A vehicle brake control system, method, electronic device, and medium

Abstract

Embodiments of the present application provide a vehicle brake control system, method, electronic device and medium, which are applied to a target vehicle. The system comprises an EHB, an ESC and an energy recovery brake module. The EHB performs brake calculation according to a brake pedal input parameter and real-time driving parameters of the target vehicle to obtain a target brake deceleration of the target vehicle. Whether the target vehicle needs hydraulic braking is determined according to the target brake deceleration and a first brake deceleration threshold of the energy recovery brake module. Then, when it is determined that the target vehicle needs hydraulic braking, the target brake hydraulic pressure is calculated according to the target brake deceleration and the first brake deceleration threshold, and the target brake hydraulic pressure is transmitted to the ESC. Finally, the ESC performs hydraulic braking control on the drive wheels and non-drive wheels of the target vehicle according to the target brake hydraulic pressure and a second brake deceleration threshold of the non-drive wheels of the target vehicle, thereby improving the utilization rate of brake energy.

Description

Technical Field

[0001] This application relates to the field of braking control technology, and in particular to a vehicle braking control system, method, electronic device and medium. Background Technology

[0002] In current vehicle braking control schemes, the vehicle's braking is jointly controlled by the EHB (Electro-Hydraulic Brake) and the energy recovery braking system. However, because the EHB's control method for wheel braking is relatively simple, the total braking deceleration output by the EHB and the energy recovery braking system may exceed the driver's actual braking needs, resulting in wasted braking energy and low vehicle braking energy utilization efficiency. Summary of the Invention

[0003] In view of the above problems, in order to improve the efficiency of vehicle braking energy utilization, this application provides a vehicle braking control system, method, electronic device and medium.

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

[0005] In a first aspect, embodiments of this application provide a vehicle braking control system applied to a target vehicle, the system including: EHB, ESC and an energy recovery braking module; the EHB includes: a braking calculation module, a judgment module and a braking hydraulic supply module;

[0006] The braking calculation module is used to perform braking calculations based on 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.

[0007] The judgment module is used to determine whether the target vehicle needs to perform hydraulic braking based on the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module.

[0008] The brake hydraulic supply module is used to calculate the target brake hydraulic pressure based on the target braking deceleration and the first braking deceleration threshold when it is determined that the target vehicle needs to perform hydraulic braking, and to 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 based on the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0010] In one possible implementation, the ESC is specifically used for:

[0011] Based on the target braking hydraulic pressure, determine the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure;

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

[0013] When the second braking deceleration threshold can meet the target hydraulic braking deceleration, hydraulic braking is applied only to the non-driving wheels.

[0014] When the second braking deceleration threshold cannot meet the target hydraulic braking deceleration, hydraulic braking is applied to the drive wheels and the non-drive wheels.

[0015] In one possible implementation, the judgment module is specifically used for:

[0016] When the first braking deceleration threshold cannot meet the target braking deceleration, it is determined that the target vehicle needs to be hydraulically braked.

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

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

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

[0020] One possible implementation also includes: an emergency braking module.

[0021] The emergency braking module is used to apply electric motor braking and hydraulic braking to all wheels of the target vehicle when the target braking deceleration is greater than a preset braking deceleration threshold, by means of the first braking deceleration threshold of the energy recovery braking module.

[0022] Secondly, embodiments of this application provide a vehicle braking control method applied to a target vehicle; the target vehicle includes: EHB, ESC, and an energy recovery braking module; the method includes:

[0023] The EHB performs braking calculations based on 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.

[0024] The EHB determines whether the target vehicle needs to be hydraulically braked based on the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module.

[0025] When it is determined that the target vehicle needs to be hydraulically braked, the EHB calculates the target braking hydraulic pressure based on the target braking deceleration and the first braking deceleration threshold, and transmits the target braking hydraulic pressure to the ESC;

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

[0027] In one possible implementation, the step of using the ESC to perform hydraulic braking control on the driving and non-driving wheels of the target vehicle based on the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle includes:

[0028] Based on the target braking hydraulic pressure, determine the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure;

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

[0030] When the second braking deceleration threshold can meet the target hydraulic braking deceleration, hydraulic braking is applied only to the non-driving wheels.

