Vehicle braking control method and device, new energy vehicle and storage medium

Abstract

The invention discloses a vehicle braking control method and device, a new energy vehicle and a storage medium, and relates to the technical field of new energy vehicles. The method comprises the steps that under the condition that the electric braking function of the vehicle is activated, the electric braking initial torque and current deceleration intention information are determined; the deceleration intention information is determined based on the driving operation information and / or external environment information of the vehicle; determining a target correction factor based on the deceleration intention information; correcting the electric braking initial torque based on the target correction factor to obtain an electric braking target torque; and the motor output torque of the vehicle is adjusted according to the electric braking target torque so as to control vehicle braking. By adopting the method, the safety of the electric braking process of the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a vehicle braking control method, device, new energy vehicle and storage medium. Background Art

[0002] New energy vehicle technology is updated day by day, and it is very necessary to improve the safety of new energy vehicles, especially the safety of the vehicle's braking process.

[0003] At present, the braking control of vehicles is mainly carried out by the driver operating the braking system. However, in the event of a failure of the braking system, in order to ensure that the vehicle has sufficient deceleration, the maximum recovery torque available from the motor is generally used as the electric braking target torque. In this way, the motor output torque determined based on the electric braking target torque may not be accurate enough, which will affect braking safety.

[0004] Therefore, how to improve the safety of the vehicle's electric braking process has become an urgent problem to be solved. Summary of the invention

[0005] The embodiments of the present application provide a vehicle braking control method, device, new energy vehicle and storage medium, which can improve the safety of the vehicle's electric braking process.

[0006] In a first aspect, an embodiment of the present application provides a vehicle braking control method, the method comprising:

[0007] When the electric brake function of the vehicle is activated, determining the electric brake initial torque and current deceleration intention information; the deceleration intention information is determined based on the driving operation information and / or the external environment information of the vehicle;

[0008] Based on the deceleration intention information, a target correction factor is determined;

[0009] The electric brake initial torque is corrected based on the target correction factor to obtain the electric brake target torque;

[0010] The vehicle's motor output torque is adjusted according to the electric brake target torque to control vehicle braking.

[0011] In one embodiment, the method also includes: activating the electric braking function when at least one of the following conditions is met: a first condition that the key pressing duration for the target control of the vehicle is greater than a preset duration threshold; a second condition that the number of key pressings for the target control within a preset time period is greater than a preset number threshold; a third condition that the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold, and the relative speed is greater than a preset relative speed threshold.

[0012] In one embodiment, the deceleration intention information includes first deceleration intention information and second deceleration intention information; the first deceleration intention information is determined based on driving operation information; the second deceleration intention information is determined based on external environment information of the vehicle; based on the deceleration intention information, determining a target correction factor, including: when the deceleration intention information is the first deceleration intention information, obtaining a first correction factor corresponding to the first deceleration intention information as the target correction factor; when the deceleration intention information is the second deceleration intention information, obtaining a second correction factor corresponding to the second deceleration intention information as the target correction factor; when the deceleration intention information is the first deceleration intention information and the second deceleration intention information, obtaining an average of the first correction factor and the second correction factor as the target correction factor.

[0013] In one embodiment, when the electric braking function of the vehicle is activated, the current deceleration intention information is determined, including: when the trigger condition for activating the electric braking function is the first condition and / or the second condition, determining the current deceleration intention information as the first deceleration intention information; when the trigger condition for activating the electric braking function is the third condition, determining the deceleration intention information as the second deceleration intention information; when the trigger condition for activating the electric braking function is the first condition and the third condition, or the second condition and the third condition, or the first condition, the second condition and the third condition, determining the deceleration intention information as the first deceleration intention information and the second deceleration intention information.

[0014] In one embodiment, the first correction factor is determined in the following manner: based on a first corresponding relationship, a first initial correction factor corresponding to the driving operation information is determined; the first corresponding relationship includes a corresponding relationship between multiple driving operation information and multiple initial correction factors; the initial correction factor corresponding to the driving operation information is positively correlated with the intensity of the deceleration intention represented by the driving operation information; based on a second corresponding relationship, a first factor correction coefficient corresponding to the steering wheel angular velocity is obtained; the second corresponding relationship includes a corresponding relationship between multiple steering wheel angular velocities and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the steering wheel angular velocity; based on the first factor correction coefficient, the first initial correction factor is corrected to obtain the first correction factor.

[0015] In one embodiment, the second correction factor is determined in the following manner: based on the third corresponding relationship, determining the second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle; the third corresponding relationship includes the corresponding relationship between multiple distance-speed combinations and multiple initial correction factors; the initial correction factor is negatively correlated with the distance in the distance-speed combination, and the initial correction factor is negatively correlated with the speed in the distance-speed combination; based on the fourth corresponding relationship, obtaining the second factor correction coefficient corresponding to the wheel speed jerk of the vehicle; the fourth corresponding relationship includes the corresponding relationship between multiple wheel speed jerkies and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the wheel speed jerk; based on the second factor correction coefficient, correcting the second initial correction factor to obtain the second correction factor.

[0016] In one embodiment, when the electric braking function of the vehicle is activated, the electric braking initial torque is determined, including: when the electric braking function of the vehicle is activated, the electric braking initial torque is determined based on the vehicle's current ground speed and the slope of the road on which the vehicle is located.

[0017] In one embodiment, the slope is determined in the following manner: when the electric braking function is activated, the longitudinal acceleration collected by the vehicle's sensor is obtained, and based on the vehicle's current ground speed, the actual acceleration of the vehicle is derived; the difference between the longitudinal acceleration and the actual acceleration is determined; based on the difference, the slope of the road surface on which the vehicle is located is determined by looking up a table.

[0018] In one of the embodiments, the method also includes: in the process of controlling vehicle braking, obtaining the throttle depression opening of the vehicle within a preset time period and the number of throttle depressions within the preset time period; when it is determined that the throttle depression opening is within a preset throttle depression opening range and the number of throttle depressions is greater than a preset throttle depression threshold, correcting the electric braking target torque based on a preset correction factor to obtain a corrected electric braking target torque; adjusting the vehicle's motor output torque according to the corrected electric braking target torque to control vehicle braking.

