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

Abstract

The application discloses a vehicle peristalsis noise control method, system and device, a storage medium and a vehicle. The control method comprises the following steps: acquiring a vehicle speed, a pedal stroke of a brake pedal and corresponding master cylinder pressure; determining a target brake demand force according to the pedal stroke and the master cylinder pressure; judging whether the vehicle speed is within a preset peristalsis noise vehicle speed range of each wheel; and if the vehicle speed is within the preset peristalsis noise vehicle speed range, distributing brake pressures of each wheel according to the target brake demand force. The embodiment of the application can reduce wheel peristalsis noise without changing braking and driving, reduce cost and development cycle, and can be widely applied to the technical field of vehicle control.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle peristalsis noise control method, system, device, storage medium and vehicle. BACKGROUND

[0002] During the development of an automobile, the problem of vehicle peristalsis noise may occur. When the vehicle starts or drives at a low speed, the driver releases the brake pedal at a very slow speed, and the driving force and the brake of the vehicle form a balance and confrontation, which may cause the switching between dynamic friction and static friction between the friction plate and the brake disc, that is, the so-called stick-slip phenomenon. The friction forces corresponding to the dynamic friction and the static friction are different, which causes the periodic fluctuation of the brake force between the friction plate and the brake disc. The fluctuation of the brake force is transmitted to the suspension system through the brake system and then to the parts of the vehicle body, and the resonance generated with the surrounding parts during the transmission process finally causes the peristalsis noise. The noise is related to the stiffness of the friction plate, the brake disc, the driving system, the suspension system and the surrounding environment, and is a systematic problem of the vehicle. At present, the solutions to this problem include hardware matching selection and software control strategy. The hardware selection generally tests the peristalsis noise of the vehicle during the initial stage of the project according to the matching relationship between the friction plate and the brake disc, and selects the combination with good noise performance. This solution may cause high development cost and long cycle due to the limitation of the brake system hardware scheme, or may cause great cost due to the adjustment of the stiffness of the suspension and the surrounding environment. Moreover, because there are many factors affecting the peristalsis noise, the peristalsis noise of the vehicle system is often found after the final scheme of the actual parts of each component is installed on the vehicle. The related software control strategy mainly adjusts the matching of the driving torque and the brake torque. The adjustment of the driving torque may cause the driving performance of the vehicle to be poor, that is, the power flow of the vehicle is poor during low-speed driving. The control of the overall brake torque may cause the sudden change of the brake deceleration, and it is difficult to accurately optimize and solve the peristalsis noise phenomenon of the vehicle if the vehicle may go uphill or downhill. SUMMARY

[0003] Therefore, the embodiments of the present application provide a vehicle peristalsis noise control method, system, device, storage medium and vehicle, which can reduce the peristalsis noise of the vehicle without changing the brake and the driving, and reduce the cost and the development cycle.

[0004] In one aspect, the embodiments of the present application provide a vehicle peristalsis noise control method, comprising:

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

[0006] Determine whether the vehicle speed is within the preset creep noise speed range for each wheel;

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

[0008] Optionally, the control method further includes:

[0009] If the vehicle speed is outside the preset creep noise speed range, the braking pressure of each wheel is obtained from the vehicle's braking electronic control system.

[0010] Optionally, the control method further includes:

[0011] Determine whether the braking pressure of each wheel is within the preset range of creep noise wheel cylinder pressure;

[0012] If the braking pressure of a wheel is within the preset range of creep noise wheel cylinder pressure, the wheel with the braking pressure within the preset range of creep noise wheel cylinder pressure is designated as the first type of wheel, and the wheel with the braking pressure outside the preset range of creep noise wheel cylinder pressure is designated as the second type of wheel.

[0013] The braking pressure of the first type of wheels is redistributed according to the creep noise wheel cylinder pressure range, and the remaining braking pressure of the first type of wheels is distributed to the second type of wheels.

[0014] Optionally, the control method further includes:

[0015] If the braking pressure of the first type of wheel is redistributed, the braking pressure of the wheel is within the preset range of the creep noise wheel cylinder pressure.

[0016] The wheels with braking pressure within the preset creep noise wheel cylinder pressure range are added to the first type of wheels, the second type of wheels are updated, and the braking pressure of the first type of wheels is redistributed to the first type of wheels according to the creep noise wheel cylinder pressure range, and the remaining braking pressure of the first type of wheels is distributed to the second type of wheels, until the braking pressure of each wheel is outside the preset creep noise wheel cylinder pressure range.

