Vehicle peristaltic noise control method, system and device, storage medium and vehicle

Abstract

The invention discloses a control method, system and device for vehicle peristaltic noise, a storage medium and a vehicle. The control method comprises the steps that the vehicle speed, the pedal stroke of a brake pedal and the corresponding main cylinder pressure are obtained; determining a target braking demand force according to the pedal travel and the main cylinder pressure; judging whether the vehicle speed is within a preset creeping noise vehicle speed range of each wheel or not; and if the vehicle speed is within the preset peristaltic noise vehicle speed range, the brake pressure of each wheel is distributed according to the target brake demand force. Under the condition that braking and driving are not changed, the wheel creeping noise can be reduced, the cost is reduced, the development period is shortened, and the method can be widely applied to the technical field of vehicle control.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method, system, device, storage medium and vehicle for controlling vehicle creep noise. Background Art

[0002] The problem of vehicle creeping noise may be encountered during the development process of automobiles. When the vehicle starts or travels at a low speed, the driver releases the brake pedal at a very slow speed, and a confrontation and balance is formed between the driving force and the braking of the vehicle. This may cause the switching of dynamic friction and static friction between the friction plate and the brake disc, which is the so-called stick-slip phenomenon. The friction forces corresponding to dynamic friction and static friction are different, which causes the braking force between the friction plate and the brake disc to produce periodic fluctuations. The fluctuation of the braking force will be transmitted to the suspension system through the braking system and then to various parts of the vehicle body. The resonance generated with the surrounding parts during the transmission process will eventually lead to creeping noise. This noise and the friction plate, brake disc, driving system, suspension and other components will cause the vehicle to vibrate. The stiffness of the system and the surrounding environment are related, which is a systemic problem of the whole vehicle. At present, the solutions to this problem range from hardware matching selection to software control strategies. Hardware selection generally tests the creep noise of the whole vehicle for the matching relationship between the friction plate and the brake disc at the beginning of the project, and selects the combination with good noise performance. This solution will limit the hardware solution of the braking system, resulting in high development costs and long cycles, or make matching adjustments to the stiffness of the suspension and the surrounding environment. This approach may lead to a redesign of the hard points of the whole vehicle, which is costly. Moreover, because there are many factors affecting creep noise, it is often discovered that the vehicle system has creep noise after the final solution of the actual parts of each component has been installed on the vehicle after the vehicle has been basically developed. The relevant software control strategy mainly adjusts the matching of the driving torque and the braking torque. The adjustment of the driving torque will lead to a deterioration in the driving performance of the vehicle, that is, the deterioration of the power flow when driving at low speed; controlling the overall braking torque will lead to a sudden change in the braking deceleration, and if the vehicle may go uphill or downhill, it is difficult to accurately optimize and solve the creep noise phenomenon of the vehicle. Summary of the invention

[0003] In view of this, the purpose of the embodiments of the present invention is to provide a method, system, device, storage medium and vehicle for controlling vehicle creep noise, which can reduce wheel creep noise without changing braking and driving, and reduce costs and development cycles.

[0004] On the one hand, an embodiment of the present invention provides a method for controlling vehicle creep noise, comprising:

[0005] Acquiring vehicle speed, pedal travel of the brake pedal and corresponding master cylinder pressure; determining a target braking demand force according to the pedal travel and the master cylinder pressure;

[0006] Determining whether the vehicle speed is within a preset creeping noise vehicle speed range for each wheel;

[0007] If the vehicle speed is within the preset creeping noise speed range, the braking pressure of each wheel is distributed according to the target braking demand force.

[0008] Optionally, the control method further includes:

[0009] If the vehicle speed is outside the preset creeping noise speed range, the brake pressure of each wheel is obtained from the brake electronic control system of the whole vehicle.

[0010] Optionally, the control method further includes:

[0011] Determining whether the brake pressure of each wheel is within a preset creeping noise wheel cylinder pressure range;

[0012] If there is a wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range, the wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range is regarded as a first type of wheel, and the wheel whose brake pressure is outside the preset creeping noise wheel cylinder pressure range is regarded as a second type of wheel;

[0013] The braking pressure of the first-category wheels is reallocated according to the creep noise wheel cylinder pressure range, and the remaining braking pressure of the first-category wheels is allocated to the second-category wheels.

[0014] Optionally, the control method further includes:

[0015] If after redistributing the brake pressure of the first type of wheels, the brake pressure of the existing wheel is within the preset creeping noise wheel cylinder pressure range;

[0016] Add the wheels whose braking pressure is within the preset creeping noise wheel cylinder pressure range to the first category of wheels, update the second category of wheels, continue to redistribute the braking pressure of the first category of wheels according to the creeping noise wheel cylinder pressure range, and distribute the remaining braking pressure of the first category of wheels to the second category of wheels, until the braking pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range.

[0017] Optionally, the control method further includes:

[0018] If the brake pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range, the brake pressure of each wheel is obtained from the brake electronic control system of the whole vehicle.

[0019] Optionally, determining a target braking demand force according to the pedal stroke and the master cylinder pressure includes:

[0020] determining a first braking requirement force according to a deceleration of the vehicle corresponding to the pedal stroke;

[0021] determining a second braking demand force according to the master cylinder pressure;

[0022] A target braking requirement force is determined according to the first braking requirement force and the second braking requirement force.