[0019] In a second aspect, an embodiment of the present application provides a vehicle braking control device, the device comprising:

[0020] A determination module, configured to determine an initial electric braking torque and current deceleration intention information when an electric braking function of the vehicle is activated; the deceleration intention information is determined based on driving operation information and / or external environment information of the vehicle;

[0021] The determination module is further used to determine a target correction factor based on the deceleration intention information;

[0022] A correction module, used for correcting the electric brake initial torque based on the target correction factor to obtain the electric brake target torque;

[0023] The torque regulation module is used to adjust the motor output torque of the vehicle according to the electric brake target torque to control the vehicle braking.

[0024] In a third aspect, an embodiment of the present application provides a new energy vehicle, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of the method described in the first aspect are implemented.

[0025] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the method described in the first aspect when the computer program is executed by a processor.

[0026] In a fifth aspect, the present application further provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the method described in the first aspect above.

[0027] The above-mentioned vehicle braking control method, device, new energy vehicle and storage medium, the new energy vehicle (hereinafter referred to as the vehicle) can determine the electric braking initial torque and the current deceleration intention information when the electric braking function of the vehicle is activated; the deceleration intention information is determined based on the driving operation information and / or the external environment information of the vehicle; based on the deceleration intention information, determine the target correction factor; based on the target correction factor, correct the electric braking initial torque to obtain the electric braking target torque; adjust the motor output torque of the vehicle according to the electric braking target torque to control the vehicle braking. Using this method, the vehicle can correct the electric braking initial torque based on the current deceleration intention information to obtain the electric braking target torque when the electric braking function is activated, and adjust the motor output torque of the vehicle according to the electric braking target torque. In this way, during the electric braking process, the electric braking initial torque is corrected by the current deceleration intention information determined based on the actual driving situation (such as driving operation information and / or vehicle external environment information), so that the corrected electric braking target torque can be more in line with the actual braking demand, that is, the accuracy of the electric braking target torque is higher, thereby improving the safety of the vehicle electric braking process during the electric braking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments of the present application or the related technical descriptions 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 related drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 It is a schematic diagram of an application scenario of a vehicle braking control method provided in an embodiment of the present application;

[0030] Figure 2 It is a flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0031] Figure 3 is a flow chart of another vehicle braking control method provided in an embodiment of the present application;

[0032] Figure 4 is a structural schematic diagram of a vehicle braking control device provided in an embodiment of the present application;

[0033] Figure 5 It is a structural schematic diagram of a new energy vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0035] First, the terms / nouns involved in the embodiments of the present application are briefly explained.

[0036] 1. Electric brake target torque

[0037] The electric braking target torque is divided into deceleration torque and hill-holding torque. Generally speaking, the deceleration torque, dynamic torque or braking torque is used when the vehicle is dynamic, and the hill-holding torque is used when the vehicle is static. The hill-holding torque can make the vehicle stationary on different slopes. The main goal of the braking torque is deceleration, which can be dynamically adjusted according to the deceleration requirements. The braking torque can occur at various speeds of the vehicle and is not limited to use when stopped. The main function of the hill-holding torque is not to decelerate the vehicle, but to maintain the vehicle's stationary state. It is usually applied when the vehicle speed is low or even close to 0. In some cases, the hill-holding torque can be continuously increased from 0 to ensure that the vehicle remains as stationary as possible on uphill or downhill road conditions, thereby obtaining a suitable hill-holding torque.

[0038] 2. Motor output torque

[0039] The motor output torque can also be called motor torque. It is one of the basic parameters of the motor and is usually expressed in Nm (Newton-meter). The motor speed and output torque are usually inversely proportional. For example, at the start or low speed stage, the vehicle speed is low, the motor speed is low, and the motor output torque is high to provide sufficient driving force to overcome inertia and resistance; at the high speed stage, the vehicle speed is high, the motor speed is high, and the output torque is low to meet the cruising needs and improve efficiency.

[0040] 3. Maximum available regenerative torque of the motor

[0041] The maximum available regenerative torque of the motor refers to the maximum value of the negative torque generated by the motor during energy recovery. When the driver releases the accelerator pedal or steps on the brake pedal, the motor control will generate a negative torque to slow down the car and achieve energy recovery. The value depends on factors such as the vehicle's control strategy, driving status, and the battery's energy storage capacity.

[0042] 4. Wheel speed jerk

[0043] Wheel speed jerk is the rate of change of acceleration, which is a physical quantity that describes how fast acceleration changes over time.

[0044] 5. Steering wheel angular speed

[0045] Steering wheel angular velocity refers to the angular velocity of the steering wheel when it rotates.

[0046] Combine the following Figure 1 , introduces the application scenarios of the vehicle braking control method provided by the embodiment of the present application. Figure 1 , Figure 1 Schematic diagram of an application scenario of a vehicle braking control method provided in an embodiment of the present application. Figure 1 As shown, the vehicle 100 includes a cockpit software system 101, an on-board interconnection terminal T-BOX (TelematicsBOX) 102, a vehicle controller 103, a traditional braking system 104, a power battery system 105, a motor and a motor controller 106, etc. connected via a bus 107.

[0047] The cockpit software system 101 can be used to control the user interface in the car, including the instrument panel, touch screen, entertainment system and navigation system, and provide interactive functions for the driver and passengers.

[0048] As the vehicle's telematics unit, T-BOX 102 can connect the vehicle and the cloud through a communication network and is responsible for collecting, uploading and remotely controlling vehicle data.

[0049] The vehicle controller 103, as the brain of the new energy vehicle, is responsible for coordinating and controlling the operation of components such as batteries, motors, motor controllers, and thermal management systems, to achieve intelligent control of the vehicle's power distribution, energy management, and vehicle functions.

[0050] The conventional braking system 104, including the conventional brake system, mainly controls the deceleration and parking process of the vehicle by adjusting the clamping torque.

[0051] The power battery system 105 is mainly used to provide a main power source for the vehicle and to provide power for the motor when driving.