[0031] When the second braking deceleration threshold cannot meet the target hydraulic braking deceleration, hydraulic braking is applied to the drive wheels and the non-drive wheels.

[0032] Thirdly, embodiments of this application provide an electronic device, the device including: 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, the one or more programs including instructions that, when executed by the processor, cause the processor to perform any of the possible vehicle braking control methods in the second aspect.

[0035] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements any of the possible vehicle braking control methods in the second aspect.

[0036] Compared to existing technologies, this application offers the following advantages: This application provides a vehicle braking control system, method, electronic device, and medium. Unlike previous approaches that combined EHB and energy recovery braking modules for braking control, this application introduces an additional ESC (Energy Control System), transferring the control of each wheel from the EHB to the ESC, allowing for independent control of each wheel.

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

[0038] When it is determined that the target vehicle requires hydraulic braking, the target braking hydraulic pressure to be allocated by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold. This target braking hydraulic pressure is then transmitted to the ESC, which distributes it to different wheels. Correspondingly, after receiving the allocated target braking hydraulic pressure, the ESC controls the driving and non-driving wheels of the target vehicle separately using the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels. This ensures that the braking energy within the energy recovery braking module is fully utilized while minimizing the application of hydraulic braking to the driving wheels, preventing excessive waste of braking energy during hydraulic braking and improving the vehicle's braking energy utilization rate. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

[0041] Figure 2 This is a schematic diagram of another vehicle braking control system provided in an embodiment of this application;

[0042] Figure 3 A schematic flowchart illustrating a hydraulic braking control method for both drive wheels and non-drive wheels, provided as an embodiment of this application;

[0043] Figure 4 A flowchart illustrating a method for determining whether to perform hydraulic braking, as provided in an embodiment of this application;

[0044] Figure 5 A schematic flowchart of a vehicle braking control method provided in an embodiment of this application;

[0045] Figure 6 This is a schematic diagram of the structure of a vehicle temperature abnormality alarm electronic device provided in an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and accompanying drawings. It should be particularly noted that the embodiments described in this application are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0047] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" 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, because EHB's control method for wheel braking is relatively simple, the total braking deceleration output by EHB and the energy recovery braking system may exceed the driver's actual braking needs for the vehicle, resulting in a waste of braking energy and low vehicle braking energy utilization efficiency.

[0049] To address the aforementioned issues, embodiments of this application provide a vehicle braking control system, method, electronic device, and medium. Unlike previous approaches that combined EHB and energy recovery braking modules for braking control, this vehicle braking control system introduces an additional ESC (Energy Control System), transferring the control of each wheel from the EHB to the ESC, allowing for independent control of each wheel.

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

[0051] When it is determined that the target vehicle requires hydraulic braking, the target braking hydraulic pressure to be allocated by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold. This target braking hydraulic pressure is then transmitted to the ESC, which distributes it to different wheels. Correspondingly, after receiving the allocated target braking hydraulic pressure, the ESC controls the driving and non-driving wheels of the target vehicle separately using the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels. This ensures that the braking energy within the energy recovery braking module is fully utilized while minimizing the application of hydraulic braking to the driving wheels, preventing excessive waste of braking energy during hydraulic braking and improving the vehicle's braking energy utilization rate.

[0052] Next, the vehicle braking control system provided in the embodiments of this application will be described in conjunction with the accompanying drawings of specific examples. First, to facilitate understanding of the solutions in the embodiments of this application, the actual application scenarios and specific components of the braking control system will be introduced.