[0023] Optionally, distributing the braking pressure of each wheel according to the target braking demand force includes:

[0024] Determine the distribution ratio according to the preset braking pressure of each wheel;

[0025] The target braking demand force is distributed to the braking pressure of each wheel according to the distribution ratio.

[0026] Optionally, the redistributing the braking pressure of the first-category wheels according to the creeping noise wheel cylinder pressure range comprises:

[0027] Redistribute the braking pressure of the first-category wheels according to the lowest value of the creep noise wheel cylinder pressure range.

[0028] Optionally, distributing the remaining braking pressure of the first-category wheels to the second-category wheels comprises:

[0029] Calculating a residual braking pressure of the first-category wheels according to the target braking pressure and the sum of the braking pressures of the first-category wheels;

[0030] The remaining brake pressure of the first type of wheels is distributed to the second type of wheels according to a preset ratio.

[0031] Optionally, the control method further includes:

[0032] Determining whether the vehicle speed is less than a preset speed;

[0033] If the vehicle speed is greater than or equal to the preset speed, the control of the vehicle creeping noise is exited.

[0034] Optionally, the control method further includes:

[0035] If the vehicle speed is less than a preset speed, judging whether it is an emergency brake according to the pedal travel;

[0036] In case of emergency braking, exit the control of vehicle creeping noise.

[0037] Optionally, the control method further includes:

[0038] If it is not an emergency brake, determining whether the target braking demand force is greater than a preset braking demand force;

[0039] If the target braking demand force is greater than the preset braking demand force, the control of the vehicle creeping noise is exited.

[0040] Optionally, the control method further includes:

[0041] If the target braking demand force is less than or equal to the preset braking demand force, determining whether to trigger the stability function;

[0042] If the stability function is triggered, the control of vehicle creep noise is exited.

[0043] Optionally, the control method further includes:

[0044] If the stability function is not triggered, the control of the vehicle's creeping noise continues.

[0045] On the other hand, an embodiment of the present invention provides a control system for vehicle creep noise, including:

[0046] The first module is used to obtain the vehicle speed, the pedal stroke of the brake pedal and the corresponding master cylinder pressure; and determine the target braking demand force according to the pedal stroke and the master cylinder pressure;

[0047] The second module is used to determine whether the vehicle speed is within the preset creeping noise vehicle speed range of each wheel;

[0048] The third module is used to distribute the braking pressure of each wheel according to the target braking demand force if the vehicle speed is within the preset creeping noise vehicle speed range.

[0049] On the other hand, an embodiment of the present invention provides a device for controlling vehicle creep noise, comprising:

[0050] at least one processor;

[0051] at least one memory for storing at least one program;

[0052] When the at least one program is executed by the at least one processor, the at least one processor implements the above control method.

[0053] On the other hand, an embodiment of the present invention provides a computer-readable storage medium, in which a program executable by a processor is stored. When the program executable by the processor is executed by the processor, it is used to perform the above-mentioned control method.

[0054] On the other hand, an embodiment of the present invention provides a vehicle, wherein the vehicle includes the above-mentioned vehicle creeping noise control system or the above-mentioned vehicle creeping noise control device.

[0055] Implementation of the embodiments of the present invention includes the following beneficial effects: without adding hardware equipment, the embodiment determines the target braking demand force based on the pedal stroke and the master cylinder pressure; if the vehicle speed is within the preset creeping noise speed range, the braking pressure of each wheel is allocated according to the target braking demand force; without changing the overall target braking demand force of the driver or the drivability torque characteristics of the vehicle drive system, the braking pressure of each wheel of the vehicle's service brake is separately controlled to achieve precise avoidance control of the creeping noise occurring at the corresponding vehicle speed of each wheel; the control is performed based on the target braking demand force actually received by the brake, and is not affected by the slope of the vehicle and the load of the vehicle; the creeping noise problem can be avoided and optimized in the later stage of project development, saving development time and cost, and improving the driving experience of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 It is a structural schematic diagram of a vehicle creep noise control system provided by an embodiment of the present invention;

[0057] Figure 2 It is a schematic flow chart of the steps of a method for controlling vehicle creep noise provided by an embodiment of the present invention;

[0058] Figure 3 is a schematic flow chart of steps of another method for controlling vehicle creep noise provided by an embodiment of the present invention;

[0059] Figure 4 It is a schematic flow chart of steps for distributing the braking pressure of each wheel provided by an embodiment of the present invention;

[0060] Figure 5 is a schematic flow chart of steps for distributing braking pressure to a second type of wheel provided by an embodiment of the present invention;

[0061] Figure 6 is a schematic flow chart of steps for determining a target braking requirement force provided by an embodiment of the present invention;

[0062] Figure 7 is another schematic flow chart of steps for distributing the braking pressure of each wheel provided by an embodiment of the present invention;

[0063] Figure 8 is a schematic flow chart of another step of controlling vehicle creep noise provided by an embodiment of the present invention;

[0064] Fig. 9 It is a structural block diagram of a control system for vehicle creep noise provided by an embodiment of the present invention;

[0065] Fig.10 It is a structural block diagram of a vehicle creep noise control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0066] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. The step numbers in the following embodiments are only provided for the convenience of explanation and description, and the order between the steps is not limited in any way. The execution order of each step in the embodiment can be adaptively adjusted according to the understanding of those skilled in the art.