[0052] The motor and motor controller 106, where the motor is the core component that converts electrical energy into mechanical energy and provides power when the vehicle is driving, and the motor controller is responsible for controlling the speed and torque output of the motor. It receives instructions from the vehicle control system and adjusts the working state of the motor so that the motor can achieve the functions of acceleration, deceleration and braking. Specifically, the motor controller can change the working state of the motor by adjusting the current and voltage, and decide whether the motor drives the vehicle forward or recovers energy.

[0053] Among them, the motor and the motor controller 106 can also constitute an electric braking system. The electric braking system can be understood as adjusting the reverse torque of the motor through the motor controller to achieve vehicle deceleration or parking. In this process, the vehicle is braked by converting electrical energy into mechanical energy. The principles involved include energy recovery and braking control. Energy recovery can be understood as when the vehicle decelerates or stops, the motor controller controls the motor to generate reverse torque, converts the vehicle's kinetic energy into electrical energy, and stores it back in the battery, thereby extending the cruising range. This control method can reduce dependence on traditional mechanical brakes. Correspondingly, the electric braking process can be understood as the process of braking the vehicle mainly through the electric braking system.

[0054] For new energy vehicles, braking can be performed through the traditional braking system. When the traditional braking system fails, in order to ensure driving safety, the electric braking function can be activated to give the motor the maximum recovery torque, thereby realizing the electric braking of the vehicle through the motor. In the embodiment of the present application, the vehicle 100 can determine the electric braking initial torque and the current deceleration intention information when the electric braking function of the vehicle is activated, and correct the electric braking initial torque based on the current deceleration intention information to obtain the electric braking target torque, and then adjust the motor output torque of the vehicle according to the electric braking target torque to control the vehicle braking. In this way, during the electric braking process, the electric braking initial torque is corrected by correcting the current deceleration intention information determined based on the actual driving situation (such as driving operation information and / or vehicle external environment information), so that the corrected electric braking target torque can be more in line with the actual braking demand, that is, the accuracy of the electric braking target torque is higher, thereby improving the safety of the vehicle electric braking process.

[0055] The vehicle braking control method provided in the embodiment of the present application is explained below.

[0056] See also Figure 2 , Figure 2 1 is a flow chart of a vehicle braking control method provided by an embodiment of the present application. The method can be executed by a vehicle controller, or by a vehicle controller and a motor and a motor controller in collaboration, etc. For ease of explanation, the present application uses a vehicle controller (e.g. Figure 1 The vehicle controller 103 in the vehicle 100 shown in the figure performs a vehicle braking control method as an example. Figure 2 As shown, the vehicle braking control method may include but is not limited to the following steps:

[0057] S201. When an electric braking function of a vehicle is activated, determine an initial electric braking torque and current deceleration intention information; the deceleration intention information is determined based on driving operation information and / or external environment information of the vehicle.

[0058] Among them, the driving operation information may refer to the operation information input by the driver for a certain control in the vehicle, for example, the driver's key operation for a certain button in the vehicle; the driving operation information may also refer to the driver's stepping operation for a certain pedal in the vehicle cabin, for example, the driver's stepping operation for the accelerator pedal; the driving operation information may also refer to the driver's rotation operation for a certain component / button in the vehicle cabin, for example, the driver's rotation operation for the steering wheel, etc. The vehicle's external environment information may refer to the relative distance and relative speed between the vehicle and the preceding vehicle, etc. Optionally, the driving operation information and / or the vehicle's external environment information may be detected by the vehicle controller in real time or periodically.

[0059] Among them, the electric braking function and the activation conditions of the electric braking function can be pre-configured in the vehicle in the present application. The electric braking function can be understood as a function of controlling vehicle braking based on the above-mentioned electric braking system. When this function is activated, it can replace the traditional braking system to achieve vehicle deceleration and parking. The activation conditions of the electric braking function can include one or more conditions.

[0060] Among them, the motor under the electric braking function is the same motor as the motor during normal driving of the vehicle. It can be understood that the electric braking function and the vehicle driving function are two working modes of the motor. The motor can switch to the electric braking function mode, or exit the electric braking function mode and switch to the vehicle driving function mode based on the preset activation conditions and return conditions of the electric braking function.

[0061] The electric brake initial torque may be understood as the motor torque initially determined for braking the vehicle when the electric brake function of the vehicle is activated.

[0062] In an optional embodiment, during vehicle driving, the vehicle controller can obtain multiple status information of the vehicle in real time or periodically, and determine whether the activation conditions of the electric braking function are met based on one or more of the multiple status information. If it is determined that the activation conditions are met, the aforementioned electric braking function can be activated, and the initial torque of the electric braking and the current deceleration intention information can be determined.

[0063] For example, during the driving process of the vehicle, the vehicle controller can obtain multiple status information of the vehicle in real time, and match the multiple status information with the activation conditions of the electric brake function to determine whether the activation conditions of the electric brake function are met. If the vehicle controller determines that the activation conditions of the electric brake function are met, it can activate the electric brake function and determine the initial torque of the electric brake and the current deceleration intention information.

[0064] S202: Determine a target correction factor based on the deceleration intention information.

[0065] The target correction factor refers to a correction factor used to correct the initial torque of the electric brake.

[0066] Among them, the methods of determining the target correction factor are different in three cases: the deceleration intention information is determined based on driving operation information, the deceleration intention information is determined based on external environment information, and the deceleration intention information is determined based on driving operation information and external environment information.

[0067] Among them, different deceleration intention information may correspond to different correction factors, that is, when the deceleration intention information is different, the correction factor determined by the vehicle controller may also be different. For example, when the deceleration intention information is determined based on driving operation information, the target correction factor determined by the vehicle controller based on the deceleration intention information may be the first correction factor. For another example, when the deceleration intention information is determined based on the external environment information of the vehicle, the target correction factor determined by the vehicle controller based on the deceleration intention information may be the second correction factor.

[0068] Optionally, when the deceleration intention information is determined based on the driving operation information, the deceleration intention information may represent different deceleration intention intensities. For example, the deceleration intention information may include mild deceleration intention information, moderate deceleration intention information, and severe deceleration intention information. Where the deceleration intention intensities are different, the target correction factor determined by the vehicle controller may also be different.

