Comfortable braking control method and system and readable medium

Abstract

The invention relates to the technical field of vehicle braking, in particular to a comfortable braking control method and system and a readable medium, and the method comprises the steps that whether the activation condition of comfortable braking is met or not is judged according to state information and braking requirements of a current vehicle; when the activation condition is met, the voltage buildup module sets a voltage buildup unit target, and the voltage buildup unit target is larger than the braking requirement; the breakover current of the front axle pressure increasing valve IV1 is adjusted to be smaller than the breakover current of the rear axle pressure increasing valve IV2; and adjusting the target of the voltage buildup unit, the breakover current of the front axle pressure increasing valve IV1 and the breakover current of the rear axle pressure increasing valve IV2 based on the change of the braking demand. The effect of reducing pitching can be achieved by adjusting the first wheel end braking force and the second wheel end braking force. By increasing the pressure building unit target, the front axle pressure increasing valve IV1 of the front axle is controlled, low front axle pressure and high rear axle pressure are achieved, the situation that the braking intention of a driver is directly reduced is avoided, and the influence of the function on the pedal feeling is weakened. The influence of the function on the braking distance is weakened.

Description

Technical Field

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

[0002] To ensure safety, in emergency conditions, the braking system distributes braking force according to the adhesion coefficient to minimize the braking distance. However, in daily urban commuting, most of the conditions are non-emergency. If the braking force is still distributed according to the adhesion coefficient, the pitch characteristics caused by braking cannot be effectively reduced, and the riding experience cannot be effectively improved. The non-adhesion coefficient distribution method can be used reasonably to reduce the pitch characteristics and improve ride comfort in non-emergency conditions. The braking performance can be improved and the braking pitch can be reduced through reasonable braking force distribution, and the load transfer during braking can be adapted by effectively utilizing the rear braking force during parking. Summary of the invention

[0003] In view of the above-mentioned problems existing in the prior art, the present application provides a comfortable braking control method, equipment, medium and product.

[0004] In order to solve the above technical problems, the present application is solved by the following technical solutions: In a first aspect, a comfort braking control method is provided, which comprises: When the activation condition is met, the pressure building module sets a pressure building unit target according to the braking demand, and the pressure building unit target is greater than the braking demand; the conduction current of the front axle boost valve IV1 is adjusted to be less than the conduction current of the rear axle boost valve IV2; After the activation condition is met, the pressure building unit target, the conduction current of the front axle boost valve IV1 and the conduction current of the rear axle boost valve IV2 are adjusted based on the change in the braking demand.

[0005] Preferably, the state information includes the current vehicle speed; The activation condition includes a first vehicle speed threshold and a first braking threshold; The comfort brake is activated when the current vehicle speed is below the first vehicle speed threshold and the braking demand is below the first braking threshold.

[0006] Preferably, it also includes the exit condition of the comfort braking. When the braking demand is greater than the first braking threshold, the comfort braking is exited, the pressure building unit target is adjusted to be equal to the braking demand, and the conduction current of the front axle boost valve IV1 is adjusted to be equal to the conduction current of the rear axle boost valve IV2.

[0007] Preferably, the pressure building module includes a main pressure building module and a redundant pressure building module; When the comfort brake is exited, the main pressure building module sets the pressure building unit target, and builds pressure on the front axle wheels and the rear axle wheels through the front axle boost valve IV1 and the rear axle boost valve IV2; The SV1 valve is controlled to open, and the redundant pressure building module replenishes fluid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1.

[0008] Preferably, when both the first wheel-end braking force and the second wheel-end braking force meet the braking requirement, and the ratio of the first wheel-end braking force of the front axle wheel to the second wheel-end braking force of the rear axle wheel meets the set initial ratio, the SV1 valve is closed and the redundant pressure building module is closed.

[0009] Preferably, when neither the first wheel-end braking force nor the second wheel-end braking force meets the braking requirement, and the ratio of the first wheel-end braking force to the second wheel-end braking force meets the set initial ratio, the SV2 valve is opened, the redundant pressure building module replenishes fluid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1, and the redundant pressure building module replenishes fluid through the SV2 valve and builds pressure on the rear axle wheels through the rear axle boost valve IV2.

[0010] Preferably, when the comfort braking is exited, the SV1 valve and the SV2 valve are controlled to open, and when the second wheel-end braking force meets the braking requirement, but the first wheel-end braking force does not meet the braking requirement, and the ratio of the first wheel-end braking force of the front axle wheel to the second wheel-end braking force of the rear axle wheel does not meet the set initial ratio, the SV2 valve is controlled to close.

[0011] Preferably, the sum of the first wheel-end braking force and the second wheel-end braking force is not greater than the braking demand.