[0067] It should be noted that, although the functional module division is performed in the device schematic diagram and the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in a different order from the module division in the device or the order in the flow chart. The terms "first", "second", etc. in the specification and claims and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0068] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0069] Some technical terms in this embodiment are explained below.

[0070] The travel of the brake pedal mainly includes free travel and effective travel. The free travel refers to the travel from the free state when the pedal is fully lifted to the first time the braking resistance is felt, while the effective travel refers to the distance from the beginning of stepping on the pedal to the time when the push rod contacts the piston of the master brake cylinder. The existence of free travel is essential to ensure that the driver can operate the brake comfortably. If this distance is missing, the driver may feel uncomfortable when stepping on the brake, and may even cause the wheel to lock. The free travel can be adjusted by loosening the locking nut of the master cylinder push rod and adjusting the length of the push rod. After adjustment, the locking nut needs to be retightened to ensure fixation. For automobile brake pedals, the free travel should usually be between 12-18mm, and this range can be checked by lightly stepping on the brake pedal. At the same time, the effective travel of the brake pedal should meet certain standards to ensure the normal operation of the braking system.

[0071] The pressure of the master cylinder plays a vital role in the automobile braking system. It is directly related to the braking effect and safety of the vehicle. The master cylinder is connected in series with the wheel cylinder through the brake pressure regulator, which directly or indirectly controls the brake pressure of the wheel cylinder through the solenoid valve. The master cylinder is a key component in the automobile braking system. It is responsible for converting the driver's brake pedal force into hydraulic energy, which is then transmitted to the brake to achieve vehicle deceleration or parking. The pressure of the master cylinder directly affects the braking effect.

[0072] Braking force is a key factor in the braking process, which directly determines how fast the vehicle decelerates. The magnitude of this force is not static, but depends on the technical status of the brake itself, including the degree of wear and design efficiency of the brake. The braking force is generated by the friction of the brake on the wheel. The rotating wheel is decelerated by the resistance of the brake, thereby achieving the deceleration or parking of the vehicle. The working principle of the braking system is based on the hydraulic transmission mechanism. When the pedal is pressed by the driver, the brake fluid is compressed and transmitted to the brake of the wheel through the pipeline. Through this force transmission, the brake makes the brake friction pad or brake shoe and other components contact the wheel, generating friction and slowing down the wheel.

[0073] like Figure 1 As shown, the method for controlling vehicle creep noise provided by an embodiment of the present invention needs to obtain the vehicle speed, the pedal travel of the brake pedal, the master cylinder pressure of the brake and the wheel cylinder pressure of each brake wheel, perform logical judgment based on the received vehicle information, and control the brake electronic control system to control the brake pressure of each wheel separately.

[0074] Before executing the vehicle creep noise control method, it is necessary to determine whether it is appropriate to execute the vehicle creep noise control method. If it is appropriate, continue to execute the vehicle creep noise control method. If it is not appropriate, exit the vehicle creep noise control method.

[0075] See also Figure 2 After the vehicle is started, first, confirm that there is no fault in the braking system, the driver presses the brake pedal, and then, the driver's target braking demand force value is calculated based on the pedal stroke of the brake pedal and the master cylinder pressure, and then, continue to perform the following steps S010 to S050A.

[0076] Optionally, the method for controlling vehicle creep noise further includes:

[0077] S010, determining whether the vehicle speed is less than a preset speed;

[0078] S020A: If the vehicle speed is greater than or equal to the preset speed, exit the control of the vehicle creeping noise.

[0079] It should be noted that the preset speed is determined according to actual application and is not specifically limited in this embodiment. For example, the preset speed is 5 km / h.

[0080] Specifically, the real-time speed of the vehicle is acquired through a sensor, and the real-time speed of the vehicle is compared with a preset speed. If the real-time speed of the vehicle is greater than or equal to the preset speed, the control of the vehicle creeping noise is exited.

[0081] Optionally, the method for controlling vehicle creep noise further includes:

[0082] S020B: If the vehicle speed is less than the preset speed, determine whether it is emergency braking based on the pedal travel;

[0083] S030B: If it is emergency braking, exit the control of vehicle creeping noise.

[0084] If the real-time speed of the vehicle is less than the preset speed, after the driver steps on the brake pedal, the speed of change of the pedal stroke is used to determine whether the driver has stepped on the brake pedal urgently. If the speed of change of the pedal stroke is fast, it is emergency braking; if the speed of change of the pedal stroke is slow, it is non-emergency braking; if it is emergency braking, the control of the vehicle creep noise is exited. It should be noted that the evaluation standard of the speed of change of the pedal stroke is determined according to actual applications, and this embodiment does not impose specific restrictions.

[0085] Optionally, the method for controlling vehicle creep noise further includes:

[0086] S030A, if it is not emergency braking, determining whether the target braking demand force is greater than the preset braking demand force;

[0087] S040A: If the target braking demand force is greater than the preset braking demand force, exit the control of the vehicle creep noise.

[0088] It should be noted that vehicle creep noise usually occurs in a relatively low pressure range, and the preset brake demand force is usually determined by the brake pressure limit of the actual vehicle test. If it is non-emergency braking, compare the target brake demand force with the preset brake demand force. If the target brake demand force is greater than the preset brake demand force, exit the control of vehicle creep noise.