[0069] S203 . Correct the electric brake initial torque based on the target correction factor to obtain the electric brake target torque.

[0070] In an optional implementation, the vehicle controller corrects the electric braking initial torque based on the target correction factor to obtain the electric braking target torque, which may include: performing product processing on the target correction torque and the electric braking initial torque to obtain the electric braking target torque.

[0071] S204: Adjust the motor output torque of the vehicle according to the electric braking target torque to control vehicle braking.

[0072] In an optional embodiment, the vehicle controller may control the motor controller in the vehicle to adjust the motor output torque to gradually switch to the electric braking target torque to control vehicle braking.

[0073] In the embodiment of the present application, the vehicle controller in the vehicle can determine the initial torque of electric braking and the current deceleration intention information when the electric braking function of the vehicle is activated; the deceleration intention information is determined based on the driving operation information and / or the external environment information of the vehicle; based on the deceleration intention information, the target correction factor is determined; the initial torque of electric braking is corrected based on the target correction factor to obtain the target torque of electric braking; and the motor output torque of the vehicle is adjusted according to the target torque of electric braking to control the braking of the vehicle. With this method, the vehicle can correct the initial torque of electric braking based on the deceleration intention information to obtain the target torque of electric braking when the electric braking function of the vehicle is activated, and adjust the motor output torque of the vehicle according to the target torque of electric braking. In this way, during the electric braking process, the initial torque of electric braking is corrected by correcting the current deceleration intention information determined based on the actual driving situation (such as driving operation information and / or the external environment information of the vehicle), so that the corrected target torque of electric braking can be more in line with the actual braking demand, that is, the accuracy of the target torque of electric braking is higher, so that the safety of the vehicle electric braking process can be improved during the electric braking process.

[0074] In an optional embodiment, Figure 2 In the vehicle braking control method shown, the vehicle controller can also activate the electric braking function when at least one of the following conditions is met:

[0075] (1) A first condition that the duration of pressing a target control of the vehicle is greater than a preset duration threshold;

[0076] (2) A second condition that the number of key presses on the target control within a preset time period is greater than a preset key press threshold;

[0077] (3) A third condition that the relative distance between the vehicle and the preceding vehicle is less than a preset relative distance threshold, and the relative speed is greater than a preset relative speed threshold.

[0078] The target control may be a physical button or a virtual button inside the vehicle, and the association between the target button and the electric brake function is predefined. The target button may be a dedicated button for activating or deactivating the electric brake function, or may be a button that realizes other functions and is configured to activate or deactivate the electric brake function under specific operating conditions.

[0079] That is to say, the vehicle controller can activate the electric braking function when at least one of the first condition, the second condition, and the third condition is met.

[0080] For example, assuming that the preset duration threshold corresponding to the target control is 1s, and the driver presses the target control for 2s, the vehicle controller can determine that the pressing duration of 2s for the target control exceeds the preset duration threshold of 1s. In this case, it can be determined that there is an intention to decelerate. At this time, the vehicle controller can activate the electric braking function.

[0081] For another example, assuming that the duration of the preset time period is 1s, the preset key count threshold for the target control within 1s is 2 times, and the driver presses the target control 3 times within 1s, the vehicle controller can determine that the number of key presses for the target control 3 times within 1s is greater than the preset key count threshold of 2 times. In this case, it can be determined that there is an intention to decelerate, and the vehicle controller can activate the electric braking function.

[0082] For another example, assuming that the preset relative distance threshold is 20m, the preset relative speed threshold is 50km / h, and assuming that the relative distance between the vehicle and the vehicle in front is 18m, and the relative speed is 55km / h, the vehicle controller can determine that the relative distance between the vehicle and the vehicle in front is 18m less than the preset relative distance threshold of 20m, and the relative speed of 55km / h is greater than the preset relative speed threshold of 50km / h. In this case, it can be determined that there is a risk of collision. At this time, the vehicle controller can activate the electric braking function.

[0083] Optionally, the vehicle controller may also exit the electric braking function when it determines that at least one of the following conditions is met: (1) the accelerator pedal opening is greater than a preset proportional value; (2) the relative distance between the vehicle and the vehicle in front is greater than a preset distance threshold and the relative speed is less than the preset distance threshold.

[0084] For example, assuming that the accelerator opening is 30% and the preset ratio value is 20%, the vehicle controller can determine that the accelerator opening of 30% is greater than the preset ratio value of 20%. In this case, it can be determined that there is an acceleration intention. At this time, the vehicle controller can exit the electric braking function.

[0085] For another example, assuming that the preset relative distance threshold is 30m, the preset relative speed threshold is 20km / h, and assuming that the relative distance between the vehicle and the vehicle in front is 31m, and the relative speed is 8km / h, the vehicle controller can determine that the relative distance 31m between the vehicle and the vehicle in front is greater than the preset relative distance threshold 30m, and the relative speed 8km / h is less than the preset relative speed threshold 10km / h. In this case, it can be determined that there is no collision risk. At this time, the vehicle controller can exit the electric braking function.

[0086] By adopting this implementation mode, the vehicle controller can determine under what circumstances to activate the electric braking function, so that when the triggering conditions for activating the electric braking function are detected, the electric braking function can be activated in time, which is conducive to timely control of vehicle braking.

[0087] In an optional embodiment, Figure 2 In the vehicle braking control method shown, the deceleration intention information may include first deceleration intention information and second deceleration intention information; wherein, the first deceleration intention information is determined based on driving operation information, and the second deceleration intention information is determined based on external environment information of the vehicle; the vehicle controller determines the target correction factor based on the deceleration intention information, which may include: when the deceleration intention information is the first deceleration intention information, obtaining a first correction factor corresponding to the first deceleration intention information as the target correction factor; when the deceleration intention information is the second deceleration intention information, obtaining a second correction factor corresponding to the second deceleration intention information as the target correction factor; when the deceleration intention information is the first deceleration intention information and the second deceleration intention information, obtaining an average of the first correction factor and the second correction factor as the target correction factor.

