Vehicle brake control system and method, electronic equipment and medium

Abstract

The embodiment of the invention provides a vehicle braking control system and method, electronic equipment and a medium, the system is applied to a target vehicle, and the system comprises an EHB, an ESC and an energy recovery braking module. And the EHB performs braking calculation according to the brake pedal input parameter and the real-time driving parameter of the target vehicle to obtain a target braking deceleration for the target vehicle. And according to the target braking deceleration and a first braking deceleration threshold value of the energy recovery braking module, whether the target vehicle needs to be hydraulically braked or not is judged. Then, when it is determined that the target vehicle needs hydraulic braking, target braking hydraulic pressure is calculated according to the target braking deceleration and a first braking deceleration threshold value, and the target braking hydraulic pressure is transmitted to the ESC; and finally, the ESC performs hydraulic braking control on the driving wheels and the non-driving wheels of the target vehicle according to the target braking hydraulic pressure and the second braking deceleration threshold value of the non-driving wheels of the target vehicle, and the utilization rate of braking energy is increased.

Description

Technical Field

[0001] The present application relates to the technical field of brake control, and in particular to a vehicle brake control system, method, electronic equipment and medium. Background Art

[0002] In the current vehicle braking control scheme, the vehicle's EHB (Electro-Hydraulic Brake) and the energy recovery braking system jointly control the vehicle's braking. However, due to the relatively single control method of EHB for wheel braking, the total braking deceleration output by EHB and the energy recovery braking system may exceed the driver's actual braking demand for the vehicle, resulting in a waste of braking energy and low efficiency of the vehicle's braking energy utilization. Summary of the invention

[0003] Based on the above problems, in order to improve the braking energy utilization efficiency of the vehicle, the embodiments of the present application provide a vehicle braking control system, method, electronic device and medium.

[0004] The embodiments of the present application disclose the following technical solutions:

[0005] In a first aspect, an embodiment of the present application provides a vehicle braking control system, which is applied to a target vehicle, wherein the system comprises: an EHB, an ESC and an energy recovery braking module; the EHB comprises: a braking calculation module, a judgment module and a braking hydraulic supply module;

[0006] The braking calculation module is used to perform braking calculation according to the brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain a target braking deceleration for the target vehicle;

[0007] The judging module is used to judge whether the target vehicle needs hydraulic braking according to the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module;

[0008] The brake hydraulic pressure supply module is used to calculate the target brake hydraulic pressure according to the target brake deceleration and the first brake deceleration threshold when it is determined that the target vehicle needs hydraulic braking, and transmit the target brake hydraulic pressure to the ESC;

[0009] The ESC is used to perform hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0010] In a possible implementation, the ESC is specifically used to:

[0011] determining a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure;

[0012] determining whether the second braking deceleration threshold of the non-driven wheel can meet the target hydraulic braking deceleration;

[0013] When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, only hydraulically braking the non-driven wheels;

[0014] When the second braking deceleration threshold cannot satisfy the target hydraulic braking deceleration, hydraulic braking is performed on the driving wheels and the non-driving wheels.

[0015] In a possible implementation, the determination module is specifically configured to:

[0016] When the first braking deceleration threshold cannot meet the target braking deceleration, determining that the target vehicle needs to be hydraulically braked;

[0017] When the first braking deceleration threshold can satisfy the target braking deceleration, it is determined that the target vehicle does not need to perform hydraulic braking.

[0018] In a possible implementation, the EHB is connected to the ESC via a brake line; and the ESC is connected one-to-one to each wheel in the target vehicle.

[0019] In a possible implementation, the first braking deceleration threshold and the second braking deceleration threshold are both determined based on real-time driving parameters of the target vehicle.

[0020] In a possible implementation, it also includes: an emergency braking module

[0021] The emergency braking module is used to perform motor braking through the first braking deceleration threshold of the energy recovery braking module and hydraulic braking on all wheels in the target vehicle when the target braking deceleration is greater than a preset braking deceleration threshold.

