Braking method and device and vehicle

Abstract

The embodiment of the invention provides a braking method and device and a vehicle, the method can be applied to the technical field of braking, and the method comprises the steps that the recharging power capacity value of the vehicle is obtained; when the recharging power capacity value is smaller than or equal to a first threshold value, the electric braking torque of the vehicle is determined to be a preset value, and the hydraulic braking torque of the vehicle is determined according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, or when the recharging power capacity value is larger than a second threshold value, the hydraulic braking torque of the vehicle is determined according to the driving parameters of the vehicle. Determining an electric braking torque and a hydraulic braking torque; and first indication information is sent, and the first indication information comprises the hydraulic braking torque or comprises the electric braking torque and the hydraulic braking torque. By means of the method, whether the vehicle is in the energy recovery limited state or not can be judged timely and accurately, and therefore good driving experience is brought to a user.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of braking technology, and, more specifically, to a braking method, device and vehicle. Background Art

[0002] As electric vehicles are widely used in daily life, users expect electric vehicles to bring a more comfortable user experience. Currently, for pure electric or hybrid vehicles, since the vehicle's power system can work as a generator to convert kinetic energy into electrical energy, it can improve the vehicle's endurance. Therefore, the vehicle can adopt an energy recovery strategy when coasting.

[0003] However, when the vehicle is in a state of low battery cell temperature, high battery charge or motor overtemperature failure, the vehicle's battery energy recovery capability is limited. At this time, when the user releases the accelerator pedal and the vehicle enters a coasting state, the vehicle's energy recovery is limited, which will cause insufficient deceleration of the vehicle. This will give the user a driving experience that is inconsistent with deceleration, and this situation poses certain safety hazards. Summary of the invention

[0004] The embodiments of the present application provide a braking method, device and vehicle, which can promptly determine whether the vehicle is in a state of limited energy recovery, and control the vehicle to brake according to the state of the vehicle, thus providing a good driving experience for the user.

[0005] In a first aspect, a braking method is provided, the method comprising: obtaining a recharging power capability value of a vehicle; when the recharging power capability value is less than or equal to a first threshold value, determining the electric braking torque of the vehicle as a preset value, and determining the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than a second threshold value, determining the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and sending a first indication message, the first indication message including the hydraulic braking torque or the first indication message including the electric braking torque and the hydraulic braking torque.

[0006] Optionally, the method may be applied to a first control unit, which may include: a vehicle domain controller (VDC) or a vehicle control unit (VCU).

[0007] Optionally, the first control unit may send the first indication information to a second control unit, and the second control unit may include: an intelligent integrated power brake (IPB) system or an electronic stability control system (ESC).

[0008] Optionally, determining the electric braking torque of the vehicle as a preset value can be understood as: setting the electric braking torque of the vehicle when braking to 0 or a smaller value, below which the electric braking of the vehicle when braking cannot function. In addition, determining the electric braking torque of the vehicle as a preset value does not mean that the coasting braking torque of the vehicle when the vehicle is in a coasting state is 0, and the coasting braking torque of the vehicle can be determined based on the driving parameters of the vehicle.

[0009] Optionally, the maximum value of the energy recovery torque allowed by the vehicle can be determined based on at least one of the recharging capacity value of the vehicle's battery management system, the motor recharging torque capacity value, etc., and this value can vary according to multiple factors such as the charging capacity of the vehicle battery, the charging capacity of the charging device, etc.

[0010] Optionally, when the recharge power capability value is less than or equal to the first threshold value, the first indication information sent by the first control unit to the second control unit may include the hydraulic braking torque; when the recharge power capability value is greater than the second threshold value, the first indication information sent by the first control unit to the second control unit may include the electric braking torque and the hydraulic braking torque. In this case, the electric braking torque may be a specific value, that is, the second control unit may directly perform electric braking according to the electric braking torque, or the electric braking torque may be a threshold value, that is, the second control unit may select one of the values ​​within the range of the electric braking torque for electric braking.

[0011] In an embodiment of the present application, the first control unit can determine whether the vehicle is in a state of limited energy recovery based on the relationship between the recharging power capacity value and the first threshold value. When the vehicle is in a state of limited energy recovery, the first control unit can set the electric braking torque to a preset value, and determine the hydraulic braking torque of the vehicle based on the target energy recovery torque of the vehicle and the maximum allowable energy recovery torque. When the vehicle is not in a state of limited energy recovery, the first control unit can determine the electric braking torque and hydraulic braking torque of the vehicle based on the driving parameters of the vehicle. After determining the electric braking torque and the hydraulic braking torque, the first control unit can send a first indication information to the second control unit to achieve vehicle braking. In this way, it is possible to timely determine whether the vehicle is in a state of limited energy recovery, and control the vehicle to brake according to the state of the vehicle, thereby bringing a good driving experience to the user.

[0012] In combination with the first aspect, in certain implementations of the first aspect, when the recharging power capacity value is less than or equal to the first threshold value, the electric braking torque of the vehicle is determined as a preset value, including: controlling a Type B electric regenerative braking system to turn off, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0013] Optionally, controlling the type B electric regenerative braking system to shut down may include: controlling a braking energy recovery capability value of the type B electric regenerative braking system to be a preset value.

[0014] In the embodiment of the present application, when the vehicle is in a state of limited energy recovery, the type B regenerative braking system can be controlled to be in an inoperative state, so that when the vehicle is hydraulically braked, the type B regenerative braking system will not participate in energy recovery to avoid affecting the chassis braking system. In this way, the vehicle can maintain the stability of the chassis braking system in a state of limited energy recovery, thereby providing the driver with more reliable braking performance.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: acquiring driving parameters of the vehicle, the driving parameters including: one or more of driving speed, acceleration, and brake pedal opening.

[0016] In combination with the first aspect, in certain implementations of the first aspect, determining the electric braking torque and the hydraulic braking torque based on the driving parameters includes: controlling a Type B electric regenerative braking system to turn on, the Type B electric regenerative braking system being located in the vehicle, and the Type B electric regenerative braking system being used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0017] In the embodiment of the present application, when the vehicle is not in a state of limited energy recovery, the B-type regenerative braking system can be controlled to be in a working state, so that the B-type regenerative braking system can adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle according to the driving parameters of the vehicle. In this way, the energy recovery of the vehicle can be optimized, the braking performance of the vehicle can be improved, and the stability of the braking system can be improved, providing the driver with a safer, more comfortable and efficient driving experience.

[0018] In combination with the first aspect, in certain implementations of the first aspect, before obtaining the recharging power capability value of the vehicle, the method includes: determining that the vehicle is in a non-single-pedal mode.

[0019] Alternatively, the above implementation may also be replaced by determining that the vehicle is in a dual-pedal mode.

[0020] In an embodiment of the present application, when it is detected that the vehicle is in a non-single-pedal mode, it can be determined whether the vehicle is in a state of limited energy recovery based on the relationship between the recharging power capability value and the first threshold, thereby providing the user with a more efficient, safe and comfortable driving experience.

[0021] In combination with the first aspect, in certain implementations of the first aspect, determining that the vehicle is in non-single-pedal mode includes: detecting a first input from a user to the vehicle; and turning off the single-pedal mode of the vehicle in response to the first input.

[0022] Optionally, the first input may be an operation in which the user clicks on an in-vehicle display screen to turn off a single-pedal mode control for the vehicle, or the first input may be a voice input in which the user instructs to turn off the single-pedal mode of the vehicle.

[0023] In a second aspect, a braking method is provided, which includes: receiving first indication information, wherein the first indication information includes a hydraulic braking torque or the first indication information includes an electric braking torque and the hydraulic braking torque; braking according to the hydraulic braking torque or braking according to the electric braking torque and the hydraulic braking torque.

[0024] Optionally, the method may be applied in a second control unit.

[0025] Optionally, the first indication information may be sent by the first control unit.

[0026] In the embodiment of the present application, the second control unit can realize the braking control of the vehicle according to the hydraulic braking torque or the hydraulic braking torque and the electric braking torque determined by the first control unit. Through this coordinated control strategy, the stability and controllability of the vehicle braking force can be ensured, thereby providing users with a more comfortable and safe driving experience.

[0027] In a third aspect, a braking method is provided, the method comprising: obtaining a recharging power capability value of a vehicle; when the recharging power capability value is less than or equal to a first threshold value, determining the electric braking torque of the vehicle as a preset value, and determining the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than a second threshold value, determining the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and braking according to the electric braking torque and the hydraulic braking torque.

[0028] Optionally, the method may be applied in a second control unit.

[0029] Optionally, the second control unit obtains the recharging power capability value by calculating it according to the battery parameters and motor parameters of the vehicle, or by sending it to the second control unit by the first control unit.