[0089] Optionally, the method for controlling vehicle creep noise further includes:

[0090] S040B, if the target braking demand force is less than or equal to the preset braking demand force, determining whether to trigger the stability function;

[0091] S050B: If the stability function is triggered, exit the control of vehicle creep noise.

[0092] Stability functions include but are not limited to EBD (Electronic Brake force Distribution), ABS (Anti-lock Braking System), TCS (Traction Control System), wheel slip prevention, vehicle side slip prevention, brake performance optimization, and driving safety improvement. EBD can adjust the brake force distribution during emergency braking to prevent the rear wheels of the vehicle from locking first, ensure the flexibility of the tires, and reduce the impact of tire abnormalities on driving safety. ABS is designed to prevent the wheels of the vehicle from locking during emergency braking or special circumstances. It controls the vehicle slip rate and keeps it near the peak adhesion coefficient. It is a passive safety control that provides safety protection for the owner in emergency situations. TCS allows the vehicle to start smoothly on low-adhesion roads, and improves the starting stability of the vehicle under complex conditions such as icy and snowy roads by adjusting the throttle depth and the slip of the drive wheels. Prevent wheel slip: On slippery or snowy roads, the body stability system prevents wheel slip by adjusting the brakes and engine power to keep the vehicle stable. Prevent vehicle skidding: During a turn, the system detects the vehicle's skidding and adjusts the braking and engine power to correct the direction of travel and keep the vehicle stable. Optimize braking performance: Automatically adjust the braking force and braking force distribution according to the vehicle's driving status to improve the efficiency and safety of the braking system. Improve driving safety: Through the comprehensive application of the above functions, the risk of accidents during vehicle driving is effectively reduced, and overall driving safety is improved.

[0093] Specifically, if the target braking demand force is less than or equal to the preset braking demand force, it is determined whether the vehicle has triggered a stability function, and if the stability function has been triggered, the control of the vehicle creeping noise is exited.

[0094] Optionally, the method for controlling vehicle creep noise further includes:

[0095] S050A: If the stability function is not triggered, continue to control the vehicle creep noise.

[0096] Specifically, if the vehicle does not trigger the stability function, the method for controlling the creeping noise of the vehicle continues to be executed. In this embodiment, if the vehicle does not trigger the stability function, the control method in the following steps S110 to S180 continues.

[0097] like Figure 3 As shown, an embodiment of the present invention provides a method for controlling vehicle creep noise, comprising:

[0098] S110, obtaining vehicle speed, pedal travel of the brake pedal and corresponding master cylinder pressure; determining a target braking demand force according to the pedal travel and the master cylinder pressure;

[0099] S120, determining whether the vehicle speed is within a preset creeping noise speed range of each wheel;

[0100] S130: If the vehicle speed is within the preset creeping noise speed range, distribute the braking pressure of each wheel according to the target braking demand force.

[0101] The target braking demand force refers to the braking force that meets the driver's needs based on the pedal stroke and the master cylinder pressure. The preset creeping noise speed range is determined by actual vehicle testing, and the vehicle speed when the noise occurs is determined as the preset creeping noise speed. It can be understood by those skilled in the art that different vehicle models correspond to different preset creeping noise speed ranges, and different wheels of the same vehicle model may also correspond to different preset creeping noise speed ranges. The preset creeping noise speed ranges of each wheel are determined based on a certain amount of actual vehicle test data.

[0102] Specifically, first, the vehicle speed, the pedal stroke of the brake pedal and the corresponding master cylinder pressure are obtained through the sensor; then, the target braking demand force is determined by jointly calculating the pedal stroke and the master cylinder pressure; then, the vehicle speed is compared with the preset creeping noise speed range of each wheel to determine whether the vehicle speed is within the preset creeping noise speed range of each wheel; finally, if the vehicle speed is within the preset creeping noise speed range, it indicates that at this speed, the wheel is likely to generate creeping noise, therefore, the braking pressure of each wheel is allocated according to the size of the target braking demand force to reduce the generation of creeping noise. It should be noted that the size of the braking pressure allocated to each wheel is determined according to the size of the target braking demand force and the characteristics of each wheel itself, and this embodiment does not impose specific restrictions.

[0103] Optionally, the control method further includes:

[0104] S130B: If the vehicle speed is outside the preset creeping noise speed range, obtain the brake pressure of each wheel from the brake electronic control system of the whole vehicle.

[0105] If the vehicle speed is outside the preset creeping noise speed range, it indicates that the probability of the vehicle generating creeping noise at this speed is low, and there is no need to perform creeping noise pressure range avoidance operation on the wheels. The braking pressure of each wheel can be obtained from the vehicle's brake electronic control system.

[0106] Optionally, see Figure 4 , the method for controlling the vehicle creep noise also includes:

[0107] S140, determining whether the brake pressure of each wheel is within a preset creeping noise wheel cylinder pressure range;

[0108] S150, if there is a wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range, the wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range is regarded as a first type of wheel, and the wheel whose brake pressure is outside the preset creeping noise wheel cylinder pressure range is regarded as a second type of wheel;

[0109] S160: reallocate the braking pressure of the first type of wheels according to the creep noise wheel cylinder pressure range, and distribute the remaining braking pressure of the first type of wheels to the second type of wheels.

