Vehicle braking control method and related device

Abstract

The present application discloses a vehicle braking control method and related devices. In response to a braking request for a vehicle, the engine speed corresponding to the engine of the vehicle is obtained, and based on the speed range in which the engine speed falls, the target braking profile corresponding to the engine's brake exhaust valve in the exhaust gas recirculation stage is determined. The target braking profile is used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage. In the exhaust gas recirculation stage, the brake exhaust valve is controlled according to the target braking profile to output the target braking power corresponding to the engine braking process. Because different speed ranges correspond to different target braking profiles, it is possible to consider the engine speed and distinguish the speed range in which the engine speed falls to determine the corresponding target braking profile. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine brake.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle braking control method and related devices. Background Art

[0002] When a vehicle is driving on a downhill road, effective braking control is the way to ensure vehicle driving safety. In practical applications, the engine-assisted braking method provides effective braking protection for vehicle braking.

[0003] In natural gas engines, equivalent combustion technology is mostly used, and the engine compression ratio is much lower than that of diesel engines. At the same time, the high combustion temperature of natural gas engines places more stringent requirements on the engine auxiliary braking mechanism. At present, the method of limiting the brake cylinder pressure is generally adopted to ensure the braking reliability, and compression release in-cylinder braking is mostly used.

[0004] However, the compression-release in-cylinder braking method used in the related art is difficult to achieve optimal braking power, resulting in poor braking effect of engine braking, etc. Summary of the invention

[0005] In order to solve the above technical problems, the present application provides a vehicle braking control method and related devices, which distinguish the speed range into which the engine speed falls and determine the corresponding target braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of engine braking.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] On the one hand, an embodiment of the present application provides a vehicle braking control method, the method comprising:

[0008] In response to a braking request for a vehicle, obtaining an engine speed corresponding to an engine of the vehicle;

[0009] Based on the speed range that the engine speed falls into, determining a target braking profile corresponding to the brake exhaust valve of the engine in the exhaust gas recirculation stage, the exhaust gas recirculation stage being a working stage of the brake exhaust valve during the engine braking process, the target braking profile being used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target braking profiles;

[0010] During the exhaust gas recirculation stage, the brake exhaust valve is controlled according to the target braking profile to output a target braking power corresponding to the engine braking process.

[0011] On the other hand, an embodiment of the present application provides a vehicle braking control device, the device comprising an acquisition unit, a determination unit and a control unit:

[0012] The acquisition unit is used to acquire an engine speed corresponding to an engine of the vehicle in response to a braking request for the vehicle;

[0013] The determination unit is used to determine a target braking profile corresponding to a brake exhaust valve of the engine in an exhaust gas recirculation stage based on a speed range into which the engine speed falls, wherein the exhaust gas recirculation stage is a working stage of the brake exhaust valve during engine braking, and the target braking profile is used to indicate a lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target braking profiles;

[0014] The control unit is used to control the brake exhaust valve according to the target braking profile during the exhaust gas reflow stage to output the target braking power corresponding to the engine braking process.

[0015] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0016] The memory is used to store program code and transmit the program code to the processor;

[0017] The processor is used to execute the vehicle braking control method described in the above aspects according to the instructions in the program code.

[0018] On the other hand, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the vehicle braking control method described in the above aspects.

[0019] It can be seen from the above technical solution that in response to the braking request for the vehicle, the engine speed corresponding to the engine of the vehicle is first obtained, and based on the speed range in which the engine speed falls, the target braking profile corresponding to the engine's brake exhaust valve in the exhaust gas recirculation stage is determined. The exhaust gas recirculation stage is a working stage of the brake exhaust valve in the engine braking process, and the target braking profile is used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage. Correspondingly, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the target braking profile to output the target braking power corresponding to the engine braking process. Since the engine speed falls into different speed ranges, the engine is in different situations, so that the main factors limiting the braking power of the engine braking process are different. In the present application, because different speed ranges correspond to different target braking profiles, the engine speed can be considered, and the target braking profile corresponding to the engine speed can be determined based on the speed range in which the engine speed falls. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is a schematic diagram of a valve lift curve of a compression-release in-cylinder brake;