[0017] Optionally, the control method further includes:

[0018] If the braking pressure of each wheel is outside the preset range of creep noise wheel cylinder pressure, the braking pressure of each wheel is obtained from the vehicle's braking electronic control system.

[0019] Optionally, determining the target braking force demand based on the pedal travel and the master cylinder pressure includes:

[0020] The first braking force requirement is determined based on the vehicle deceleration corresponding to the pedal travel.

[0021] The second braking force requirement is determined based on the master cylinder pressure.

[0022] The target braking force is determined based on the first braking force demand and the second braking force demand.

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

[0024] The distribution ratio is determined based on the preset braking pressure of each wheel;

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

[0026] Optionally, the step of redistributing the braking pressure of the first type of wheels according to the creep noise wheel cylinder pressure range includes:

[0027] The braking pressure of the first type of wheel is redistributed according to the lowest value of the creep noise wheel cylinder pressure range.

[0028] Optionally, distributing the remaining braking pressure of the first type of wheels to the second type of wheels includes:

[0029] The remaining braking pressure of the first type of wheels is calculated based on the sum of the target braking pressure and the braking pressure of the first type of wheels.

[0030] The remaining braking 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] Determine 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 vehicle creep noise is discontinued.

[0034] Optionally, the control method further includes:

[0035] If the vehicle speed is less than the preset speed, the system determines whether to apply emergency braking based on the pedal travel.

[0036] In case of emergency braking, disengage vehicle creep noise control.

[0037] Optionally, the control method further includes:

[0038] If it is not an emergency braking, determine whether the target braking force demand is greater than the preset braking force demand.

[0039] If the target braking force is greater than the preset braking force, the control of vehicle creep noise is discontinued.

[0040] Optionally, the control method further includes:

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

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

[0043] Optionally, the control method further includes:

[0044] If the stability function is not triggered, continue to control vehicle creep noise.

[0045] On the other hand, embodiments of the present invention provide a control system for vehicle creep noise, comprising:

[0046] The first module is used to acquire vehicle speed, brake pedal travel, and corresponding master cylinder pressure; and to determine the target braking force requirement based on the pedal travel and the master cylinder pressure.

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

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

[0049] On the other hand, embodiments of the present invention provide a vehicle creep noise control device, 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 control method described above.

[0053] On the other hand, embodiments of the present invention provide a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to perform the control method described above.

[0054] On the other hand, embodiments of the present invention provide a vehicle, the vehicle including the above-described vehicle creep noise control system or the above-described vehicle creep noise control device.

[0055] Implementing this embodiment of the invention has the following beneficial effects: Without adding hardware, this embodiment determines the target braking force demand based on the pedal travel and master cylinder pressure. If the vehicle speed is within the preset creep noise speed range, the braking pressure of each wheel is distributed according to the target braking force demand. Without changing the driver's overall target braking force demand or the drivability torque characteristics of the vehicle's drive system, precise avoidance control of creep noise occurring at the corresponding vehicle speed is achieved by separately controlling the braking pressure of each wheel during vehicle service braking. Control is based on the actual target braking force received by the brakes, and is unaffected by the vehicle's gradient or load. Creep noise issues can be avoided and optimized in the later stages of project development, saving development time and costs, and improving the vehicle's driving experience. Attached Figure Description

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

[0057] Figure 2 This is a flowchart illustrating the steps of a method for controlling vehicle creep noise according to an embodiment of the present invention;

[0058] Figure 3 This is a flowchart illustrating the steps of another method for controlling vehicle creep noise provided in an embodiment of the present invention;

[0059] Figure 4 This is a schematic diagram of the steps for distributing braking pressure to each wheel according to an embodiment of the present invention;

[0060] Figure 5 This is a schematic diagram of the steps for distributing braking pressure to a second type of wheel according to an embodiment of the present invention;

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

[0062] Figure 7 This is a schematic diagram of another step in distributing the braking pressure of each wheel according to an embodiment of the present invention;

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

[0064] Figure 9 This is a structural block diagram of a vehicle creep noise control system provided in an embodiment of the present invention;

[0065] Figure 10 This is a structural block diagram of a vehicle creep noise control device provided in an embodiment of the present invention. Detailed Implementation

[0066] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. The step numbers in the following embodiments are only for ease of explanation and do not limit the order of the steps. The execution order of each step in the embodiments can be adapted according to the understanding of those skilled in the art.

[0067] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., used in the specification, claims, and the foregoing drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatuses.