[0012] In a second aspect, an electronic hydraulic braking system is provided, which includes an oil tank, a brake pedal, a main pressure building module, a redundant pressure building module, front axle wheels, rear axle wheels, a front axle boost valve IV1, a rear axle boost valve IV2, an SV1 valve and a SV2 valve, and the electronic hydraulic braking system performs the above-mentioned comfort braking control method when working.

[0013] According to a third aspect, a computer-readable medium is provided, on which a computer program / instruction is stored, and the computer program / instruction implements the steps of the above method when executed by a processor.

[0014] This application has at least the following beneficial effects: 1. The present application can achieve the effect of reducing pitch by adjusting the first wheel-end braking force and the second wheel-end braking force of the front axle and the rear axle, thereby providing the driver with a comfortable braking experience.

[0015] 2. The present application can reduce the action of the pressure relief valve to a certain extent and avoid the noise of the pressure relief valve switch by adjusting the pressure building unit target and adjusting the first wheel end braking force and the second wheel end braking force through the front axle boost valve IV1 and the rear axle boost valve IV2.

[0016] 3. This application can judge the driver's braking intention, and if the conditions are met, increase the pressure building unit target, control the front axle boost valve IV1 of the front axle, achieve low front axle pressure and high rear axle pressure, avoid directly reducing the driver's braking intention, and weaken the impact of the function on the pedal feel.

[0017] 4. Compared with the driver's intention, this application reduces the front axle pressure, but increases the rear axle pressure. The overall deceleration effect is small, which weakens the effect of this function on the braking distance. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A flow chart of a comfort braking control method in some embodiments of the present application is shown; Figure 2 Another flow chart of the comfort braking control method in some embodiments of the present application is shown; Figure 3 It shows a schematic diagram of the structure of a comfort brake control device in some embodiments of the present application; Figure 4 A schematic diagram of an electronic hydraulic brake system in some embodiments of the present application is shown. DETAILED DESCRIPTION

[0019] In order to further understand the content of the present application, the present application is described in detail in conjunction with the accompanying drawings and embodiments. It should be understood that the embodiments are merely for explaining the present application and are not intended to limit the present application.

[0020] First, as Figure 1-2 As shown, a comfortable braking control method is provided in this embodiment, which is applicable to a car in a driving state. When the driver steps on the brake, it can provide the driver with a more comfortable braking experience in a non-emergency braking state. The comfortable braking control method includes the following steps: Step S100: judging whether the activation condition of comfort braking is met according to the current vehicle status information and braking demand.

[0021] It should be noted that the current vehicle in the driving state can only start the control method of comfort braking when certain activation conditions are met. First, the current vehicle state information and the current vehicle braking demand need to be obtained to determine whether the current vehicle meets the activation conditions.

[0022] By obtaining the current vehicle status information and braking demand, it is possible to better judge whether the current vehicle meets the activation conditions of comfort braking; for example, since in the state of emergency braking, the current vehicle must be in a more dangerous driving state, in this state, the priority should be safety issues rather than comfort braking issues. According to the current vehicle status information, it can be judged that the current vehicle is not suitable for comfort braking, that is, the current vehicle status information does not meet the activation conditions of comfort braking; for another example, general drivers all feedback the braking intention to the car's braking system by stepping on the brake pedal. The controller in the braking system can convert the degree of change in the brake pedal position into the braking demand of the current vehicle, thereby achieving the braking of the vehicle. When the driver does not step on the brake pedal, it means that the current vehicle is either in a parking state or in a non-braking state. At this time, the driver has no braking intention, so that the braking demand formed by feedback to the braking system of the car is zero. Since the braking demand of the current vehicle is zero, there is no comfortable braking experience for the driver, and the current vehicle does not meet the activation conditions of comfort braking.

[0023] Step S200: When the status information and braking demand of the current vehicle meet the activation conditions, the pressure building module sets a pressure building unit target that is greater than the braking demand of the current vehicle according to the braking demand of the current vehicle, and outputs the first wheel-end braking force and the second wheel-end braking force to the front axle wheels and the rear axle wheels of the current vehicle respectively, and the first wheel-end braking force is less than the second wheel-end braking force.

[0024] It is understandable that, combined with Figure 4 As shown, the braking system of the vehicle is provided with a front axle boost valve IV1 and a rear axle boost valve IV2, and the opening and closing degree of the front axle boost valve IV1 and the rear axle boost valve IV2 are controlled by the current size. The pressure building module can output the first wheel-end braking force to the front axle wheel through the front axle boost valve IV1, and the pressure building module can output the second wheel-end braking force to the rear axle wheel through the rear axle boost valve IV2. Further, when the conduction current of the front axle boost valve IV1 is adjusted to be less than the conduction current of the rear axle boost valve IV2, it can be achieved that the first wheel-end braking force is less than the second wheel-end braking force.