[0022] Figure 2 A flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0023] Figure 3 A schematic diagram of a valve lift curve of a compression-release in-cylinder brake provided in an embodiment of the present application;

[0024] Figure 4 A structural diagram of a vehicle braking control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0026] In natural gas engines, equivalent combustion technology is mostly used, and the engine compression ratio is much lower than that of diesel engines. At the same time, the high combustion temperature of natural gas engines places more stringent requirements on the engine auxiliary brake mechanism, which makes the braking power of natural gas engines relatively low. At present, the method of limiting the brake cylinder pressure is generally adopted to ensure the braking reliability, and compression release in-cylinder braking is mostly used.

[0027] For easier understanding, see Figure 1 The valve lift curve diagram of the compression release in-cylinder brake is shown in the figure. The brake exhaust valve includes three stages during the engine braking process, namely, the exhaust stage, the exhaust gas reflow stage, and the compression release stage. The brake exhaust valve is opened at the end of the intake valve opening to allow part of the exhaust gas to flow back into the cylinder to increase the compressed working medium, and the brake exhaust valve is opened at the end of the compression stroke to directly discharge part of the compressed working medium from the cylinder to increase the braking power.

[0028] Because the engine speed falls into different speed ranges, the engine is in different conditions, such as different in-cylinder pressures and different supercharger capacities, which makes the main factors limiting the braking power of the engine braking process different. Figure 1 The valve lift curve shown controls the brake exhaust valve, and thus cannot take into account different requirements for brake exhaust valve control at different speeds, making it difficult to achieve optimal braking power, resulting in poor braking effect of engine braking, etc.

[0029] To this end, the present application provides a vehicle braking control method and related devices, which consider the engine speed and distinguish the speed range into which the engine speed falls, determine the corresponding target braking profile, and different speed ranges correspond to different target braking profiles. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine brake.

[0030] The vehicle braking control method provided in the embodiment of the present application can be implemented by a computer device, which can be a terminal device or a server, wherein the server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device includes but is not limited to mobile phones, computers, intelligent voice interaction devices, smart home appliances, vehicle-mounted terminals, etc. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, and this application does not impose any restrictions on this.

[0031] The specific examples are as follows:

[0032] Figure 2 This is a flow chart of a vehicle braking control method provided in an embodiment of the present application, which is described by taking a terminal device as the aforementioned computer device as an example. The method includes S201-S203:

[0033] S201: In response to a braking request for a vehicle, obtaining an engine speed corresponding to an engine of the vehicle.

[0034] For example, when a vehicle is driving downhill, there will be a need for braking. In order to ensure the safety of the vehicle, engine braking can be used. Among them, engine braking is an auxiliary braking method of the vehicle. By changing the gas state in the cylinder of the engine, braking power is generated to achieve the effect of slowing down the vehicle, which also serves the purpose of assisting vehicle braking. In actual applications, the aforementioned braking request can be an engine braking request for the engine. In this way, when the engine braking request is received, S201 is implemented to trigger the engine braking. Otherwise, the engine can run normally.

[0035] The engine speed may refer to the speed of the engine during braking. In practical applications, the engine is in different conditions when the engine speed falls into different speed ranges, which makes the main factors limiting the braking power of the engine braking process different. In order to optimize the braking power of the engine braking, the present application considers the specific situation of the engine speed during braking and provides a more flexible braking control method. For details, please refer to the description of the subsequent embodiments.

[0036] S202: Determine a target braking profile corresponding to a brake exhaust valve of the engine in an exhaust gas recirculation phase based on a speed range into which the engine speed falls.

[0037] The exhaust gas recirculation stage is a working stage of the brake exhaust valve during the engine braking process, and in addition to the exhaust gas recirculation stage, it can also include the aforementioned exhaust stage and compression release stage. And the target brake profile is used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target brake profiles.