[0053] See Figure 1 The figure is a schematic diagram of the structure of a vehicle braking control system provided in an embodiment of this application. Figure 1 As shown in the structural diagram, the EHB includes a motor, a pedal feel simulator, a reduction mechanism, an ECU, and a hydraulic cylinder. The EHB is connected to the ESC via two brake lines, thereby transmitting hydraulic pressure to the ESC. The ESC is connected to each of the four wheels one-to-one via four lines, and uses internal solenoid valves to control the opening and closing of the connecting lines to the wheels, thus achieving independent control for each wheel.

[0054] As shown in the figure, in the vehicle braking system of this application embodiment, the EHB is connected to the ESC through the brake line, and the ESC replaces the EHB to perform the braking control of the wheels, thereby achieving decoupling between the EHB and the wheels.

[0055] When the driver depresses the brake pedal, the brake pedal input lever is pushed forward. The specific input parameters of the brake pedal input lever are transmitted to the ECU. The ECU combines the vehicle's actual driving parameters with the brake pedal input parameters to calculate the target braking deceleration required by the vehicle and determine whether hydraulic braking needs to be engaged. If hydraulic braking is required, the ECU calculates the target braking hydraulic pressure that needs to be output by the EHB and sends a control signal to the motor within the EHB based on the target braking hydraulic pressure. This control signals the motor to generate torque based on the target braking hydraulic pressure, which in turn drives the hydraulic cylinder piston through the reduction mechanism to produce the target braking hydraulic pressure.

[0056] In this way, the driver's input to the brake pedal lever does not directly act on the deceleration mechanism. The actual target brake hydraulic pressure output is determined by the ECU in the EHB in combination 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, and the target brake hydraulic pressure is completely controlled by the ECU in the EHB, thus optimizing the vehicle's braking effect.

[0057] Correspondingly, after the target braking hydraulic pressure is transmitted to the ESC, the ESC uses solenoid valve control signals to independently control the hydraulic braking of each wheel based on the magnitude of the target braking hydraulic pressure and the actual braking capacity of the wheels. This makes the braking control of the vehicle more flexible and optimizes the vehicle's braking effect while ensuring the maximum energy utilization.

[0058] Next, the vehicle braking control system provided in the embodiments of this application will be introduced with reference to a specific system structure diagram.

[0059] See Figure 2This figure is a schematic diagram of another vehicle braking control system provided in an embodiment of this application, including an EHB100, an ESC200, and an energy recovery braking module 300. The EHB includes a braking calculation module 400, a judgment module 500, and a braking hydraulic supply module 600. The braking calculation module 400 and the judgment module 500 are housed within its internal ECU. A drive motor is installed within the energy recovery braking module, which can reverse-drive the drive motor to become a generator, thereby converting the kinetic energy generated during vehicle operation into electrical energy and storing it in its internal energy storage component. Correspondingly, the energy recovery braking module can control wheel braking through the drive motor and the converted and stored electrical energy, thus effectively utilizing the kinetic energy generated during normal vehicle operation and achieving energy recovery and utilization.

[0060] The braking calculation module 400 is used to perform braking calculations based on 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 presses the brake pedal, the braking calculation module in the ECU will immediately 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. By combining the real-time driving conditions of the target vehicle, the module predicts 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 reducing the interference of the target vehicle's driving conditions and the external environment on the braking effect.

[0062] The brake pedal input parameters characterize the changes in the brake pedal when the driver depresses it. These input parameters can be the displacement generated by the brake pedal input lever or the pedal pressure applied by the driver. By installing a brake pedal position sensor (such as a displacement sensor or potentiometer) at the brake pedal, the displacement generated by the brake pedal can be measured in real time when the driver depresses it. Similarly, by installing a corresponding pressure sensor at the brake pedal, the pedal force generated when the driver depresses the brake pedal can also be obtained. This embodiment does not limit the type of brake pedal input parameters or the method of obtaining them.

[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 can be the current driving speed, the acceleration of the vehicle, the friction coefficient between the vehicle and the road surface, etc. The driving parameters of the target vehicle can also be collected in real time by the sensors and control system inside the vehicle and transmitted to the braking calculation module in the ECU through the vehicle bus. This allows the ECU to predict the target braking deceleration that the driver expects 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 judgment module 500 is used to determine whether the target vehicle needs to perform hydraulic braking based on the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module.