[0030] Optionally, the maximum value of the energy recovery torque allowed by the vehicle can be determined based on at least one of the recharging capacity value of the vehicle's battery management system, the motor recharging torque capacity value, etc., and this value can vary according to multiple factors such as the charging capacity of the vehicle battery, the charging capacity of the charging device, etc.

[0031] In an embodiment of the present application, the second control unit can determine whether the vehicle is in a state of limited energy recovery based on the relationship between the recharging power capacity value and the first threshold value. When the vehicle is in a state of limited energy recovery, the second control unit can set the electric braking torque to a preset value, and determine the hydraulic braking torque of the vehicle based on the target energy recovery torque of the vehicle and the maximum allowable energy recovery torque. When the vehicle is not in a state of limited energy recovery, the second control unit can determine the electric braking torque and hydraulic braking torque of the vehicle based on the driving parameters of the vehicle. After determining the electric braking torque and the hydraulic braking torque, the second control unit can brake the vehicle. In this way, it is possible to timely determine whether the vehicle is in a state of limited energy recovery, and control the vehicle to brake according to the state of the vehicle, thereby bringing a good driving experience to the user.

[0032] In combination with the third aspect, in certain implementations of the third aspect, when the recharging power capacity value is less than or equal to the first threshold value, the electric braking torque of the vehicle is determined as a preset value, including: controlling a Type B electric regenerative braking system to turn off, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0033] Optionally, controlling the type B electric regenerative braking system to shut down may include: controlling a braking energy recovery capability value of the type B electric regenerative braking system to be a preset value.

[0034] In the embodiment of the present application, when the vehicle is in a state of limited energy recovery, the type B regenerative braking system can be controlled to be in an inoperative state, so that when the vehicle is hydraulically braked, the type B regenerative braking system will not participate in energy recovery to avoid affecting the chassis braking system. In this way, the vehicle can maintain the stability of the chassis braking system in a state of limited energy recovery, thereby providing the driver with more reliable braking performance.

[0035] In combination with the third aspect, in certain implementations of the third aspect, the method further includes: acquiring driving parameters of the vehicle, the driving parameters including: one or more of driving speed, acceleration, and brake pedal opening.

[0036] In combination with the third aspect, in certain implementations of the third aspect, determining the electric braking torque and the hydraulic braking torque based on the driving parameters includes: controlling a Type B electric regenerative braking system to turn on, the Type B electric regenerative braking system being located in the vehicle, and the Type B electric regenerative braking system being used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0037] In the embodiment of the present application, when the vehicle is not in a state of limited energy recovery, the B-type regenerative braking system can be controlled to be in a working state, so that the B-type regenerative braking system can adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle according to the driving parameters of the vehicle. In this way, the energy recovery of the vehicle can be optimized, the braking performance of the vehicle can be improved, and the stability of the braking system can be improved, providing the driver with a safer, more comfortable and efficient driving experience.

[0038] In combination with the third aspect, in certain implementations of the third aspect, before obtaining the recharging power capability value of the vehicle, the method includes: determining that the vehicle is in a non-single-pedal mode.

[0039] Alternatively, the above implementation may also be replaced by determining that the vehicle is in a dual-pedal mode.

[0040] In an embodiment of the present application, when it is detected that the vehicle is in a non-single-pedal mode, it can be determined whether the vehicle is in a state of limited energy recovery based on the relationship between the recharging power capability value and the first threshold, thereby providing the user with a more efficient, safe and comfortable driving experience.

[0041] In combination with the third aspect, in certain implementations of the third aspect, determining that the vehicle is in non-single-pedal mode includes: detecting a first input from a user to the vehicle; and turning off the single-pedal mode of the vehicle in response to the first input.

[0042] Optionally, the first input may be an operation in which the user clicks on an in-vehicle display screen to turn off a single-pedal mode control for the vehicle, or the first input may be a voice input in which the user instructs to turn off the single-pedal mode of the vehicle.

[0043] In a fourth aspect, a braking device is provided, the device comprising: an acquisition unit, used to: acquire a recharging power capability value of a vehicle; a processing unit, used to: when the recharging power capability value is less than or equal to a first threshold value, determine the electric braking torque of the vehicle as a preset value, and determine the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than a second threshold value, determine the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; a transceiver unit, used to send a first indication message, the first indication message includes the hydraulic braking torque, or the first indication message includes the electric braking torque and the hydraulic braking torque.

[0044] In combination with the fourth aspect, in certain implementations of the fourth aspect, the processing unit is specifically used to control the shutdown of a Type B electric regenerative braking system, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0045] In combination with the fourth aspect, in certain implementations of the fourth aspect, the acquisition unit is further used to acquire driving parameters of the vehicle, and the driving parameters include: one or more of driving speed, acceleration and brake pedal opening.

[0046] In combination with the fourth aspect, in certain implementations of the fourth aspect, the processing unit is specifically used to control the activation of a Type B electric regenerative braking system, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0047] In combination with the fourth aspect, in certain implementations of the fourth aspect, the processing unit is further used to determine that the vehicle is in a non-single-pedal mode.

[0048] In combination with the fourth aspect, in certain implementations of the fourth aspect, the processing unit is specifically used to: detect a first input from a user to the vehicle; and in response to the first input, turn off the single-pedal mode of the vehicle.

[0049] In a fifth aspect, a braking device is provided, which includes: a transceiver unit for receiving first indication information, wherein the first indication information includes a hydraulic braking torque or the first indication information includes an electric braking torque and the hydraulic braking torque; and a processing unit for braking according to the hydraulic braking torque or braking according to the electric braking torque and the hydraulic braking torque.

[0050] In a sixth aspect, a braking device is provided, the device comprising: an acquisition unit for acquiring a recharging power capability value of a vehicle; a processing unit for: when the recharging power capability value is less than or equal to the first threshold value, determining the electric braking torque of the vehicle as a preset value, and determining the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than the second threshold value, determining the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and braking according to the electric braking torque and the hydraulic braking torque.

[0051] In combination with the sixth aspect, in certain implementations of the sixth aspect, the device includes: an acquisition unit, used to acquire a recharging power capability value of a vehicle; a processing unit, used to: when the recharging power capability value is less than or equal to a first threshold value, determine the electric braking torque of the vehicle as a preset value, and determine the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is determined based on the recharging torque capability value of the vehicle's battery management system and the motor recharging torque capability value; or, when the recharging power capability value is greater than a second threshold value, determine the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and brake according to the electric braking torque and the hydraulic braking torque.

[0052] In combination with the sixth aspect, in certain implementations of the sixth aspect, the processing unit is specifically used to control the shutdown of a Type B electric regenerative braking system, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0053] In combination with the sixth aspect, in certain implementations of the sixth aspect, the acquisition unit is further used to acquire driving parameters of the vehicle, and the driving parameters include: one or more of driving speed, acceleration and brake pedal opening.

[0054] In combination with the sixth aspect, in certain implementations of the sixth aspect, the processing unit is specifically used to control the activation of a Type B electric regenerative braking system, the Type B electric regenerative braking system is located in the vehicle, and the Type B electric regenerative braking system is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0055] In combination with the sixth aspect, in certain implementations of the sixth aspect, the processing unit is further used to determine that the vehicle is in a non-single-pedal mode.

[0056] In combination with the sixth aspect, in certain implementations of the sixth aspect, the processing unit is specifically used to: detect a first input from a user to the vehicle; and in response to the first input, turn off the single-pedal mode of the vehicle.

[0057] In a seventh aspect, a braking device is provided, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is used to read and execute instructions in the memory, so that the device implements the method in any one of the implementation methods of the first to third aspects above.

[0058] In an eighth aspect, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a program code, and when the computer program code runs on a computer, the computer executes a method in any one of the implementation modes of the first to third aspects above.

[0059] In a ninth aspect, a chip is provided, the chip comprising a circuit, the circuit being used to execute the method in any one of the implementations of the first to third aspects above.

[0060] In a tenth aspect, a computer program product is provided, which includes a computer program. When the computer program is executed, the computer executes the method in any one of the implementation modes of the first to third aspects above.

