A method, device, vehicle and storage medium for controlling a vehicle braking system

Abstract

The present application provides a method, device, vehicle and storage medium for controlling a vehicle braking system. The method is applied to the field of vehicle braking control. The method includes: determining whether the vehicle meets a preset control condition according to a state parameter or an environmental parameter of the vehicle, wherein the state parameter is used to indicate the running state of the vehicle, and the environmental parameter is used to indicate the environmental state of the vehicle; when the vehicle meets the preset control condition, increasing the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio according to a target adjustment coefficient; and controlling the operation of the friction braking system according to the target braking ratio. The method can increase the braking ratio of the friction braking system, thereby increasing the frequency of use of the friction braking system, reducing the risk of rusting of the brake pads of the friction braking system, and increasing the service life of the brake pads.

Description

Technical Field

[0001] The present application relates to the field of vehicle brake control, and more specifically, to a method, a device, a vehicle and a storage medium for controlling a vehicle brake system in the field of vehicle brake control. Background Art

[0002] Nowadays, with the increasingly severe global environmental problems and the continuous improvement of people's environmental awareness, in order to reduce the harm of vehicle exhaust to the environment, more and more new energy vehicles are gradually entering people's lives. Currently, the common new energy vehicles on the market include plug-in hybrid electric vehicles (PHEV), battery electric vehicles (BEV), hybrid electric vehicles (HEV), etc.

[0003] New energy vehicles are equipped with drive motors, which can generate braking force by recovering kinetic energy during vehicle driving. This process is called "regenerative braking".

[0004] In addition to regenerative braking, common braking methods for vehicles also include friction braking. In order to efficiently utilize energy, regenerative braking is generally set to be used first when the vehicle brakes, which will result in a lower probability of the vehicle using friction braking, which will cause the vehicle's brake pads to rust. As a result, when the vehicle uses friction braking, the braking force will be unstable, reducing the safety of the vehicle.

[0005] Based on this, how to reduce the risk of brake pad rust and increase the frequency of use of friction braking during vehicle driving has become an urgent problem to be solved. Summary of the invention

[0006] The present application provides a method, device, vehicle and storage medium for controlling a vehicle braking system. The method can increase the braking ratio of a friction braking system, thereby increasing the frequency of use of the friction braking system, reducing the risk of rust on brake pads of the friction braking system, and increasing the service life of the brake pads.

[0007] In a first aspect, a method for controlling a vehicle braking system is provided, the method comprising: determining whether the vehicle satisfies a preset control condition based on a state parameter or an environmental parameter of the vehicle, the state parameter being used to indicate the operating state of the vehicle, and the environmental parameter being used to indicate the environmental state of the vehicle; when the vehicle satisfies the preset control condition, increasing the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio based on the target adjustment coefficient; and controlling the operation of the friction braking system based on the target braking ratio.

[0008] In the above technical solution, during the vehicle braking process, the present application proposes a method for controlling the vehicle braking system. During the implementation of the method, the vehicle can determine whether the vehicle meets the preset control condition according to the state parameter or the environmental parameter. The preset control condition can be understood as a condition for increasing the braking ratio of the friction braking system. When the vehicle meets the preset control condition, the vehicle can increase the braking ratio of the friction braking system to the target braking ratio through the obtained target adjustment coefficient, and control the operation of the friction braking system with the target braking ratio. The above process can timely determine whether it is necessary to increase the braking ratio of the friction braking system during the vehicle braking process, so as to avoid the friction braking system being in a low-frequency working state for a long time. In addition, by increasing the braking ratio of the friction braking system to the target braking ratio, the working time of the friction braking system during the vehicle braking process can be increased, thereby increasing the working time of the brake pad, avoiding rusting caused by the brake pad not working for a long time, and increasing the service life of the brake pad, while improving the accuracy and safety of the vehicle when braking through the friction braking system.

[0009] In combination with the first aspect, in some possible implementations, the environmental parameter includes air humidity or rainfall, and determining whether the vehicle meets the preset control condition based on the vehicle state parameter or the environmental parameter includes: determining an initial braking ratio of the friction braking system based on multiple state parameters corresponding to multiple consecutive acquisition moments; determining whether the vehicle meets the preset control condition based on the initial braking ratio; or, determining whether the vehicle meets the preset control condition based on the air humidity or the rainfall.

[0010] In combination with the first aspect, in some possible implementations, the determining whether the vehicle satisfies the preset control condition based on the initial braking ratio includes: when the initial braking ratio is less than or equal to the preset ratio, determining that the vehicle satisfies the preset control condition; when the initial braking ratio is greater than the preset ratio, determining that the vehicle does not satisfy the preset control condition; and, the determining whether the vehicle satisfies the preset control condition based on the air humidity or the rainfall includes: when the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall, determining that the vehicle satisfies the preset control condition; when the air humidity is less than or equal to the preset humidity, and the rainfall is less than or equal to the preset rainfall, determining that the vehicle does not satisfy the preset control condition.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the state parameter includes vehicle speed, brake pedal opening and brake pedal change rate. Before determining the initial braking ratio of the friction braking system according to the multiple state parameters corresponding to multiple consecutive collection moments, the method also includes: obtaining a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening and a third weight corresponding to the brake pedal change rate; and determining the initial braking ratio of the friction braking system according to the multiple state parameters corresponding to multiple consecutive collection moments includes: for any collection moment among the multiple collection moments, determining a first sub-braking ratio according to the vehicle speed at the collection moment; determining a second sub-braking ratio according to the brake pedal opening at the collection moment; determining a third sub-braking ratio according to the brake pedal change rate at the collection moment; determining the braking ratio at the collection moment according to the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight; averaging the braking ratios at the multiple collection moments to obtain the initial braking ratio.

[0012] In the above technical solution, when determining the initial braking ratio, the vehicle collects multiple state parameters at multiple collection moments. For any of the collection moments, the vehicle can determine multiple sub-braking ratios according to the vehicle speed, brake pedal opening and brake pedal change rate at the current collection moment, and further combine the weight of each state parameter to obtain the braking ratio at each collection moment. The above process can comprehensively consider the vehicle speed, brake pedal opening and brake pedal change rate when determining the braking ratio to ensure the reliability of the braking ratio. When determining the initial braking ratio, the vehicle can average the braking ratios at multiple collection moments to obtain the initial braking ratio. The above process can take into account the changes in the braking ratio over a period of time when determining the initial braking ratio, avoid the instability of the braking ratio at a single moment, and ensure the accuracy of the initial braking ratio.

[0013] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the step of determining the target adjustment coefficient includes: determining the target adjustment coefficient according to the environmental parameter; or, determining that the target adjustment coefficient is a preset adjustment coefficient.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the environmental parameter includes air humidity or rainfall, and the target adjustment coefficient is determined based on the environmental parameter, including: determining the target humidity interval from multiple preset humidity intervals based on the air humidity; determining the target adjustment coefficient as the adjustment coefficient corresponding to the target humidity interval; or, determining the target rainfall interval from multiple preset rainfall intervals based on the rainfall; and determining the target adjustment coefficient as the adjustment coefficient corresponding to the target rainfall interval.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, before controlling the operation of the friction braking system according to the target braking ratio, the method also includes: determining the total required braking force of the vehicle according to the state parameter; and controlling the operation of the friction braking system according to the target braking ratio includes: determining the target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio; and controlling the operation of the friction braking system according to the target braking force.