[0065] Existing vehicles often include energy recovery braking modules, which convert the kinetic energy generated during normal vehicle operation 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, thereby achieving full recovery and utilization of energy.

[0066] Therefore, in order to ensure that the electrical 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 target braking deceleration of the driver for the target vehicle, the judgment module in the ECU will also determine 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 determine whether the target vehicle needs to be hydraulically braked.

[0067] The first braking deceleration threshold indicates the maximum braking deceleration that the energy recovery braking module can currently provide. The maximum braking deceleration provided by the energy recovery braking module is affected by the vehicle's real-time driving parameters and the electrical energy stored in the module. Taking vehicle speed as an example, the higher the vehicle speed, the greater the kinetic energy generated, and the more electrical energy the energy recovery braking module can convert and store. Therefore, the first braking deceleration threshold corresponding to the energy recovery braking module is also higher. Thus, when the ECU determines whether the target vehicle needs hydraulic braking, it calculates the first braking deceleration threshold based on the vehicle's real-time driving parameters and the electrical energy stored in the energy recovery braking module, thereby accurately determining whether hydraulic braking is necessary.

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

[0069] When the ECU determines that the target vehicle needs hydraulic braking, it indicates that the first braking deceleration threshold corresponding to the energy recovery braking module cannot fully cover the target braking deceleration. To compensate for the missing braking deceleration, the brake hydraulic supply module in the ECU calculates the actual braking deceleration that needs to be compensated based on the target braking deceleration and the first braking deceleration threshold, and converts the target brake hydraulic pressure that the EHB actually needs to output based on the brake deceleration that needs to be compensated, so that the calculated target brake hydraulic pressure can be transmitted to the ESC.

[0070] The generation of target braking hydraulic fluid is accomplished by the motor, reduction mechanism, and hydraulic cylinder within the EHB. The target braking hydraulic fluid generated by the EHB does not directly act on the braking control of the wheels. Instead, it is transmitted to the ESC, which allocates specific braking hydraulic fluid to different wheels based on the actual braking conditions of the target vehicle and each wheel. This allows for independent control of the hydraulic braking of different wheels, thereby improving 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 based on the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0072] In previous hydraulic braking schemes using EHB (Extended Braking Helicopter), the target braking hydraulic pressure was typically evenly distributed to all four wheels. However, the inventors discovered that hydraulic braking of the drive wheels differs from hydraulic braking of the non-drive wheels. Since the drive wheels are connected to the drive system, which often includes components such as the transmission, drive shaft, and differential, these components continue to rotate during braking, generating inertial forces. Overcoming these inertial forces often requires additional braking energy, resulting in low braking energy utilization.

[0073] Therefore, to address this issue, this application utilizes ESC (Electronic Stability Control) to divide wheel control into control of driving wheels and non-driving wheels. When hydraulic braking is required by ESC, the ESC calculates a second braking deceleration threshold for the non-driving wheels to determine whether this threshold, along with the first braking deceleration threshold provided by the energy recovery braking module, satisfies the initial target braking deceleration. If the braking capacity provided by the non-driving wheels and the energy recovery braking module itself meets the braking requirements of the target vehicle, hydraulic braking is not applied to the driving wheels, thereby maximizing braking energy utilization.

[0074] Specifically, similar to the factors influencing the first braking deceleration threshold of the energy recovery braking module, the second braking deceleration threshold for the non-driving wheels is also determined based on the real-time driving parameters of the target vehicle. These real-time driving parameters include the vehicle's speed and the coefficient of friction between the wheels and the road surface. Correspondingly, the vehicle speed and the coefficient of friction between the road surface and the wheels affect the braking capacity of the non-driving wheels. Therefore, when ESC determines whether hydraulic braking of the driving wheels is necessary, it can calculate the second braking deceleration threshold for the non-driving wheels using the vehicle's real-time driving parameters, and then decide whether hydraulic braking of the driving wheels is required to maximize braking energy utilization.