[0038] It can be seen that the engine speed is taken into consideration, and the speed range into which the engine speed falls is distinguished to determine the corresponding target braking profile, and different speed ranges correspond to different target braking profiles. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine brake.

[0039] It should be noted that the present application does not impose any limitation on how to determine the corresponding target braking profile based on the engine speed. For ease of understanding, the present application provides the following methods as examples:

[0040] In a possible implementation, if the speed range into which the engine speed falls is a low speed range, the low speed range can be used to indicate that the engine speed is less than the first speed, indicating that the engine speed is low at this time. In low speed conditions, the engine's supercharger capacity is limited, resulting in a small amount of engine intake. At this time, the main factor limiting the braking power is the small amount of compressed working fluid in the cylinder, so it is necessary to add compressed working fluid to the cylinder through the exhaust gas reflow stage. In addition, in low speed conditions, the difference between the exhaust pressure (which can be the supercharger turbine pre-pressure) and the intake pressure is small, so in the exhaust gas reflow stage, it will not cause exhaust gas backflow and affect the intake volume. Therefore, when the engine speed falls into the low speed range, the first profile can be determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas reflow stage. Among them, the first profile is used to indicate that in the exhaust gas reflow stage, the lift of the brake exhaust valve rises from zero to the first lift and then drops from the first lift to zero.

[0041] Based on this, under low speed conditions, the brake exhaust valve is opened during the exhaust gas reflow stage to allow part of the exhaust gas to flow back into the cylinder, increasing the compressed working fluid in the cylinder, so that there is sufficient compressed working fluid to ensure the braking power, which is conducive to outputting the best braking power under low speed conditions.

[0042] In another possible implementation, if the speed range that the engine speed falls into is a medium speed range, the medium speed range is used to indicate that the engine speed is greater than or equal to the first speed and less than the second speed. At this time, the demand for engine braking is in a transitional stage, which may specifically refer to a certain gap between the exhaust pressure and the intake pressure, but not so large as to cause serious exhaust gas backflow, etc. Therefore, when the engine speed falls into the medium speed range, the second profile can be determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage. The second profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve increases from zero to the second lift, and then decreases from the second lift to zero, and the first lift is greater than the second lift.

[0043] It can be seen that under medium speed conditions, the brake exhaust valve can be controlled to have a certain lift. The maximum lift in this case is smaller than the maximum lift corresponding to low speed conditions, which allows some exhaust gas to flow back into the cylinder, and does not cause backflow due to excessive exhaust gas backflow affecting pressure. Based on this, it is beneficial to output the best braking power under medium speed conditions.

[0044] In another possible implementation, if the speed range into which the engine speed falls is a high speed range, the high speed range is used to indicate that the engine speed is greater than or equal to the second speed. Under high speed conditions, the in-cylinder pressure of the engine gradually increases. At this time, the main factor limiting the braking power is the reliability in-cylinder pressure limit. At this time, the intake volume can be limited by the throttle of the engine, so the intake volume is not very high. In addition, under high speed conditions, since the exhaust pressure (which can be the pre-turbulence pressure of the supercharger) is much higher than the intake pressure, if the brake exhaust valve is opened during the exhaust gas reflow stage, it will cause the exhaust gas to flow back and directly enter the intake pipe. Due to the higher exhaust gas temperature, the intake temperature will increase, the charging efficiency will decrease, and the intake volume will decrease, affecting the braking efficiency. Therefore, when the engine speed falls into the high speed range, the third profile can be determined as the target brake profile corresponding to the brake exhaust valve in the exhaust gas reflow stage. The third profile is used to indicate that the lift of the brake exhaust valve is zero during the exhaust gas reflow stage.