[0061] In an eleventh aspect, a vehicle is provided, comprising: a braking device in any one of the implementations of the fourth to sixth aspects above. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 is a functional schematic diagram of a vehicle provided in an embodiment of the present application;

[0063] Figure 2 It is a fluid replenishment architecture for a vehicle in a single-pedal mode provided by an embodiment of the present application;

[0064] Figure 3 It is a system architecture applicable to the braking method provided in the embodiment of the present application;

[0065] Figure 4 It is another system architecture applicable to the braking method provided in the embodiment of the present application;

[0066] Figure 5 is a schematic flow chart of a braking method provided in an embodiment of the present application;

[0067] Figure 6 is a schematic flow chart of a braking method provided in an embodiment of the present application;

[0068] Figure 7 is a schematic flow chart of another braking method provided in an embodiment of the present application;

[0069] Figure 8 is a schematic flow chart of another braking method provided in an embodiment of the present application;

[0070] Fig. 9 is a schematic diagram of an application scenario of the braking method provided in an embodiment of the present application;

[0071] Fig.10 is a schematic diagram of a braking device provided in an embodiment of the present application;

[0072] Fig.11 It is a schematic diagram of another braking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0073] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0074] The prefixes such as "first" and "second" used in the embodiments of the present application are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers used to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0075] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0076] Figure 1 It is a functional schematic diagram of the vehicle 100 provided in an embodiment of the present application.

[0077] The vehicle 100 may include a variety of subsystems, such as a perception system 120 and a computing platform 130. Optionally, the vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. In addition, each subsystem and component of the vehicle 100 may be interconnected by wire or wirelessly.

[0078] The perception system 120 may include several sensors for sensing information about the environment around the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a Beidou system, or other positioning systems. The perception system 120 may include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0079] Some or all functions of the vehicle 100 may be controlled by a computing platform 130. The computing platform 130 may include processors 131 to 13n (n is a positive integer). The processor is a circuit with signal processing capability. In one implementation, the processor may be a circuit with instruction reading and execution capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 130 may also include a memory, the memory is used to store instructions, and some or all of the processors 131 to 13n may call the instructions in the memory to implement corresponding functions.

[0080] The computing platform 130 may control the functionality of the vehicle 100 based on input received from various subsystems (eg, the perception system 120). In some embodiments, the computing platform 130 may be used to provide control over many aspects of the vehicle 100 and its subsystems.

[0081] Optionally, the above components are just an example, and in actual applications, the components in the above modules may be added or deleted according to actual needs.

[0082] The vehicle 100 in the present application may include: road vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the vehicle is a vehicle in a broad sense, which may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiment of the present application does not specifically limit the type of vehicle.

[0083] The following takes the vehicle 100 as an electric vehicle as an example to illustrate the technical problems to be solved by the present application and the technical solutions adopted.

[0084] As electric vehicles are widely used in daily life, users expect electric vehicles to bring a more comfortable user experience. Currently, for pure electric or hybrid vehicles, since the vehicle's power system can work as a generator to convert kinetic energy into electrical energy, it can improve the vehicle's endurance. Therefore, the vehicle can adopt an energy recovery strategy when coasting. Through the energy recovery strategy, electric vehicles can maximize the use of energy generated during deceleration or coasting, extend the battery's range, and improve overall energy efficiency.

[0085] However, when the vehicle is in a state of low battery cell temperature, high battery charge or motor overtemperature failure, the vehicle's battery energy recovery capability is limited. At this time, when the user releases the accelerator pedal and the vehicle enters a coasting state, the vehicle's energy recovery is limited, which will cause insufficient deceleration of the vehicle. This will give the user a driving experience that is inconsistent with deceleration, and this situation poses certain safety hazards.

[0086] In the scenario of limited energy recovery, the vehicle can use hydraulic braking to make up for the lack of electric braking capacity, thereby simulating the deceleration state of the vehicle under normal energy recovery. However, for vehicles equipped with a Type B electric regenerative braking system, when the vehicle chassis responds to the fluid replenishment request of the VDC or VCU, it will affect the electro-hydraulic decision of the Type B electric regenerative braking system, that is, the Type B electric regenerative braking system is difficult to determine the distribution ratio of electric braking and hydraulic braking, thereby affecting the stability of the chassis braking system.

[0087] For example, Figure 2 In the system architecture shown, in single-pedal mode, when the vehicle's battery energy recovery capability is limited, VDC can send a fluid replenishment request to IPB. At this time, if the Type B electric regenerative braking system is not reset to zero, the Type B electric regenerative braking system may find it difficult to determine the distribution ratio of the vehicle's electric braking and hydraulic braking, and the vehicle will not be able to perform hydraulic braking according to the fluid replenishment request, which will affect the stability of the entire IPB.

[0088] The embodiments of the present application provide a braking method, device and vehicle, which can promptly determine whether the vehicle is in a state of limited energy recovery, and control the vehicle to brake according to the state of the vehicle, thus providing a good driving experience for the user.

[0089] Figure 3 It is a system architecture applicable to the braking method provided in the embodiment of the present application, and the system architecture can be applied to the vehicle 100.

[0090] like Figure 3 As shown, in the single-pedal mode, the VDC or VCU can limit the braking energy recovery capability value of the Type B electric regenerative braking system to a preset value (for example, set to 0) according to the activation signal of the single-pedal mode, and then determine whether to send a hydraulic request torque to the IPB by judging whether the energy recovery torque of the vehicle is limited. In the non-single-board mode, a rehydration preset identification module can be added to the VDC or VCU to pre-identify whether the current vehicle is in a scenario with limited capability, so as to determine whether to limit the braking energy recovery capability value of the Type B electric regenerative braking system. Optionally, the above-mentioned rehydration preset identification module can exist in the form of software.

[0091] Specifically, the architecture 300 may include: a fluid replenishment pre-identification module, a zeroing switching module of a B-type electric regenerative braking system, and a fluid replenishment calculation and request module;

[0092] The rehydration pre-identification module can calculate the vehicle's recharging power capability value based on the vehicle's status information (for example, the battery management system (BMS) cell temperature, whether the motor is overheating or has a motor derating fault, etc.), and thus determine whether the vehicle is currently in a scenario where energy recovery is restricted based on the vehicle's recharging power capability value, so that the VDC or VCU can respond in advance.

[0093] The zeroing switching module of the type B electric regenerative braking system can determine whether to impose corresponding restrictions on the braking energy recovery capability value of the type B electric regenerative braking system according to the activation state of the signal sent by the fluid replenishment pre-identification module. For example, if the signal sent by the fluid replenishment pre-identification module is activated, the zeroing switching module of the type B electric regenerative braking system can limit the braking energy recovery capability value to a preset value (for example, the preset value is 0); if the signal sent by the fluid replenishment pre-identification module is not activated, the zeroing switching module of the type B electric regenerative braking system may not impose any restrictions on the braking energy recovery capability value of the type B electric regenerative braking system.

[0094] The fluid replenishment calculation and request module can realize the hydraulic torque calculation in single-pedal or non-single-pedal mode. After calculating the hydraulic torque, the fluid replenishment calculation and request module can send the hydraulic request torque to the IPB, which will respond.

[0095] After receiving the hydraulic request torque, the IPB may determine whether to perform the hydraulic replenishment calculation and request the hydraulic torque requested by the module.

[0096] Figure 4 It is another system architecture applicable to the braking method provided in the embodiment of the present application, and the system architecture can be applied to the vehicle 100.

[0097] like Figure 4 As shown, the difference between architecture 400 and architecture 300 is that VDC or VCU does not need to determine whether the vehicle is in single-pedal mode, that is, after detecting the user's operation on the vehicle-mounted large screen, VDC or VCU can directly determine that the vehicle is currently in a capacity-limited scenario based on the rehydration preset recognition module, thereby determining whether to limit the braking energy recovery capacity value of the type B electric regenerative braking system. Among them, the functions of the modules included in architecture 400 have been described in detail in architecture 300, and will not be repeated here.

[0098] It should be understood that any component that can adjust the distribution ratio of the vehicle's electric brake and hydraulic brake belongs to the Type B electric regenerative brake system in this application, and the Type B electric regenerative brake system can be an electric regenerative brake system belonging to the service brake system, which can stop the vehicle. The difference between the Type B electric regenerative brake system and the Type A electric regenerative brake system is that the Type A electric regenerative brake system does not belong to the electric regenerative brake system of the service brake system, and it cannot stop the vehicle. Among them, the service brake system can refer to the service brake system that can control the vehicle's travel regardless of the speed, load size, and whether the vehicle is going uphill or downhill, so that it can stop safely, quickly and effectively.

[0099] It should also be understood that in the embodiments of the present application, the energy recovery of the vehicle may refer to converting mechanical energy into electrical energy and charging it into the battery while the vehicle is decelerating; energy recovery may be divided into coasting energy recovery when the user does not step on the brake pedal and braking energy recovery when the user steps on the brake pedal. For example, when the user releases the accelerator pedal but does not step on the brake pedal, only coasting energy recovery intervenes; when the user releases the accelerator pedal and steps on the brake pedal, the total energy recovery includes: the sum of coasting energy recovery and braking energy recovery.