[0016] In a second aspect, a device for controlling a vehicle braking system is provided, the device comprising: a condition judgment module, for determining whether the vehicle satisfies a preset control condition based on a state parameter or an environmental parameter of the vehicle, the state parameter being used to indicate the operating state of the vehicle, and the environmental parameter being used to indicate the environmental state of the vehicle; a proportion adjustment module, for increasing the braking proportion of the friction braking system of the vehicle from an initial braking proportion to a target braking proportion according to a target adjustment coefficient when the vehicle satisfies the preset control condition; and a control module, for controlling the operation of the friction braking system according to the target braking proportion.

[0017] In combination with the second aspect, in some possible implementations, the environmental parameter includes air humidity or rainfall, and the condition judgment module is specifically used to: determine the initial braking ratio of the friction braking system based on multiple state parameters corresponding to multiple consecutive acquisition moments; or, determine whether the vehicle meets the preset control condition based on the air humidity or the rainfall.

[0018] In combination with the second aspect, in some possible implementations, the condition judgment module is also used to: determine that the vehicle satisfies the preset control condition when the initial braking ratio is less than or equal to the preset ratio; determine that the vehicle does not satisfy the preset control condition when the initial braking ratio is greater than the preset ratio; and determine that the vehicle satisfies the preset control condition when the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall; determine that the vehicle does not satisfy the preset control condition when the air humidity is less than or equal to the preset humidity and the rainfall is less than or equal to the preset rainfall.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the state parameters include vehicle speed, brake pedal opening and brake pedal change rate. Before determining the initial braking ratio of the friction braking system based on multiple state parameters corresponding to multiple consecutive collection moments, the proportion adjustment module is specifically used to: obtain a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening and a third weight corresponding to the brake pedal change rate; and, for any collection moment among the multiple collection moments, determine a first sub-braking ratio based on the vehicle speed at the collection moment; determine a second sub-braking ratio based on the brake pedal opening at the collection moment; determine a third sub-braking ratio based on the brake pedal change rate at the collection moment; determine the braking ratio at the collection moment based on the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight; and average the braking ratios at the multiple collection moments to obtain the initial braking ratio.

[0020] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the proportional adjustment module is also used to: determine the target adjustment coefficient according to the environmental parameter; or determine that the target adjustment coefficient is a preset adjustment coefficient.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the environmental parameter includes air humidity or rainfall, and the proportional adjustment module is also used to: determine the target humidity interval from multiple preset humidity intervals based on the air humidity; determine the target adjustment coefficient as the adjustment coefficient corresponding to the target humidity interval; or, determine the target rainfall interval from multiple preset rainfall intervals based on the rainfall; determine the target adjustment coefficient as the adjustment coefficient corresponding to the target rainfall interval.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, before controlling the operation of the friction braking system according to the target braking ratio, the control module is specifically used to: determine the total required braking force of the vehicle according to the state parameter; and, determine the target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio; and control the operation of the friction braking system according to the target braking force.

[0023] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0024] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0025] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a structural schematic diagram of a friction brake system provided in an embodiment of the present application;

[0027] Figure 2 is a structural schematic diagram of a regenerative braking system provided in an embodiment of the present application;

[0028] Figure 3 is a schematic flow chart of a method for controlling a vehicle braking system provided in an embodiment of the present application;

[0029] Figure 4 is a schematic flow chart of another method for controlling a vehicle braking system provided in an embodiment of the present application;

[0030] Figure 5 is a structural schematic diagram of a device for controlling a vehicle braking system provided in an embodiment of the present application;

[0031] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. 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 the text 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 addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0033] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0034] Before introducing the method of the embodiment of the present application, the professional terms that may be involved in the embodiment of the present application are first explained.

[0035] Regenerative braking: also known as Brake Energy Regeneration, refers to the process of converting the vehicle's kinetic energy into electrical energy and storing it in the battery when the vehicle decelerates or brakes through the drive motor, while generating braking force.

[0036] Friction Braking: A braking method that uses friction to slow down or stop a vehicle. The most common forms of friction braking include disc brakes and drum brakes.

[0037] Hydraulic Braking: It is a method of braking by transmitting pressure using liquid (such as brake fluid).

[0038] It should be understood that in the actual driving process of the vehicle, friction braking and hydraulic braking are usually combined with each other. Hydraulic braking transmits pressure through hydraulic pressure, converts hydraulic pressure into friction force, and slows down or stops the vehicle through friction force.

[0039] After introducing the professional terms of the embodiments of the present application, the application scenarios of the embodiments of the present application are introduced below.

[0040] Nowadays, with the increasingly severe global environmental problems and the continuous improvement of people's environmental awareness, in order to reduce the harm of vehicle exhaust to the environment, more and more new energy vehicles are gradually entering people's lives. Currently, the common new energy vehicles on the market include PHEV, BEV, HEV, etc.

[0041] New energy vehicles are equipped with drive motors, which can generate braking force by recovering kinetic energy during vehicle driving. Specifically, during vehicle driving, the drive motor works as an electric motor, obtains electrical energy from the battery, drives the wheels with electrical energy, and moves the vehicle forward. When the driver releases the accelerator pedal or steps on the brake pedal, the vehicle begins to decelerate or brake. At this time, the drive motor no longer drives the wheels as a motor, but works as a generator to enter generator mode. In generator mode, the drive motor converts the kinetic energy of the wheels into electrical energy, which is stored in the vehicle's battery for subsequent use. In addition, in generator mode, the drive motor generates reverse torque, which creates resistance on the wheels, thereby slowing down the vehicle and achieving a braking effect.

[0042] In addition to regenerative braking, common braking methods for vehicles also include friction braking. In order to efficiently utilize energy, it is generally set to give priority to the use of regenerative kinetic energy braking when the vehicle brakes, which will result in a lower probability of the vehicle using friction braking.

[0043] Since the brake pads in the friction brake system are usually made of metal materials, when the friction brake is not used for a long time, the brake pads are in a static state, and there is no new air flow and friction to remove moisture and oxygen on the surface of the brake pads, which makes the surface of the brake pads easy to oxidize, and then the brake pads of the vehicle will rust. Therefore, when the vehicle uses friction brakes, the braking force will be unstable, reducing the safety of the vehicle.

[0044] Based on this, an embodiment of the present application provides a method for controlling a vehicle braking system, which can increase the braking ratio of the friction braking system, thereby increasing the frequency of use of the friction braking system, reducing the risk of rust on the brake pads of the friction braking system, and increasing the service life of the brake pads.

[0045] After introducing the application scenarios of the embodiments of the present application, for ease of understanding, the system structures and working principles of the two braking methods provided by the embodiments of the present application are first introduced below.

[0046] Figure 1 It is a structural schematic diagram of a friction braking system provided in an embodiment of the present application.