[0022] In a second aspect, an embodiment of the present application provides a vehicle braking control method, which is applied to a target vehicle; the target vehicle includes: an EHB, an ESC, and an energy recovery braking module; the method includes:

[0023] The EHB performs braking calculation according to brake pedal input parameters and real-time driving parameters of the target vehicle to obtain a target braking deceleration for the target vehicle;

[0024] Determining whether the target vehicle needs hydraulic braking according to the target braking deceleration and a first braking deceleration threshold of the energy recovery braking module by the EHB;

[0025] When it is determined that the target vehicle needs hydraulic braking, the target braking hydraulic pressure is calculated by the EHB according to the target braking deceleration and the first braking deceleration threshold, and the target braking hydraulic pressure is transmitted to the ESC;

[0026] The ESC performs hydraulic braking control on the driving wheels and the non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0027] In a possible implementation, the performing hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle by the ESC includes:

[0028] determining a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure;

[0029] determining whether the second braking deceleration threshold of the non-driven wheel can meet the target hydraulic braking deceleration;

[0030] When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, only hydraulically braking the non-driven wheels;

[0031] When the second braking deceleration threshold cannot satisfy the target hydraulic braking deceleration, hydraulic braking is performed on the driving wheels and the non-driving wheels.

[0032] In a third aspect, an embodiment of the present application provides an electronic device, the device comprising: a processor, a memory, and a system bus;

[0033] The processor and the memory are connected via the system bus;

[0034] The memory is used to store one or more programs, and the one or more programs include instructions, which, when executed by the processor, enable the processor to execute any possible vehicle braking control method in the second aspect.

[0035] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any possible vehicle braking control method in the second aspect.

[0036] Compared with the prior art, the present application has the following beneficial effects: The embodiments of the present application provide a vehicle braking control system, method, electronic device and medium. In its vehicle braking control system, unlike the previous solution of combining EHB and energy recovery braking module for braking control, an additional ESC is introduced to transfer the control work for each wheel from EHB to ESC, and each wheel is independently controlled by ESC.

[0037] In the overall processing logic, the brake calculation module in the EHB first performs brake calculations based on the actual brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain the driver's target brake deceleration for the target vehicle, and then determines the target brake deceleration that the driver actually needs to apply based on the driver's actual braking conditions and the real-time driving conditions of the target vehicle. Subsequently, based on the target brake deceleration and the first brake deceleration threshold that the energy recovery brake module can provide, it is determined whether the vehicle needs additional hydraulic braking to ensure full utilization of the brake energy in the energy recovery brake module.

[0038] When it is determined that the target vehicle needs to be hydraulically braked, the target braking hydraulic pressure to be distributed by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold, and the target braking hydraulic pressure is transmitted to the ESC, and the ESC distributes the target braking hydraulic pressure to different wheels. Accordingly, after the ESC receives the distributed target braking hydraulic pressure, it controls the driving wheels and non-driving wheels in the target vehicle respectively through the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels in the target vehicle, so that the driving wheels can avoid being hydraulically braked as much as possible while ensuring that the braking energy in the energy recovery braking module is fully utilized, so as to prevent the driving wheels from excessively wasting braking energy when performing hydraulic braking, thereby improving the braking energy utilization rate of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0040] Figure 1 A schematic diagram of the structure of a vehicle braking control system provided in an embodiment of the present application;

[0041] Figure 2 A schematic diagram of the structure of another vehicle braking control system provided in an embodiment of the present application;

[0042] Figure 3 A flow chart of a hydraulic braking control method for driving wheels and non-driving wheels provided in an embodiment of the present application;

[0043] Figure 4 A flowchart of a method for determining whether to perform hydraulic braking provided in an embodiment of the present application;

[0044] Figure 5 A schematic flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0045] Figure 6 A schematic diagram of the structure of an electronic device for warning abnormal vehicle temperature provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of this application more clear, the following is a further detailed description of this application in combination with specific embodiments and with reference to the accompanying drawings. It should be noted that the embodiments described in the embodiments of this application are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0047] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "include" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0048] As described above, due to the relatively simple control mode of EHB on wheel braking, the total braking deceleration output by EHB and energy recovery braking system may exceed the actual braking demand of the driver for the vehicle, resulting in a waste of braking energy and low braking energy utilization efficiency of the vehicle.

[0049] In order to solve the above problems, the embodiments of the present application provide a vehicle braking control system, method, electronic device and medium. In the vehicle braking control system, unlike the previous solution of combining EHB and energy recovery braking module for braking control, an additional ESC is introduced to transfer the control work for each wheel from EHB to ESC, and each wheel is independently controlled by ESC.