[0088] Among them, since the first deceleration intention information is determined based on the driver's driving operation information, and the driving operation information is subjectively controllable by the driver, the first deceleration intention information can also be called subjective deceleration intention information. Since the second deceleration intention information is determined based on the vehicle's external environment information, and the vehicle's external environment information is objective and cannot be changed, the second deceleration intention information can also be called objective deceleration intention information.

[0089] In this embodiment, the first correction factor can be determined by the vehicle controller in the following manner: based on the first corresponding relationship, determining the first initial correction factor corresponding to the driving operation information; the first corresponding relationship includes the corresponding relationship between multiple driving operation information and multiple initial correction factors; the initial correction factor corresponding to the driving operation information is positively correlated with the intensity of the deceleration intention represented by the driving operation information; based on the second corresponding relationship, obtaining the first factor correction coefficient corresponding to the steering wheel angular velocity; the second corresponding relationship includes the corresponding relationship between multiple steering wheel angular velocities and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the steering wheel angular velocity; based on the first factor correction coefficient, correcting the first initial correction factor to obtain the first correction factor.

[0090] Optionally, the first correspondence may be a table preset in the vehicle controller (referred to as the first correspondence table), or a table preset in a database and readable by the vehicle controller (referred to as the first correspondence table), etc., which is not limited here. Among them, the first correspondence table includes the correspondence between multiple driving operation information and multiple first initial correction factors; the size of the initial correction factor corresponding to the driving operation information is positively correlated with the intensity of the deceleration intention represented by the driving operation information; wherein the driving operation information mentioned here refers to the key press duration for the target control and the number of key presses for the target control within a preset time period. Exemplarily, the first correspondence table may be shown in Table 1 below.

[0091] Table 1 The first correspondence table

[0092]

[0093] As shown in Table 1 above, the key press duration refers to the key press duration for the target control, and the key press count refers to the number of key presses for the target control within a preset time period. Since the longer the key press duration and the more key press counts, the stronger the driver's intention to decelerate is, therefore, as shown in Table 1, the longer the key press duration and the more key press counts, the larger the corresponding correction factor for correcting the initial torque of the electric brake. For example, as shown in Table 1, the vehicle controller may determine that the first initial correction factor is 1 when it is determined that the key press duration for the target control is 1s and the number of key presses within 1s is 1. The vehicle controller may also determine that the first initial correction factor is 1.2 when it is determined that the key press duration for the target control is 1s and the number of key presses within 1s is 2.

[0094] Optionally, the second correspondence may be another table preset in the vehicle controller (referred to as the second correspondence table), or may be a table preset in a database and readable by the vehicle controller (referred to as the second correspondence table), etc., which is not limited here. Among them, the second correspondence table includes the correspondence between multiple steering wheel angular velocities and multiple first factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the steering wheel angular velocity. Exemplarily, the second correspondence table may be shown in Table 2 below.

[0095] Table 2 Second correspondence table

[0096]

[0097] The greater the absolute value of the steering wheel angular velocity, the stronger the obstacle avoidance intention. As shown in Table 2 above, the vehicle controller can determine that the factor correction coefficient is 1.2 when the current steering wheel angular velocity is 100 rad / s. The current steering wheel angular velocity can be detected in real time by the vehicle controller.

[0098] Optionally, the vehicle controller corrects the first initial correction factor based on the first factor correction coefficient to obtain the first correction factor, and the product of the first factor correction coefficient and the first initial correction factor may be used as the first correction factor.

[0099] Exemplarily, assuming that the first corresponding relationship is as shown in Table 1 above, and the second corresponding relationship is as shown in Table 2 above, assuming that the driving operation information includes that the key pressing duration for the target control is 1s, the number of key pressings for the target control within 1s is 2 times, and assuming that the steering wheel angular velocity is 100rad / s, in this case, the vehicle controller can first look up Table 1 based on the key pressing duration of 1s and the number of key pressings within 1s is 2 times, and determine that the first initial correction factor is 1.2; then, look up Table 2 based on the steering wheel angular velocity of 100rad / s, and determine that the first factor correction coefficient is 1.2; finally, the vehicle controller can use the product of the first factor correction coefficient of 1.2 and the first initial correction factor of 1.2 (i.e., 1.44) as the first correction factor.

[0100] In one embodiment, the second correction factor can be determined by the vehicle controller in the following manner: based on the third corresponding relationship, determine the second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the vehicle in front; the third corresponding relationship includes the corresponding relationship between multiple distance-speed combinations and multiple initial correction factors; the initial correction factor is negatively correlated with the distance in the distance-speed combination, and the initial correction factor is negatively correlated with the speed in the distance-speed combination; based on the fourth corresponding relationship, obtain the second factor correction coefficient corresponding to the wheel speed jerk of the vehicle; the fourth corresponding relationship includes the corresponding relationship between multiple wheel speed jerkies and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the wheel speed jerk; based on the second factor correction coefficient, correct the second initial correction factor to obtain the second correction factor.

[0101] Optionally, the third correspondence may be a table preset in the vehicle controller (referred to as the third correspondence table), or a table preset in a database and readable by the vehicle controller (referred to as the third correspondence table), etc., which is not limited here. The third correspondence table includes the correspondence between multiple distance-speed combinations and multiple second initial correction factors; the initial correction factor is negatively correlated with the distance in the distance-speed combination; the distance-speed combination includes the relative distance and relative speed between the vehicle and the preceding vehicle. Exemplarily, the third correspondence table may be shown in Table 3 below.

[0102] Table 3 The third correspondence table

[0103]

[0104] Since the deceleration intention is stronger when the relative distance is smaller and the relative speed is greater, as shown in Table 3 above, the smaller the relative distance and the greater the relative speed, the larger the corresponding correction factor for correcting the initial torque of the electric brake. For example, as shown in Table 3, when the vehicle controller determines that the relative distance between the vehicle and the preceding vehicle is 10m and the relative speed is 50km / h, the second initial correction factor can be determined to be 1.4; when the relative distance between the vehicle and the preceding vehicle is 20m and the relative speed is 30km / h, the second initial correction factor can be determined to be 1.