[0047] For example, Figure 1 As shown, the friction brake system 100 provided in the embodiment of the present application is mainly composed of the following parts: a brake pedal, a brake master cylinder, brake fluid, a brake pipe, a brake cylinder, a brake disc / drum, a brake shoe / brake pad (also called a brake pad), and a brake booster.

[0048] The brake pedal is used to receive the driver's stepping operation and start the braking process.

[0049] The brake master cylinder is located below the brake pedal and is connected to the brake pedal. Brake fluid is used to transmit hydraulic pressure. Optionally, the brake fluid includes Department of Transportation Fluid Specification 3 (DOT3) or Department of Transportation Fluid Specification 4 (DOT4).

[0050] Brake pipes are used to transport brake fluid from the master cylinder to each wheel cylinder. Common materials for brake pipes include metal pipes and rubber hoses.

[0051] The brake cylinder is used to convert hydraulic pressure into mechanical movement at each wheel to push the brake shoe or brake caliper.

[0052] The brake disc / drum is fixed to the wheel and rotates with the wheel.

[0053] The brake shoe is installed in the brake drum and contacts the inner wall of the brake drum. The brake pad is installed in the brake caliper and contacts the brake disc.

[0054] The brake booster is usually located between the brake pedal and the brake master cylinder, and is used to reduce the force required by the driver to step on the brake pedal using vacuum or hydraulic assistance.

[0055] Based on the above components of the friction brake system 100, the main working process of the friction brake system 100 during vehicle braking is as follows:

[0056] When the driver presses the brake pedal, the brake booster uses vacuum or hydraulic boost to reduce the force required by the driver to press the brake pedal. The mechanical movement of the brake pedal is transmitted to the brake master cylinder through the push rod. The piston in the brake master cylinder pushes the brake fluid to generate hydraulic pressure. The brake fluid is transmitted to each wheel cylinder or brake caliper through the brake pipe.

[0057] For drum brakes: brake fluid enters the wheel cylinder, pushing the brake shoe against the inner wall of the brake drum, generating friction. For disc brakes: brake fluid enters the brake caliper, pushing the brake caliper against the brake disc, generating friction. The brake disc / drum is fixed to the wheel and rotates with the wheel. The brake shoe contacts the inner wall of the brake drum, generating friction. The brake pad contacts the brake disc, generating friction. Through the friction between the brake shoe or brake pad and the brake disc / drum, the vehicle's kinetic energy is converted into heat energy, and the vehicle slows down or stops.

[0058] After introducing the structure and working principle of the friction braking system, the structure and working principle of another regenerative braking system are introduced below.

[0059] Figure 2It is a structural schematic diagram of a regenerative braking system provided in an embodiment of the present application.

[0060] For example, Figure 2 As shown, the regenerative braking system 200 provided in the embodiment of the present application is mainly composed of the following parts: a brake pedal, an electronic control unit (ECU), a drive motor, a sensor, a battery and an inverter.

[0061] The brake pedal is used to receive the driver's stepping operation and start the braking process.

[0062] The ECU manages the entire braking process and is used to determine whether to activate regenerative braking.

[0063] The drive motor is used to drive the wheels in electric mode and to perform recuperation functions in generator mode.

[0064] The inverter is used to convert the AC power generated by the drive motor into DC power, which is stored in the battery.

[0065] Batteries are used to store the recovered electrical energy.

[0066] Sensors are used to monitor various parameters of the vehicle during driving, such as vehicle speed, battery power, etc.

[0067] Based on the various components of the regenerative braking system 200, the main working process of the regenerative braking system 200 during vehicle braking is as follows:

[0068] The driver presses the brake pedal or releases the accelerator pedal, generating a brake signal. The brake signal or the signal to release the accelerator is transmitted to the ECU. The ECU decides whether to enable regenerative braking based on the vehicle's speed, battery status, and other parameters. If regenerative braking is enabled, the ECU sends a signal to the drive motor to switch it to generator mode. When the drive motor is in generator mode, the kinetic energy of the wheels is converted into electrical energy through the motor. The reverse torque generated by the drive motor creates resistance on the wheels, slowing down the vehicle and achieving a braking effect.

[0069] In addition, the AC power generated by the drive motor is converted into DC power through an inverter and stored in the battery. This electricity can be used again to drive the motor when needed, thereby extending the vehicle's range.

[0070] After introducing the system structures and working principles corresponding to the two braking methods provided in the embodiments of the present application, a method for controlling a vehicle braking system provided in the embodiments of the present application is introduced below.

[0071] Figure 3This is a schematic flow chart of a method for controlling a vehicle braking system provided in an embodiment of the present application. It should be understood that the method is applied to a vehicle, and specifically can be any ECU in the vehicle. In the following embodiment of the present application, the implementation process of a method for controlling a vehicle braking system provided in an embodiment of the present application is described in detail by taking the ECU of a friction braking system as an example of the execution subject of the method.

[0072] For example, Figure 3 As shown, the method 300 includes:

[0073] 301, determining whether the vehicle meets a preset control condition according to a state parameter or an environmental parameter of the vehicle, where the state parameter is used to indicate the operating state of the vehicle, and the environmental parameter is used to indicate the environmental state of the vehicle.

[0074] It should be understood that when a vehicle is driving on the road, it may be affected by road conditions, weather conditions and surrounding environmental factors, and in some cases the vehicle may need to brake in time. For example, the scenarios where the vehicle needs to brake include but are not limited to the following: encountering a red light, encountering pedestrians or obstacles, entering a speed limit area, encountering traffic congestion, etc.

[0075] In the embodiment of the present application, the vehicle's braking system includes two types, namely a regenerative braking system and a friction braking system. The two different braking systems correspond to two different braking modes, namely, regenerative braking and friction braking.

[0076] Regenerative braking refers to the process where the vehicle's kinetic energy is converted into electrical energy and stored in the battery through the drive motor when the vehicle is decelerating or braking. During this process, the drive motor is in generator mode, while the vehicle's drive motor is in electric mode during normal driving. In other words, when the vehicle is braking, the drive motor will generate reverse torque during operation, creating resistance on the wheels, thereby slowing down the vehicle and achieving the braking effect.

[0077] Friction braking is a braking method that uses friction to slow down or stop the vehicle. When the driver steps on the brake pedal, the brake master cylinder generates hydraulic pressure, the brake fluid transmits the pressure, and the wheel cylinder pushes the brake shoe or brake caliper to generate friction, causing the vehicle to slow down or stop.

[0078] It should be understood that the regenerative braking system can convert the kinetic energy generated by the vehicle during braking into electrical energy and store it in the battery, which can not only reduce energy waste, but also improve the overall energy efficiency of the vehicle and extend the battery's range. In addition, the regenerative braking system can reduce the high-frequency use of the friction braking system, thereby reducing the wear of the brake pads, brake discs and brake shoes, and extending the service life of these components. Finally, the friction braking system will generate a lot of heat under high load, which may cause the friction braking system to overheat. By sharing part of the braking force, the regenerative braking system can reduce the thermal load of the friction braking system and improve the reliability and safety of the vehicle's braking system.