[0110] The preset creeping noise wheel cylinder pressure range is determined by actual vehicle testing, and the corresponding brake pressure when noise occurs is determined as the preset creeping noise wheel cylinder pressure. It can be understood by those skilled in the art that different vehicle models correspond to different preset creeping noise wheel cylinder pressure ranges, and different wheels of the same vehicle model may also correspond to different preset creeping noise wheel cylinder pressure ranges. The preset creeping noise wheel cylinder pressure range for each wheel is determined based on a certain amount of actual vehicle test data.

[0111] The first type of wheels and the second type of wheels each represent a set of wheels of the same type. The first type of wheels represent a set of wheels whose brake pressure is within a preset range of the creeping noise wheel cylinder pressure, and the second type of wheels represent a set of wheels whose brake pressure is outside the preset range of the creeping noise wheel cylinder pressure.

[0112] Specifically, first, the brake pressure of each wheel is compared with a preset creeping noise wheel cylinder pressure range to determine whether the brake pressure of each wheel is within the preset creeping noise wheel cylinder pressure range; if there is a wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range, each wheel is classified, and the wheels within the preset creeping noise wheel cylinder pressure range are classified as one category, and the wheels outside the preset creeping noise wheel cylinder pressure range are classified as one category, that is, the wheels whose brake pressure is within the preset creeping noise wheel cylinder pressure range are classified as first category wheels, and the wheels whose brake pressure is outside the preset creeping noise wheel cylinder pressure range are classified as second category wheels; finally, the brake pressure of the first category wheels is reallocated according to the creeping noise wheel cylinder pressure range, that is, the brake pressure of the first category wheels is reallocated so that the brake pressure of the first category wheels is outside the preset creeping noise wheel cylinder pressure range, thereby reducing the probability of the first category wheels generating creeping noise, and the remaining brake pressure of the first category wheels is allocated to the second category wheels, so that the total braking force remains unchanged and does not affect the driving experience.

[0113] It should be noted that the specific method of redistributing the braking pressure of the first type of wheels according to the creeping noise wheel cylinder pressure range, and the specific method of distributing the remaining braking pressure of the first type of wheels to the second type of wheels, are both determined according to actual applications and are not specifically limited in this embodiment.

[0114] Optionally, redistributing the braking pressure of the first type of wheels according to the creeping noise wheel cylinder pressure range includes:

[0115] S161. Redistribute the braking pressure of the first type of wheels according to the lowest value of the creeping noise wheel cylinder pressure range.

[0116] The lowest value of the creeping noise wheel cylinder pressure range represents a smaller value in the creeping noise wheel cylinder pressure range. In a specific embodiment, the creeping noise wheel cylinder pressure range of one wheel is 5-10 kPa, the brake pressure allocated to the wheel is 8 kPa, and during the redistribution process, the brake pressure allocated to the wheel is redistributed to 5 kPa, and the other 3 kPa of the wheel is allocated to the second type of wheel.

[0117] Optionally, see Figure 5 , distributing the remaining brake pressure of the first type of wheels to the second type of wheels, including:

[0118] S162, calculating the residual braking pressure of the first-category wheels according to the target braking pressure and the sum of the braking pressures of the first-category wheels;

[0119] S163: Distribute the remaining braking pressure of the first type of wheels to the second type of wheels according to a preset ratio.

[0120] The sum of the braking pressures of the first type of wheels refers to the sum of the braking pressures of all wheels in the first type of wheels after redistribution, and the residual braking pressure of the first type of wheels refers to the difference between the sum of the braking pressures of all wheels in the first type of wheels before and after the redistribution of the braking pressures. The preset ratio is determined according to the performance of each wheel and the actual application. This embodiment does not impose any specific restrictions. For example, if the braking pressure of each wheel is the same, the preset ratio is determined to be 1:1.

[0121] In a specific embodiment, the wheels include 4 wheels, the creeping noise wheel cylinder pressure range of the first wheel is 5-10kPa, the brake pressure allocated to the first wheel is 8kPa, and the brake pressures allocated to other wheels are all outside the respective creeping noise wheel cylinder pressure ranges. The brake pressure reallocated to the first wheel is 5kPa, and the remaining brake pressure of the first type of wheels is 3kPa. Then the remaining brake pressure of 3kPa of the first type of wheels is evenly distributed to the other 3 wheels.

[0122] Optionally, the method for controlling vehicle creep noise further includes:

[0123] S170: if after the brake pressure of the first type of wheels is redistributed, the brake pressure of any wheel is within a preset creeping noise wheel cylinder pressure range;

[0124] S180, adding the wheels whose braking pressure is within the preset creeping noise wheel cylinder pressure range to the first category of wheels, updating the second category of wheels, and continuing to redistribute the braking pressure of the first category of wheels according to the creeping noise wheel cylinder pressure range, and distributing the remaining braking pressure of the first category of wheels to the second category of wheels, until the braking pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range.