[0050] In the overall processing logic, the brake calculation module in the EHB first performs brake calculations based on the actual brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain the driver's target brake deceleration for the target vehicle, and then determines the target brake deceleration that the driver actually needs to apply based on the driver's actual braking conditions and the real-time driving conditions of the target vehicle. Subsequently, based on the target brake deceleration and the first brake deceleration threshold that the energy recovery brake module can provide, it is determined whether the vehicle needs additional hydraulic braking to ensure full utilization of the brake energy in the energy recovery brake module.

[0051] When it is determined that the target vehicle needs to be hydraulically braked, the target braking hydraulic pressure to be distributed by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold, and the target braking hydraulic pressure is transmitted to the ESC, and the ESC distributes the target braking hydraulic pressure to different wheels. Accordingly, after the ESC receives the distributed target braking hydraulic pressure, it controls the driving wheels and non-driving wheels in the target vehicle respectively through the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels in the target vehicle, so that the driving wheels can avoid being hydraulically braked as much as possible while ensuring that the braking energy in the energy recovery braking module is fully utilized, so as to prevent the driving wheels from excessively wasting braking energy when performing hydraulic braking, thereby improving the braking energy utilization rate of the vehicle.

[0052] Next, the vehicle brake control system provided in the embodiment of the present application will be introduced in conjunction with the specific embodiment drawings. First, in order to facilitate understanding of the solution of the embodiment of the present application, the actual application scenario of the embodiment of the present application and the specific components of the brake control system are first introduced.

[0053] See also Figure 1 , which is a schematic diagram of the structure of a vehicle braking control system provided by an embodiment of the present application, Figure 1 In the structural diagram shown, the EHB includes a motor, a pedal feel simulator, a deceleration mechanism, an ECU, and a hydraulic cylinder, and the EHB is connected to the ESC through two brake pipes to transmit the hydraulic pressure to the ESC. The ESC is connected to the four wheels one-to-one through four pipes, and the electromagnetic valves set inside it control the connection between the pipes and the wheels, thereby realizing independent control of each wheel.

[0054] As can be seen from the figure, in the vehicle braking system of the embodiment of the present application, the EHB is connected to the ESC through the brake pipe, and the braking control of the wheel is completed by the ESC instead of the EHB, thereby realizing the decoupling of the EHB and the wheel.

[0055] When the driver steps on the brake pedal, the brake pedal input rod is pushed forward, and the specific input parameters of the brake pedal input rod are transmitted to the ECU, which calculates the target braking deceleration actually required by the vehicle in combination with the actual driving parameters of the vehicle and the input parameters of the brake pedal, and determines whether the target vehicle needs to be hydraulically braked. When it is determined that the target vehicle needs to be hydraulically braked, the ECU calculates the target brake hydraulic pressure that needs to be output by the EHB, and sends a control signal to the motor in the EHB according to the target brake hydraulic pressure to control the motor to generate torque with the target brake hydraulic pressure as the target, thereby pushing the hydraulic cylinder piston through the deceleration mechanism to generate the target brake hydraulic pressure.

[0056] In this way, the driver's input to the brake pedal lever will not directly act on the deceleration mechanism. The actual output target brake hydraulic pressure is determined by the ECU in the EHB combined with the actual driving conditions of the vehicle. The pedal input and brake hydraulic pressure are completely decoupled and isolated. The motor in the EHB is only responsible for generating hydraulic pressure. The target brake hydraulic pressure is completely controlled by the ECU in the EHB, optimizing the braking effect of the vehicle.

[0057] Correspondingly, after the target brake hydraulic pressure is transmitted to the ESC, the ESC performs independent hydraulic braking control on each wheel through the solenoid valve control signal according to the hydraulic size of the target brake hydraulic pressure and the actual braking capacity of the wheel, making the braking control of the vehicle more flexible and optimizing the braking effect of the vehicle while ensuring maximum energy utilization.

[0058] Next, the vehicle braking control system provided in the embodiment of the present application will be introduced in conjunction with a specific system structure schematic diagram.