[0079] Therefore, when braking is needed during vehicle driving, regenerative braking is generally used first, which results in less use of friction braking and rusting of brake pads.

[0080] Based on the above problems, in order to increase the frequency of use of the friction brake system during vehicle braking, the embodiment of the present application can obtain the state parameters or environmental parameters of the vehicle when the vehicle brakes, and judge whether the vehicle meets the preset control conditions according to the state parameters or environmental parameters. Here, judging whether the vehicle meets the preset control conditions can be specifically understood as judging whether the vehicle meets the conditions for increasing the braking force ratio of the friction brake system.

[0081] The state parameter is used to indicate the running state of the vehicle, that is, the running information of each component of the vehicle. Optionally, when judging whether the vehicle meets the preset control conditions, the state parameter includes the vehicle speed, the brake pedal opening and the brake pedal change rate.

[0082] For example, the friction brake system ECU can obtain the vehicle speed through the vehicle speed sensor in the vehicle; or obtain the vehicle speed from the instrument panel. The friction brake system ECU can obtain the brake pedal opening through the position sensor installed under the brake pedal. During the vehicle braking process, after the vehicle obtains the brake pedal opening at each acquisition moment through the brake pedal position sensor, the friction brake system ECU obtains the brake pedal change rate through the brake pedal opening at two adjacent acquisition moments.

[0083] The environmental parameters are used to indicate the environmental conditions that the vehicle is in during driving. Optionally, the environmental parameters include air humidity and rainfall.

[0084] For example, the friction brake system ECU can collect the air humidity of the vehicle's driving environment through a humidity sensor in the vehicle. The friction brake system ECU can collect the rainfall of the vehicle's driving environment through a rain sensor installed outside the vehicle.

[0085] After obtaining the state parameters or environmental parameters of the vehicle during braking, the friction brake system ECU can determine whether the vehicle meets the preset control conditions based on the state parameters or environmental parameters.

[0086] According to the different parameters used to determine whether the vehicle meets the preset control conditions, the determination process is specifically divided into the following steps.

[0087] In a possible implementation, determining whether the vehicle meets a preset control condition according to a state parameter or an environmental parameter of the vehicle includes:

[0088] Determine an initial braking ratio of the friction braking system according to a plurality of state parameters corresponding to a plurality of consecutive acquisition moments; determine whether the vehicle satisfies a preset control condition according to the initial braking ratio; or,

[0089] Based on the air humidity or rainfall, determine whether the vehicle meets the preset control conditions.

[0090] The initial braking ratio specifically refers to the braking ratio of the friction braking system before adjustment. The initial braking ratio can be determined by the vehicle speed, brake pedal opening and brake pedal change rate of the above vehicle.

[0091] It should be understood that when the vehicle speed is high, the kinetic energy of the vehicle is large, and more energy can be recovered through regenerative braking, thereby improving the energy recovery efficiency. In addition, when the vehicle is traveling at high speed, excessive reliance on friction braking will cause rapid wear of the brake pads and brake discs. On the contrary, when the vehicle speed is low, the kinetic energy of the vehicle decreases, and the energy recovered by regenerative braking will also decrease. At low speeds, the efficiency of regenerative braking is low and cannot provide sufficient braking force. Based on this, the embodiments of the present application can determine the braking ratio of the friction braking system and the braking ratio of the regenerative braking system at different vehicle speeds based on the vehicle speed during braking.

[0092] Specifically, the researchers conducted actual vehicle calibration and found that when the vehicle speed is less than or equal to the preset speed, the braking ratio of the friction braking system is set higher, while the braking ratio of the regenerative braking system is set lower. When the vehicle speed is greater than the preset speed, the braking ratio of the friction braking system is set lower, while the braking ratio of the regenerative braking system is set higher. Optionally, the preset vehicle speed is 10km / h.

[0093] Table 1 is a schematic table of the correspondence between vehicle speed and braking ratio provided in an embodiment of the present application.

[0094] Table 1

[0095]

[0096] For example, as shown in Table 1, when the vehicle speed is less than or equal to 10 km / h, the braking ratio of the friction braking system is slightly larger than that of the regenerative braking system. When the vehicle speed is greater than 10 km / h, the braking ratio of the friction braking system is slightly smaller than that of the regenerative braking system.

[0097] For the brake pedal opening or the brake pedal change rate, when the brake pedal opening is small or the brake pedal change rate is small, it means that the current vehicle's braking demand is relatively low, and the driver only needs a small braking force to slow down or stop. In this case, the braking force provided by the regenerative braking system is fully capable of braking the vehicle. When the brake pedal opening is large or the brake pedal change rate is large, it means that the current driver needs a large braking force to quickly decelerate or make an emergency stop. In this case, the friction braking system has a fast response speed and can provide a large braking force in a short time, which is suitable for dealing with sudden braking situations. Therefore, in the embodiment of the present application, the braking ratio of the friction braking system and the braking ratio of the regenerative braking system under different brake pedal openings can be determined through actual vehicle calibration.

[0098] Specifically, when the brake pedal opening is less than or equal to the preset opening, or when the brake pedal change rate is less than or equal to the preset change rate, the braking ratio of the regenerative braking system can be set higher, and the braking ratio of the friction braking system can be set lower. When the brake pedal opening is greater than the preset opening, or when the brake pedal change rate is greater than the preset change rate, the braking ratio of the friction braking system can be set higher, and the braking ratio of the regenerative braking system can be set lower. Optionally, the preset opening is 20%, and the preset change rate is 20%.

[0099] Table 2 is a schematic table of the corresponding relationship between the brake pedal opening and the braking ratio provided in an embodiment of the present application.

[0100] Table 2

[0101]

[0102] For example, as shown in Table 2, when the brake pedal opening is less than or equal to 20%, the braking ratio of the friction brake system is slightly smaller than that of the regenerative brake system. When the brake pedal opening is greater than 20%, the braking ratio of the friction brake system is slightly larger than that of the regenerative brake system.

[0103] Table 3 is a schematic table of the correspondence between a brake pedal change rate and a braking ratio provided in an embodiment of the present application.

[0104] Table 3

[0105]

[0106] For example, as shown in Table 3, when the brake pedal change rate is less than or equal to 20%, the braking ratio of the friction brake system is slightly smaller than that of the regenerative brake system. When the brake pedal change rate is greater than 20%, the braking ratio of the friction brake system is slightly larger than that of the regenerative brake system.

[0107] Based on the above analysis, at every moment in the vehicle braking process, the vehicle speed, brake pedal opening and brake pedal change rate may be different. At every moment, the friction brake system ECU can determine the braking ratio of the friction brake system at the current moment according to the current state parameters. However, determining the braking ratio of the friction brake system based on the state parameters at only one moment cannot accurately reflect the level of change in the braking ratio of the friction brake system.

[0108] Based on this, the friction brake system ECU can determine the initial braking ratio of the friction brake system during vehicle driving according to multiple state parameters corresponding to multiple consecutive collection moments, namely, multiple vehicle speeds, multiple brake pedal openings and multiple brake pedal change rates corresponding to multiple consecutive collection moments.