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

[0069] The following explains some of the technical terms used in this embodiment.

[0070] The travel of a brake pedal mainly includes free travel and effective travel. Free travel refers to the distance from when the pedal is fully released to when braking resistance is first felt. Effective travel is the distance from when the pedal is first depressed to when the push rod contacts the master cylinder piston. Free travel is crucial for ensuring comfortable braking for the driver. Insufficient free travel may cause discomfort when braking and could even lead to wheel lock-up. Free travel can be adjusted by loosening the lock nut on the master cylinder push rod and adjusting its length. After adjustment, the lock nut must be tightened again to ensure it is secure. For automotive brake pedals, free travel should typically be between 12-18mm, which can be checked by lightly pressing the brake pedal. Simultaneously, the effective travel of the brake pedal should meet certain standards to ensure the proper functioning of the braking system.

[0071] The pressure of the master cylinder plays a crucial role in the automotive braking system, directly affecting the vehicle's braking performance and safety. The master cylinder is connected in series with the wheel cylinders via a brake pressure regulator, which directly or indirectly controls the braking pressure of the wheel cylinders through solenoid valves. The master cylinder is a key component of the automotive braking system, responsible for converting the driver's brake pedal force into hydraulic energy, which is then transmitted to the brakes to achieve vehicle deceleration or stopping. The pressure of the master cylinder directly affects the effectiveness of braking.

[0072] Braking force is a key factor in the braking process, directly determining the rate of vehicle deceleration. This force is not static but depends on the technical condition of the brakes themselves, including their wear and design effectiveness. Braking force is generated by the friction between the brakes and the wheels. The rotating wheels are slowed down by the resistance of the brakes, thus achieving vehicle deceleration or stopping. The braking system operates on a hydraulic transmission mechanism. When the driver presses the pedal, the brake fluid is compressed and transmitted through lines to the brakes on the wheels. Through this force transmission, the brakes bring the brake pads or brake shoes into contact with the wheels, generating friction and causing the wheels to decelerate.

[0073] like Figure 1 As shown, the vehicle creep noise control method provided in this embodiment of the invention requires obtaining the vehicle speed, brake pedal travel, brake master cylinder pressure, and wheel cylinder pressure of each brake wheel. Based on the received vehicle information, logical judgment is performed, and the brake electronic control system is controlled to control the braking pressure of each wheel separately.

[0074] Before implementing a vehicle creep noise control method, it is necessary to determine whether the method is suitable. If it is suitable, continue implementing the method; otherwise, exit the method.

[0075] See Figure 2 After the vehicle is started, first, confirm that the braking system is fault-free, the driver presses the brake pedal, and then calculates the driver's target braking force demand value based on the brake pedal travel and master cylinder pressure. Then, continue to execute the following steps S010 to S050A.

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

[0077] S010. Determine if the vehicle speed is less than the preset speed;

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

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

[0080] Specifically, the vehicle's real-time speed is obtained through sensors, and the real-time speed is compared with a preset speed. If the real-time speed is greater than or equal to the preset speed, the control of vehicle creep noise is discontinued.

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

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

[0083] S030B. If it is an emergency braking, disengage the vehicle creep noise control.

[0084] If the vehicle's real-time speed is lower than the preset speed, after the driver depresses the brake pedal, the system determines whether the driver has applied the brakes urgently based on the rate of change in pedal travel. If the rate of change in pedal travel is fast, it is considered emergency braking; if the rate of change in pedal travel is slow, it is considered non-emergency braking. If it is emergency braking, the control of vehicle creep noise is discontinued. It should be noted that the evaluation criteria for the rate of change in pedal travel are determined based on actual application, and this embodiment does not impose specific limitations.

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

[0086] S030A. If it is not an emergency braking, determine whether the target braking force demand is greater than the preset braking force demand.

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

[0088] It should be noted that vehicle creep noise typically occurs within a low pressure range, and the preset braking force is usually determined by the braking pressure limit from actual vehicle testing. For non-emergency braking, the target braking force is compared with the preset braking force; if the target braking force is greater than the preset braking force, vehicle creep noise control is discontinued.

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

[0090] S040B: If the target braking force is less than or equal to the preset braking force, determine whether to trigger the stability function.