[0025] In this step, when a car in a driving state determines that the current vehicle meets the activation conditions based on the acquired state information of the current vehicle and the braking demand, a pressure building target, referred to herein as a pressure building unit target, will be given to a pressure building module in the braking system of the car. The pressure building module will achieve the pressure building unit target through a pressure building action; a first wheel-end braking force is output to the front axle of the current vehicle through the pressure building action of the pressure building module, and a second wheel-end braking force is output to the rear axle of the current vehicle through the pressure building action of the pressure building module, wherein the first wheel-end braking force is less than the second wheel-end braking force.

[0026] It should be noted that the pressure building unit target given to the pressure building module when the current vehicle meets the activation conditions must be greater than the braking demand of the current vehicle, so that the pressure building unit target can meet the braking demand of the current vehicle to achieve a better braking effect and can meet the state of the vehicle entering a parking state after full braking. Further, the pressure building unit target, the first wheel end braking force and the second wheel end braking force all refer to braking force.

[0027] Step S300: During the braking process of the current vehicle, dynamically adjust at least one of the pressure building unit target, the first wheel end braking force, and the second wheel end braking force according to the change of the real-time braking demand of the current vehicle.

[0028] It should be noted that, since the braking demand of the current vehicle is specifically manifested in the change of the position of the brake pedal, the real-time detection of the position of the brake pedal can better obtain the real-time braking demand of the current vehicle, so that the pressure building unit target, the first wheel end braking force and the second wheel end braking force can be dynamically adjusted during the entire process of comfortable braking of the vehicle, thereby providing the driver with a better comfort experience. It can be further known from the above that the adjustment of the first wheel end braking force can be achieved by adjusting the conduction current of the front axle boost valve IV1, and the adjustment of the second wheel end braking force can be achieved by adjusting the conduction current of the rear axle boost valve IV2.

[0029] In some embodiments, the status information in step S100 includes the current vehicle speed information, deceleration information, brake pedal change information, gear information and related fault information of the current vehicle. Of course, it is not limited to this information, and may also include other vehicle information that can assist in determining whether comfortable braking control can be performed. No special limitation is made here.

[0030] Furthermore, at least one or more combinations of the above-mentioned current vehicle speed information, deceleration information, brake pedal change information, gear information and the presence or absence of related fault information can be used as judgment factors for whether the current vehicle can perform comfort braking.

[0031] In some embodiments, the activation condition in step S100 includes a set first vehicle speed threshold and a set first braking threshold, wherein the first vehicle speed threshold corresponds to the current vehicle speed, and the first braking threshold corresponds to the braking demand of the current vehicle.

[0032] It is understandable that in this embodiment, the current vehicle speed is used as the current vehicle state information. For a vehicle in a driving state, the current vehicle speed and braking demand are obtained to determine whether the activation condition of the comfort brake is met.

[0033] By setting the first vehicle speed threshold and the first braking threshold, the car can divide the current driving state of the car according to the first vehicle speed threshold and the first braking threshold; when the current vehicle speed is greater than the first vehicle speed threshold and / or the braking demand is greater than the first braking threshold, it means that the current vehicle speed is high and / or is in an emergency braking situation. At this time, safety should be given priority. In order to make the car emergency brake, there is no need to consider the comfort of braking; when the current vehicle speed is less than or equal to the first vehicle speed threshold and the braking demand is less than or equal to the first braking threshold, it means that the vehicle speed is low and it is not an emergency situation. At this time, the driver's braking intention is to make the current vehicle slow down or stop slowly. At this time, it is necessary to provide the driver with a comfortable braking experience as much as possible under the premise of safety. In other words, the first vehicle speed threshold and the first braking threshold are set to determine whether the current vehicle is in an emergency braking state. Only when the current vehicle is in a non-emergency state can the activation condition be met, thereby providing the driver with a comfortable braking experience.

[0034] Furthermore, the set first vehicle speed threshold and the set first braking threshold are not fixed, and can be dynamically adjusted according to the entire driving state of the actual current vehicle.

[0035] In some embodiments, in step S200, if the current vehicle speed is less than the first vehicle speed threshold and the braking demand is less than the first braking threshold, the activation condition is met, and the pressure building unit target given to the pressure building module is greater than the braking demand of the current vehicle, so that the pressure building unit target can meet the braking demand of the current vehicle to achieve a better braking effect and can meet the state of entering a parking state after the vehicle is fully braked.

[0036] Furthermore, the front axle boost valve IV1 and the rear axle boost valve IV2 are respectively provided on the front axle and the rear axle, and when the pressure building module reaches the pressure building unit target through the pressure building action, the front axle boost valve IV1 and the rear axle boost valve IV2 are controlled so that the braking force can be output to the front axle and the rear axle through the front axle boost valve IV1 and the rear axle boost valve IV2 respectively, so as to provide the first wheel-end braking force for the front axle and the second wheel-end braking force for the rear axle. Specifically, by controlling the working current of the front axle boost valve IV1 and the rear axle boost valve IV2, the front axle boost valve IV1 is in an incompletely opened state, and the rear axle boost valve IV2 is in a fully opened state, so that the second wheel-end braking force output to the rear axle is equal to the pressure building unit target, and the first wheel-end braking force output to the front axle is less than the second wheel-end braking force and the pressure building unit target.