[0075] Next, with reference to the accompanying drawings of specific embodiments, the process of the above-mentioned ESC for hydraulic braking control of drive wheels and non-drive wheels will be described.

[0076] See Figure 3 The figure is a flowchart illustrating a hydraulic braking control method for drive wheels and non-drive wheels provided in an embodiment of this application, specifically including the following steps:

[0077] S201: Determine the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure based on the target braking hydraulic pressure.

[0078] First, the ESC needs to perform braking deceleration conversion based on the target braking hydraulic pressure transmitted by the EHB to calculate the target hydraulic braking deceleration corresponding to that target braking hydraulic pressure. It can be understood that the target hydraulic braking deceleration represents the braking deceleration that the target vehicle currently needs to compensate for. By using the target hydraulic braking deceleration and the first braking deceleration threshold of the energy recovery braking module, the target braking deceleration of the target vehicle can be met, thereby ensuring the braking effect of the target vehicle while making maximum 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 mentioned earlier, under specific real-time driving parameters of the target vehicle, the non-drive 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-drive wheels is the same as the target hydraulic braking deceleration, thereby determining whether hydraulic braking of the target vehicle's drive wheels is necessary.

[0081] S203: When the second braking deceleration threshold can meet the target hydraulic braking deceleration, hydraulic braking is applied only to the non-driving wheels.

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

[0083] S204: When the second braking deceleration threshold cannot meet the target hydraulic braking deceleration, hydraulic braking is applied to the drive wheels and the non-drive wheels.

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

[0085] Next, with reference to the accompanying drawings of specific embodiments, the process by which the judgment module 500 determines whether the target vehicle needs to be hydraulically braked will be described.

[0086] See Figure 4 The figure is a flowchart illustrating a method for determining whether to perform hydraulic braking according to an embodiment of this application, specifically including the following steps:

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

[0088] During the process of determining whether the target vehicle needs hydraulic braking, the judgment module within the ECU first needs to determine 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 in order to ensure that the braking energy in the energy recovery braking module can be fully utilized. If 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 meet the target braking deceleration, it is determined 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 to perform hydraulic braking, and the braking energy of the target vehicle is entirely provided by the energy recovery braking module, making full use of the energy in the energy recovery braking module and improving the utilization rate of braking energy.

[0091] It is understandable that in real-world driving scenarios, sufficient braking force is often required to achieve rapid braking of the vehicle in the event of a sudden road situation, thereby ensuring driving safety. Therefore, to address this need, in one possible implementation, the vehicle braking control system provided in this application embodiment also includes an emergency braking module, which is located in the ECU within the EHB.

[0092] The emergency braking module can monitor the target braking deceleration calculated by the braking calculation module in real time through a pre-set braking deceleration threshold. When the target braking deceleration exceeds the pre-set threshold, it indicates that a sudden situation may have occurred on the road, causing the driver to slam on the brakes. In this case, the emergency braking module directly controls the energy recovery braking module to apply electric motor braking based on its own braking capacity limit, that is, based on the first braking deceleration threshold. On top of this, hydraulic braking is simultaneously applied to all wheels to provide the target vehicle with the maximum braking deceleration, thereby effectively ensuring the vehicle's braking performance and guaranteeing driving safety.

[0093] This application provides a vehicle braking control system. Unlike previous schemes that combined EHB and energy recovery braking modules for braking control, this system introduces an additional ESC (Energy Control System), transferring the control of each wheel from EHB to ESC, allowing independent control of each wheel.

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

[0095] When it is determined that the target vehicle requires hydraulic braking, the target braking hydraulic pressure to be allocated by the EHB is calculated based on the previously calculated target braking deceleration and the first braking deceleration threshold. This target braking hydraulic pressure is then transmitted to the ESC, which distributes it to different wheels. Correspondingly, after receiving the allocated target braking hydraulic pressure, the ESC controls the driving and non-driving wheels of the target vehicle separately using the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels. This ensures that the braking energy within the energy recovery braking module is fully utilized while minimizing the application of hydraulic braking to the driving wheels, preventing excessive waste of braking energy during hydraulic braking and improving the vehicle's braking energy utilization rate.