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

[0092] Stability features include, but are not limited to, EBD (Electronic Brakeforce Distribution), ABS (Anti-lock Braking System), TCS (Traction Control System), preventing wheel slippage, preventing vehicle skidding, optimizing braking performance, and improving driving safety. EBD adjusts braking force distribution during emergency braking to prevent the rear wheels from locking up first, ensuring tire flexibility and reducing the impact of tire abnormalities on driving safety. ABS aims to prevent wheel lock-up during sudden braking or special circumstances by controlling the vehicle's slip ratio and maintaining it near the peak coefficient of friction; it is a passive safety control that provides safety assurance for the driver in emergency situations. TCS allows for smooth starts on low-traction surfaces by adjusting throttle depth and drive wheel slippage, improving starting stability on complex conditions such as icy and snowy roads. Preventing wheel slippage: On wet or snowy roads, the vehicle stability system adjusts braking and engine power to prevent wheel slippage and maintain vehicle stability. Preventing vehicle skidding: During cornering, the system detects vehicle skidding and corrects the driving direction by adjusting braking and engine power to maintain vehicle stability. Optimizing braking performance: Automatically adjusts braking force and distribution based on vehicle driving conditions, improving braking system efficiency and safety. Enhancing driving safety: Through the combined application of the above functions, the risk of accidents during vehicle operation is effectively reduced, improving overall driving safety.

[0093] Specifically, if the target braking demand is less than or equal to the preset braking demand, determine whether the vehicle has triggered the stability function. If the stability function has been triggered, exit the control of vehicle creep noise.

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

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

[0096] Specifically, if the vehicle does not trigger the stability function, the vehicle creep noise control method continues. In this embodiment, if the vehicle does not trigger the stability function, the control method in 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, including:

[0098] S110: Obtain vehicle speed, brake pedal travel, and corresponding master cylinder pressure; determine the target braking force requirement based on pedal travel and master cylinder pressure;

[0099] S120. Determine whether the vehicle speed is within the preset creep noise speed range for each wheel;

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

[0101] The target braking force refers to the braking force of the brakes that meets the driver's needs, determined based on the pedal travel and master cylinder pressure. The preset creep noise speed range is determined through real-vehicle testing, identifying the speed at which noise occurs as the preset creep noise speed. Those skilled in the art will understand that different vehicle models have different preset creep noise speed ranges, and even for the same vehicle model, different wheels may have different preset creep noise speed ranges. The preset creep noise speed range for each wheel is determined based on a certain amount of real-vehicle test data.

[0102] Specifically, firstly, the vehicle speed, brake pedal travel, and corresponding master cylinder pressure are acquired through sensors. Then, the target braking force demand is calculated based on the pedal travel and master cylinder pressure. Next, the vehicle speed is compared with the preset creep noise speed range for each wheel to determine if the vehicle speed falls within this range. Finally, if a vehicle speed falls within the preset creep noise speed range, it indicates that creep noise is highly likely to occur at that speed. Therefore, the braking pressure is allocated to each wheel according to the target braking force demand to reduce creep noise. It should be noted that the amount of braking pressure allocated to each wheel is determined based on the target braking force demand and the characteristics of each wheel; this embodiment does not impose specific limitations.

[0103] Optionally, the control method further includes:

[0104] S130B: If the vehicle speed is outside the preset creep noise speed range, obtain the braking pressure of each wheel from the vehicle's braking electronic control system.

[0105] If the vehicle speed is outside the preset creep noise speed range, it indicates that the probability of the vehicle generating creep noise at that speed is relatively small, and there is no need to perform creep noise pressure range avoidance operations on the wheels. The braking pressure of each wheel is obtained from the vehicle's braking electronic control system.

[0106] Optionally, see Figure 4 Other methods for controlling vehicle creep noise include:

[0107] S140. Determine whether the braking pressure of each wheel is within the preset range of creep noise wheel cylinder pressure.

[0108] S150. If the braking pressure of a wheel is within the preset range of creep noise wheel cylinder pressure, the wheel with the braking pressure within the preset range of creep noise wheel cylinder pressure shall be designated as the first type of wheel, and the wheel with the braking pressure outside the preset range of creep noise wheel cylinder pressure shall be designated as the second type of wheel.

[0109] S160. The braking pressure of the first type of wheel is redistributed according to the creep noise wheel cylinder pressure range, and the remaining braking pressure of the first type of wheel is distributed to the second type of wheel.

[0110] The preset creep noise wheel cylinder pressure range is determined through real-vehicle testing, identifying the braking pressure corresponding to the occurrence of noise as the preset creep noise wheel cylinder pressure. Those skilled in the art will understand that different vehicle models have different preset creep noise wheel cylinder pressure ranges, and even different wheels of the same vehicle model may have different preset creep noise wheel cylinder pressure ranges. The preset creep noise wheel cylinder pressure range for each wheel is determined based on a certain amount of real-vehicle test data.