[0045] Based on this, under high-speed conditions, the brake exhaust valve will not be opened during the exhaust gas recirculation stage, so there will be no exhaust gas recirculation, no exhaust gas backflow, etc., and the intake volume will not be reduced, which is conducive to ensuring the best brake power output under high-speed conditions. In this way, the problem of exhaust gas directly entering the intake pipe during the opening of the exhaust gas recirculation section, affecting the brake power, is solved because the pressure before the turbocharger is much higher than the intake pressure under high-speed conditions.

[0046] For ease of understanding, the present application also provides Figure 3 The valve lift curve diagram of a compression-release in-cylinder brake is shown in FIG. 1 , specifically:

[0047] exist Figure 3 In the example, the valve lift curve of the brake exhaust valve indicated by the brake state 1 is the aforementioned first profile line, and the highest lift point indicated by the brake state 1 is Figure 3 The highest point indicated by the dot in the example corresponds to the first lift. Also, the valve lift curve of the brake exhaust valve indicated by the second brake state is the second profile line, and the highest point of the lift indicated by the second brake state is Figure 3 The highest point indicated by the five-pointed star in the example has a corresponding ordinate that is the aforementioned second lift. Also, the valve lift curve of the brake exhaust valve identified by the brake state three is the aforementioned third profile line, and the lift is zero in the exhaust gas recirculation stage.

[0048] It should also be noted that Figure 3 The value of the lift in the example is only an example and does not limit it in any way. In actual applications, the setting of the first lift and the second lift can be combined with the specific design of the engine and the pressure balance during the braking process (such as the balance between exhaust pressure, intake pressure, cylinder pressure, etc.), etc., to set the first lift and the second lift to ensure accurate control when the application is applied to different engines.

[0049] S203: During the exhaust gas recirculation phase, the brake exhaust valve is controlled according to the target braking profile to output a target braking power corresponding to the engine braking process.

[0050] Finally, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the target brake profile to output the target brake power corresponding to the engine braking process. In practical applications, the target brake power can be output by the rotation of the crankshaft of the engine.

[0051] The target braking power may refer to the actual braking power actually output. Because different speed ranges correspond to different target braking profiles, the engine speed can be considered and distinguished from the speed range in which the engine speed falls, and the corresponding target braking profile can be determined. In this way, after the brake exhaust valve is controlled according to the target braking profile, it can adapt to the current situation, output the best actual braking power, and improve the braking effect of the engine brake.

[0052] In order to ensure the driving safety of the vehicle, in another possible implementation, the required braking power corresponding to the vehicle can also be obtained in response to the braking request. The required braking power can be used to indicate the braking power required for vehicle braking, and can refer to the braking power required to meet the braking of the vehicle to ensure the driving safety of the vehicle. If the target braking power is less than or equal to the required braking power, it indicates that the engine braking power is insufficient. Therefore, in order to ensure driving safety, the auxiliary braking device corresponding to the vehicle can be started at this time. Among them, the auxiliary braking device can be used to assist vehicle braking, for example, it can be a brake pad.

[0053] It should also be noted that the present application does not impose any limitation on the method for determining the required braking power. For ease of understanding, the present application provides the following method as an example:

[0054] It is understandable that the braking capacity required by the vehicle when traveling at different speeds is also different, and the braking capacity required when the vehicle's driving acceleration is different is also different, and the vehicle weight, downhill conditions, etc. will affect braking. Therefore, in a possible implementation, the vehicle's driving speed, the vehicle's corresponding driving acceleration, the vehicle's corresponding vehicle weight, and the vehicle's downhill parameters can be obtained first, where the vehicle weight can refer to the total weight of the vehicle (such as including the vehicle's own weight and the vehicle's load, etc.), and the downhill parameters can be used to indicate the vehicle's downhill conditions, such as downhill slope parameters, downhill slope length parameters, etc. Then, the required braking power can be determined based on the driving speed, driving acceleration, vehicle weight, and downhill parameters. Based on this, the current corresponding required braking power can be calculated based on the actual situation, more accurately, so as to more accurately determine whether the actual braking power of the engine can be met in the future.