[0059] See also Figure 2, which is a structural schematic diagram of another vehicle braking control system provided by an embodiment of the present application, including EHB100, ESC200, and energy recovery braking module 300; at the same time, EHB includes a braking calculation module 400, a judgment module 500, and a braking hydraulic supply module 600, wherein the braking calculation module 400 and the judgment module 500 are arranged in the ECU inside it. A driving motor is arranged in the energy recovery braking module, which can reversely drag the set driving motor into a generator, thereby converting the kinetic energy generated when the vehicle is running into electrical energy and storing it in the energy storage component inside it. Accordingly, the energy recovery braking module can control the braking of the wheels through the driving motor and the conversion of the stored electrical energy, thereby effectively utilizing the kinetic energy generated when the vehicle is running normally and realizing the recycling of energy and kinetic energy.

[0060] The braking calculation module 400 is used to perform braking calculation according to the brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain the target braking deceleration for the target vehicle.

[0061] When the driver steps on the brake pedal, the brake calculation module in the ECU will instantly obtain the pedal input parameters generated by the driver based on the brake pedal, and perform braking calculations based on the brake pedal input parameters and the real-time driving parameters of the target vehicle, so as to combine the real-time driving conditions of the target vehicle to predict the target braking deceleration that the driver expects to achieve for the target vehicle, thereby ensuring that the braking effect of the target vehicle can fully meet the driver's expectations and reduce the interference of the target vehicle's driving conditions and external environment on the braking effect.

[0062] Among them, the brake pedal input parameter is used to characterize the change of the brake pedal when the driver steps on the brake pedal. Its input parameter can be the displacement generated by the brake pedal input rod, or the pedal pressure applied by the driver on the brake pedal. By installing a brake pedal position sensor (such as a displacement sensor or a potentiometer) at the brake pedal, the displacement generated by the brake pedal feel can be measured instantly when the driver steps on the brake pedal. Correspondingly, by installing a corresponding pressure sensor at the brake pedal, the pedal force generated by the driver when stepping on the brake pedal can also be obtained. This embodiment does not limit the parameter type and acquisition method of the brake pedal input parameter.

[0063] On the other hand, the vehicle driving parameters of the target vehicle are used to characterize the current driving state of the vehicle. The real-time driving parameters of the target vehicle may be the current driving speed of the vehicle, the acceleration of the vehicle, the friction coefficient between the vehicle and the driving road, etc. The driving parameters of the target vehicle may also be collected in real time through sensors and control systems inside the vehicle, and transmitted to the braking calculation module in the ECU through the vehicle bus, so that the ECU can predict the target braking deceleration expected by the driver for the target vehicle based on the brake pedal input parameters applied by the driver and the real-time driving parameters, thereby ensuring the braking effect of the target vehicle.

[0064] The judging module 500 is used to judge whether the target vehicle needs hydraulic braking according to the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module.

[0065] Existing vehicles are often equipped with energy recovery braking modules, which can convert the kinetic energy generated by the vehicle during normal driving into electrical energy. When the vehicle brakes, the energy recovery braking module can use the previously converted and stored electrical energy to drive the drive motor connected to the wheels to brake, thereby fully recycling energy.

[0066] Therefore, in order to ensure that the electric energy stored in the energy recovery braking module can be fully utilized as much as possible, after the braking calculation module in the ECU calculates the driver's target braking deceleration for the target vehicle, the judgment module also arranged in the ECU will judge whether the braking deceleration provided by the energy recovery braking module can completely cover the target braking deceleration based on the current first braking deceleration threshold of the energy recovery braking module, so as to judge whether the target vehicle needs hydraulic braking.

[0067] Among them, the first braking deceleration threshold is used to indicate the maximum braking deceleration that the energy recovery braking module can currently provide. The maximum braking deceleration that the energy recovery braking module can provide is affected by the real-time driving parameters of the vehicle and the electrical energy stored in the energy recovery braking module. Taking the real-time driving parameter as the vehicle speed as an example, the higher the vehicle speed, the greater the corresponding kinetic energy generated, and the more electrical energy that can be converted and stored by the energy recovery braking module, and thus the greater the first braking deceleration threshold corresponding to the energy recovery braking module. It can be seen that when the ECU determines whether the target vehicle needs hydraulic braking, it will calculate the first braking deceleration threshold based on the real-time driving parameters of the current vehicle and the electrical energy stored in the energy recovery braking module, so as to accurately determine whether the target vehicle needs hydraulic braking.

[0068] The brake hydraulic pressure supply module 600 is used to calculate the target brake hydraulic pressure according to the target brake deceleration and the first brake deceleration threshold when it is determined that the target vehicle needs hydraulic braking, and transmit the target brake hydraulic pressure to the ESC.