[0111] Both the first and second categories of wheels represent a set of wheels of the same type. The first category of wheels represents a set of wheels whose braking pressure is within the preset range of creep noise wheel cylinder pressure, while the second category of wheels represents a set of wheels whose braking pressure is outside the preset range of creep noise wheel cylinder pressure.

[0112] Specifically, firstly, the braking pressure of each wheel is compared with a preset range of creep noise wheel cylinder pressure to determine whether the braking pressure of each wheel is within the preset range. If any wheel's braking pressure is within the preset range, the wheels are classified into two categories: wheels within the preset range are classified as one type, and wheels outside the range are classified as another type. Wheels with braking pressure within the preset range are classified as Category 1 wheels, and wheels outside the range are classified as Category 2 wheels. Finally, the braking pressure of Category 1 wheels is redistributed according to the creep noise wheel cylinder pressure range, ensuring that the braking pressure of Category 1 wheels is outside the preset range, thereby reducing the probability of creep noise from Category 1 wheels. The remaining braking pressure of Category 1 wheels is then distributed to Category 2 wheels, thus maintaining the total braking force and not affecting the driving experience.

[0113] It should be noted that the specific methods for redistributing the braking pressure of the first type of wheel according to the creep noise wheel cylinder pressure range, and the specific methods for distributing the remaining braking pressure of the first type of wheel to the second type of wheel, are determined based on actual applications, and this embodiment does not impose specific limitations.

[0114] Optionally, the braking pressure of the first type of wheel is redistributed according to the creep noise wheel cylinder pressure range, including:

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

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

[0117] Optionally, see Figure 5 Distributing the remaining braking pressure of the first type of wheels to the second type of wheels includes:

[0118] S162. Calculate the remaining braking pressure of the first type of wheels based on the sum of the target braking pressure and the braking pressure of the first type of 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 total braking pressure 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. The remaining 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 redistribution. The preset ratio is determined based on the performance of each wheel and the actual application. This embodiment does not impose specific limitations. If the braking pressure of each wheel is the same, the preset ratio is determined to be 1:1.

[0121] In one specific embodiment, the wheel includes four wheels. The creep noise cylinder pressure range of the first wheel is 5-10 kPa. The braking pressure allocated to the first wheel is 8 kPa. The braking pressure allocated to the other wheels is outside their respective creep noise cylinder pressure ranges. The braking pressure redistributed to the first wheel is 5 kPa. The remaining braking pressure of the first wheel is 3 kPa. Then, the remaining braking pressure of 3 kPa of the first wheel is evenly distributed to the other three wheels.

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

[0123] S170. If the braking pressure of the first type of wheel is redistributed, and the braking pressure of the wheel is within the preset range of the creep noise wheel cylinder pressure.

[0124] S180. Add wheels with braking pressure within the preset creep noise wheel cylinder pressure range to the first type of wheels, update the second type of wheels, and continue to redistribute 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, until the braking pressure of each wheel is outside the preset creep noise wheel cylinder pressure range.

[0125] If, after redistributing the braking pressure of the first type of wheels, there are still wheels whose braking pressure is within the preset creep noise wheel cylinder pressure range, add the wheels whose braking pressure is within the preset creep noise wheel cylinder pressure range to the first type of wheels, and remove the wheels whose braking pressure is within the preset creep noise wheel cylinder pressure range from the second type of wheels. Continue to redistribute 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, until the braking pressure of each wheel is outside the preset creep noise wheel cylinder pressure range.

[0126] In one specific embodiment, the wheel includes four wheels. The creep noise wheel cylinder pressure range of the first wheel is 5-10 kPa, the creep noise wheel cylinder pressure range of the second wheel is 5-10 kPa, the creep noise wheel cylinder pressure range of the third wheel is 7-12 kPa, and the creep noise wheel cylinder pressure range of the fourth wheel is 7-12 kPa. The braking pressure distributed to the first wheel is 8 kPa, the braking pressure distributed to the first wheel is 5 kPa, the braking pressure redistributed to the first wheel is 5 kPa, and the residual braking pressure of the first wheel is 3 kPa. Then, the residual braking pressure of the first wheel... The dynamic pressure of 3 kPa is evenly distributed to the second, third, and fourth wheels. The brake pressure redistributed to the second wheel is 6 kPa, which is within the range of its creep noise wheel cylinder pressure. Therefore, the second wheel is added to the first category of wheels, and the first and second wheels are both redistributed to 5 kPa. The remaining brake pressure of 3 kPa from the first category of wheels is evenly distributed to the third and fourth wheels. After redistribution, the third and fourth wheels both have 6.5 kPa, which is outside the creep noise wheel cylinder pressure range of their respective wheels. The brake pressure distribution ends.