[0100] It should also be understood that in the embodiments of the present application, electric braking and regenerative braking may be the same concept, that is, both may refer to converting the mechanical energy of the vehicle into electrical energy while the vehicle is decelerating; however, the concept of energy recovery may be wider than electric braking and regenerative braking, that is, energy recovery may also recover other energy in addition to mechanical energy. Other energy may include, for example, thermal energy and kinetic energy.

[0101] Figure 5 1 is a schematic flow chart of a braking method provided in an embodiment of the present application. The execution subject of method 500 may be a vehicle or a control unit. When the execution subject of method 500 is vehicle 100, it may be executed by computing platform 130 in vehicle 100, or may be executed by system-on-chip (SoC) in computing platform 130, or may be executed by a processor in computing platform 130. The following introduces method 500 with the first control unit as the execution subject. Method 500 may include steps S501 to S503.

[0102] S501, obtaining a recharging power capability value of the vehicle.

[0103] Optionally, the above-mentioned recharging power capability value may refer to the recharging power capability value of the entire vehicle, that is, the first control unit may calculate the recharging power capability value of the entire vehicle according to the parameters of the battery and / or motor of the vehicle.

[0104] Optionally, the above-mentioned recharging power capability value may also be a battery BMS recharging power capability value or a motor recharging power capability value.

[0105] In one embodiment, before step S501 , method 500 further includes: determining that the vehicle is in a non-single-pedal mode.

[0106] Alternatively, the above implementation may also be replaced by determining that the vehicle is in a dual-pedal mode.

[0107] In one embodiment, determining that the vehicle is in a non-single-pedal mode includes: detecting a first input from a user to the vehicle; and shutting down the single-pedal mode of the vehicle in response to the first input.

[0108] Optionally, the first input may be an operation in which the user clicks on an in-vehicle display screen to turn off a single-pedal mode control for the vehicle, or the first input may be a voice input in which the user instructs to turn off the single-pedal mode of the vehicle.

[0109] S502, when the recharge power capability value is less than or equal to a first threshold value, determining the electric braking torque of the vehicle as a preset value, and determining the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle; when the recharge power capability value is greater than a second threshold value, determining the electric braking torque and the hydraulic braking torque according to the driving parameters of the vehicle;

[0110] The target energy recovery torque may be determined based on the vehicle's driving speed and / or the accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle.

[0111] Optionally, the maximum value of the energy recovery torque allowed by the vehicle can be determined based on at least one of the recharging capacity value of the vehicle's battery management system, the motor recharging torque capacity value, etc., and this value can vary according to multiple factors such as the charging capacity of the vehicle battery, the charging capacity of the charging device, etc.

[0112] In one embodiment, when the recharging power capability value is less than or equal to the first threshold, the first control unit may determine the hydraulic braking torque by the following formula:

[0113] Hydraulic braking torque = |target energy recovery torque|-|vehicle maximum allowable energy recovery torque|

[0114] Among them, || can be understood as an absolute value.

[0115] In one embodiment, when the recharging power capacity value is less than or equal to a first threshold value, the first control unit may determine the hydraulic braking torque based on a mapping relationship between the target energy recovery torque and the maximum allowable capacity recovery torque of the vehicle and the hydraulic braking torque.

[0116] Optionally, when the recharge power capability value is less than or equal to the first threshold value, determining the electric braking torque of the vehicle as a preset value can be understood as: setting the electric braking torque of the vehicle during braking to 0 or a smaller value, below which the electric braking of the vehicle cannot function. In addition, when the electric braking torque of the vehicle is determined as a preset value, it does not mean that the coasting braking torque of the vehicle is 0 when the vehicle is in a coasting state, and the coasting braking torque of the vehicle can be determined based on the driving parameters of the vehicle.

[0117] Optionally, the second threshold may be greater than or equal to the first threshold, for example, the first threshold is 50 kilowatts and the second threshold is 60 kilowatts, or both the first threshold and the second threshold are 50 kilowatts.

[0118] In one embodiment, when the recharge power capability value is less than or equal to the first threshold value, the electric braking torque of the vehicle is determined to be a preset value, including: controlling a B-type electric regenerative braking system to be turned off, the B-type electric regenerative braking system is located in the vehicle, and the B-type electric regenerative braking system is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle. In this way, when the vehicle is in a state of limited energy recovery, the B-type regenerative braking system can be controlled to be in an inoperative state, so that when the vehicle is hydraulically braked, the B-type regenerative braking system will not participate in energy recovery to avoid affecting the chassis braking system.

[0119] Optionally, controlling the Type B electric regenerative braking system to be turned off may include: controlling a braking energy recovery capability value of the Type B electric regenerative braking system to be a preset value (eg, 0).

[0120] Optionally, control of the type B electric regenerative braking system may be specifically located in the first control unit.

[0121] In one embodiment, when the recharge power capability value is greater than the second threshold, the electric braking torque and the hydraulic braking torque are determined according to the driving parameters, including: controlling the B-type electric regenerative braking system to be turned on. In this way, when the vehicle is not in a state of energy recovery restriction, the energy recovery of the vehicle can be optimized, the braking performance of the vehicle can be improved, and the stability of the braking system can be improved, providing the driver with a safer, more comfortable and efficient driving experience.

[0122] In one embodiment, before step S502, method 500 further includes: acquiring driving parameters of the vehicle, where the driving parameters include: one or more of the vehicle's driving speed, acceleration, and brake pedal opening.

[0123] S503: Send first indication information.

[0124] The first indication information may include a hydraulic braking torque or the first indication information may include an electric braking torque and a hydraulic braking torque. The first control unit may send the first indication information to the second control unit, and after receiving the first indication information, the second control unit may brake according to the hydraulic braking torque or according to the electric braking torque and the hydraulic braking torque.

[0125] Optionally, when the recharge power capability value is less than or equal to the first threshold value, the first indication information sent by the first control unit to the second control unit may include the hydraulic braking torque; when the recharge power capability value is greater than the second threshold value, the first indication information sent by the first control unit to the second control unit may include the electric braking torque and the hydraulic braking torque. In this case, the electric braking torque may be a specific value, that is, the second control unit may directly perform electric braking according to the electric braking torque, or the electric braking torque may be a threshold value, that is, the second control unit may select one of the values ​​within the range of the electric braking torque for electric braking.

[0126] Optionally, the first control unit may include: VDC or VCU; the second control unit may include IPB or ESC.

[0127] In the embodiment of the present application, the first control unit can determine whether the vehicle is in a state of limited energy recovery based on the relationship between the recharge power capacity value and the first threshold value. When the vehicle is in a state of limited energy recovery, the first control unit can set the electric braking torque to a preset value and determine the hydraulic braking torque of the vehicle based on the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle; when the vehicle is not in a state of limited energy recovery, the first control unit can determine the electric braking torque and hydraulic braking torque of the vehicle based on the driving parameters of the vehicle. After determining the electric braking torque and hydraulic braking torque, the first control unit can send a first indication message to the second control unit, and the second control unit can implement the braking of the vehicle according to the indication of the first indication message. In this way, it is possible to timely determine whether the vehicle is in a state of limited energy recovery, ensure the stability and controllability of the vehicle's braking force, and provide users with a more comfortable and safe driving experience.

[0128] It should be understood that in the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0129] Figure 6 It is a schematic flow chart of another braking method provided by an embodiment of the present application. The execution subject of method 600 may be a vehicle or a control unit. When the execution subject of method 600 is vehicle 100, it may be executed by computing platform 130 in vehicle 100, or may be executed by SoC in computing platform 130, or may be executed by a processor in computing platform 130. The method 600 is introduced below with the second control unit as the execution subject. Method 600 may include steps S601 to S603.

[0130] S601, obtaining a recharging power capability value of the vehicle.

[0131] Optionally, the above-mentioned recharging power capability value may refer to the whole vehicle recharging power capability value, that is, the second control unit may calculate the whole vehicle recharging power capability value according to the parameters of the battery and / or motor of the vehicle, or the second control unit may receive the whole vehicle recharging power capability value sent by the first control unit.

[0132] Optionally, the above-mentioned recharging power capability value may also be a battery BMS recharging power capability value or a motor recharging power capability value.

[0133] In one embodiment, before step S601 , method 600 further includes: determining that the vehicle is in a non-single-pedal mode.

[0134] Alternatively, the above implementation may also be replaced by determining that the vehicle is in a dual-pedal mode.

[0135] In one embodiment, determining that the vehicle is in a non-single-pedal mode includes: detecting a first input from a user to the vehicle; and shutting down the single-pedal mode of the vehicle in response to the first input.