[0055] It can be seen from the above technical solution that in response to the braking request for the vehicle, the engine speed corresponding to the engine of the vehicle is first obtained, and based on the speed range in which the engine speed falls, the target braking profile corresponding to the engine's brake exhaust valve in the exhaust gas recirculation stage is determined. The exhaust gas recirculation stage is a working stage of the brake exhaust valve in the engine braking process, and the target braking profile is used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage. Correspondingly, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the target braking profile to output the target braking power corresponding to the engine braking process. Since the engine speed falls into different speed ranges, the engine is in different situations, so that the main factors limiting the braking power of the engine braking process are different. In the present application, because different speed ranges correspond to different target braking profiles, the engine speed can be considered, and the target braking profile corresponding to the engine speed can be determined based on the speed range in which the engine speed falls. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine braking.

[0056] Through the above embodiments, the vehicle braking control method provided by the present application is described in detail. It should also be noted that the present application does not make any limitation on the determination method of the first speed, the second speed, and the target lift ratio between the second lift and the first lift. For ease of understanding, the present application provides the following methods as examples:

[0057] In practical applications, in order to ensure accuracy, the design values ​​of the above parameters can be determined by simulation calculation. In specific implementation, the first value range corresponding to the first speed and the second speed can be determined according to the design speed corresponding to the engine. Among them, the design speed can be used to indicate the speed that can be allowed during the engine braking process, which can specifically include the maximum speed and the minimum speed that can be allowed (such as idling). Based on this, the first value range is determined so that the first speed and the second speed determined subsequently can meet the design speed of the engine and ensure the safety of engine operation.

[0058] Next, within the first value range, the first speed to be determined and the second speed to be determined are determined with the constraint that the first speed is less than the second speed, and the first speed to be determined is less than the second speed to be determined. Also, within the second value range, the lift ratio to be determined is determined. Since the second lift is less than the first lift, the ratio of the two can be a value between 0 and 1. Therefore, the second value range can be used to indicate that the target lift ratio is greater than zero and less than one. Accordingly, the lift ratio to be determined within the second value range is also a value between 0 and 1.

[0059] Next, sample points can be established according to the first undetermined speed, the second undetermined speed and the undetermined lift ratio. That is, within the value range of each parameter, sample points are established using a sampling method. Usually, multiple sample points can be established so that sufficient samples can be used for simulation calculation to obtain more accurate parameter values.

[0060] Furthermore, based on the sample points, the engine braking process of the engine can be simulated and calculated to obtain the pending braking power corresponding to the sample points. Since the purpose of setting the first speed, the second speed and the target lift ratio is to output the best braking power under different speed conditions, the optimal sample point can be determined in the simulation calculation process with maximizing the pending braking power as the optimization goal. Finally, the first pending speed included in the optimal sample point can be determined as the first speed, the second pending speed included in the optimal sample point can be determined as the second speed, and the pending lift ratio included in the optimal sample point can be determined as the target lift ratio.

[0061] Based on this, sample points are established within the value range of each parameter, that is, the value range of each parameter is used as a constraint condition to ensure that the final value of each parameter will not exceed the range and be unreasonable. In addition, through simulation calculation, with the optimal braking power as the goal, the final value of each parameter can be more conducive to controlling the output of the optimal target braking power during the engine braking process of the engine.

[0062] It should be noted that in the above example, the optimization goal is to maximize the braking power, that is, the braking power is used as the value of each parameter. In addition, the speed, cylinder pressure, etc. can also be combined to comprehensively measure the values ​​of each parameter to improve accuracy.

[0063] In practical applications, considering that simulation calculations consume more computing resources, the number of sampling points established by the sampling method should not be too large, but if the number is too small, it will affect the accuracy of the values ​​of the determined parameters. In order to improve the accuracy of the values ​​of the determined parameters, in another possible implementation, a mathematical proxy model can be established to expand the sample points so that more samples can be used to determine the values ​​of the parameters and ensure accuracy.

