When the brake pedal is in the depressed state, the vehicle power gear is in the ON gear, and the battery control unit operating mode is in the high-voltage activation state, it is determined that the current state parameters of the vehicle meet the drivable state conditions.

6. The brake light control method according to any one of claims 4 to 5, characterized in that: Obtain and determine whether the vehicle's current state parameters meet the target gear conditions, including: Acquiring current state parameters of the vehicle, wherein the current state parameters include a target gear position of a shifter and a state of a parking lock mechanism of the vehicle; When the current state parameters of the vehicle meet the drivable state condition, the shifter target gear is the forward gear or the reverse gear, and the vehicle parking lock mechanism state is the released state, it is determined that the current state parameters of the vehicle meet the target gear condition.

7. A brake light control device, characterized in that: The device comprises: a whole wheel end torque threshold acquisition module, a whole wheel end actual torque acquisition module and a brake light control module; The whole wheel end torque threshold acquisition module is used to acquire a first whole wheel end torque threshold and a second whole wheel end torque threshold of the vehicle; wherein the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, and is the whole wheel end torque threshold for lighting the brake light; the second whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light extinguishing deceleration value, and is the whole wheel end torque threshold for extinguishing the brake light; In the whole wheel end torque threshold acquisition module, the first whole wheel end torque threshold is calculated based on the whole vehicle sliding resistance curve and the brake light lighting deceleration value, including: performing data derivation processing on the whole vehicle sliding resistance curve, Newton's second law mechanical calculation formula and wheel end torque calculation formula to determine the first whole wheel end torque calculation formula; wherein the whole vehicle sliding resistance curve is selected based on the vehicle model configuration parameters; obtaining a preset brake light lighting deceleration value, inputting the brake light lighting deceleration value into the first whole wheel end torque calculation formula to determine the first whole wheel end torque threshold; The whole wheel end actual torque acquisition module is used to acquire the whole wheel end actual torque; The brake light control module is used to compare the actual torque at the entire wheel end with the first entire wheel end torque threshold and the second entire wheel end torque threshold respectively, and control the brake light to light up or go out.

8. A brake light control device, characterized in that: include: A processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other via the communication bus; The memory is used to store at least one executable instruction, and the executable instruction enables the processor to perform the operation of the brake light control method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that: The storage medium stores at least one executable instruction, and when the executable instruction is executed on the brake light control device / apparatus, the brake light control device / apparatus performs the operation of the brake light control method according to any one of claims 1 to 6.

Images