[0136] Optionally, the first input may be an operation in which the user clicks on an in-vehicle display screen to turn off a single-pedal mode control for the vehicle, or the first input may be a voice input in which the user instructs to turn off the single-pedal mode of the vehicle.

[0137] S602, when the recharging power capability value is less than or equal to a first threshold value, the electric braking torque of the vehicle is determined as a preset value, and the hydraulic braking torque of the vehicle is determined based on the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle; when the recharging power capability value is greater than a second threshold value, the electric braking torque and the hydraulic braking torque are determined based on the driving parameters of the vehicle.

[0138] The target energy recovery torque may be determined based on the vehicle's driving speed and / or the accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle.

[0139] Optionally, the maximum value of the energy recovery torque allowed by the vehicle can be determined based on at least one of the recharging capacity value of the vehicle's battery management system, the motor recharging torque capacity value, etc., and this value can vary according to multiple factors such as the charging capacity of the vehicle battery, the charging capacity of the charging device, etc.

[0140] In one embodiment, when the recharging power capability value is less than or equal to the first threshold, the second control unit may determine the hydraulic braking torque by the following formula:

[0141] Hydraulic braking torque = |target energy recovery torque|-|vehicle maximum allowable energy recovery torque|

[0142] Among them, || can be understood as an absolute value.

[0143] In one embodiment, when the recharging power capacity value is less than or equal to the first threshold value, the second control unit may determine the hydraulic braking torque based on a mapping relationship between the target energy recovery torque and the maximum allowable capacity recovery torque of the vehicle and the hydraulic braking torque.

[0144] Optionally, when the recharge power capability value is less than or equal to the first threshold value, determining the electric braking torque of the vehicle as a preset value can be understood as: setting the electric braking torque of the vehicle during braking to 0 or a smaller value, below which the electric braking of the vehicle cannot function. In addition, when the electric braking torque of the vehicle is determined as a preset value, it does not mean that the coasting braking torque of the vehicle is 0 when the vehicle is in a coasting state, and the coasting braking torque of the vehicle can be determined based on the driving parameters of the vehicle.

[0145] Optionally, the second threshold may be greater than or equal to the first threshold, for example, the first threshold is 50 kilowatts and the second threshold is 60 kilowatts, or both the first threshold and the second threshold are 50 kilowatts.

[0146] In one embodiment, when the recharge power capability value is less than or equal to the first threshold value, the electric braking torque of the vehicle is determined to be a preset value, including: controlling a B-type electric regenerative braking system to be turned off, the B-type electric regenerative braking system is located in the vehicle, and the B-type electric regenerative braking system is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle. In this way, when the vehicle is in a state of limited energy recovery, the B-type regenerative braking system can be controlled to be in an inoperative state, so that when the vehicle is hydraulically braked, the B-type regenerative braking system will not participate in energy recovery to avoid affecting the chassis braking system.

[0147] Optionally, controlling the Type B electric regenerative braking system to be turned off may include: controlling a braking energy recovery capability value of the Type B electric regenerative braking system to be a preset value (eg, 0).

[0148] Optionally, control of the type B electric regenerative braking system may be specifically located in the second control unit.

[0149] In one embodiment, when the recharge power capability value is greater than the second threshold, the electric braking torque and the hydraulic braking torque are determined according to the driving parameters, including: controlling the B-type electric regenerative braking system to be turned on. In this way, when the vehicle is not in a state of energy recovery restriction, the energy recovery of the vehicle can be optimized, the braking performance of the vehicle can be improved, and the stability of the braking system can be improved, providing the driver with a safer, more comfortable and efficient driving experience.

[0150] In one embodiment, before step S602, method 600 further includes: acquiring driving parameters of the vehicle, where the driving parameters include: one or more of the vehicle's driving speed, acceleration, and brake pedal opening.

[0151] S603, braking is performed according to the electric braking torque and the hydraulic braking torque.

[0152] In an embodiment of the present application, the second control unit can determine whether the vehicle is in a state of limited energy recovery based on the relationship between the recharging power capacity value and the first threshold value. When the vehicle is in a state of limited energy recovery, the second control unit can set the electric braking torque to a preset value, and determine the hydraulic braking torque of the vehicle based on the target energy recovery torque of the vehicle and the maximum allowable energy recovery torque. When the vehicle is not in a state of limited energy recovery, the second control unit can determine the electric braking torque and hydraulic braking torque of the vehicle based on the driving parameters of the vehicle. After determining the electric braking torque and the hydraulic braking torque, the second control unit can implement braking of the vehicle. In this way, it can timely determine whether the vehicle is in a state of limited energy recovery, thereby bringing a good driving experience to the user.

[0153] It should be understood that in the various embodiments of the present application, unless otherwise specified or there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their internal logical relationships.

[0154] Figure 7 It is a schematic flow chart of another braking method provided in an embodiment of the present application. The method 700 can be applied to the architecture 300. The method 700 can include the following steps.

[0155] S701, determining whether the vehicle is in single-pedal mode.

[0156] For example, the vehicle can detect the user's input operation on the central control screen, and determine whether to turn on or off the single-pedal mode based on the input operation, so as to select the corresponding VCU or VDC replenishment strategy. Among them, the single-pedal mode can refer to a mode in which the driver can accelerate, decelerate, or even brake the vehicle with one pedal.

[0157] Among them, after the vehicle determines that the single-pedal mode is turned on, the vehicle can execute step S702, otherwise, the vehicle can execute step S712.

[0158] S702, start single pedal mode.

[0159] S703, controlling the braking energy recovery capability value of the type B electric regenerative braking system to be 0.

[0160] Among them, in the single-pedal mode, the purpose of controlling the braking energy recovery capacity value of the B-type electric regenerative braking system to 0 is to ensure the stability of fluid replenishment.

[0161] Alternatively, the vehicle may also control the braking energy recovery capability value of the Type B electric regenerative braking system to be other preset values ​​not equal to 0.

[0162] It should be understood that the braking energy recovery capability value of the Type B electric regenerative braking system may refer to the power of energy that the system can recover and store during braking, which may represent the rate at which the vehicle can convert kinetic energy into electrical energy and store it in the battery when braking. The higher the braking energy recovery capability value of the Type B electric regenerative braking system, the more efficiently the vehicle can recover energy during braking and store it in the battery. This helps improve the energy efficiency and range of the vehicle and reduces reliance on traditional friction braking.

[0163] S704: The VCU or VDC requests fluid replenishment when the vehicle is limited in glide.

[0164] Among them, due to limited energy recovery, the electric braking force of the vehicle is insufficient when coasting, which will cause insufficient deceleration of the vehicle when coasting. At this time, the VCU or VDC in the vehicle can send a fluid replenishment request to the chassis (for example, IPB), and the chassis responds to the hydraulic request torque.

[0165] The hydraulic request torque mentioned above may be the hydraulic braking torque in method 500 and method 600 .

[0166] S705, the chassis of the vehicle responds to the hydraulic torque requested by the VCU or VDC.

[0167] Alternatively, the hydraulic request torque may be determined by the following formula:

[0168] Hydraulic request torque = |target energy recovery torque|-|vehicle maximum allowable energy recovery torque|

[0169] Among them, || can be understood as an absolute value.

[0170] S712, turn on non-single pedal mode.

[0171] S713: Determine whether the recharging power capability value is less than or equal to a first threshold.

[0172] Among them, in non-single-pedal mode, the purpose of the vehicle judging whether the BMS recharging power capability is less than or equal to the first threshold is to pre-identify the recharging scenario based on the vehicle's recharging power value (the power allowed for recharging).

[0173] When the vehicle is in a non-high state of charge (SOC), non-low temperature environment or motor-free scenario, the vehicle's recharging capacity is not limited, and the recharging power capacity value is large. When the vehicle is in a high SOC, low temperature environment or motor failure scenario, the vehicle's recharging capacity is limited, and the recharging power capacity value is small. Therefore, the recharging scenario can be identified based on the size of the recharging power capacity value, so as to determine whether the vehicle needs recharging to make up for the lack of electric braking capacity. Among them, recharging can refer to the conversion of part of the kinetic energy into electrical energy and storage in the battery when the vehicle is braking or decelerating during driving, so as to be used later in the driving process; the recharging power capacity value can refer to the power of the electrical energy that the vehicle can absorb during the recharging (or regenerative braking) process.

[0174] Exemplarily, when the recharging power capability value is less than or equal to the first threshold, step S714 may be performed, otherwise step S713 may be performed again.

[0175] Exemplarily, the first threshold is 50 kW, and the first threshold may be related to the vehicle speed and / or the target deceleration of the vehicle.