[0069] When the ECU determines that the target vehicle needs hydraulic braking, it means that the first braking deceleration threshold corresponding to the energy recovery braking module cannot completely cover the target braking deceleration. In order to compensate for the missing braking deceleration, the brake hydraulic pressure supply module in the ECU will calculate the actual braking deceleration that needs to be compensated based on the target braking deceleration and the first braking deceleration threshold, and convert the target braking hydraulic pressure that the EHB actually needs to output based on the braking deceleration that needs to be compensated, so as to transmit the calculated target braking hydraulic pressure to the ESC.

[0070] The target brake hydraulic pressure is generated by the motor, reduction mechanism and hydraulic cylinder in the EHB. The target brake hydraulic pressure generated by the EHB will not directly act on the braking control of the wheels. The target brake hydraulic pressure generated by the EHB will be transmitted to the ESC, which will allocate specific brake hydraulic pressure to different wheels according to the actual braking conditions of the target vehicle and each wheel, so as to independently control the hydraulic braking of different wheels and improve the braking effect of the target vehicle.

[0071] ESC200 is used to perform hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0072] In the past schemes of hydraulic braking through EHB, EHB usually distributes the target braking hydraulic pressure to the four wheels for hydraulic braking. However, the inventors have found that when hydraulic braking is performed on the drive wheels, it is different from hydraulic braking on the non-drive wheels. Since the drive wheels themselves are connected to the drive system, the drive system often includes components such as transmissions, drive shafts, and differentials. When the drive wheels are hydraulically braked, these components will continue to rotate during braking to generate inertial forces. In order to overcome these inertial forces, additional braking energy is often required, resulting in low utilization of braking energy.

[0073] Therefore, in order to solve this problem, the present application divides the control of the wheels into control of the driven wheels and non-driven wheels through ESC. When hydraulic braking needs to be controlled by ESC, ESC will calculate the second braking deceleration threshold of the non-driven wheels in the vehicle to determine whether the second braking deceleration threshold of the non-driven wheels and the first braking deceleration threshold provided by the energy recovery braking module can meet the initial target braking deceleration. If the braking capacity provided by the non-driven wheels and the energy recovery braking module itself can meet the braking requirements of the target vehicle, the driven wheels will not be hydraulically braked, thereby ensuring the maximization of the braking energy utilization rate.

[0074] In particular, the second braking deceleration threshold of the non-driven wheels is also determined based on the real-time driving parameters of the target vehicle, which is the same as the influencing factors of the first braking deceleration threshold of the energy recovery brake module. The real-time driving parameters include the vehicle's driving speed and the friction coefficient between the wheels and the road surface. Correspondingly, the driving speed and the friction coefficient between the road surface and the wheels will affect the braking capacity of the non-driven wheels. Therefore, when ESC determines whether it is necessary to perform hydraulic braking on the driving wheels, it can calculate the second braking deceleration threshold of the non-driven wheels based on the real-time driving parameters of the vehicle, and then decide whether it is necessary to perform hydraulic braking on the driving wheels to ensure the maximization of the braking energy utilization rate.

[0075] Next, the process of the ESC performing hydraulic braking control on the driving wheels and the non-driving wheels will be introduced in conjunction with the drawings of specific embodiments.

[0076] See also Figure 3 , which is a flow chart of a hydraulic brake control method for driving wheels and non-driving wheels provided in an embodiment of the present application, and specifically includes the following steps:

[0077] S201: Determine a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure.

[0078] First, the ESC needs to convert the braking deceleration according to the target braking hydraulic pressure transmitted by the EHB to calculate the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure. It can be understood that the target hydraulic braking deceleration is used to indicate the braking deceleration that the target vehicle currently needs to compensate for by braking. The target hydraulic braking deceleration and the first braking deceleration threshold of the energy recovery braking module can meet the target braking deceleration of the target vehicle, thereby ensuring the braking effect of the target vehicle while making the best use of the energy recovery braking module.

[0079] S202: Determine whether the second braking deceleration threshold of the non-driving wheel can meet the target hydraulic braking deceleration.

[0080] As can be seen from the foregoing, under the specific real-time driving parameters of the target vehicle, the non-driven wheels have different second braking deceleration thresholds. Therefore, after determining the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure, it is determined whether the second braking deceleration threshold of the non-driven wheels is the same as the target hydraulic braking deceleration, so as to determine whether it is necessary to perform hydraulic braking on the driving wheels of the target vehicle.