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

[0128] S150B: If the braking pressure of each wheel is outside the preset range of creep noise wheel cylinder pressure, the braking pressure of each wheel is obtained from the vehicle's braking electronic control system.

[0129] If the braking pressure of each wheel is outside the preset range of creep noise wheel cylinder pressure, the braking pressure of each wheel is obtained from the vehicle's braking electronic control system. 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 force is determined based on the pedal travel and master cylinder pressure, including:

[0131] S111. Determine the first braking force requirement based on the vehicle deceleration corresponding to the pedal travel;

[0132] S112. Determine the second braking force requirement based on the master cylinder pressure;

[0133] S113. Determine the target braking force based on the first braking force demand and the second braking force demand.

[0134] The first braking force requirement refers to the braking force required to meet the pedal travel requirement, and the second braking force requirement refers to the braking force required to meet the master cylinder pressure requirement. By cross-checking the braking force requirements of pedal travel and master cylinder pressure, and finally confirming the braking force required to meet the driver's requirements, the accuracy of determining the braking force requirement can be improved.

[0135] In one specific embodiment, there is a correspondence between the vehicle deceleration corresponding to the pedal travel and the braking demand force, and the correspondence between the vehicle deceleration corresponding to the pedal travel and the braking demand force can be plotted as a first curve; similarly, there is a direct correspondence between the master cylinder pressure and the braking demand force, and the correspondence between the master cylinder pressure and the braking demand force can be plotted as a second curve; then, the target braking demand force is determined based on the first curve and the second curve.

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

[0137] S131. Determine the distribution ratio based on the preset braking pressure of each wheel;

[0138] S132. Distribute the target braking force to each wheel according to the distribution ratio.

[0139] The preset braking pressure of a wheel refers to the braking pressure value that can be distributed to the wheel without generating creep noise. The preset braking pressure of a wheel can be determined based on the range of wheel cylinder pressure required to reduce creep noise. The distribution ratio refers to the proportion of the increased braking pressure redistributed among the various wheels.

[0140] In a specific embodiment, taking a vehicle with 4 wheels as an example, the creep noise wheel cylinder pressure range of the 4 wheels is 5-10 kPa. The preset braking pressure of the 4 wheels is set to 5 kPa. The distribution ratio of the 4 wheels is 1:1:1:1. Therefore, the target braking demand force is evenly distributed to the braking pressure of each wheel according to the distribution ratio of 1:1:1:1.

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

[0142] First, after confirming that the braking system is functioning correctly, the driver depresses the brake pedal. Then, based on the pedal travel and the corresponding master cylinder pressure, the driver's braking force requirement is determined. It should be noted that this function is applied to the brake-by-wire system. The driver's braking force requirement is identified by the pedal travel and the corresponding braking pressure of the master cylinder (or the cylinder simulated by the pedal simulator). After identification, the brake-by-wire system will control the motor to brake all four wheels, establishing the overall vehicle braking force requirement to meet the driver's needs.

[0143] After identifying the driver's required braking force, it determines whether the current vehicle speed is less than akm / h. This setting ensures functional safety, and since creep noise occurs at low speeds, control is not needed at high speeds. If the vehicle speed is greater than akm / h, then the vehicle creep control is directly discontinued. If the vehicle speed is less than akm / h, it continues to determine whether the driver has suddenly pressed the pedal, whether the braking force demand is greater than b, and whether the stability control function is triggered. If any of the above situations that may pose a safety risk occur, then the vehicle creep control is directly discontinued. Here, a and b are determined based on actual application, and this embodiment does not impose specific limitations.

[0144] After meeting the above conditions, based on the current actual vehicle speed, each of the four wheels is assessed to confirm whether the speed is within the range where the wheel's creep noise occurs. Based on the currently identified driver braking demand, and assuming equal braking pressure on all four wheels, the braking pressure is allocated to each wheel, and it is confirmed whether this braking pressure value is within the pressure range where the wheel may experience creep noise. If the current vehicle speed or braking pressure is not within the range where the wheel may experience noise, then the wheel will not perform creep noise avoidance operations and will wait for the final brake wheel pressure distribution from the overall electronic braking control system.