[0096] The following describes a vehicle braking control method provided by an embodiment of this application. The vehicle braking control method described below can be referred to in correspondence with the vehicle braking control system described above.

[0097] See Figure 5 The figure is a schematic flowchart of a vehicle braking control method provided in an embodiment of this application. The method is applied to a target vehicle, which includes an EHB, ESC, and an energy recovery braking module. The method specifically includes the following steps:

[0098] S101: The EHB performs braking calculations based on 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.

[0099] S102: The EHB determines whether the target vehicle needs to perform hydraulic braking based on the target braking deceleration and the first braking deceleration threshold of the energy recovery braking module.

[0100] S103: When it is determined that the target vehicle needs to be hydraulically braked, the EHB calculates the target braking hydraulic pressure based on the target braking deceleration and the first braking deceleration threshold, and transmits the target braking hydraulic pressure to the ESC;

[0101] S104: The ESC performs hydraulic braking control on the driving wheels and non-driving wheels of the target vehicle based on the target braking hydraulic pressure and the second braking deceleration threshold of the non-driving wheels of the target vehicle.

[0102] In one possible implementation, the step of using the ESC to perform hydraulic braking control on the driving and non-driving wheels of the target vehicle based on the target braking hydraulic pressure and a second braking deceleration threshold of the non-driving wheels of the target vehicle includes:

[0103] Based on the target braking hydraulic pressure, determine the target hydraulic braking deceleration corresponding to the target braking hydraulic pressure;

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

[0105] When the second braking deceleration threshold can meet the target hydraulic braking deceleration, hydraulic braking is applied only to the non-driving wheels.

[0106] When the second braking deceleration threshold cannot meet the target hydraulic braking deceleration, hydraulic braking is applied to the drive wheels and the non-drive wheels.

[0107] See Figure 6 The figure is a schematic diagram of the structure of a vehicle temperature abnormality alarm electronic device provided in an embodiment of this application, including:

[0108] Memory 11 is used to store computer programs;

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

[0110] In this embodiment, the device can be an in-vehicle computer, a PC (Personal Computer), or a terminal device such as a smartphone, tablet computer, handheld computer, or portable computer.

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

[0112] The memory 11 includes at least one type of readable storage medium, such as flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 11 may be an internal storage unit of the device, such as the hard disk of the device. In other embodiments, the memory 11 may be an external storage device of the device, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, Flash Card, etc. Furthermore, the memory 11 may include both internal and external storage units of the device. The memory 11 can be used not only to store application software and various types of data installed on the device, such as program code for executing fault prediction methods, but also to temporarily store data that has been output or will be output. In some embodiments, the processor 12 may be a Central Processing Unit (CPU).

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

[0114] This bus 13 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or 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.), typically used to establish communication connections between the device and other electronic devices.

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

[0117] Figure 6 Only devices with components 11-15 are shown; those skilled in the art will understand that... Figure 6 The structure shown does not constitute a limitation on the device and may include fewer or more components than shown, or combine certain components, or have different component arrangements.

[0118] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle braking control method as described in any of the above embodiments.