[0176] Optionally, the above recharging power capability value may refer to the recharging power capability value of the entire vehicle, that is, the recharging power capability value of the entire vehicle may be determined according to the following formula:

[0177] Vehicle recharging power capability value = min (battery BMS recharging power capability value, motor recharging power capability value).

[0178] Optionally, the above-mentioned recharging power capability value may also be a battery BMS recharging power capability value or a motor recharging power capability value.

[0179] S714, starting the non-single-pedal fluid replenishment strategy, and controlling the brake energy recovery capacity value of the type B electric regenerative brake system to be 0.

[0180] Exemplarily, when the recharging power capability value is less than or equal to the first threshold value, the energy recovery capability of the vehicle is limited, the vehicle starts the fluid replenishment strategy, and controls the braking energy recovery capability value of the type B electric regenerative braking system to be 0.

[0181] S715, the VCU or VDC sends a fluid replenishment request to the chassis.

[0182] For example, since the vehicle's energy recovery capability is limited at this time, the vehicle's electric braking capability is insufficient when coasting, resulting in insufficient deceleration of the vehicle when coasting. At this time, the VCU or VDC can send a fluid replenishment request to the chassis, and the chassis responds to the hydraulic request torque.

[0183] Alternatively, the hydraulic request torque may be determined by the following formula:

[0184] Hydraulic request torque = |target energy recovery torque|-|vehicle maximum allowable energy recovery torque|

[0185] Among them, || can be understood as an absolute value.

[0186] S716, the chassis of the vehicle responds to the hydraulic torque requested by the VCU or VDC.

[0187] S717: The vehicle is driven, the battery cell temperature rises or the SOC decreases, and the recharging power capability value is restored.

[0188] As the vehicle is driven, the SOC gradually decreases or the battery cell temperature rises, the vehicle's electric braking ability gradually recovers, and the vehicle's recharging power capacity value gradually increases.

[0189] S718: Determine whether the recharging power capability value is greater than a second threshold.

[0190] Exemplarily, if the recharging power capability value is greater than the second threshold, step S719 may be performed, otherwise, step S715 may be performed again.

[0191] Exemplarily, the second threshold is 60 kW, and the second threshold may be related to the vehicle speed and / or the target deceleration of the vehicle.

[0192] Among them, due to the gradual decrease in SOC, the increase in battery cell temperature or the elimination of motor faults, the recharging power capability value of the whole vehicle gradually increases. When the recharging power capability value is greater than the second threshold, it can be understood that the vehicle's energy recovery is less restricted or not restricted, and the vehicle's electric braking capability is restored. At this time, the non-single-pedal replenishment strategy can be exited to restore the braking energy recovery capability value of the Type B electric regenerative braking system.

[0193] S719, exit the non-single-pedal fluid replenishment strategy and restore the brake energy recovery capability value of the type B electric regenerative braking system.

[0194] In an embodiment of the present application, in single-pedal mode, the braking energy recovery capability value of the Type B electric regenerative braking system can be limited to 0 or a certain value, so that when the vehicle is replenishing fluid, the performance of the chassis braking system is not disturbed. In non-single-pedal mode, the replenishment scenario can be identified in advance. When the vehicle's energy recovery is limited, the braking energy recovery capability value of the Type B electric regenerative braking system can be limited to 0 or a specific value, so that when the vehicle is replenishing fluid, the performance of the chassis braking system is not disturbed.

[0195] Figure 8 It is a schematic flow chart of another braking method provided in an embodiment of the present application. Method 800 can be applied to architecture 400 . Method 800 can be a specific implementation of method 500 or method 600 .

[0196] S801, detecting that the vehicle is started.

[0197] S802: Determine whether the recharging power capability value is less than or equal to a first threshold.

[0198] The purpose of the vehicle determining whether the BMS recharging power capability value is less than or equal to the first threshold value is to pre-identify the recharging scenario according to the recharging power capability value.

[0199] In the case of a non-high SOC, non-low temperature environment, or motor failure, the vehicle's recharging capacity is not limited, and the recharging power capacity value is large. In the case of a high SOC, low temperature environment, or motor failure, the vehicle's recharging capacity is limited, and the recharging power capacity value is small. Therefore, the recharging scenario can be pre-identified based on the size of the recharging power capacity value, so as to determine whether the vehicle needs recharging to make up for the lack of electric braking capacity.

[0200] Exemplarily, when the recharging power capability value is less than or equal to the first threshold, step S803 may be performed, otherwise step S802 may be performed again.

[0201] Exemplarily, the first threshold is 50 kW, and the first threshold may be related to the vehicle speed and / or the target deceleration of the vehicle.

[0202] Optionally, the above recharging power capability value may refer to the recharging power capability value of the entire vehicle, that is, the recharging power capability value of the entire vehicle may be determined according to the following formula:

[0203] Vehicle recharging power capability value = min (battery BMS recharging power capability value, motor recharging power capability value).

[0204] Optionally, the above-mentioned recharging power capability value may also be a battery BMS recharging power capability value or a motor recharging power capability value.

[0205] S803, start the non-single-pedal fluid replenishment strategy and control the brake energy recovery capacity value of the B-type electric regenerative braking system to be 0.

[0206] Exemplarily, when the recharging power capability value is less than or equal to the first threshold value, the energy recovery capability of the vehicle is limited, the vehicle starts the fluid replenishment strategy, and controls the braking energy recovery capability value of the type B electric regenerative braking system to be 0.

[0207] S804, the VCU or VDC sends a fluid replenishment request to the chassis.

[0208] For example, since the vehicle's energy recovery capability is limited at this time, the vehicle's electric braking capability is insufficient when coasting, resulting in insufficient deceleration of the vehicle when coasting. At this time, the VCU or VDC can send a fluid replenishment request to the chassis, and the chassis responds to the hydraulic request torque.

[0209] Alternatively, the hydraulic request torque may be determined by the following formula:

[0210] Hydraulic request torque = |target energy recovery torque|-|vehicle maximum allowable energy recovery torque|

[0211] Among them, || can be understood as an absolute value.

[0212] S805, chassis responds to hydraulic torque.

[0213] S806, the vehicle is driven, the battery cell temperature rises, the SOC decreases, or the recharging power capability value is restored.

[0214] As the vehicle is driven, the SOC gradually decreases or the battery cell temperature rises, the vehicle's electric braking ability gradually recovers, and the vehicle's recharging power capacity value gradually increases.

[0215] S807: Determine whether the recharging power capability value is greater than a second threshold.

[0216] Exemplarily, if the recharging power capability value is greater than the second threshold, step S808 may be performed, otherwise, step S804 may be performed again.

[0217] Exemplarily, the second threshold is 60 kW, and the second threshold may be related to the vehicle speed and / or the target deceleration of the vehicle.

[0218] Among them, due to the gradual decrease in SOC, the increase in battery cell temperature or the elimination of motor faults, the recharging power capability value of the whole vehicle gradually increases. When the recharging power capability value is greater than the second threshold, it can be understood that the vehicle's energy recovery is less restricted or not restricted, and the vehicle's electric braking capability is restored. At this time, the non-single-pedal fluid replenishment strategy can be exited to restore the braking energy recovery capability value of the Type B electric regenerative braking system.

[0219] S808, exit the non-single-pedal fluid replenishment strategy and restore the brake energy recovery capability value of the type B electric regenerative braking system.

[0220] In an embodiment of the present application, the vehicle may not distinguish between single-pedal mode and non-single-pedal mode, and directly pre-identify the fluid replenishment scenario. When the vehicle's energy recovery is limited, the braking energy recovery capability value of the type B electric regenerative braking system can be limited to 0 or a specific value, thereby ensuring that the performance of the chassis braking system is not disturbed when the vehicle is replenishing fluid.

[0221] Fig. 9 It is a schematic diagram of an application scenario to which the braking method provided in an embodiment of the present application is applicable. Methods 400 to 700 can be applied in this scenario.

[0222] like Fig. 9As shown in (a) in the figure, when the vehicle is in the initial state, the central control screen of the vehicle displays: display interface 900 and function bar 910. The display interface 900 includes user account login information 901, Bluetooth function icon 902, Wi-Fi function icon 903, cellular network signal icon 904, in-vehicle map application search box 905, a card 906 that switches to display all applications installed in the vehicle, a card 907 that switches to display in-vehicle music applications, a display card 908 for the remaining battery power and remaining mileage of the vehicle, and a display card 909 for the vehicle's 360-degree (°) surround view function. Among them, the in-vehicle map application search box 905 may include a user-set home control 9051 and a go to company control 9052. The function bar 910 includes an icon 911 for switching to display the central control large screen desktop, a vehicle internal circulation icon 912, a driver's seat heating function icon 913, a driver's area air-conditioning temperature display icon 914, a passenger area air-conditioning temperature display icon 915, a passenger seat heating function icon 916 and a volume setting icon 917.