[0064] In the specific implementation, the aforementioned sample points and the corresponding braking power to be set are used to construct training samples, and a neural network algorithm is used to establish a mathematical proxy model with the braking power to be set as the dependent variable and the values ​​of the parameters included in the sample points as the independent variables. The model is trained in a way that allows the model to learn the relationship between the independent variables. In the model training process, the optimization goal is still to maximize the braking power to be set, and the sequential linear programming method is used for optimization calculation to obtain the optimized values ​​of the various parameters, which may specifically include the first initial speed, the second initial speed, the initial lift ratio, and the optimized braking power. Based on this, the mathematical proxy model is established through a neural network to perform rapid optimization analysis and improve the optimization efficiency.

[0065] Then, the values ​​of each optimized parameter can be brought back to the aforementioned simulation model, that is, based on the first initial speed, the second initial speed, and the initial lift ratio, the aforementioned simulation calculation steps for the engine braking process of the engine are re-executed to obtain the corresponding braking power. If the optimized braking power output by the aforementioned quantitative proxy model is consistent with the braking power obtained based on the simulation calculation, it is considered to meet the consistency requirements, and the values ​​of each optimized parameter can be determined as the optimal design, that is, the first initial speed is determined as the first speed, the second initial speed is determined as the second speed, and the initial lift ratio is determined as the target lift ratio. For example, if the deviation between the two is less than or equal to 10%, it is considered to be consistent, otherwise it is inconsistent, and it is necessary to re-simulate and calculate and adjust the mathematical proxy model.

[0066] It can be understood that it basically corresponds to the method embodiment, so the relevant parts can refer to the partial description of the method embodiment.

[0067] Figure 4 This is a structural diagram of a vehicle braking control device provided in an embodiment of the present application, wherein the device includes an acquisition unit 401, a determination unit 402, and a control unit 403:

[0068] The acquisition unit 401 is used to acquire an engine speed corresponding to an engine of the vehicle in response to a braking request for the vehicle;

[0069] The determining unit 402 is used to determine a target braking profile corresponding to a brake exhaust valve of the engine in an exhaust gas recirculation stage based on a speed range into which the engine speed falls, wherein the exhaust gas recirculation stage is a working stage of the brake exhaust valve during engine braking, and the target braking profile is used to indicate a lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target braking profiles;

[0070] The control unit 403 is used to control the brake exhaust valve according to the target braking profile during the exhaust gas recirculation stage to output the target braking power corresponding to the engine braking process.

[0071] In a possible implementation manner, the determining unit is further configured to:

[0072] If the speed range into which the engine speed falls is a low speed range, the first profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, the low speed range is used to indicate that the engine speed is less than the first speed, and the first profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve increases from zero to a first lift and then decreases from the first lift to zero.

[0073] In a possible implementation manner, the determining unit is further configured to:

[0074] If the speed range within which the engine speed falls is a medium speed range, the second profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, and the medium speed range is used to indicate that the engine speed is greater than or equal to the first speed and less than the second speed, and the second profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve increases from zero to the second lift and then decreases from the second lift to zero, and the first lift is greater than the second lift.

[0075] In a possible implementation manner, the determining unit is further configured to:

[0076] If the speed range into which the engine speed falls is a high speed range, the third profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, and the high speed range is used to indicate that the engine speed is greater than or equal to the second speed, and the third profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve is zero.

[0077] In a possible implementation manner, the determining unit is further configured to:

[0078] Determining a first value range corresponding to the first speed and the second speed according to a design speed corresponding to the engine;

[0079] Within the first value range, a first to-be-determined speed and a second to-be-determined speed are determined with the constraint that the first speed is less than the second speed, and within the second value range, a to-be-determined lift ratio is determined, the second value range is used to indicate that the target lift ratio is greater than zero and less than one, and the first to-be-determined speed is less than the second to-be-determined speed;

[0080] establishing a sample point according to the first undetermined speed, the second undetermined speed and the undetermined lift ratio;

[0081] Based on the sample points, a simulation calculation is performed on the engine braking process of the engine to obtain a braking power to be determined corresponding to the sample points;

[0082] Taking maximizing the pending braking power as the optimization goal, determining the optimal sample point;

[0083] A first undetermined speed included in the optimal sample point is determined as the first speed, a second undetermined speed included in the optimal sample point is determined as the second speed, and a undetermined lift ratio included in the optimal sample point is determined as the target lift ratio.