[0105] Optionally, the fourth correspondence may be a table preset in the vehicle controller (recorded as the fourth correspondence table), or a table preset in a database and readable by the vehicle controller (recorded as the fourth correspondence table), etc., which is not limited here. The fourth correspondence table includes the correspondence between multiple wheel speed jerkiness and multiple second factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the wheel speed jerkiness. Exemplarily, the fourth correspondence table may be shown in Table 4 below.

[0106] Table 4 Fourth correspondence table

[0107]

[0108] Among them, when the absolute value of the wheel speed jerk is larger, it means that the road condition is worse, so a larger correction factor is needed to correct the initial torque of the electric brake. As shown in Table 4 above, the vehicle controller can determine that the wheel speed jerk is 100m / s 3 In the case of, the correction coefficient of the determination factor is 0.8. Among them, the wheel speed jerk can be calculated in real time by the vehicle controller.

[0109] Optionally, the vehicle controller corrects the second initial correction factor based on the second factor correction coefficient to obtain the second correction factor, and the product of the second factor correction coefficient and the second initial correction factor may be used as the second correction factor.

[0110] For example, assuming that the third corresponding relationship is as shown in Table 3 above, the fourth corresponding relationship is as shown in Table 4 above, assuming that the relative distance between the vehicle and the preceding vehicle is 10m and the relative speed is 50km / h, and assuming that the wheel speed jerk is 100m / s 3 In this case, the vehicle controller can first look up Table 3 based on the relative distance between the vehicle and the preceding vehicle being 10m and the relative speed being 50km / h, and determine that the second initial correction factor is 1.4; then, based on the wheel speed jerk of 100m / s 3 Look up Table 4 and determine that the second factor correction coefficient is 0.8; finally, the vehicle controller can use the product of the second factor correction coefficient 0.8 and the second initial correction factor 1.4 (ie, 1.12) as the second correction factor.

[0111] By adopting the above-mentioned implementation mode, the vehicle controller can determine different target correction factors based on different deceleration intention information. This is conducive to the subsequent correction of the electric braking initial torque based on the target correction factor to obtain a more accurate electric braking target torque, which is conducive to adjusting the motor torque based on the more accurate electric braking target torque to control vehicle braking, and further conducive to improving the safety of the vehicle's electric braking process.

[0112] As can be seen from the foregoing description, the triggering conditions for activating the electric braking function may include at least one of the following: a first condition that the key pressing duration for the target control of the vehicle is greater than a preset duration threshold; a second condition that the number of key pressings for the target control within a preset time period is greater than a preset key pressing threshold; a third condition that the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold, and the relative speed is greater than a preset relative speed threshold.

[0113] In an optional embodiment, Figure 2 In the vehicle braking control method shown, when the electric braking function of the vehicle is activated, the vehicle controller determines the current deceleration intention information, which may include: when the trigger condition for activating the electric braking function is the first condition and / or the second condition, determining the current deceleration intention information as the first deceleration intention information; when the trigger condition for activating the electric braking function is the third condition, determining the deceleration intention information as the second deceleration intention information; when the trigger condition for activating the electric braking function is the first condition and the third condition, or the second condition and the third condition, or the first condition, the second condition and the third condition, determining the deceleration intention information as the first deceleration intention information and the second deceleration intention information. That is, when the electric braking function of the vehicle is activated, the vehicle controller determines the current deceleration intention information, which may include the following situations:

[0114] Scenario 1: The vehicle controller may determine that the current deceleration intention information is the first deceleration intention information mentioned above when the trigger condition for activating the vehicle's electric braking function is the first condition, that is, the key pressing duration for the vehicle's target control is greater than a preset duration threshold.

[0115] Scenario 2: The vehicle controller may determine that the current deceleration intention information is the first deceleration intention information mentioned above when the trigger condition for activating the vehicle's electric braking function is the second condition, i.e., the number of key presses on the target control within a preset time period is greater than a preset key press threshold.

[0116] Scenario three: the vehicle controller may determine that the current deceleration intention information is the first deceleration intention information mentioned above when the trigger conditions for activating the vehicle's electric braking function are the first condition and the second condition, i.e., the key pressing duration for the vehicle's target control is greater than a preset duration threshold, and the number of key pressings for the target control within a preset time period is greater than a preset key pressing threshold.

[0117] Among them, situations one to three, that is, the vehicle controller can determine that the current deceleration intention information is the first deceleration intention information (or subjective deceleration intention information) when it is determined based on the driving operation information that the electric braking function is activated.

[0118] Scenario 4: The vehicle controller may determine that the deceleration intention information is the second deceleration intention information when the trigger condition for activating the electric braking function is the third condition, that is, the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold and the relative speed is greater than a preset relative speed threshold.

[0119] That is to say, the vehicle controller may determine that the current deceleration intention information is the second deceleration intention information (or objective deceleration intention information) when it is determined based on the external environment information of the vehicle that the electric braking function is activated.

[0120] Scenario 5: The vehicle controller may determine that the deceleration intention information is the first deceleration intention information and the second deceleration intention information when the triggering conditions for activating the electric braking function are the first condition and the third condition.

[0121] Scenario six: the vehicle controller may determine that the deceleration intention information is the first deceleration intention information and the second deceleration intention information when the triggering conditions for activating the electric braking function are the second condition and the third condition.

[0122] Scenario seven: the vehicle controller may determine that the deceleration intention information is the first deceleration intention information and the second deceleration intention information when the triggering conditions for activating the electric braking function are the first condition, the second condition, and the third condition.

[0123] Among them, situations five to seven, that is, the vehicle controller can determine that the current deceleration intention information is the first deceleration intention information (or subjective deceleration intention information) and the second deceleration intention information (or objective deceleration intention information) when it is determined based on the driving operation information and the external environment information of the vehicle that the electric braking function is activated.

[0124] By adopting this implementation mode, the vehicle controller can determine the type of deceleration intention information (i.e., determine whether the deceleration intention information is the first deceleration intention information or the second deceleration intention information) based on the trigger condition for activating the electric braking function. This is conducive to subsequently determining the target correction factor for correcting the electric braking initial torque based on different deceleration intention information, thereby facilitating improving the accuracy of the subsequently determined electric braking target torque, and further, facilitating improving the safety of the vehicle's electric braking process.