[0125] If after redistributing the braking pressure of the first category of wheels, the braking pressure of some wheels is still within the preset range of the creeping noise wheel cylinder pressure, the wheels with braking pressure within the preset range of the creeping noise wheel cylinder pressure are added to the first category of wheels, and the wheels with braking pressure within the preset range of the creeping noise wheel cylinder pressure are removed from the second category of wheels, and the braking pressure of the first category of wheels is continued to be redistributed according to the creeping noise wheel cylinder pressure range, and the remaining braking pressure of the first category of wheels is distributed to the second category of wheels, until the braking pressure of each wheel is outside the preset range of the creeping noise wheel cylinder pressure.

[0126] In a specific embodiment, the wheels include 4 wheels, the creeping noise wheel cylinder pressure range of the first wheel is 5-10kpa, the creeping noise wheel cylinder pressure range of the second wheel is 5-10kpa, the creeping noise wheel cylinder pressure range of the third wheel is 7-12kpa, the creeping noise wheel cylinder pressure range of the fourth wheel is 7-12kpa, the brake pressure allocated to the first wheel is 8kpa, the brake pressure allocated to the first wheel is 5kpa, the brake pressure redistributed to the first wheel is 5kpa, the remaining brake pressure of the first type of wheels is 3kpa, and then the remaining brake pressure of the first type of wheels is The dynamic pressure of 3kPa is evenly distributed to the 2nd wheel, the 3rd wheel and the 4th wheel. The reallocated brake pressure of the 2nd wheel is 6kPa, that is, the reallocated brake pressure of the 2nd wheel is within the pressure range of its creeping noise wheel cylinder. Therefore, the 2nd wheel is added to the first type of wheel, and the first wheel and the second wheel are both reallocated to 5kPa. The remaining brake pressure of 3kPa of the first type of wheel is evenly distributed to the 3rd wheel and the 4th wheel. After reallocation, the 3rd wheel and the 4th wheel are both 6.5kPa. The brake pressure distribution ends outside the pressure range of the creeping noise wheel cylinder of each wheel.

[0127] Optionally, the method for controlling vehicle creep noise further includes:

[0128] S150B: If the brake pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range, obtain the brake pressure of each wheel from the brake electronic control system of the whole vehicle.

[0129] If the braking pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range, the braking pressure of each wheel is obtained from the braking electronic control system of the whole vehicle; at this time, the braking pressure of the braking electronic control system can be the braking pressure of each wheel distributed according to the target braking demand force, or it can be the braking pressure of each wheel after redistribution.

[0130] Optionally, see Figure 6 , the target braking demand force is determined based on the pedal travel and the master cylinder pressure, including:

[0131] S111, determining a first braking requirement force according to a deceleration of the vehicle corresponding to a pedal stroke;

[0132] S112, determining a second braking demand force according to the master cylinder pressure;

[0133] S113: Determine a target braking requirement force according to the first braking requirement force and the second braking requirement force.

[0134] The first braking demand force refers to the braking demand force that meets the pedal travel requirement, and the second braking demand force refers to the braking demand force that meets the master cylinder pressure. The braking demand forces of the pedal travel and the master cylinder pressure are verified against each other, and finally the braking demand force that meets the driver's requirements is confirmed, which can improve the accuracy of determining the braking demand force.

[0135] In a specific embodiment, there is a corresponding relationship between the vehicle's deceleration corresponding to the pedal stroke and the braking demand force, and the corresponding relationship between the vehicle's deceleration corresponding to the pedal stroke and the braking demand force can be drawn into a first curve; similarly, there is a direct corresponding relationship between the master cylinder pressure and the braking demand force, and the corresponding relationship between the master cylinder pressure and the braking demand force can be drawn into a second curve; then, the target braking demand force is determined jointly based on the first curve and the second curve.

[0136] Optionally, see Figure 7 , distributes the braking pressure of each wheel according to the target braking demand force, including:

[0137] S131, determining a distribution ratio according to a preset braking pressure of each wheel;

[0138] S132: Distribute the target braking demand force to the braking pressure of each wheel according to a distribution ratio.

[0139] The preset brake pressure of a wheel refers to the brake pressure value that can be distributed to the wheel without generating creeping noise. The preset brake pressure of the wheel can be determined according to the creeping noise wheel cylinder pressure range. The distribution ratio refers to the ratio between the redistributed increased brake pressure of each wheel.

[0140] In a specific embodiment, taking a vehicle with four wheels as an example, the creeping noise wheel cylinder pressure ranges of the four wheels are all 5-10 kPa, the preset braking pressures of the four wheels are all set to 5 kPa, and the distribution ratio of the four wheels is 1:1:1:1. Therefore, the target braking demand force is evenly distributed to the braking pressures of each wheel according to the distribution ratio of 1:1:1:1.

[0141] See also Figure 8 The following is a specific example to illustrate the control process of vehicle creep noise, taking a vehicle with four wheels as an example.

[0142] First, confirm that there is no fault in the braking system and the driver presses the brake pedal. Then, the driver's braking demand force is confirmed based on the pedal stroke and the corresponding master cylinder pressure. It should be noted here that this function is applied to the wire control brake system. The driver's braking demand force is identified by the pedal stroke and the corresponding braking pressure of the master cylinder (or pedal simulator simulation cylinder). After identification, the wire control brake system will brake the four wheels by controlling the motor to establish the braking demand force of the whole vehicle to meet the driver's needs.