[0109] The specific process of determining the initial braking ratio is as follows.

[0110] In a possible implementation, before determining the initial braking ratio of the friction braking system according to the multiple state parameters corresponding to the multiple consecutive acquisition moments, the method further includes:

[0111] Obtaining a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening, and a third weight corresponding to the brake pedal change rate;

[0112] And, determining an initial braking ratio of the friction braking system according to a plurality of state parameters corresponding to a plurality of consecutive acquisition moments, including:

[0113] For any one of the multiple collection moments, a first sub-braking ratio is determined according to the vehicle speed at the collection moment; a second sub-braking ratio is determined according to the brake pedal opening at the collection moment; a third sub-braking ratio is determined according to the brake pedal change rate at the collection moment; and a braking ratio at the collection moment is determined according to the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight;

[0114] The braking ratios at multiple acquisition moments are averaged to obtain the initial braking ratio.

[0115] Specifically, the state parameters include vehicle speed, brake pedal, and brake pedal change rate. Each state parameter corresponds to the braking ratio of the friction brake system and the braking ratio of the regenerative brake system. In the embodiment of the present application, the weights of different state parameters can be pre-set according to the degree of influence of different state parameters on the braking ratio.

[0116] When determining the initial braking ratio of the friction brake system, the friction brake system ECU may first obtain a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening, and a third weight corresponding to the brake pedal opening change rate.

[0117] Optionally, the first weight is 0.25, the second weight is 0.25, and the third weight is 0.5.

[0118] Furthermore, for any one of the multiple collection moments, the friction brake system ECU can obtain the first sub-braking ratio, i.e., the braking ratio of the friction brake system corresponding to the vehicle speed at the current collection moment, by looking up Table 1 according to the vehicle speed at the current collection moment. Similarly, the friction brake system ECU can obtain the second sub-braking ratio, i.e., the braking ratio of the friction brake system corresponding to the brake pedal opening at the current collection moment, by looking up Table 2 according to the brake pedal opening at the current collection moment. The friction brake system ECU can obtain the third sub-braking ratio, i.e., the braking ratio of the friction brake system corresponding to the brake pedal changing rate at the current collection moment, by looking up Table 3 according to the brake pedal changing rate at the current collection moment.

[0119] After obtaining the sub-braking ratios corresponding to the three state parameters, the friction brake system ECU can obtain the braking ratio of the friction brake system at the current acquisition time by using the weights corresponding to the three sub-braking ratios and the three state parameters. The specific calculation process is shown in the following formula (1).

[0120] Formula (1)

[0121] In formula (1):

[0122] φ n : No. n The braking ratio of the friction braking system corresponding to each acquisition moment;

[0123] χ in : No. n The collection time, i The sub-braking ratio of the friction brake system corresponding to each state parameter;

[0124] δ i : No. i The weight corresponding to each state parameter.

[0125] By using the above formula (1), the friction brake system ECU can obtain the braking ratio at each sampling moment.

[0126] Furthermore, by averaging the braking ratios at multiple acquisition moments, the friction braking system ECU can obtain the initial braking ratio of the friction braking system.

[0127] In the above technical solution, when determining the initial braking ratio, the vehicle collects multiple state parameters at multiple collection moments. For any of the collection moments, the vehicle can determine multiple sub-braking ratios according to the vehicle speed, brake pedal opening and brake pedal change rate at the current collection moment, and further combine the weight of each state parameter to obtain the braking ratio at each collection moment. The above process can comprehensively consider the vehicle speed, brake pedal opening and brake pedal change rate when determining the braking ratio to ensure the reliability of the braking ratio. When determining the initial braking ratio, the vehicle can average the braking ratios at multiple collection moments to obtain the initial braking ratio. The above process can take into account the changes in the braking ratio over a period of time when determining the initial braking ratio, avoid the instability of the braking ratio at a single moment, and ensure the accuracy of the initial braking ratio.

[0128] In addition, in the embodiment of the present application, the friction brake system ECU can also calculate the braking ratio of the regenerative brake system at each collection time, and calculate the average value to obtain the initial braking ratio of the regenerative brake system. Since the sum of the braking ratio of the regenerative brake system and the braking ratio of the friction brake system at any collection time is 100%, the friction brake system ECU can also indirectly obtain the initial braking ratio of the friction brake system.

[0129] After obtaining the initial braking ratio of the friction braking system, the friction system ECU can determine whether the vehicle meets the preset control conditions based on the initial braking ratio, that is, whether the braking ratio of the friction braking system needs to be increased.

[0130] In addition to the initial braking ratio of the friction brake system, combined with the above, it can be seen that brake pads are also very easy to rust in a humid environment. Therefore, the friction brake system ECU can also determine whether the vehicle meets the preset control conditions by monitoring the air humidity or rainfall during the vehicle's driving.

[0131] In a possible implementation, determining whether the vehicle meets a preset control condition according to the initial braking ratio includes:

[0132] When the initial braking ratio is less than or equal to the preset ratio, it is determined that the vehicle meets the preset control condition; when the initial braking ratio is greater than the preset ratio, it is determined that the vehicle does not meet the preset control condition;

[0133] When the air humidity is greater than a preset humidity, or the rainfall is greater than a preset rainfall, determining that the vehicle meets a preset control condition;

[0134] When the air humidity is less than or equal to the preset humidity and the rainfall is less than or equal to the preset rainfall, it is determined that the vehicle does not meet the preset control condition.

[0135] Specifically, when determining whether the vehicle meets the preset control condition according to the initial braking ratio, the friction brake system ECU may compare the initial braking ratio with the preset ratio.

[0136] Optional, the preset ratio is 10%.

[0137] When the initial braking ratio of the friction brake system is less than or equal to 10%, it means that the friction brake system is used for a short time and is used less frequently during the vehicle braking process. In order to avoid the rusting of the brake pads caused by the friction brake system for a long time, the friction brake system ECU determines that the vehicle meets the preset control conditions. On the contrary, when the initial braking ratio of the friction brake system is greater than 10%, it means that the friction brake system is used for a long time and is used more frequently during the vehicle braking process, and the probability of rusting of the brake pads is small. Therefore, the friction brake system ECU determines that the vehicle does not meet the preset control conditions.

[0138] The air humidity in the embodiment of the present application refers to relative humidity. Optionally, the preset humidity is 60%RH and the preset rainfall is 30mm.

[0139] When judging whether the vehicle meets the preset control conditions based on the air humidity or rainfall, if the friction brake system ECU detects that the air humidity in the current environment is greater than 60%RH during the vehicle's driving, it means that there is a lot of moisture in the current environment and the environment is humid. Since the brake pads are made of metal, they are prone to rust in a humid environment. Therefore, the friction brake system ECU can determine that the vehicle meets the preset control conditions. Similarly, if the rainfall in the current environment is greater than 30mm, it also means that the current environment is humid, and the friction brake system ECU also determines that the vehicle meets the preset control conditions. On the contrary, when the air humidity in the current environment is less than or equal to 60%RH and the rainfall is less than or equal to 30mm, it means that the moisture in the current environment is not large, and there is no need to increase the braking ratio of the friction brake system for the time being.