[0081] S203: When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, hydraulically braking only the non-driven wheels.

[0082] When the second braking deceleration threshold corresponding to the non-driven wheels can meet the target hydraulic braking deceleration, it indicates that the braking capacity provided by the non-driven wheels and the braking capacity provided by the energy recovery braking module can effectively cover the driver's actual braking needs. At this time, only the non-driven wheels are hydraulically braked.

[0083] S204: When the second braking deceleration threshold cannot meet the target hydraulic braking deceleration, hydraulically braking the driving wheels and the non-driving wheels.

[0084] Correspondingly, when the second braking deceleration threshold corresponding to the non-driven wheels cannot meet the target hydraulic braking deceleration, it indicates that hydraulic braking of the driven wheels is required at this time. At this time, the target braking hydraulic pressure is distributed to the driven wheels and the non-driven wheels, so as to jointly perform hydraulic braking to ensure the braking effect of the target vehicle.

[0085] Next, the process of the above-mentioned determination module 500 determining whether the target vehicle needs hydraulic braking will be introduced in conjunction with the drawings of specific embodiments.

[0086] See also Figure 4 , which is a flow chart of a method for determining whether to perform hydraulic braking provided by an embodiment of the present application, and specifically includes the following steps:

[0087] S301: When the first braking deceleration threshold cannot meet the target braking deceleration, determining that the target vehicle needs to be hydraulically braked.

[0088] In the process of the judgment module in the ECU judging whether the target vehicle needs hydraulic braking, in order to ensure that the braking energy in the energy recovery braking module can be fully utilized, the judgment module first needs to judge whether the first braking deceleration threshold corresponding to the energy recovery braking module can meet the driver's target braking deceleration for the target vehicle. When the first braking deceleration threshold is less than the target braking deceleration, it indicates that the current braking capacity of the energy recovery braking module cannot meet the driver's braking needs, and it is determined that the target vehicle needs hydraulic braking.

[0089] S302: When the first braking deceleration threshold can satisfy the target braking deceleration, determining that the target vehicle does not need to perform hydraulic braking.

[0090] Correspondingly, when the first braking deceleration threshold is not less than the target braking deceleration, it indicates that the braking capacity of the energy recovery braking module can meet the driver's braking needs. At this time, it is determined that the target vehicle does not need hydraulic braking, and the braking energy of the target vehicle is completely provided by the energy recovery braking module, which makes full use of the energy in the energy recovery braking module and improves the utilization rate of the braking energy.

[0091] It is understandable that in actual vehicle driving scenarios, when an emergency occurs on the road, sufficient braking force is often required to achieve rapid braking of the vehicle to ensure driving safety. Therefore, in response to this demand, in a possible implementation, an emergency braking module is also provided in the vehicle braking control system provided in the embodiment of the present application, and the emergency braking module is provided in the ECU in the EHB.

[0092] The emergency brake module can monitor the target braking deceleration calculated by the braking calculation module in real time through the preset braking deceleration threshold. When the target braking deceleration is greater than the preset braking deceleration threshold, it indicates that some unexpected situation may have occurred on the road, causing the driver to slam on the brake pedal. In this case, the emergency brake module directly controls the energy recovery brake module based on its own braking capacity limit, that is, directly controls the energy recovery brake module to perform motor braking based on the first braking deceleration threshold. On this basis, hydraulic braking is further applied to all wheels at the same time to provide the target vehicle with the maximum braking deceleration, thereby effectively ensuring the braking effect of the vehicle and ensuring driving safety.

[0093] The embodiment of the present application provides a vehicle braking control system. In the vehicle braking control system, unlike the previous solution of combining EHB and energy recovery braking module for braking control, an additional ESC is introduced to transfer the control work for each wheel from EHB to ESC, and each wheel is independently controlled by ESC.

[0094] In the overall processing logic, the brake calculation module in the EHB first performs brake calculations based on the actual brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain the driver's target brake deceleration for the target vehicle, and then determines the target brake deceleration that the driver actually needs to apply based on the driver's actual braking conditions and the real-time driving conditions of the target vehicle. Subsequently, based on the target brake deceleration and the first brake deceleration threshold that the energy recovery brake module can provide, it is determined whether the vehicle needs additional hydraulic braking to ensure full utilization of the brake energy in the energy recovery brake module.