[0037] It can be understood that since the pressure building unit target is greater than the braking demand, and the second wheel-end braking force provided to the rear axle is equal to the pressure building unit target, it can better ensure that sufficient braking force is provided to the rear axle, so that it can meet the braking or parking of the current vehicle and avoid insufficient braking force. On this basis, the first wheel-end braking force output to the front axle is set to be smaller than the second wheel-end braking force, which can reduce the pitch caused by vehicle braking on the basis of meeting the braking demand of the current vehicle, so as to provide the driver with a comfortable braking experience.

[0038] In some embodiments, in step S300, a first wheel-end braking force is output to the front axle, and a second wheel-end braking force is output to the rear axle, so that in the process of providing the driver with a comfortable braking experience, the driver's braking intention will change; when the driver continues to step on the brake pedal, the driver's braking intention increases, which is fed back as an increase in the braking demand of the current vehicle through a change in the brake pedal position; when the force applied by the driver's foot on the brake pedal becomes smaller, the driver's braking intention decreases, which is fed back as a decrease in the braking demand of the current vehicle through a change in the brake pedal position.

[0039] Furthermore, when the braking demand of the current vehicle increases, there are two situations. One is that the braking demand of the current vehicle increases and is greater than the set first braking threshold. At this time, the activation conditions of comfort braking are no longer met, and the current vehicle exits the state of comfort braking. The front axle boost valve IV1 and the rear axle boost valve IV2 are fully opened, so that the first wheel-end braking force and the second wheel-end braking force follow the pressure building unit target. The second is that the braking demand of the current vehicle increases and is not greater than the set first braking threshold. At this time, the pressure building unit target is adjusted to increase the pressure building unit target. Since the rear axle boost valve IV2 is fully open, the second wheel-end braking force increases and remains equal to the pressure building unit target.

[0040] It should be noted here that when the braking demand increases and is greater than the set first braking threshold, the corresponding increase in the pressure-building unit target and the second wheel-end braking force is to ensure that sufficient braking force is provided to the current vehicle so that the current vehicle can be effectively braked or parked. During this process, the first wheel-end braking force can remain unchanged, or it can be increased or decreased, as long as the first wheel-end braking force is less than the second wheel-end braking force. To increase the pressure-building unit target, the piston of the pressure-building module only needs to continue to build pressure; by controlling the front axle boost valve IV1 and the rear axle boost valve IV2, the front axle and rear axle can also be built up asynchronously.

[0041] Furthermore, when the braking demand of the current vehicle decreases, there are two situations. One is that although the braking demand of the current vehicle decreases, it still exists, that is, it is not zero. At this time, the pressure building unit target is adjusted to reduce the pressure building unit target. Since the rear axle boost valve IV2 is in a fully open state, the braking force at the second wheel end is reduced and remains equal to the pressure building unit target. The second is that the braking demand of the current vehicle is reduced to zero. At this time, the current vehicle has no braking demand and automatically exits the comfort braking state.

[0042] It should be noted here that when the braking demand decreases, the pressure building unit target is relatively large and there is a situation of redundant braking force. By adjusting the pressure building unit target, the pressure building unit target is reduced so that the current vehicle braking demand can be met while better reducing oil consumption. At this time, the second wheel-end braking force also follows the pressure building unit target to decrease and remains equal to it. After the second wheel-end braking force is reduced, if the first wheel-end braking force is greater than or equal to the second wheel-end braking force, it is necessary to adjust the opening degree of the front axle boost valve IV1 to adjust the first wheel-end braking force so that the first wheel-end braking force can be kept smaller than the second wheel-end braking force, thereby maintaining a comfortable braking experience for the driver. If the first wheel-end braking force is not greater than or equal to the second wheel-end braking force, the first wheel-end braking force can remain unchanged, decrease, or increase.

[0043] In some embodiments, whether in step S200 or step S300, the sum of the first wheel end braking force and the second wheel end braking force needs to be kept no greater than the braking demand, and preferably the sum of the first wheel end braking force and the second wheel end braking force is equal to the braking demand.

[0044] It can be understood that when the sum of the braking force of the first wheel end and the braking force of the second wheel end is greater than the braking demand, it means that the total braking force of the wheel ends of the front axle and the rear axle is large. In this case, the driver will experience a pitching experience and the comfort is poor. Only when the sum of the braking force of the first wheel end and the second wheel end is less than or equal to the braking demand, so that the total braking force of the wheel ends of the front axle and the rear axle is just equal to or less than the required total braking force, can a comfortable braking experience be provided to the driver.