[0140] In addition, the embodiment of the present application can also combine state parameters and environmental parameters to determine whether the vehicle meets the preset control conditions. For example, when the initial braking ratio is greater than the preset ratio, the friction brake system ECU can determine whether the air humidity is greater than the preset humidity, or whether the rainfall is greater than the preset rainfall. When the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall, it is determined that the vehicle meets the preset control conditions; when the air humidity is less than or equal to the preset humidity, and the rainfall is less than or equal to the preset rainfall, it is determined that the vehicle does not meet the preset control conditions.

[0141] Thus, through at least one of the state parameters or the environmental parameters, the friction brake system ECU can determine whether the vehicle meets the preset control conditions.

[0142] 302 , when the vehicle meets a preset control condition, the braking ratio of the friction braking system of the vehicle is increased from an initial braking ratio to a target braking ratio according to a target adjustment coefficient.

[0143] When the vehicle meets the preset control conditions, it means that the braking ratio of the friction brake system needs to be increased to increase the frequency of use of the friction brake system and prevent the brake pads from rusting. During the increase process, the friction brake system ECU can increase the braking ratio of the friction brake system from the current initial braking ratio to the target braking ratio by determining the target adjustment coefficient (target increase coefficient).

[0144] It should be understood that, for the target adjustment coefficient, according to the two scenarios for determining whether the vehicle meets the preset control conditions introduced in 301 , the process of increasing the braking ratio of the friction braking system can also be divided into two scenarios.

[0145] In a possible implementation, the step of determining the target adjustment coefficient includes:

[0146] Determine the target adjustment coefficient based on environmental parameters; or,

[0147] The target adjustment coefficient is determined to be the preset adjustment coefficient.

[0148] In the above process of determining the target adjustment coefficient, one is to determine that the vehicle meets the preset control condition according to the state parameter, that is, the initial braking ratio of the friction brake system is less than or equal to 10%. In this case, a fixed adjustment coefficient (preset adjustment coefficient) can be set as the target adjustment coefficient in the embodiment of the present application. Optionally, the preset adjustment coefficient is 3.

[0149] For example, assuming that the initial braking ratio is 5%, the friction brake system ECU can increase the initial braking ratio based on a preset adjustment coefficient to obtain a target braking ratio of 15%.

[0150] It should be noted that there is a special scenario in the above situation, when the initial braking ratio is very small, for example, 2%, the friction brake system ECU increases the initial braking ratio once according to the preset adjustment coefficient, and the braking ratio of the friction brake system is still less than 10%. In this case, the embodiment of the present application also proposes further processing measures.

[0151] In a possible implementation, increasing the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio according to an environmental parameter or a preset adjustment coefficient includes:

[0152] According to the preset adjustment coefficient, the initial braking ratio is increased to obtain a first braking ratio;

[0153] Determining whether the first braking ratio is greater than a preset ratio;

[0154] When the first braking ratio is greater than the preset ratio, determining the target braking ratio to be the first braking ratio;

[0155] When the first braking ratio is less than or equal to the preset ratio, the first braking ratio is continuously adjusted based on the preset adjustment coefficient until the adjusted first braking ratio is greater than the preset ratio; and the target braking ratio is determined to be the adjusted first braking ratio.

[0156] After the initial braking ratio is adjusted once by the preset adjustment coefficient to obtain the first braking ratio, the friction brake system ECU can determine whether the current first braking ratio is greater than 10%. When the first braking ratio is greater than 10%, the first braking ratio is determined as the target braking ratio. When the first braking ratio is less than or equal to 10%, the friction brake system ECU can continue to increase the first braking ratio according to the preset adjustment coefficient until the increased first braking ratio is greater than 10%, then stop adjusting, and determine the adjusted first braking ratio as the target braking ratio.

[0157] In addition, the embodiment of the present application can also use the preset braking ratio as the target braking ratio. When the friction brake system ECU detects that the initial braking ratio is less than or equal to the preset ratio, the braking ratio of the friction brake system can be directly increased to the preset braking ratio. Optionally, the preset braking ratio is 30%.

[0158] In another scenario, when it is determined that the vehicle meets preset control conditions based on environmental parameters, the friction brake system ECU can determine the target adjustment coefficient based on the environmental parameters.

[0159] Specifically, in the embodiment of the present application, different adjustment coefficients corresponding to different air humidity ranges can be pre-set according to the influence of air humidity on brake pad rust. Similarly, different adjustment coefficients corresponding to different rainfall ranges can be pre-set according to the influence of rainfall on brake pad rust.

[0160] Table 4 is a schematic table of the corresponding relationship between air humidity and adjustment coefficient provided in an embodiment of the present application.

[0161] Table 4

[0162]

[0163] Exemplarily, as shown in Table 4, different air humidity ranges correspond to different adjustment coefficients, and the greater the air humidity, the greater the adjustment coefficient.

[0164] Table 5 is a schematic table of the corresponding relationship between rainfall and adjustment coefficient provided in an embodiment of the present application.

[0165] Table 5

[0166]

[0167] Exemplarily, as shown in Table 5, different rainfall intervals correspond to different adjustment coefficients, and the greater the rainfall, the greater the adjustment coefficient.

[0168] Based on the above Tables 4 and 5, the process of determining the target adjustment coefficient according to the environmental parameters is as follows.

[0169] In a possible implementation, determining a target adjustment coefficient of a braking ratio of a friction braking system according to environmental parameters includes:

[0170] According to the air humidity, determining a target humidity interval from a plurality of preset humidity intervals;

[0171] Determine the target adjustment coefficient as the adjustment coefficient corresponding to the target humidity range; or,

[0172] According to the rainfall, a target rainfall interval is determined from a plurality of preset rainfall intervals;

[0173] The target adjustment coefficient is determined to be the adjustment coefficient corresponding to the target rainfall range.

[0174] When the friction brake system ECU determines that the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall, the target humidity interval corresponding to the current air humidity can be determined through Table 4, and the adjustment coefficient corresponding to the target humidity interval can be determined as the target adjustment coefficient. Similarly, the friction brake system ECU can determine the target rainfall interval corresponding to the current rainfall through Table 5, and the adjustment coefficient corresponding to the target rainfall interval can be determined as the target adjustment coefficient.

[0175] After obtaining the target adjustment coefficient, the friction brake system ECU can increase the initial braking ratio through the target adjustment coefficient to obtain the target braking ratio.

[0176] When the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall, the process of the friction brake system ECU obtaining the initial braking ratio is the same as the aforementioned process of obtaining the initial braking ratio.

[0177] 303, controlling the operation of the friction brake system according to the target braking ratio.

[0178] After obtaining the target braking ratio of the friction braking system, the friction braking system ECU can control the operation of the friction braking system according to the target braking ratio, so as to control the friction braking system to output corresponding braking force according to the target braking ratio during vehicle braking.

[0179] In a possible implementation, before controlling the friction brake system to operate according to the target braking ratio, the method further includes:

[0180] Determine the total required braking force of the vehicle according to the state parameters;

[0181] And, according to the target braking ratio, controlling the operation of the friction braking system includes:

[0182] Determine the target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio;

[0183] According to the target braking force, the friction brake system is controlled to operate.