[0119] The computer-readable media in this application embodiment includes 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0120] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle braking control method as 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 the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for systems, methods, electronic devices, and media, since they are basically similar to the method embodiments, the descriptions are relatively simple, and relevant parts can be referred to the descriptions of the method embodiments. The systems, methods, electronic devices, and media described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components indicated as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0122] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle brake control system characterized by comprising: The system applied to a target vehicle comprises an EHB, an ESC and an energy recovery brake module; the EHB comprises a brake calculation module, a judgment module and a brake hydraulic supply module; The brake calculation module is used for performing brake calculation according to a brake pedal input parameter and real-time driving parameters of the target vehicle to obtain a target brake deceleration of the target vehicle; The judgment module is used for judging whether the target vehicle needs hydraulic braking according to the target brake deceleration and a first brake deceleration threshold of the energy recovery brake module; The brake hydraulic supply module is used for calculating a target brake hydraulic pressure according to the target brake deceleration and the first brake deceleration threshold and transmitting the target brake hydraulic pressure to the ESC when it is determined that the target vehicle needs hydraulic braking; The ESC is used for performing hydraulic braking control on driving wheels and non-driving wheels of the target vehicle respectively according to the target brake hydraulic pressure and a second brake deceleration threshold of the non-driving wheels of the target vehicle; The ESC is specifically used for: determining a target hydraulic brake deceleration corresponding to the target brake hydraulic pressure according to the target brake hydraulic pressure; judging whether the second brake deceleration threshold of the non-driving wheels can meet the target hydraulic brake deceleration; performing hydraulic braking on only the non-driving wheels when the second brake deceleration threshold can meet the target hydraulic brake deceleration; and performing hydraulic braking on the driving wheels and the non-driving wheels when the second brake deceleration threshold cannot meet the target hydraulic brake deceleration.

2. The system of claim 1, wherein, The judgment module is specifically used for: determining that the target vehicle needs hydraulic braking when the first brake deceleration threshold cannot meet the target brake deceleration; and determining that the target vehicle does not need hydraulic braking when the first brake deceleration threshold can meet the target brake deceleration.

3. The system of claim 1, wherein, The EHB and the ESC are connected through a brake pipeline; and the ESC is connected with each wheel in the target vehicle one by one.

4. The system of claim 1, wherein, The first brake deceleration threshold and the second brake deceleration threshold are both determined based on real-time driving parameters of the target vehicle.

5. The system of claim 1, wherein, Further comprising: an emergency brake module The emergency brake module is used for performing motor braking through the first brake deceleration threshold of the energy recovery brake module and performing hydraulic braking on all wheels in the target vehicle when the target brake deceleration is greater than a preset brake deceleration threshold.

6. A vehicle brake control method characterized by, The system is applied to a target vehicle; The target vehicle comprises an EHB, an ESC and an energy recovery brake module; and the method comprises: performing brake calculation by the EHB according to a brake pedal input parameter and real-time driving parameters of the target vehicle to obtain a target brake deceleration of the target vehicle; judging whether the target vehicle needs hydraulic braking by the EHB according to the target brake deceleration and a first brake deceleration threshold of the energy recovery brake module; determining that the target vehicle needs hydraulic braking, calculating a target brake hydraulic pressure according to the target brake deceleration and the first brake deceleration threshold by the EHB, and transmitting the target brake hydraulic pressure to the ESC; controlling hydraulic braking of the drive wheels and the non-drive wheels of the target vehicle according to the target brake hydraulic pressure and a second brake deceleration threshold of the non-drive wheels of the target vehicle by the ESC; the controlling hydraulic braking of the drive wheels and the non-drive wheels of the target vehicle according to the target brake hydraulic pressure and the second brake deceleration threshold of the non-drive wheels of the target vehicle by the ESC comprises: determining a target hydraulic brake deceleration corresponding to the target brake hydraulic pressure according to the target brake hydraulic pressure; judging whether the second brake deceleration threshold of the non-drive wheels can satisfy the target hydraulic brake deceleration; when the second brake deceleration threshold can satisfy the target hydraulic brake deceleration, only controlling hydraulic braking of the non-drive wheels; when the second brake deceleration threshold cannot satisfy the target hydraulic brake deceleration, controlling hydraulic braking of the drive wheels and the non-drive wheels.

7. An electronic device, comprising: The device comprises a processor, a memory and a system bus. The processor and the memory are connected through the system bus. The memory is used to store one or more programs, the one or more programs comprising instructions which, when executed by the processor, cause the processor to perform the vehicle brake control method of claim 6.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the vehicle brake control method of claim 6.

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