[0125] In an optional embodiment, the vehicle controller determines the initial electric braking torque when the electric braking function of the vehicle is activated, which may include: when the electric braking function of the vehicle is activated, determining the initial electric braking torque based on the vehicle's current ground speed and the slope of the road on which the vehicle is located.

[0126] In one embodiment, the slope is determined by the vehicle controller in the following manner: when the electric braking function is activated, the longitudinal acceleration collected by the vehicle's sensor is obtained, and based on the vehicle's current ground speed, the actual acceleration of the vehicle is derived; the difference between the longitudinal acceleration and the actual acceleration is determined; based on the difference, the slope of the road surface on which the vehicle is located is determined by looking up a table.

[0127] The accuracy of the sensor's measurement of longitudinal acceleration may be related to its posture. For example, when the vehicle is on a slope, the sensor installed on the vehicle may be in a non-horizontal state, and the longitudinal acceleration measured by the sensor may not be accurate enough. Therefore, there may be a certain deviation between the longitudinal acceleration and the actual acceleration calculated based on the vehicle's ground speed. Therefore, based on the difference between the two, the current slope of the vehicle can be reversely inferred.

[0128] Optionally, the vehicle controller may pre-establish a correspondence table (referred to as the fifth correspondence table) based on multiple sets of difference data (differences between longitudinal acceleration and actual acceleration) and slope input by the user, wherein the fifth correspondence table includes correspondences between multiple sets of difference data and slopes. Exemplarily, the fifth correspondence table may be shown in Table 5 below.

[0129] Table 5 Fifth correspondence table

[0130]

[0131] Among them, a positive slope indicates an uphill slope, and a negative slope indicates a downhill slope. It can be seen from Table 5 that the greater the absolute value of the difference between the longitudinal acceleration and the actual acceleration, the greater the current road slope; the smaller the absolute value of the difference between the longitudinal acceleration and the actual acceleration, the smaller the current road slope. By looking up the table, the current road slope of the vehicle can be determined simply and efficiently.

[0132] Optionally, since both the longitudinal acceleration and the actual acceleration can be detected or calculated in real time, the vehicle controller can determine the corresponding slope in real time based on the latest determined longitudinal acceleration and actual acceleration, and use the latest determined slope to update the previously determined slope to ensure that the recorded slope better matches the actual situation.

[0133] In this embodiment, when the electric braking function of the vehicle is activated, the vehicle controller determines the initial electric braking torque based on the vehicle's current speed relative to the ground and the slope of the road on which the vehicle is located. The initial electric braking torque can be obtained by looking up a table based on the vehicle's current speed relative to the ground and the slope of the road on which the vehicle is located.

[0134] Optionally, the vehicle controller may pre-establish a correspondence table (referred to as the sixth correspondence table) based on the vehicle speed and slope relative to the ground input by the user, wherein the sixth correspondence table includes a plurality of correspondences between the vehicle speed relative to the ground and the slope and the initial torque of the electric brake. Exemplarily, the sixth correspondence table may be shown in Table 6 below.

[0135] Table 6 Sixth correspondence table

[0136]

[0137] Among them, a positive slope indicates an uphill slope, and a negative slope indicates a downhill slope. It can be seen from Table 6 that when the vehicle is in the deceleration stage (the ground speed is not 0), since the vehicle has less resistance when traveling downhill than when traveling uphill, if the ground speed remains unchanged, the greater the absolute value of the electric brake initial torque required for the vehicle to travel downhill relative to that of traveling uphill; when the vehicle is stationary (i.e., the ground speed is 0), the greater the slope, the greater the absolute value of the required electric brake initial torque. By looking up the table, the electric brake initial torque corresponding to the activation of the vehicle's electric brake function can be determined simply and efficiently.

[0138] By adopting this implementation mode, when the electric braking function of the vehicle is activated, the vehicle controller can simply and efficiently determine the initial torque of the electric braking based on the vehicle's current ground speed and the slope of the road on which the vehicle is located by looking up a table, thereby facilitating the subsequent determination of the electric braking target torque. The vehicle braking can then be quickly controlled, thereby increasing the rate of the vehicle's electric braking process.

[0139] Combine the following Figure 3 , the overall process of the vehicle braking control method provided by the embodiment of the present application is described. Figure 3 , Figure 3 FIG. 1 is a flow chart of another vehicle braking control method provided by an embodiment of the present application, which can be executed by a vehicle controller. Figure 3As shown, the vehicle braking control method may include but is not limited to the following steps.

[0140] S301, monitor the motor speed, gear position, longitudinal acceleration, and throttle opening of the vehicle in real time.

[0141] S302: Calculate vehicle speed based on motor speed.

[0142] In an optional implementation, the vehicle controller may use the following formula when calculating the vehicle speed based on the motor speed.

[0143]

[0144] In the above formula, V represents the vehicle speed (unit: km / h); n represents the motor speed; r represents the tire radius (unit: meter); i represents the speed ratio; and μ is the conversion coefficient from speed to vehicle speed.

[0145] Based on the vehicle speed and the current vehicle travel direction, the ground speed V can be obtained. Ground The driving direction can be forward or reverse; the forward direction is the direction the front of the vehicle is facing.

[0146] In some possible embodiments, the driving direction of the vehicle can be determined by the positive and negative values ​​of the motor speed, that is, forward and reverse rotation. For example, a positive motor speed can correspond to a forward driving direction, and a negative motor speed can correspond to a reverse driving direction. Direction Indicates the vehicle's driving direction. When the motor speed is less than -50rpm, the driving direction is reverse, then V Direction Equal to -1, when the motor speed is greater than 50rpm, the driving direction is forward, V Direction Equal to 1. Of course, the motor speed threshold here can also take other values. In order to ensure the accuracy of the judgment, the threshold is generally not close to 0.

[0147] S303: Determine the slope of the road on which the vehicle is located based on the longitudinal acceleration and the vehicle speed relative to the ground.

[0148] In an optional embodiment, the vehicle controller calculates the slope based on the longitudinal acceleration and the vehicle speed, which may include: taking the derivative of the vehicle speed relative to the ground to obtain the actual acceleration of the vehicle; determining the difference between the longitudinal acceleration and the actual acceleration; and determining the slope of the road surface on which the vehicle is located by looking up a table based on the difference.