[0143] After identifying the braking force required by the driver, determine whether the current vehicle speed is less than akm / h. This setting is to ensure functional safety, and the creeping noise occurs at low speeds, so there is no need to control the high speed. If the vehicle speed is greater than akm / h, then exit the vehicle creeping control directly. If the vehicle speed is less than akm / h, then continue to determine whether the driver has stepped on the pedal urgently, whether the braking force requirement is greater than b, and whether the stability control function is triggered. If the above situation may have safety risks, then exit the vehicle creeping control directly. Among them, a and b are determined according to actual applications, and this embodiment does not make specific restrictions.

[0144] After the above conditions are met, the four wheels are judged separately according to the current actual vehicle speed to confirm whether the vehicle speed is within the speed range where the creeping noise of the wheel occurs; based on the currently identified driver's braking demand force, the braking pressure of each wheel is allocated under the condition of the same braking pressure of the four wheels to confirm whether the braking pressure value is within the pressure range where the creeping noise may occur at the wheel; if the current vehicle speed or braking pressure is not within the range where the noise may occur at the wheel, the wheel will not perform evasive operations in the creeping noise pressure range and wait for the final brake wheel pressure distribution of the overall brake electronic control system.

[0145] If the current vehicle speed and the possible allocated brake pressure are within the speed-pressure range where the wheel may have creeping noise, then the wheel is allocated pressure according to the lowest value of the noise pressure range; the brake pressure that is evenly allocated to the wheel and not executed is evenly allocated to other wheels without creeping noise according to the average brake pressure; then the four wheels are controlled to brake according to the brake pressure that each wheel needs to execute after the redistribution;

[0146] At the same time, if the vehicle speed and brake pressure of a wheel are not within the range where creep noise occurs when the vehicle is initially distributed, but after redistribution, the brake pressure range of that wheel falls into the range where noise may occur, then the wheels that may generate noise must be distributed synchronously when the brake pressure is distributed.

[0147] In the above process of redistributing the brake wheel cylinder pressure, the driver's braking force requirement for the entire vehicle remains unchanged, and the system will perform braking deceleration of the entire vehicle according to the driver's braking force requirement.

[0148] Implementation of the embodiments of the present invention includes the following beneficial effects: without adding hardware equipment, the embodiment determines the target braking demand force based on the pedal stroke and the master cylinder pressure; if the vehicle speed is within the preset creeping noise speed range, the braking pressure of each wheel is allocated according to the target braking demand force; without changing the overall target braking demand force of the driver or the drivability torque characteristics of the vehicle drive system, the braking pressure of each wheel of the vehicle's service brake is separately controlled to achieve precise avoidance control of the creeping noise occurring in response to the vehicle speed and braking pressure of each wheel; the control is performed based on the target braking demand force actually received by the brake, and is not affected by the slope of the vehicle and the load of the vehicle; the creeping noise problem can be avoided and optimized in the later stage of project development, saving development time and cost, and improving the driving experience of the vehicle.

[0149] See also Fig. 9 , an embodiment of the present invention provides a control system for vehicle creep noise, comprising:

[0150] The first module is used to obtain the vehicle speed, the pedal stroke of the brake pedal and the corresponding master cylinder pressure; and determine the target braking demand force according to the pedal stroke and the master cylinder pressure;

[0151] The second module is used to determine whether the vehicle speed is within the preset creeping noise speed range of each wheel;

[0152] The third module is used to distribute the braking pressure of each wheel according to the target braking demand force if the vehicle speed is within a preset creeping noise vehicle speed range.

[0153] It can be seen that the contents of the above method embodiments are all applicable to the present system embodiments, the functions specifically implemented by the present system embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0154] See also Fig.10 , an embodiment of the present invention provides a device for controlling vehicle creep noise, comprising:

[0155] at least one processor;

[0156] at least one memory for storing at least one program;

[0157] When at least one program is executed by at least one processor, the at least one processor implements the above-mentioned method for controlling vehicle creeping noise.

[0158] Among them, the memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. The memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a remote memory remotely arranged relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0159] It can be seen that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0160] In addition, the embodiment of the present application also discloses a computer program product or a computer program, which is stored in a computer-readable storage medium. The processor of the computer device can read the computer program from the computer-readable storage medium, and the processor executes the computer program, so that the computer device performs the above method.

[0161] The embodiment of the present invention further provides a computer-readable storage medium, which stores a program executable by a processor, and the program executable by the processor is used to implement the above method when executed by the processor. Similarly, the contents of the above method embodiment are all applicable to the present storage medium embodiment, and the functions specifically implemented by the present storage medium embodiment are the same as those of the above method embodiment, and the beneficial effects achieved are also the same as those achieved by the above method embodiment.

[0162] It is understood that all or some steps and systems in the disclosed method above can be implemented as software, firmware, hardware and appropriate combinations thereof. Some physical components or all physical components can be implemented as software executed by a processor, such as a central processing unit, a digital signal processor or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, and the computer-readable medium can include a computer storage medium (or a non-transitory medium) and a communication medium (or a temporary medium). As known to those of ordinary skill in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassette, magnetic tape, disk storage or other magnetic storage device, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, it is well known to those skilled in the art that communication media typically embodies computer readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0163] The embodiment further provides a vehicle, the vehicle including the electric drive assembly of the control system (or device) or computer device (or electronic device) of the above-mentioned vehicle creep noise. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle can be a fuel vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0164] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0165] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0166] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0167] The above is a specific description of the preferred implementation of the present invention, but the invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. A method for controlling vehicle creep noise, characterized in that: include: Obtain vehicle speed, brake pedal travel and corresponding master cylinder pressure; determining a target braking demand force according to the pedal stroke and the master cylinder pressure; Determining whether the vehicle speed is within a preset creeping noise vehicle speed range for each wheel; If the vehicle speed is within the preset creeping noise speed range, the braking pressure of each wheel is distributed according to the target braking demand force.