[0184] During the vehicle braking process, the friction braking system and the regenerative braking system are responsible for allocating the total required braking force of the vehicle. The total required braking force is related to the state parameters of the vehicle. In the embodiment of the present application, the friction braking system ECU can obtain the state parameters at the current moment during the braking process, and solve the total required braking force at the current moment based on the state parameters.

[0185] Optionally, when determining the current total required braking force, the state parameters include vehicle speed, acceleration, and total mass.

[0186] For example, the process of obtaining the vehicle speed is described in the above introduction. As for the total mass of the vehicle, the friction brake system ECU can detect the load condition of the vehicle in real time through the suspension system sensor or the tire pressure sensor to obtain the current total mass of the vehicle.

[0187] The friction brake system ECU can obtain the rolling resistance, air resistance and inertia force of the vehicle during driving based on the above-mentioned state parameters, and then obtain the total required braking force.

[0188] For rolling resistance, the friction brake system ECU can calculate it by the following formula (2).

[0189] Formula (2)

[0190] In formula (2):

[0191] F r : rolling resistance, unit: Newton meter (Nm);

[0192] C r : Rolling resistance coefficient, usually determined by the vehicle's tire type and road conditions, can be obtained by looking up a table;

[0193] m : The total mass of the vehicle, unit: kilogram (Kg);

[0194] g : Gravitational acceleration, unit: meter / square second (m / s 2 ).

[0195] For air resistance, the friction brake system ECU can calculate it by the following formula (3).

[0196] Formula (3)

[0197] In formula (3):

[0198] F a : Air resistance, unit: Newton meter (Nm);

[0199] C d : The air resistance coefficient depends on the shape and surface roughness of the vehicle and is a constant;

[0200] A : The frontal area of ​​the vehicle, a constant, unit: square meters (m 2 );

[0201] ρ: Air density, unit: kg / m3 (Kg / m 3 );

[0202] v : Vehicle speed, unit: kilometers per hour (km / h).

[0203] The inertial force generated by vehicle deceleration can be calculated by the friction brake system ECU using the following formula (4).

[0204] Formula (4)

[0205] In formula (4):

[0206] m : The total mass of the vehicle, unit: kilogram (Kg);

[0207] a : The acceleration of the vehicle, unit: meter / square meter (m / s 2 );

[0208] F : Inertia force, unit: Newton˙meter (N˙m).

[0209] After obtaining the rolling resistance, air resistance and inertia force, the friction brake system ECU obtains the total required braking force by summing the three.

[0210] Furthermore, the friction brake system ECU can obtain the target braking force that needs to be allocated to the friction brake system according to the total required braking force and the target braking ratio, and finally control the operation of the friction brake system with the target braking force.

[0211] In summary, during the vehicle braking process, the present application proposes a method for controlling a vehicle braking system. During the implementation of the method, the vehicle can determine whether the vehicle meets a preset control condition based on a state parameter or an environmental parameter. The preset control condition can be understood as a condition for increasing the braking ratio of the friction braking system. When the vehicle meets the preset control condition, the vehicle can increase the braking ratio of the friction braking system to a target braking ratio through the obtained target adjustment parameter, and control the operation of the friction braking system with the target braking ratio. The above process can timely determine whether it is necessary to increase the braking ratio of the friction braking system during the vehicle braking process, so as to avoid the friction braking system being in a low-frequency working state for a long time. In addition, by increasing the braking ratio of the friction braking system to the target braking ratio, the working time of the friction braking system during the vehicle braking process can be increased, thereby increasing the working time of the brake pad, avoiding rusting caused by the brake pad not working for a long time, and increasing the service life of the brake pad, while improving the accuracy and safety of the vehicle when braking through the friction braking system.

[0212] In order to facilitate understanding of the implementation process of the embodiment of the present application, Figure 4 The overall process of the embodiment of the present application is introduced.

[0213] Figure 4 It is a schematic flow chart of another method for controlling a vehicle braking system provided in an embodiment of the present application.

[0214] For example, Figure 4 As shown, the method 400 includes:

[0215] 401, obtaining state parameters and environmental parameters of the vehicle, where the state parameters are used to indicate the operating state of the vehicle, and the environmental parameters are used to indicate the environmental state of the vehicle.

[0216] 402 , determining whether the vehicle meets a preset control condition according to the state parameter or the environmental parameter.

[0217] If the vehicle does not meet the preset control condition, execute 403;

[0218] When the vehicle meets the preset control conditions, execute 404-406;

[0219] 403, the process ends.

[0220] 404 , when the vehicle meets the preset control conditions, determine the target adjustment coefficient of the braking ratio of the friction braking system according to the environmental parameters, or determine the target adjustment coefficient to be the preset adjustment coefficient.

[0221] 405 , increasing the initial braking ratio according to the target adjustment coefficient to obtain a target braking ratio.

[0222] 406 , determining a total required braking force of the vehicle according to the state parameter.

[0223] 407 , determining a target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio.

[0224] 408 , controlling the operation of the friction brake system according to the target braking force.

[0225] The above 401-408 have the same inventive concept as 301-303 in method 300. For details, please refer to the detailed introduction in the above method 300, which will not be repeated here.

[0226] Figure 5 It is a structural schematic diagram of a device for controlling a vehicle braking system provided in an embodiment of the present application.

[0227] For example, Figure 5 As shown, the device 500 includes:

[0228] The condition judgment module 501 is used to determine whether the vehicle meets the preset control condition according to the state parameter or environmental parameter of the vehicle, wherein the state parameter is used to indicate the running state of the vehicle, and the environmental parameter is used to indicate the environmental state of the vehicle;

[0229] A ratio adjustment module 502, configured to increase the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio according to a target adjustment coefficient when the vehicle meets the preset control condition;

[0230] The control module 503 is used to control the operation of the friction brake system according to the target braking ratio.

[0231] In one possible implementation, the environmental parameter includes air humidity or rainfall, and the condition judgment module 501 is specifically used to: determine the initial braking ratio of the friction braking system based on multiple state parameters corresponding to multiple consecutive acquisition moments; or, determine whether the vehicle meets the preset control condition based on the air humidity or the rainfall.

[0232] In one possible implementation, the condition judgment module 501 is also used to: determine that the vehicle satisfies the preset control condition when the initial braking ratio is less than or equal to the preset ratio; determine that the vehicle does not satisfy the preset control condition when the initial braking ratio is greater than the preset ratio; and determine that the vehicle satisfies the preset control condition when the air humidity is greater than the preset humidity, or the rainfall is greater than the preset rainfall; determine that the vehicle does not satisfy the preset control condition when the air humidity is less than or equal to the preset humidity and the rainfall is less than or equal to the preset rainfall.