[0084] In a possible implementation manner, the acquiring unit is further configured to:

[0085] In response to the braking request, obtaining a required braking power corresponding to the vehicle;

[0086] If the target braking power is less than or equal to the required braking power, the auxiliary braking device corresponding to the vehicle is started.

[0087] In a possible implementation manner, the acquiring unit is further configured to:

[0088] Acquire the vehicle speed, the corresponding vehicle acceleration, the corresponding vehicle weight, and the downhill parameters of the vehicle;

[0089] The required braking power is determined according to the vehicle speed, the vehicle acceleration, the vehicle weight and the downhill parameter.

[0090] It can be seen from the above technical solution that in response to the braking request for the vehicle, the engine speed corresponding to the engine of the vehicle is first obtained, and based on the speed range in which the engine speed falls, the target braking profile corresponding to the engine's brake exhaust valve in the exhaust gas recirculation stage is determined. The exhaust gas recirculation stage is a working stage of the brake exhaust valve in the engine braking process, and the target braking profile is used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage. Correspondingly, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the target braking profile to output the target braking power corresponding to the engine braking process. Since the engine speed falls into different speed ranges, the engine is in different situations, so that the main factors limiting the braking power of the engine braking process are different. In the present application, because different speed ranges correspond to different target braking profiles, the engine speed can be considered, and the target braking profile corresponding to the engine speed can be determined based on the speed range in which the engine speed falls. Based on this, in the exhaust gas recirculation stage, the brake exhaust valve can be controlled according to the adapted braking profile, so that it can adapt to the current situation, output the best braking power, and improve the braking effect of the engine braking.

[0091] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0092] The memory is used to store program code and transmit the program code to the processor;

[0093] The processor is used to execute the vehicle braking control method provided by the above embodiment according to the instructions in the program code.

[0094] The computer device may include a terminal device or a server, and the aforementioned vehicle brake control apparatus may be configured in the computer device.

[0095] On the other hand, an embodiment of the present application further provides a storage medium, wherein the storage medium is used to store a computer program, and the computer program is used to execute the vehicle braking control method provided in the above embodiment.

[0096] In addition, an embodiment of the present application also provides a computer program product including instructions, which, when executed on a computer, enables the computer to execute the vehicle braking control method provided in the above embodiment.

[0097] A person of ordinary skill in the art can understand that: all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, the above program can be stored in a computer-readable storage medium, and when the program is executed, it executes the steps of the above method embodiment; and the above storage medium can be at least one of the following media: read-only memory (ROM), random access memory (RAM), magnetic disk or optical disk, etc., various media that can store program codes.

[0098] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiment described above is only schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0099] It should be noted that, in this article, relational terms such as "first" and "second", etc. (if any) are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" 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 other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "including a..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0100] The above is a detailed introduction to a vehicle braking control method and related devices provided by the embodiment of the present application. The principle and implementation method of the present application are described in detail using specific examples. The description of the above embodiments is only used to help understand the method of the present application. At the same time, for those skilled in the art, according to the method of the present application, there will be changes in the specific implementation method and application scope.

[0101] In summary, the content of this specification should not be understood as limiting the present application, and any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in this application should be included in the protection scope of this application. Moreover, based on the implementations provided in the above aspects, this application can also be further combined to provide more implementations.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: In response to a braking request for a vehicle, obtaining an engine speed corresponding to an engine of the vehicle; Based on the speed range that the engine speed falls into, determining a target braking profile corresponding to the brake exhaust valve of the engine in the exhaust gas recirculation stage, the exhaust gas recirculation stage being a working stage of the brake exhaust valve during the engine braking process, the target braking profile being used to indicate the lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target braking profiles; During the exhaust gas recirculation stage, the brake exhaust valve is controlled according to the target braking profile to output a target braking power corresponding to the engine braking process.