2. The control method according to claim 1, characterized in that: The control method further comprises: If the vehicle speed is outside the preset creeping noise speed range, the brake pressure of each wheel is obtained from the brake electronic control system of the whole vehicle.

3. The control method according to claim 1, characterized in that: The control method further comprises: Determining whether the brake pressure of each wheel is within a preset creeping noise wheel cylinder pressure range; If there is a wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range, the wheel whose brake pressure is within the preset creeping noise wheel cylinder pressure range is regarded as a first type of wheel, and the wheel whose brake pressure is outside the preset creeping noise wheel cylinder pressure range is regarded as a second type of wheel; The braking pressure of the first-category wheels is reallocated according to the creep noise wheel cylinder pressure range, and the remaining braking pressure of the first-category wheels is allocated to the second-category wheels.

4. The control method according to claim 2, characterized in that: The control method further comprises: If after redistributing the brake pressure of the first type of wheels, the brake pressure of the existing wheel is within the preset creeping noise wheel cylinder pressure range; Add the wheels whose braking pressure is within the preset creeping noise wheel cylinder pressure range to the first category of wheels, update the second category of wheels, continue to redistribute the braking pressure of the first category of wheels according to the creeping noise wheel cylinder pressure range, and distribute the remaining braking pressure of the first category of wheels to the second category of wheels, until the braking pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range.

5. The control method according to claim 3, characterized in that: The control method further comprises: If the brake pressure of each wheel is outside the preset creeping noise wheel cylinder pressure range, the brake pressure of each wheel is obtained from the brake electronic control system of the whole vehicle.

6. The control method according to claim 1, characterized in that: Determining a target braking demand force according to the pedal stroke and the master cylinder pressure includes: determining a first braking requirement force according to a deceleration of the vehicle corresponding to the pedal stroke; determining a second braking demand force according to the master cylinder pressure; A target braking requirement force is determined according to the first braking requirement force and the second braking requirement force.

7. The control method according to claim 1, characterized in that: The distributing the braking pressure of each wheel according to the target braking demand force includes: Determine the distribution ratio according to the preset braking pressure of each wheel; The target braking demand force is distributed to the braking pressure of each wheel according to the distribution ratio.

8. The control method according to claim 3, characterized in that: The method of redistributing the braking pressure of the first type of wheels according to the creeping noise wheel cylinder pressure range comprises: Redistribute the braking pressure of the first-category wheels according to the lowest value of the creep noise wheel cylinder pressure range.

9. The control method according to claim 3, characterized in that: The step of distributing the remaining brake pressure of the first-category wheels to the second-category wheels comprises: Calculating a residual braking pressure of the first-category wheels according to the target braking pressure and the sum of the braking pressures of the first-category wheels; The remaining braking pressure of the first type of wheels is distributed to the second type of wheels according to a preset ratio.

10. The control method according to claims 1-9, characterized in that: The control method further comprises: Determining whether the vehicle speed is less than a preset speed; If the vehicle speed is greater than or equal to the preset speed, the control of the vehicle creeping noise is exited.

11. The control method according to claim 10, characterized in that: The control method further comprises: If the vehicle speed is less than a preset speed, judging whether it is emergency braking according to the pedal travel; In case of emergency braking, exit the control of vehicle creeping noise.

12. The control method according to claim 11, characterized in that: The control method further comprises: If it is not an emergency brake, determining whether the target braking demand force is greater than a preset braking demand force; If the target braking demand force is greater than the preset braking demand force, the control of the vehicle creeping noise is exited.

13. The control method according to claim 12, characterized in that: The control method further comprises: If the target braking demand force is less than or equal to the preset braking demand force, determining whether to trigger the stability function; If the stability function is triggered, the control of vehicle creep noise is exited.

14. The control method according to claim 13, characterized in that: The control method further comprises: If the stability function is not triggered, the control of the vehicle's creeping noise continues.

15. A control system for vehicle creep noise, characterized in that: include: The first module is used to obtain the vehicle speed, the pedal travel of the brake pedal and the corresponding master cylinder pressure; determining a target braking demand force according to the pedal stroke and the master cylinder pressure; The second module is used to determine whether the vehicle speed is within the preset creeping noise vehicle speed range of each wheel; The third module is used to distribute the braking pressure of each wheel according to the target braking demand force if the vehicle speed is within the preset creeping noise vehicle speed range.

16. A device for controlling vehicle creep noise, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the method according to any one of claims 1 to 14.

17. A computer-readable storage medium storing a program executable by a processor, characterized in that: The processor-executable program is used to perform the method according to any one of claims 1 to 14 when executed by the processor.

18. A vehicle, characterized in that: The vehicle includes the control system for vehicle creeping noise according to claim 15 or the control device for vehicle creeping noise according to claim 16 .

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