[0145] If the current vehicle speed and the possible brake pressure are within the speed-pressure range where the wheel may experience creep noise, then the wheel is pressured at the lowest value of the noise pressure range; the portion of the brake pressure that was not applied when it was evenly applied to the wheel is applied to the other wheels without creep noise at the average brake pressure; then the four wheels are braked according to the brake pressure that each wheel needs to apply after the redistribution.

[0146] At the same time, if a wheel's speed and braking pressure were not within the range where creep noise occurs when the brake pressure is initially distributed, but after redistribution, the braking pressure range of that wheel falls into the range where noise may occur, then the wheels that may generate noise should be redistributed simultaneously when the brake pressure is redistributed.

[0147] During the process of redistributing the brake wheel cylinder pressure described above, the driver's overall vehicle braking force demand remains unchanged, and the system will perform vehicle braking and deceleration according to the driver's braking force demand.

[0148] Implementing this embodiment of the invention has the following beneficial effects: Without adding hardware, this embodiment determines the target braking force demand based on the pedal travel and master cylinder pressure. If the vehicle speed is within the preset creep noise speed range, the braking pressure of each wheel is distributed according to the target braking force demand. Without changing the driver's overall target braking force demand or the drivability torque characteristics of the vehicle's drive system, precise avoidance control of creep noise corresponding to the vehicle speed and braking pressure of each wheel is achieved by separately controlling the braking pressure of each wheel during vehicle service braking. Control is based on the actual target braking force received by the brake, and is unaffected by the vehicle's gradient or load. Creep noise issues can be avoided and optimized in the later stages of project development, saving development time and costs, and improving the vehicle's driving experience.

[0149] See Figure 9 This invention provides a control system for vehicle creep noise, comprising:

[0150] The first module is used to obtain vehicle speed, brake pedal travel and corresponding master cylinder pressure; and to determine the target braking force requirement based on the pedal travel and master cylinder pressure.

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

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

[0153] It is evident that the content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0154] See Figure 10 This invention provides a vehicle creep noise control device, 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-described method for controlling vehicle creep noise.

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

[0159] It is evident that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented in the present device embodiments are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0160] Furthermore, embodiments of this application also disclose a computer program product or computer program stored in a computer-readable storage medium. A processor of a computer device can read the computer program from the computer-readable storage medium, and the processor executes the computer program, causing the computer device to perform the methods described above.

[0161] This invention also provides a computer-readable storage medium storing a processor-executable program that, when executed by a processor, implements the above-described method. Similarly, the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0162] It is understood that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media 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 includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0163] The embodiment also provides a vehicle including an electric drive assembly of the aforementioned vehicle creep noise control system (or device) or computer device (or electronic device). Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered 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 this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0165] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between apparatuses or units through some interfaces, and may be electrical, mechanical, or other forms.

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

[0167] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.

Claims

1. A method of controlling a vehicle creep noise, characterized by, The control method comprises: acquiring a vehicle speed, a pedal stroke of a brake pedal and a corresponding master cylinder pressure; determining a target braking demand force according to the pedal stroke and the master cylinder pressure; judging whether the vehicle speed is within a preset peristaltic noise vehicle speed range of each wheel; if there is a vehicle speed within the preset peristaltic noise vehicle speed range, distributing braking pressures of each wheel according to the target braking demand force; judging whether the braking pressures of each wheel are within a preset peristaltic noise wheel cylinder pressure range; if there is a wheel whose braking pressure is within the preset peristaltic noise wheel cylinder pressure range, taking the wheel as a first type of wheel, and taking a wheel whose braking pressure is outside the preset peristaltic noise wheel cylinder pressure range as a second type of wheel; redistributing the braking pressures of the first type of wheel according to the peristaltic noise wheel cylinder pressure range, and distributing the remaining braking pressures of the first type of wheel to the second type of wheel; if after redistributing the braking pressures of the first type of wheel, there is a wheel whose braking pressure is within the preset peristaltic noise wheel cylinder pressure range; increasing the wheel whose braking pressure is within the preset peristaltic noise wheel cylinder pressure range to the first type of wheel, updating the second type of wheel, and continuing to execute the redistribution of the braking pressures of the first type of wheel according to the peristaltic noise wheel cylinder pressure range, and the distribution of the remaining braking pressures of the first type of wheel to the second type of wheel, until the braking pressures of each wheel are outside the preset peristaltic noise wheel cylinder pressure range.