[0095] When it is determined that the target vehicle needs to be hydraulically braked, the target braking hydraulic pressure to be distributed by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold, and the target braking hydraulic pressure is transmitted to the ESC, and the ESC distributes the target braking hydraulic pressure to different wheels. Accordingly, after the ESC receives the distributed target braking hydraulic pressure, it controls the driving wheels and non-driving wheels in the target vehicle respectively through the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels in the target vehicle, so that the driving wheels can avoid being hydraulically braked as much as possible while ensuring that the braking energy in the energy recovery braking module is fully utilized, so as to prevent the driving wheels from excessively wasting braking energy when performing hydraulic braking, thereby improving the braking energy utilization rate of the vehicle.

[0096] A vehicle braking control method provided in an embodiment of the present application is introduced below. The vehicle braking control method described below and the vehicle braking control system described above can refer to each other.

[0097] See also Figure 5 , which is a flow chart of a vehicle braking control method provided in an embodiment of the present application, wherein the method is applied to a target vehicle, wherein the target vehicle includes an EHB, an ESC and an energy recovery braking module, and the method specifically includes the following steps:

[0098] S101: performing braking calculation according to brake pedal input parameters and real-time driving parameters of the target vehicle through the EHB to obtain a target braking deceleration for the target vehicle;

[0099] S102: judging, by the EHB, whether the target vehicle needs hydraulic braking according to the target braking deceleration and a first braking deceleration threshold of the energy recovery braking module;

[0100] S103: when it is determined that the target vehicle needs hydraulic braking, calculating a target braking hydraulic pressure through the EHB according to the target braking deceleration and the first braking deceleration threshold, and transmitting the target braking hydraulic pressure to the ESC;

[0101] S104: performing hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle through the ESC.

[0102] In a possible implementation, the performing hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle by the ESC includes:

[0103] determining a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure;

[0104] determining whether the second braking deceleration threshold of the non-driven wheel can meet the target hydraulic braking deceleration;

[0105] When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, only hydraulically braking the non-driven wheels;

[0106] When the second braking deceleration threshold cannot satisfy the target hydraulic braking deceleration, hydraulic braking is performed on the driving wheels and the non-driving wheels.

[0107] See also Figure 6 , which is a schematic diagram of the structure of an electronic device for abnormal vehicle temperature alarm provided by an embodiment of the present application, including:

[0108] A memory 11, used for storing computer programs;

[0109] The processor 12 is used to implement the steps of a vehicle braking control method described in any of the above method embodiments when executing the computer program.

[0110] In this embodiment, the device may be a vehicle-mounted computer, a PC (Personal Computer), or a terminal device such as a smart phone, a tablet computer, a PDA, or a portable computer.

[0111] The device may include a memory 11 , a processor 12 , and a bus 13 .

[0112] Among them, the memory 11 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, hard disk, multimedia card, card-type memory (for example, SD or DX memory, etc.), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the device, such as a hard disk of the device. In other embodiments, the memory 11 can also be an external storage device of the device, such as a plug-in hard disk equipped on the device, a smart memory card (SmartMedia Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. Further, the memory 11 can also include both an internal storage unit of the device and an external storage device. The memory 11 can not only be used to store application software and various types of data installed in the device, such as program codes for executing fault prediction methods, etc., but can also be used to temporarily store data that has been output or is to be output. The processor 12 can be a central processing unit (CPU) in some embodiments.

[0113] In some embodiments, the processor 12 may be a central processing unit (CPU), a controller, a microcontroller, a microprocessor or other data processing chip, used to run program codes or process data stored in the memory 11, such as program codes for executing a vehicle braking control method.

[0114] The bus 13 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0115] Furthermore, the device may also include a network interface 14, which may optionally include a wired interface and / or a wireless interface (such as a WI-FI interface, a Bluetooth interface, etc.), which is generally used to establish a communication connection between the device and other electronic devices.

[0116] Optionally, the device may further include a user interface 15, which may include a display (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 15 may also include a standard wired interface and a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, and an OLED (Organic Light-Emitting Diode) touch device, etc. The display may also be appropriately referred to as a display screen or a display unit, which is used to display information processed in the device and to display a visual user interface.