[0233] In a possible implementation, the state parameters include vehicle speed, brake pedal opening and brake pedal change rate. Before determining the initial braking ratio of the friction brake system based on multiple state parameters corresponding to multiple consecutive collection moments, the ratio adjustment module 502 is specifically used to: obtain a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening and a third weight corresponding to the brake pedal change rate; and, for any collection moment among the multiple collection moments, determine a first sub-braking ratio based on the vehicle speed at the collection moment; determine a second sub-braking ratio based on the brake pedal opening at the collection moment; determine a third sub-braking ratio based on the brake pedal change rate at the collection moment; determine the braking ratio at the collection moment based on the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight; and average the braking ratios at the multiple collection moments to obtain the initial braking ratio.

[0234] In a possible implementation, the ratio adjustment module 502 is further used to: determine a target adjustment coefficient of the braking ratio of the friction braking system according to the environmental parameter; or determine that the target adjustment coefficient is a preset adjustment coefficient.

[0235] In one possible implementation, the environmental parameter includes air humidity or rainfall, and the proportional adjustment module 502 is also used to: determine a target humidity interval from multiple preset humidity intervals based on the air humidity; determine the target adjustment coefficient as the adjustment coefficient corresponding to the target humidity interval; or, determine a target rainfall interval from multiple preset rainfall intervals based on the rainfall; determine the target adjustment coefficient as the adjustment coefficient corresponding to the target rainfall interval.

[0236] In one possible implementation, before controlling the operation of the friction braking system according to the target braking ratio, the control module 503 is specifically used to: determine the total required braking force of the vehicle according to the state parameter; and, determine the target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio; and control the operation of the friction braking system according to the target braking force.

[0237] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0238] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for controlling a vehicle braking system.

[0239] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for controlling a vehicle braking system provided in an embodiment of the present application.

[0240] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0241] In the case of dividing each functional module according to each function, the device may also include a condition judgment module, a ratio adjustment module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0242] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling a vehicle braking system, and thus can achieve the same effect as the above-mentioned implementation method.

[0243] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0244] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0245] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling a vehicle braking system provided in the above embodiments.

[0246] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling a vehicle braking system provided in the above embodiment.

[0247] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for controlling a vehicle braking system provided in the above embodiment.

[0248] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0249] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0250] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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.

[0251] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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 method for controlling a vehicle braking system, characterized in that: The method comprises: Determining whether the vehicle meets a preset control condition according to a state parameter or an environmental parameter of the vehicle, wherein the state parameter is used to indicate the running state of the vehicle and the environmental parameter is used to indicate the environmental state of the vehicle; When the vehicle satisfies the preset control condition, increasing the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio according to a target adjustment coefficient, wherein the target adjustment coefficient is a ratio between the target braking ratio and the initial braking ratio; controlling the operation of the friction brake system according to the target braking ratio; Wherein, the state parameters include vehicle speed, brake pedal opening and brake pedal change rate, and determining whether the vehicle meets the preset control conditions according to the vehicle state parameters or environmental parameters includes: Obtaining a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening, and a third weight corresponding to the brake pedal change rate; For any one of the multiple collection moments, a first sub-braking ratio is determined according to the vehicle speed at the collection moment; a second sub-braking ratio is determined according to the brake pedal opening at the collection moment; a third sub-braking ratio is determined according to the brake pedal change rate at the collection moment; and a braking ratio at the collection moment is determined according to the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight; averaging the braking ratios at the multiple acquisition moments to obtain the initial braking ratio; determining, according to the initial braking ratio, whether the vehicle satisfies the preset control condition; The step of determining the target adjustment coefficient includes: determining the target adjustment coefficient according to the environmental parameter; or, The target adjustment coefficient is determined to be a preset adjustment coefficient.

2. The method according to claim 1, characterized in that The environmental parameter includes air humidity or rainfall, and determining whether the vehicle meets a preset control condition according to the vehicle state parameter or the environmental parameter includes: Whether the vehicle satisfies the preset control condition is determined according to the air humidity or the rainfall.

3. The method according to claim 2, characterized in that The determining, according to the initial braking ratio, whether the vehicle satisfies the preset control condition comprises: When the initial braking ratio is less than or equal to the preset ratio, it is determined that the vehicle meets the preset control condition; when the initial braking ratio is greater than the preset ratio, it is determined that the vehicle does not meet the preset control condition; And, determining whether the vehicle satisfies the preset control condition according to the air humidity or the rainfall includes: When the air humidity is greater than a preset humidity, or the rainfall is greater than a preset rainfall, determining that the vehicle meets the preset control condition; When the air humidity is less than or equal to the preset humidity and the rainfall is less than or equal to the preset rainfall, it is determined that the vehicle does not satisfy the preset control condition.

4. The method according to claim 1, characterized in that: The environmental parameter includes air humidity or rainfall, and determining the target adjustment coefficient according to the environmental parameter includes: According to the air humidity, determining a target humidity interval from a plurality of preset humidity intervals; Determine the target adjustment coefficient as the adjustment coefficient corresponding to the target humidity range; or, According to the rainfall, determining a target rainfall interval from a plurality of preset rainfall intervals; The target adjustment coefficient is determined to be the adjustment coefficient corresponding to the target rainfall interval.

5. The method according to claim 1, characterized in that Before controlling the friction brake system to operate according to the target braking ratio, the method further includes: determining a total required braking force of the vehicle according to the state parameter; And, controlling the friction brake system to operate according to the target braking ratio includes: Determining a target braking force corresponding to the friction braking system according to the total required braking force and the target braking ratio; The friction brake system is controlled to operate according to the target braking force.

6. A device for controlling a vehicle braking system, characterized in that: The device comprises: A condition judgment module, used to determine whether the vehicle meets a preset control condition according to a state parameter or an environmental parameter of the vehicle, wherein the state parameter is used to indicate the running state of the vehicle, and the environmental parameter is used to indicate the environmental state of the vehicle; a ratio adjustment module, configured to increase the braking ratio of the friction braking system of the vehicle from an initial braking ratio to a target braking ratio according to a target adjustment coefficient when the vehicle satisfies the preset control condition, wherein the target adjustment coefficient is a ratio between the target braking ratio and the initial braking ratio; A control module, used for controlling the operation of the friction brake system according to the target braking ratio; Wherein, the state parameters include vehicle speed, brake pedal opening and brake pedal change rate, and the condition judgment module is specifically used for: Obtaining a first weight corresponding to the vehicle speed, a second weight corresponding to the brake pedal opening, and a third weight corresponding to the brake pedal change rate; For any one of the multiple collection moments, a first sub-braking ratio is determined according to the vehicle speed at the collection moment; a second sub-braking ratio is determined according to the brake pedal opening at the collection moment; a third sub-braking ratio is determined according to the brake pedal change rate at the collection moment; and a braking ratio at the collection moment is determined according to the first sub-braking ratio, the first weight, the second sub-braking ratio, the second weight, the third sub-braking ratio and the third weight; averaging the braking ratios at the multiple acquisition moments to obtain the initial braking ratio; determining, according to the initial braking ratio, whether the vehicle satisfies the preset control condition; The step of determining the target adjustment coefficient includes: determining the target adjustment coefficient according to the environmental parameter; or, The target adjustment coefficient is determined to be a preset adjustment coefficient.

7. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 5 is implemented.

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