[0223] like Fig. 9 As shown in (b) of FIG. 1 , the graphical user interface (GUI) is an interactive interface of the card 906 of the application. When the vehicle detects that the user clicks the setting option 9061, the display screen of the vehicle may display the following Fig. 9 GUI shown in (c) in FIG.

[0224] like Fig. 9 As shown in (c) of FIG. 1 , the GUI is a setting interface, which includes: date and time options, security options, language and input method options, add account options, and driving mode option 9062. When the vehicle detects that the user clicks on the driving mode option 9062, the display screen of the vehicle may display the following: Fig. 9 GUI shown in (d).

[0225] like Fig. 9 As shown in (d) of FIG. 1 , the GUI is a driving mode interface, which includes: a single pedal mode option 9063, a dual pedal mode option 9064, and an automatic driving mode option 9065. When the vehicle detects that the user has selected the dual pedal mode option 9064, the display screen of the vehicle may display the following: Fig. 9 GUI shown in (e) in .

[0226] like Fig. 9As shown in (e), the GUI is a dual-pedal mode interface, including a control 9066 and a description text 9067 of the dual-pedal mode. The user can turn on or off the dual-pedal mode through the control 9066. When the vehicle detects that the user turns on the dual-pedal mode, the vehicle can obtain the recharge power capability value, and determine whether the vehicle is in a state of energy recovery restriction based on the relationship between the recharge power capability value and the first threshold value. When the vehicle is in a state of energy recovery restriction, the vehicle can set the electric braking torque to a preset value, and determine the hydraulic braking torque of the vehicle based on the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle; when the vehicle is not in a state of energy recovery restriction, the vehicle can determine the electric braking torque and hydraulic braking torque of the vehicle based on the vehicle's driving parameters. After determining the electric braking torque and hydraulic braking torque, the vehicle can brake. In this way, it is possible to timely determine whether the vehicle is in a state of energy recovery restriction, ensure the stability and controllability of the vehicle's braking force, and provide users with a more comfortable and safe driving experience.

[0227] In addition, the vehicle can also determine whether to turn on or off the Type B electric regenerative braking system based on the relationship between the recharge power capability value and the first threshold. When the recharge power capability value is less than or equal to the first threshold, the vehicle can control the Type B electric regenerative braking system to turn off. In this way, when the vehicle is in a state of limited energy recovery, the Type B regenerative braking system can be controlled to be in an inoperative state, so that when the vehicle is hydraulically braked, the Type B regenerative braking system will not participate in energy recovery to avoid affecting the chassis braking system. When the recharge power capability value is greater than the second threshold, the vehicle can control the Type B electric regenerative braking system to turn on. In this way, when the vehicle is not in a state of limited energy recovery, the vehicle's energy recovery can be optimized, the vehicle's braking performance can be improved, and the stability of the braking system can be improved, providing the driver with a safer, more comfortable and efficient driving experience.

[0228] Fig.10 1 is a schematic diagram of a braking device 1000 provided in an embodiment of the present application. The device 1000 may include an acquisition unit 1010, a transceiver unit 1020, and a processing unit 1030. The acquisition unit 1010 is used to acquire instructions and / or data, the transceiver unit 1020 is used to receive and send instructions and / or data; and the processing unit 1030 is used to perform data processing. So that the device 1000 implements the aforementioned braking method.

[0229] Optionally, the device 1000 may further include a storage unit for implementing a corresponding storage function and storing corresponding instructions and / or data.

[0230] As a design, device 1000 is used to execute the actions performed by the first control unit in method 500.

[0231] The device 1000 includes: an acquisition unit 1010, used to: acquire a recharging power capability value of a vehicle; a processing unit 1030, used to: when the recharging power capability value is less than or equal to a first threshold value, determine the electric braking torque of the vehicle as a preset value, and determine the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than a second threshold value, determine the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; a transceiver unit 1020, used to send a first indication message, wherein the first indication message includes the hydraulic braking torque, or the first indication message includes the electric braking torque and the hydraulic braking torque.

[0232] In one possible implementation, the processing unit 1030 is specifically used to control the shutdown of a Type B electric regenerative braking system, where the Type B electric regenerative braking system is located in the vehicle and is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0233] In a possible implementation, the acquisition unit 1010 is further configured to acquire driving parameters of the vehicle, where the driving parameters include one or more of driving speed, acceleration, and brake pedal opening.

[0234] In one possible implementation, the processing unit 1030 is specifically used to control the activation of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0235] In a possible implementation, the processing unit 1030 is further configured to determine that the vehicle is in a non-single-pedal mode.

[0236] In a possible implementation, the processing unit 1030 is specifically configured to: detect a first input from a user to the vehicle; and in response to the first input, turn off the single-pedal mode of the vehicle.

[0237] As a design, device 1000 is used to execute the actions performed by the second control unit in method 500.

[0238] The device 1000 includes: a transceiver unit 1020, used to receive first indication information, the first indication information includes hydraulic braking torque or the first indication information includes electric braking torque and hydraulic braking torque; a processing unit 1030, used to brake according to the hydraulic braking torque, or brake according to the electric braking torque and the hydraulic braking torque.

[0239] As a design, device 1000 is used to execute the actions performed by the second control unit in method 600.

[0240] The device 1000 includes: an acquisition unit 1010, used to acquire a recharging power capability value of a vehicle; a processing unit 1030, used to: when the recharging power capability value is less than or equal to a first threshold value, determine the electric braking torque of the vehicle as a preset value, and determine the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, when the recharging power capability value is greater than a second threshold value, determine the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and brake according to the electric braking torque and the hydraulic braking torque.

[0241] In one possible implementation, the device includes: an acquisition unit 1010, used to acquire a recharging power capability value of the vehicle; a processing unit 1030, used to: when the recharging power capability value is less than or equal to a first threshold value, determine the electric braking torque of the vehicle as a preset value, and determine the hydraulic braking torque of the vehicle according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the vehicle's driving speed and / or accelerator pedal opening, and the maximum allowable energy recovery torque is determined based on the recharging torque capability value of the vehicle's battery management system and the motor recharging torque capability value; or, when the recharging power capability value is greater than a second threshold value, determine the electric braking torque and the hydraulic braking torque according to the vehicle's driving parameters; and brake according to the electric braking torque and the hydraulic braking torque.

[0242] In one possible implementation, the processing unit 1030 is specifically used to control the shutdown of a Type B electric regenerative braking system, where the Type B electric regenerative braking system is located in the vehicle and is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0243] In a possible implementation, the acquisition unit 1010 is further configured to acquire driving parameters of the vehicle, where the driving parameters include one or more of driving speed, acceleration, and brake pedal opening.

[0244] In one possible implementation, the processing unit 1030 is specifically used to control the activation of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the vehicle's electric braking torque and hydraulic braking torque.

[0245] In a possible implementation, the processing unit 1030 is further configured to determine that the vehicle is in a non-single-pedal mode.

[0246] In a possible implementation, the processing unit 1030 is specifically configured to: detect a first input from a user to the vehicle; and in response to the first input, turn off the single-pedal mode of the vehicle.

[0247] Optionally, if the device 1000 is located in the vehicle 100, the processing unit 1030 may be Figure 1 The processor 131 is shown.

[0248] Fig.11 It is a schematic diagram of another braking device 1100 provided in an embodiment of the present application.

[0249] The device 1100 includes: a memory 1110, a processor 1120, and a communication interface 1130. The memory 1110, the processor 1120, and the communication interface 1130 are connected through an internal connection path, the memory 1110 is used to store instructions, and the processor 1120 is used to execute the instructions stored in the memory 1110 to control the communication interface 1130 to obtain information, so that the device 1100 implements the above-mentioned braking method. Optionally, the memory 1110 can be coupled to the processor 1120 through an interface, or can be integrated with the processor 1120.

[0250] It should be noted that the communication interface 1130 uses a transceiver device such as, but not limited to, a transceiver. The communication interface 1130 may also include an input / output interface.

[0251] The processor 1120 stores one or more computer programs, which include instructions. When the instructions are executed by the processor 1120, the braking device 1100 executes the braking methods in the above-mentioned embodiments.

[0252] In the implementation process, each step of the above method can be completed by an integrated logic circuit of hardware in the processor 1120 or an instruction in the form of software. The method disclosed in conjunction with the embodiment of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in the processor for execution. The software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 1110, and the processor 1120 reads the information in the memory 1110 and completes the steps of the above method in conjunction with its hardware. To avoid repetition, it will not be described in detail here.