2. The control method according to claim 1, characterized by, The control method further comprises: if the vehicle speed is outside the preset peristaltic noise vehicle speed range, acquiring the braking pressures of each wheel from a brake electronic control system of the whole vehicle.

3. The control method according to claim 1, characterized by, The control method further comprises: if the braking pressures of each wheel are outside the preset peristaltic noise wheel cylinder pressure range, acquiring the braking pressures of each wheel from the brake electronic control system of the whole vehicle.

4. The control method according to claim 1, characterized by, The determination of the target braking demand force according to the pedal stroke and the master cylinder pressure comprises: determining a first braking demand 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; determining the target braking demand force according to the first braking demand force and the second braking demand force.

5. The control method according to claim 1, characterized by, The distribution of the braking pressures of each wheel according to the target braking demand force comprises: determining a distribution ratio according to preset braking pressures of each wheel; distributing the target braking demand force to the braking pressures of each wheel according to the distribution ratio.

6. The control method according to claim 1, characterized by, The redistribution of the braking pressures of the first type of wheel according to the peristaltic noise wheel cylinder pressure range comprises: redistributing the braking pressures of the first type of wheel according to a minimum value of the peristaltic noise wheel cylinder pressure range.

7. The control method according to claim 1, characterized by, The distribution of the remaining braking pressures of the first type of wheel to the second type of wheel comprises: calculating the remaining braking pressures of the first type of wheel according to a sum of the target braking pressure and the braking pressures of the first type of wheel; distributing the remaining braking pressures of the first type of wheel to the second type of wheel according to a preset ratio.

8. The control method according to any one of claims 1 to 7, characterized by, The control method further comprises: judging 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 creep noise is exited.

9. The control method according to claim 8, characterized by, The control method further comprises: If the vehicle speed is less than the preset speed, whether it is an emergency braking is determined according to the pedal stroke; If it is an emergency braking, the control of the vehicle creep noise is exited.

10. The control method according to claim 9, characterized by The control method further comprises: If it is not an emergency braking, whether the target braking demand force is greater than a preset braking demand force is determined; If the target braking demand force is greater than the preset braking demand force, the control of the vehicle creep noise is exited.

11. The control method according to claim 10, characterized by, The control method further comprises: If the target braking demand force is less than or equal to the preset braking demand force, whether a stability function is triggered is determined; If the stability function is triggered, the control of the vehicle creep noise is exited.

12. The control method according to claim 11, characterized by, The control method further comprises: If the stability function is not triggered, the control of the vehicle creep noise is continued.

13. A system for controlling a vehicle creep noise, characterized by Comprise: A first module for acquiring a vehicle speed, a pedal stroke of a brake pedal and a corresponding master cylinder pressure; A target braking demand force is determined according to the pedal stroke and the master cylinder pressure; A second module for determining whether the vehicle speed is within a preset creep noise vehicle speed range of each wheel; A third module for, if there is a vehicle speed within the preset creep noise vehicle speed range, distributing braking pressures of each wheel according to the target braking demand force; Determining whether the braking pressures of each wheel are within a preset creep noise wheel cylinder pressure range; If there is a braking pressure of a wheel within the preset creep noise wheel cylinder pressure range, the wheel with the braking pressure within the preset creep noise wheel cylinder pressure range is regarded as a first type of wheel, and the wheel with the braking pressure outside the preset creep noise wheel cylinder pressure range is regarded as a second type of wheel; The braking pressures of the first type of wheel are redistributed according to the creep noise wheel cylinder pressure range, and the remaining braking pressures of the first type of wheel are distributed to the second type of wheel; If, after the braking pressures of the first type of wheel are redistributed, there is a braking pressure of a wheel within the preset creep noise wheel cylinder pressure range; The wheel with the braking pressure within the preset creep noise wheel cylinder pressure range is added to the first type of wheel, the second type of wheel is updated, and the braking pressures of the first type of wheel are redistributed according to the creep noise wheel cylinder pressure range, and the remaining braking pressures of the first type of wheel are distributed to the second type of wheel, until the braking pressures of each wheel are all outside the preset creep noise wheel cylinder pressure range.

14. A device for controlling a vehicle's peristaltic noise, characterized by Comprise: 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 of any one of claims 1-12.

15. A computer readable storage medium having stored therein a program which is executable by a processor, characterized in that, The program executable by the processor when executed by the processor is used to execute the method of any one of claims 1-12.

16. A vehicle characterized by comprising: The vehicle comprises the vehicle creep noise control system of claim 13 or the vehicle creep noise control device of claim 14.

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