2. The method according to claim 1, characterized in that The step of determining a target braking profile corresponding to a brake exhaust valve of the engine in an exhaust gas recirculation stage based on a speed range into which the engine speed falls includes: If the speed range into which the engine speed falls is a low speed range, the first profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, the low speed range is used to indicate that the engine speed is less than the first speed, and the first profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve increases from zero to a first lift and then decreases from the first lift to zero.

3. The method according to claim 2, characterized in that The method further comprises: If the speed range within which the engine speed falls is a medium speed range, the second profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, and the medium speed range is used to indicate that the engine speed is greater than or equal to the first speed and less than the second speed, and the second profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve increases from zero to the second lift and then decreases from the second lift to zero, and the first lift is greater than the second lift.

4. The method according to claim 3, characterized in that The method further comprises: If the speed range into which the engine speed falls is a high speed range, the third profile is determined as the target braking profile corresponding to the brake exhaust valve in the exhaust gas recirculation stage, and the high speed range is used to indicate that the engine speed is greater than or equal to the second speed, and the third profile is used to indicate that in the exhaust gas recirculation stage, the lift of the brake exhaust valve is zero.

5. The method according to claim 4, characterized in that The first speed, the second speed, and the target lift ratio between the second lift and the first lift are determined by: Determining a first value range corresponding to the first speed and the second speed according to a design speed corresponding to the engine; Within the first value range, a first to-be-determined speed and a second to-be-determined speed are determined with the constraint that the first speed is less than the second speed, and within the second value range, a to-be-determined lift ratio is determined, the second value range is used to indicate that the target lift ratio is greater than zero and less than one, and the first to-be-determined speed is less than the second to-be-determined speed; Establishing a sample point according to the first undetermined speed, the second undetermined speed and the undetermined lift ratio; Based on the sample points, a simulation calculation is performed on the engine braking process of the engine to obtain a braking power to be determined corresponding to the sample points; Taking maximizing the pending braking power as the optimization goal, determining the optimal sample point; A first undetermined speed included in the optimal sample point is determined as the first speed, a second undetermined speed included in the optimal sample point is determined as the second speed, and a undetermined lift ratio included in the optimal sample point is determined as the target lift ratio.

6. The method according to any one of claims 1 to 5, characterized in that: The method further comprises: In response to the braking request, obtaining a required braking power corresponding to the vehicle; If the target braking power is less than or equal to the required braking power, the auxiliary braking device corresponding to the vehicle is started.

7. The method according to claim 6, characterized in that The obtaining the required braking power corresponding to the vehicle includes: Acquire the vehicle speed, the corresponding vehicle acceleration, the corresponding vehicle weight, and the downhill parameters of the vehicle; The required braking power is determined according to the vehicle speed, the vehicle acceleration, the vehicle weight and the downhill parameter.

8. A vehicle brake control device, characterized in that: The device comprises an acquisition unit, a determination unit and a control unit: The acquisition unit is used to acquire an engine speed corresponding to an engine of the vehicle in response to a braking request for the vehicle; The determination unit is used to determine a target braking profile corresponding to a brake exhaust valve of the engine in an exhaust gas recirculation stage based on a speed range into which the engine speed falls, wherein the exhaust gas recirculation stage is a working stage of the brake exhaust valve during engine braking, and the target braking profile is used to indicate a lift of the brake exhaust valve in the exhaust gas recirculation stage, and different speed ranges correspond to different target braking profiles; The control unit is used to control the brake exhaust valve according to the target braking profile during the exhaust gas reflow stage to output the target braking power corresponding to the engine braking process.

9. A computer device, characterized in that: The computer device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method according to any one of claims 1 to 7 according to the instructions in the program code.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1 to 7.

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