[0045] In order to further explain the comfort braking control method provided in this embodiment, a specific example of a car in a driving state is used for illustration: When the driver steps on the brake pedal, the current vehicle speed, the vehicle's lateral and longitudinal acceleration, the speed and depth of stepping on the brake pedal, etc. can be judged. If the current vehicle has no other related faults, the current vehicle speed is less than the first vehicle speed threshold, such as 6km / h, the braking demand formed by the driver's braking intention feedback is less than the first braking threshold, such as 50bar, and the brake pedal is not stepped on urgently, then the comfort braking function is activated.

[0046] In the activated state, a pressure building unit target of 40 bar is determined according to the current vehicle speed, for example 5 km / h, and a braking demand of 30 bar, and a first wheel-end braking force of 20 bar is output to the front axle, and a second wheel-end braking force of 40 bar is output to the rear axle; during this process, if the braking demand formed by the driver's braking intention through the brake pedal feedback exceeds 50 bar, the comfort braking function is exited; during this process, if the braking demand formed by the driver's braking intention through the brake pedal feedback is 45 bar, the second wheel-end braking force is adjusted to 45 bar, and the first wheel-end braking force can remain unchanged or decrease or increase; during this process, if the braking demand formed by the driver's braking intention through the brake pedal feedback is 35 bar, the second wheel-end braking force is adjusted to 35 bar, and the first wheel-end braking force can remain unchanged or decrease or increase; during this process, if the braking demand formed by the driver's braking intention through the brake pedal feedback is 0 bar, the comfort braking function is exited.

[0047] It should be noted that when the above comfort braking function is activated, the sum of the first wheel-end braking force and the second wheel-end braking force must be kept no greater than the braking demand. The braking demand here refers to the total braking demand of the current vehicle. The sum of the first wheel-end braking force and the second wheel-end braking force is preferably equal to the braking demand. Taking the above braking demand of 30 bar, the first wheel-end braking force of 20 bar and the second wheel-end braking force of 40 bar as an example, the braking demand of 30 bar means that the braking demand of the front axle and the rear axle are both 30 bar, then the total braking demand of the current vehicle is 60 bar, and the sum of the first wheel-end braking force and the second wheel-end braking force is 60 bar, that is, the sum of the first wheel-end braking force and the second wheel-end braking force does not exceed the total braking demand of the current vehicle of 60 bar.

[0048] In some embodiments, the pressure building module includes a main pressure building module and a redundant pressure building module; after the vehicle exits the comfort braking, the conduction current of the front axle boost valve IV1 increases, so that the conduction current of the front axle boost valve IV1 is equal to the conduction current of the rear axle boost valve IV2, so that the front axle boost valve IV1 and the rear axle boost valve IV2 are both in a fully open state; the main pressure building module sets a pressure building unit target according to the current braking demand of the vehicle, and builds pressure on the front axle wheels through the front axle boost valve IV1, and builds pressure on the rear axle wheels through the rear axle boost valve IV2. Further, the redundant pressure building module starts to work, the SV1 valve opens, the SV1 valve opens, that is, the redundant liquid inlet valve corresponding to the front axle wheel opens, and the redundant pressure building module replenishes liquid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1.

[0049] It should be noted that, when the vehicle does not have comfort braking, the braking forces of the front axle wheels and the rear axle wheels during braking of the vehicle have a set ratio, that is, the initial ratio. When the vehicle brakes, the pressure building unit target will distribute the braking force to the front axle wheels and the rear axle wheels according to the initial ratio. The vehicle in this embodiment has the function of comfort braking. When the vehicle enters the comfort braking mode, the first wheel-end braking force allocated to the front axle wheels by the pressure building unit target is significantly lower than the second wheel-end braking force allocated to the rear axle wheels, so as to ensure that a more comfortable braking experience is provided to the driver. For example, in the initial ratio, the ratio of the first wheel-end braking force to the second wheel-end braking force is 4:5, while under comfort braking, the ratio of the first wheel-end braking force to the second wheel-end braking force is 3:5. It can be seen that under comfort braking, the difference between the first wheel-end braking force and the second wheel-end braking force is large, and after the vehicle exits comfort braking, it is necessary to eliminate this influence, that is, eliminate the influence left by comfort braking, so that the vehicle can be restored to the initial working condition, so that the ratio of the first wheel-end braking force to the second wheel-end braking is restored to 4:5.