[0253] Optionally, Fig.11 The communication interface 1130 in the embodiment can be implemented Fig.10The acquisition unit 1010 and the transceiver unit 1020, Fig.11 The processor 1120 in the embodiment can implement Fig.10 The processing unit 1030 in.

[0254] Optionally, the device 1000 or the device 1100 may be located at Figure 1 Among the vehicles 100.

[0255] Optionally, the device 1000 or the device 1100 may be Figure 1 A computing platform 130 in the vehicle.

[0256] The embodiment of the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program code, and when the computer program code is executed on a computer, the computer executes the above Figures 5 to 8 Any of the methods in .

[0257] The present application also provides a computer program product, which includes a computer program. When the computer program is executed, the computer executes the above Figures 5 to 8 Any of the methods in .

[0258] The present application also provides a chip, including: a circuit, the circuit is used to execute the above Figures 5 to 8 Any of the methods in .

[0259] The present application also provides a vehicle, including: Fig.10 or Fig.11 Any of the braking devices shown.

[0260] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0261] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0262] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0263] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0264] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0265] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0266] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A braking method, characterized in that: The method comprises: Get the recharging power capability value of the vehicle; When the recharging power capacity value is less than or equal to a first threshold value, the electric braking torque of the vehicle is determined as a preset value, and the hydraulic braking torque of the vehicle is determined according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the driving speed and / or accelerator pedal opening of the vehicle, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, When the recharging power capability value is greater than a second threshold, determining the electric braking torque and the hydraulic braking torque according to the driving parameters of the vehicle; Sending first indication information, wherein the first indication information includes the hydraulic braking torque or the first indication information includes the electric braking torque and the hydraulic braking torque.

2. The method according to claim 1, characterized in that When the recharging power capability value is less than or equal to the first threshold, determining the electric braking torque of the vehicle as a preset value includes: A type B electric regenerative braking system is controlled to be turned off, wherein the type B electric regenerative braking system is located in the vehicle and is used to adjust a distribution ratio of an electric braking torque and a hydraulic braking torque of the vehicle.

3. The method according to claim 1, characterized in that The method further comprises: The driving parameters of the vehicle are obtained, where the driving parameters include one or more of driving speed, acceleration and brake pedal opening.

4. The method according to claim 1 or 3, characterized in that The step of determining the electric braking torque and the hydraulic braking torque according to the driving parameter comprises: A type B electric regenerative braking system is controlled to be turned on. The type B electric regenerative braking system is located in the vehicle and is used to adjust a distribution ratio of an electric braking torque and a hydraulic braking torque of the vehicle.

5. The method according to any one of claims 1 to 4, characterized in that: Before obtaining the recharging power capability value of the vehicle, the method includes: It is determined that the vehicle is in a non-single-pedal mode.

6. The method according to claim 5, characterized in that The determining that the vehicle is in a non-single-pedal mode includes: detecting a first input from a user directed to the vehicle; In response to the first input, a one-pedal mode of the vehicle is disabled.

7. A braking method, characterized in that: The method comprises: Get the recharging power capability value of the vehicle; When the recharging power capacity value is less than or equal to a first threshold value, the electric braking torque of the vehicle is determined as a preset value, and the hydraulic braking torque of the vehicle is determined according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the driving speed and / or accelerator pedal opening of the vehicle, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, When the recharging power capability value is greater than a second threshold, determining the electric braking torque and the hydraulic braking torque according to the driving parameters of the vehicle; Braking is performed according to the electric braking torque and the hydraulic braking torque.

8. The method according to claim 7, characterized in that When the recharging power capability value is less than or equal to the first threshold, determining the electric braking torque of the vehicle as a preset value includes: A type B electric regenerative braking system is controlled to be turned off, wherein the type B electric regenerative braking system is located in the vehicle and is used to adjust a distribution ratio of an electric braking torque and a hydraulic braking torque of the vehicle.

9. The method according to claim 7, characterized in that The method further comprises: The driving parameters of the vehicle are obtained, where the driving parameters include one or more of driving speed, acceleration and brake pedal opening.

10. The method according to claim 7 or 9, characterized in that The step of determining the electric braking torque and the hydraulic braking torque according to the driving parameter comprises: A type B electric regenerative braking system is controlled to be turned on. The type B electric regenerative braking system is located in the vehicle and is used to adjust a distribution ratio of an electric braking torque and a hydraulic braking torque of the vehicle.

11. The method according to any one of claims 7 to 10, characterized in that Before obtaining the recharging power capability value of the vehicle, the method includes: It is determined that the vehicle is in a non-single-pedal mode.

12. The method according to claim 11, characterized in that The determining that the vehicle is in a non-single-pedal mode includes: detecting a first input from a user directed to the vehicle; In response to the first input, a one-pedal mode of the vehicle is disabled.

13. A braking device, characterized in that: The device comprises: An acquisition unit, used to: acquire a recharging power capability value of a vehicle; A processing unit for: When the recharging power capacity value is less than or equal to a first threshold value, the electric braking torque of the vehicle is determined as a preset value, and the hydraulic braking torque of the vehicle is determined according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the driving speed and / or accelerator pedal opening of the vehicle, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, When the recharging power capability value is greater than a second threshold, determining the electric braking torque and the hydraulic braking torque according to the driving parameters of the vehicle; The transceiver unit is used to send first indication information, where the first indication information includes the hydraulic braking torque or the first indication information includes the electric braking torque and the hydraulic braking torque.

14. The device according to claim 13, characterized in that The processing unit is specifically used to control the shutdown of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle.

15. The device according to claim 14, characterized in that The acquisition unit is further used to acquire driving parameters of the vehicle, wherein the driving parameters include: one or more of driving speed, acceleration and brake pedal opening.

16. The device according to claim 13 or 15, characterized in that The processing unit is specifically used to control the activation of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle.

17. The device according to any one of claims 13 to 16, characterized in that The processing unit is further used to determine that the vehicle is in a non-single-pedal mode.

18. The device according to claim 17, characterized in that The processing unit is specifically used for: detecting a first input from a user directed to the vehicle; In response to the first input, a one-pedal mode of the vehicle is disabled.

19. A braking device, characterized in that: The device comprises: An acquisition unit, used to acquire a recharging power capability value of a vehicle; A processing unit for: When the recharging power capacity value is less than or equal to a first threshold value, the electric braking torque of the vehicle is determined as a preset value, and the hydraulic braking torque of the vehicle is determined according to the target energy recovery torque and the maximum allowable energy recovery torque of the vehicle, wherein the target energy recovery torque is determined based on the driving speed and / or accelerator pedal opening of the vehicle, and the maximum allowable energy recovery torque is used to indicate the maximum value of the energy recovery torque allowed by the vehicle; or, When the recharging power capability value is greater than a second threshold, determining the electric braking torque and the hydraulic braking torque according to the driving parameters of the vehicle; Braking is performed according to the electric braking torque and the hydraulic braking torque.

20. The device according to claim 19, characterized in that The processing unit is specifically used to control the shutdown of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle.

21. The device according to claim 19, characterized in that The acquisition unit is further used to acquire driving parameters of the vehicle, wherein the driving parameters include: one or more of driving speed, acceleration and brake pedal opening.

22. The device according to claim 19 or 21, characterized in that The processing unit is specifically used to control the activation of a Type B electric regenerative braking system, which is located in the vehicle and is used to adjust the distribution ratio of the electric braking torque and the hydraulic braking torque of the vehicle.

23. The device according to any one of claims 19 to 22, characterized in that The processing unit is further used to determine that the vehicle is in a non-single-pedal mode.

24. The device according to claim 23, characterized in that The processing unit is specifically used for: detecting a first input from a user directed to the vehicle; In response to the first input, a one-pedal mode of the vehicle is disabled.

25. A braking device, characterized in that: The method comprises a processor and a memory, wherein the processor is coupled to the memory, the memory is used to store computer programs or instructions, and the processor is used to execute the computer program or instructions in the memory, so that the method according to any one of claims 1 to 6 is executed.

26. A braking device, characterized in that: The method comprises a processor and a memory, wherein the processor is coupled to the memory, the memory is used to store computer programs or instructions, and the processor is used to execute the computer program or instructions in the memory, so that the method according to any one of claims 7 to 12 is executed.

27. A chip comprising a circuit for executing the method according to any one of claims 1 to 12.

28. A computer-readable storage medium storing a program code, wherein when the computer program code is executed on a computer, the computer is caused to execute the method according to any one of claims 1 to 12.

29. A vehicle, characterized in that: Comprising a device as described in any one of claims 13 to 18, and / or a device as described in any one of claims 19 to 24.

Images