[0117] Figure 6 Only the device with components 11-15 is shown, and it can be understood by those skilled in the art that Figure 6 The structure shown does not constitute a limitation of the device, and may include fewer or more components than shown, or combine certain components, or arrange the components differently.

[0118] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, an embodiment of the present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle braking control method described in any of the above embodiments.

[0119] The computer-readable media of the embodiments of the present application include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0120] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle braking control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0121] It should be noted that each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system, method, electronic device and medium, since they are basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The system, method, electronic device and medium described above are merely schematic, in which the units described as separate components may or may not be physically separated, and the components indicated as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0122] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application 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 vehicle braking control system, characterized in that: Applied to the target vehicle, the system includes: EHB, ESC and energy recovery braking module; the EHB includes: braking calculation module, judgment module and braking hydraulic supply module; The braking calculation module is used to perform braking calculation according to the brake pedal input parameters and the real-time driving parameters of the target vehicle to obtain a target braking deceleration for the target vehicle; The judging module is used to judge whether the target vehicle needs hydraulic braking according to the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module; The brake hydraulic pressure supply module is used to calculate the target brake hydraulic pressure according to the target brake deceleration and the first brake deceleration threshold when it is determined that the target vehicle needs hydraulic braking, and transmit the target brake hydraulic pressure to the ESC; The ESC is used to perform hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle.

2. The system according to claim 1, characterized in that The ESC is specifically used for: determining a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure; determining whether the second braking deceleration threshold of the non-driven wheel can meet the target hydraulic braking deceleration; When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, only hydraulically braking the non-driven wheels; When the second braking deceleration threshold cannot satisfy the target hydraulic braking deceleration, hydraulic braking is performed on the driving wheels and the non-driving wheels.

3. The system according to claim 1, characterized in that The judgment module is specifically used for: When the first braking deceleration threshold cannot meet the target braking deceleration, determining that the target vehicle needs to be hydraulically braked; When the first braking deceleration threshold can satisfy the target braking deceleration, it is determined that the target vehicle does not need to perform hydraulic braking.

4. The system according to claim 1, characterized in that The EHB is connected to the ESC via a brake line; the ESC is connected one-to-one with each wheel in the target vehicle.

5. The system according to claim 1, characterized in that The first braking deceleration threshold and the second braking deceleration threshold are both determined based on real-time driving parameters of the target vehicle.

6. The system according to claim 1, characterized in that Also includes: Emergency Braking Module The emergency braking module is used to perform motor braking through the first braking deceleration threshold of the energy recovery braking module and hydraulic braking on all wheels in the target vehicle when the target braking deceleration is greater than a preset braking deceleration threshold.

7. A vehicle braking control method, characterized in that: Applied to target vehicle; The target vehicle includes: an EHB, an ESC and an energy recovery braking module; the method includes: The EHB performs braking calculation according to brake pedal input parameters and real-time driving parameters of the target vehicle to obtain a target braking deceleration for the target vehicle; Determining whether the target vehicle needs hydraulic braking according to the target braking deceleration and a first braking deceleration threshold of the energy recovery braking module by the EHB; When it is determined that the target vehicle needs hydraulic braking, the target braking hydraulic pressure is calculated by the EHB according to the target braking deceleration and the first braking deceleration threshold, and the target braking hydraulic pressure is transmitted to the ESC; The ESC performs hydraulic braking control on the driving wheels and the non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle.

8. The method according to claim 7, characterized in that The performing hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle respectively according to the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle by the ESC comprises: determining a target hydraulic braking deceleration corresponding to the target braking hydraulic pressure according to the target braking hydraulic pressure; determining whether the second braking deceleration threshold of the non-driven wheel can meet the target hydraulic braking deceleration; When the second braking deceleration threshold can satisfy the target hydraulic braking deceleration, only hydraulically braking the non-driven wheels; When the second braking deceleration threshold cannot satisfy the target hydraulic braking deceleration, hydraulic braking is performed on the driving wheels and the non-driving wheels.

9. An electronic device, characterized in that: The device comprises: a processor, a memory and a system bus; The processor and the memory are connected via the system bus; The memory is used to store one or more programs, and the one or more programs include instructions. When the instructions are executed by the processor, the processor executes the vehicle braking control method according to any one of claims 5 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle braking control method described in any one of claims 5 to 7 is implemented.

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