[0050] Therefore, after the vehicle exits comfort braking, it is necessary to further increase the first wheel-end braking force. In this embodiment, on the basis of the main pressure building module providing the first wheel-end braking force and the second wheel-end braking force for the front axle wheels and the rear axle wheels, a redundant pressure building module is further enabled, so that the redundant pressure building module extracts oil through SV1 and builds pressure for the front axle wheels through the front axle boost valve IV1, thereby increasing the first wheel-end braking force in a relatively short period of time and gradually approaching the second wheel-end braking force, so that the difference between the first wheel-end braking force and the second wheel-end braking force can be reduced in a short period of time until the ratio of the first wheel-end braking force to the second wheel-end braking force returns to the initial ratio, thereby achieving the purpose of eliminating the influence of comfort braking.

[0051] It can be understood that, on the basis of providing the first wheel-end braking force and the second wheel-end braking force to the front axle wheels and the rear axle wheels through the main pressure building module, the first wheel-end braking force is increased in a short period of time through the cooperation of the redundant pressure building module, which can quickly eliminate the influence of the large difference in braking force between the front axle wheels and the rear axle wheels, so that after exiting the comfort braking, the braking force of the front axle wheels and the rear axle wheels can tend to be stable, thereby providing the driver with a better braking experience.

[0052] In some embodiments, after exiting comfort braking, if the second wheel-end braking force meets the current braking demand of the vehicle, when the ratio of the first wheel-end braking force to the second wheel-end braking force is equal to the initial ratio through the cooperation of the redundant pressure building module, in this state, the influence of comfort braking has been eliminated. If the redundant pressure building module continues to build pressure on the front axle wheels, it will cause the first wheel-end braking force to be too large. At this time, the SV1 valve is closed and the redundant pressure building module is closed. The first wheel-end braking force and the second wheel-end braking force can be maintained under the action of the main pressure building module, thereby stabilizing the ratio between the first wheel-end braking force and the second wheel-end braking force at the initial ratio.

[0053] It is understandable that by closing the SV1 valve and the redundant pressure building module, it is possible to better avoid excessive braking force at the first wheel end of the front axle wheels, avoid or reduce the resulting driver leaning forward problem, and enable the driver to have a better braking experience.

[0054] In some embodiments, when the braking demand of the current vehicle is very large, that is, in an emergency braking state, the pressure building unit target corresponding to the large braking demand will also increase. At this time, both the first wheel-end braking force and the second wheel-end braking force need to be increased. In this state, the main pressure building module sets a pressure building unit target according to the current braking demand, and builds pressure on the front axle wheels and the rear axle wheels respectively through the front axle boost valve IV1 and the rear axle boost valve IV2. During this process, the first wheel-end braking force and the second wheel-end braking force will increase at the same time. At the same time, the SV1 valve is opened, and the redundant pressure building module works, so that the redundant pressure building module assists the main pressure building module in building pressure on the front axle wheels, thereby making the increase rate of the first wheel-end braking force greater than the increase rate of the second wheel-end braking force, thereby making the first wheel-end braking force approach the second wheel-end braking force, so that the ratio between the first wheel-end braking force and the second wheel-end braking force can be restored to the initial ratio to eliminate the impact of comfort braking.

[0055] Further, when the ratio between the first wheel-end braking force and the second wheel-end braking force is restored to the initial ratio, if both the first wheel-end braking force and the second wheel-end braking force have not yet met the current braking demand, the SV2 valve is controlled to open, and the SV2 valve is opened, that is, the redundant liquid inlet valve corresponding to the rear axle wheel is opened, so that the redundant pressure building module can replenish liquid through the SV2 valve and build pressure on the rear axle wheel through the rear axle boost valve IV2. The redundant pressure building module builds pressure on the front axle wheel and the rear axle wheel at the same time. It can be understood that at this time, when the main pressure building module and the redundant pressure building module build pressure on the front axle wheel and the rear axle wheel at the same time, the ratio of the first wheel-end braking force and the second wheel-end braking force can be maintained at the initial ratio, and at the same time, under the coordinated pressure building of the redundant pressure building module, the first wheel-end braking force and the second wheel-end braking force can be increased quickly, so that the first wheel-end braking force and the second wheel-end braking force can better meet the braking demand of the current vehicle.

[0056] Furthermore, when the ratio of the first wheel-end braking force to the second wheel-end braking force is equal to the initial ratio, and both the first wheel-end braking force and the second wheel-end braking force can better meet the braking requirements of the current vehicle, the SV1 valve and the SV2 valve are closed and the redundant pressure building module is closed.

[0057] In some embodiments, when the redundant pressure building module replenishes fluid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1, and simultaneously replenishes fluid through the redundant pressure building module through the SV2 valve and builds pressure on the rear axle wheels through the rear axle boost valve IV2, the first wheel-end braking force and the second wheel-end braking force will both increase relatively quickly. Since the second wheel-end braking force is greater than the first wheel-end braking force under comfort braking conditions, when exiting comfort braking, the second wheel-end braking force is also greater than the first wheel-end braking force. When pressure is built up on the front axle wheels and the rear axle wheels through the main braking module and the redundant braking module, the second wheel-end braking force also remains greater than the first wheel-end braking force. In this case, the second wheel-end braking force will first meet the braking requirements of the rear end wheels.

[0058] Furthermore, since the second wheel-end braking force reaches the braking demand of the rear wheel first, if the second wheel-end braking force of the rear wheel is supplemented by the redundant pressure building module, it will cause the rear axle wheel to lock. Therefore, when the second wheel-end braking force reaches the braking demand of the rear wheel first, the SV2 valve is closed so that the redundant pressure building module no longer builds pressure on the rear wheel. At this time, the second wheel-end braking force is maintained by the main pressure building module, while the redundant pressure building module continues to build pressure on the front axle wheel until the ratio of the first wheel-end braking force to the second wheel-end braking force is equal to the initial ratio. In this state, the first wheel-end braking force also meets the braking demand of the front axle wheel, and the SV1 valve can be closed.

[0059] Finally, it should be noted that after the vehicle exits comfort braking, through the above-mentioned adjustment of the SV1 valve and the SV2 valve, the redundant pressure building module can better assist the main pressure building module to adjust the first wheel end braking force and the second wheel end braking force, so that after exiting comfort braking, while ensuring that the current vehicle braking needs can be met, it can also play a certain role in reducing the driver's pitch, thereby providing the driver with a more comfortable braking experience.

[0060] In the second aspect, the present embodiment provides an electronic hydraulic braking system, which includes an oil tank, a brake pedal, a main pressure building module, a redundant pressure building module, front axle wheels, rear axle wheels, a front axle boost valve IV1, a rear axle boost valve IV2, an SV1 valve and a SV2 valve. The electronic hydraulic braking system performs the above-mentioned comfort braking control method when working.

[0061] In a third aspect, the present embodiment provides an electronic device. The electronic device may be a digital computer in various forms, such as a laptop computer, a desktop computer, a workbench, a personal digital assistant, a server, a blade server, a mainframe computer, etc. The electronic device may also be a mobile device in various forms, such as a personal digital processing, a cellular phone, a smart phone, a wearable device, and other similar computing devices.

[0062] The electronic device includes: one or more processors; and a memory storing computer program instructions, wherein when the computer program instructions are executed, the processor executes the steps of the method provided in any one or more of the above embodiments. Figure 3 An exemplary structural diagram of the electronic device is disclosed. Figure 3 As shown, the electronic device includes: one or more processors 1101, a memory 1102, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the electronic device, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some other embodiments, if necessary, multiple processors and / or multiple buses can be used with multiple memories and multiple memories. Similarly, multiple electronic devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Among them, the components shown in this article, their connections and relationships, and their functions are only examples, and are not intended to limit the implementation of the present application described and / or required herein.

[0063] The electronic device may further include: an input device 1103 and an output device 1104. The processor 1101, the memory 1102, the input device 1103 and the output device 1104 may be connected via a bus or other means. Figure 3 The example of connecting through bus is taken in the following.

[0064] The input device 1103 can receive input digital or character information, and generate key signal input related to the user settings and function control of the electronic device, such as a touch screen, a keypad, a mouse, a track pad, a touch pad, an indicator rod, one or more mouse buttons, a trackball, a joystick and other input devices. The output device 1104 may include a display device, an auxiliary lighting device (e.g., an LED) and a tactile feedback device (e.g., a vibration motor), etc. The display device may include, but is not limited to, a liquid crystal display (LCD), a light emitting diode (LED) display and a plasma display. In some embodiments, the display device may be a touch screen.

[0065] To provide interaction with a user, the electronic device may be a computer. The computer has: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball), through which the user can provide input to the computer. Other types of devices may also be used to provide interaction with a user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0066] In the embodiments of the present application, a computer program / instruction is stored on a computer-readable medium, and when the computer program / instruction is executed by a processor, the steps of the method provided by any one or more of the above embodiments are implemented. The computer-readable medium may be included in the electronic device described in the above embodiments; or it may exist independently without being assembled into the device. The above computer-readable medium carries one or more computer-readable instructions.

[0067] The memory 1102 can be used as a non-transient computer-readable storage medium, which can be used to store non-transient software programs, non-transient computer executable programs and modules. The processor 1101 executes various functional applications and data processing of the server by running the non-transient software programs, instructions and modules stored in the memory 1102, so as to implement the program instructions / modules corresponding to the method provided by any one or more embodiments in the embodiments of the present application.

[0068] The memory 1102 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the electronic device, etc. In addition, the memory 1102 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 1102 may optionally include a memory remotely arranged relative to the processor 1101, and these remote memories may be connected to the electronic device 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.

[0069] It should be noted that the computer-readable medium described in this application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this application, a computer-readable medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device.

[0070] Computer readable media include permanent and non-permanent, removable and non-removable media, and can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, modules of programs or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0071] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0072] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. For example, an application specific integrated circuit (ASIC), a general-purpose computer or any other similar hardware device may be used to implement the embodiments. In some embodiments, the software program of the present application may be executed by a processor to implement the above steps or functions. Similarly, the software program of the present application (including related data structures) may be stored in a computer-readable recording medium, such as a RAM memory, a magnetic or optical drive or a floppy disk and the like. In addition, some steps or functions of the present application may be implemented by hardware, for example, as a circuit that cooperates with a processor to perform various steps or functions.

[0073] The computer program product provided in the embodiment of the present application includes one or more computer programs / instructions, and when the computer program / instructions are executed by the processor, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a server, or a data center to another website site, a computer, a server, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid state disk (SSD)), etc.

[0074] The flow chart or block diagram in the accompanying drawings shows the possible architecture, function and operation of the equipment, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated system for hardware that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0075] In short, the above is only the preferred embodiment of the present application, and all equivalent changes and modifications made according to the scope of the patent application of the present application should fall within the scope of coverage of the patent application of the present application.

Claims

1. A comfortable braking control method, characterized in that: include, Determine whether the activation conditions of comfort braking are met based on the current vehicle status information and braking demand; When the activation condition is met, the pressure building module sets a pressure building unit target according to the braking demand, and the pressure building unit target is greater than the braking demand; the conduction current of the front axle boost valve IV1 is adjusted to be less than the conduction current of the rear axle boost valve IV2; After the activation condition is met, the pressure building unit target, the conduction current of the front axle boost valve IV1 and the conduction current of the rear axle boost valve IV2 are adjusted based on the change in the braking demand.

2. The comfortable braking control method according to claim 1, characterized in that: The state information includes the current vehicle speed; The activation condition includes a first vehicle speed threshold and a first braking threshold; The comfort brake is activated when the current vehicle speed is below the first vehicle speed threshold and the braking demand is below the first braking threshold.

3. The comfortable braking control method according to claim 2, characterized in that: It also includes the exit conditions of the comfort braking. When the braking demand is greater than the first braking threshold, the comfort braking is exited, the pressure building unit target is adjusted to be equal to the braking demand, and the conduction current of the front axle boost valve IV1 is adjusted to be equal to the conduction current of the rear axle boost valve IV2.

4. The comfortable braking control method according to claim 3, characterized in that: The pressure building module includes a main pressure building module and a redundant pressure building module; When the comfort brake is exited, the main pressure building module sets the pressure building unit target, and builds pressure on the front axle wheels and the rear axle wheels through the front axle boost valve IV1 and the rear axle boost valve IV2; The SV1 valve is controlled to open, and the redundant pressure building module replenishes fluid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1.

5. The comfortable braking control method according to claim 4, characterized in that: When both the first wheel-end braking force and the second wheel-end braking force meet the braking requirement, and the ratio of the first wheel-end braking force of the front axle wheel to the second wheel-end braking force of the rear axle wheel meets the set initial ratio, the SV1 valve is closed and the redundant pressure building module is closed.

6. The comfortable braking control method according to claim 4, characterized in that: When both the first wheel-end braking force and the second wheel-end braking force do not meet the braking requirement, and the ratio of the first wheel-end braking force to the second wheel-end braking force meets the set initial ratio, the SV2 valve is opened, the redundant pressure building module replenishes fluid through the SV1 valve and builds pressure on the front axle wheels through the front axle boost valve IV1, and the redundant pressure building module replenishes fluid through the SV2 valve and builds pressure on the rear axle wheels through the rear axle boost valve IV2.

7. The comfortable braking control method according to claim 4, characterized in that: When the comfort braking is exited, the SV1 valve and the SV2 valve are controlled to open. When the second wheel-end braking force meets the braking requirement, but the first wheel-end braking force does not meet the braking requirement, and the ratio of the first wheel-end braking force of the front axle wheel to the second wheel-end braking force of the rear axle wheel does not meet the set initial ratio, the SV2 valve is controlled to close.

8. The comfortable braking control method according to any one of claims 1-2, characterized in that: The sum of the first wheel-end braking force and the second wheel-end braking force is not greater than the braking demand.

9. An electronic hydraulic brake system, characterized in that: The electronic hydraulic braking system includes an oil tank, a brake pedal, a main pressure building module, a redundant pressure building module, front axle wheels, rear axle wheels, a front axle boost valve IV1, a rear axle boost valve IV2, an SV1 valve and a SV2 valve. When working, the electronic hydraulic braking system executes the comfort braking control method described in any one of claims 1-8.

10. A computer readable medium having a computer program / instructions stored thereon, characterized in that: When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

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