[0149] Optionally, the specific description of this implementation mode can be found in the above description of the method for determining the slope, which will not be repeated here.

[0150] S304: Determine the activation flag of the electric brake function based on the button status, throttle opening, relative distance, and relative speed.

[0151] Exemplarily, the vehicle controller may also activate the electric braking function when at least one of the following conditions is met: (1) the duration of pressing the target control exceeds a preset duration threshold of 1 second; (2) the number of key presses on the target control within a preset time period (1 second) exceeds a preset number of key presses threshold of 2; (3) the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold of 1 meter and the relative speed is greater than a preset relative speed threshold of 20 meters per second.

[0152] For example, the vehicle controller may also exit the electric braking function when at least one of the following conditions is met: (1) the accelerator pedal opening is greater than 20%; (2) the relative distance between the vehicle and the vehicle in front is greater than a preset relative distance threshold of 3m and the relative speed is less than a preset relative speed threshold of 10m / s.

[0153] S305. Determine the first correction factor corresponding to the subjective deceleration intention information based on the electric brake function activation flag, button press duration, number of button presses, and steering wheel angular velocity; determine the second correction factor corresponding to the objective deceleration intention information based on the relative distance, relative speed, and wheel speed jerk between the vehicle and the vehicle ahead.

[0154] In an optional embodiment, when the electric braking function flag is activated due to driver operation, the vehicle controller can use the key pressing duration as the horizontal coordinate and the key pressing number as the vertical coordinate to look up a table (such as the aforementioned Table 1) to determine the first initial correction factor corresponding to the subjective deceleration intention; look up a table based on the steering wheel angular speed (such as the aforementioned Table 2) to determine the first factor correction coefficient corresponding to the subjective deceleration intention information; and use the product of the first initial correction factor and the first factor correction coefficient as the first correction factor corresponding to the subjective deceleration intention information.

[0155] In an optional embodiment, when the electric braking function flag is activated due to the vehicle's external environmental information, the vehicle controller can use the relative distance between the vehicle and the vehicle in front as the horizontal coordinate and the relative speed between the vehicle and the vehicle in front as the vertical coordinate, and look up a table (such as the aforementioned Table 3) to determine the second initial correction factor corresponding to the objective deceleration intention; determine the second factor correction coefficient corresponding to the objective deceleration intention information based on the wheel speed jerk lookup table (such as the aforementioned Table 4); and use the product of the second initial correction factor and the second factor correction coefficient as the second correction factor corresponding to the subjective deceleration intention information.

[0156] S306: Determine a target correction factor based on the subjective deceleration intention information and the objective deceleration intention information.

[0157] In an optional embodiment, the vehicle controller may, when it is determined that the deceleration intention information is subjective deceleration intention information (i.e., the electric braking function is activated due to the driver's operation), use the first correction factor corresponding to the subjective deceleration intention information as the target correction factor; when it is determined that the deceleration intention information is objective deceleration intention information (i.e., the electric braking function is activated due to the vehicle's external environment information), use the second correction factor corresponding to the objective deceleration intention information as the target correction factor; when it is determined that the deceleration intention information is subjective deceleration intention information and objective deceleration intention information, use the average of the first correction factor corresponding to the subjective deceleration intention information and the second correction factor corresponding to the objective deceleration intention information as the target correction factor.

[0158] S307: Determine the electric braking target torque based on the electric braking function flag, the deceleration intention information, the vehicle speed over the ground, and the slope.

[0159] Exemplarily, the vehicle controller determines the electric braking target torque based on the electric braking function flag, deceleration intention information, ground speed and slope, which may include: when it is determined that the electric braking function flag is activated, using the ground speed as the horizontal coordinate and the slope as the vertical coordinate, and looking up a table (such as Table 6 above) to determine the electric braking initial torque; determining the target correction factor based on the deceleration intention information; and taking the product of the electric braking initial torque and the target correction factor as the electric braking target torque.

[0160] S308: Adjust the motor output torque of the vehicle according to the electric braking target torque to control vehicle braking.

[0161] In an embodiment of the present application, the vehicle controller can determine the activation flag of the electric braking function based on the button status, throttle opening, relative distance, and relative speed; when it is determined that the electric braking function flag is activated, determine the type of deceleration intention information (subjective deceleration intention information and / or objective deceleration intention information); then, based on the type of deceleration intention information, determine the target correction factor, and correct the electric braking initial torque based on the target correction factor to obtain the electric braking target torque; finally, adjust the vehicle's electric braking output torque based on the electric braking target torque to control vehicle braking. In this way, by introducing deceleration intention information during the vehicle's electric braking process, the safety of the vehicle's electric braking process can be improved.

[0162] In an optional embodiment, Figure 2 and Figure 3In the vehicle braking control method shown, the vehicle controller can also obtain the vehicle's throttle depression opening and the number of throttle depressions within a preset time period during the process of controlling vehicle braking; when it is determined that the throttle depression opening is within a preset throttle depression opening range and the number of throttle depressions is greater than a preset throttle depression threshold, the electric braking target torque is corrected based on a preset correction factor to obtain a corrected electric braking target torque; the vehicle's motor output torque is adjusted according to the corrected electric braking target torque to control vehicle braking.

[0163] For example, assuming that the duration of the preset time period is 10s, the preset throttle depression opening range is [30%, 80%], and the preset throttle depression number threshold is 2 times, the vehicle controller can determine that the electric braking target torque is too large, causing the driver to frequently step on the accelerator, when the vehicle's throttle depression opening is between [30%, 80%] within 10s and the throttle depression number is greater than 2 times. At this time, the vehicle controller can activate the correction mechanism, that is, the vehicle controller can correct the electric braking target torque based on a preset correction factor (for example, 0.8) to obtain the corrected electric braking target torque, and adjust the vehicle's output torque according to the corrected electric braking target torque to control vehicle braking.

[0164] By adopting this implementation mode, the vehicle controller can activate the correction mechanism when it is determined that the accelerator pedal opening is within the preset accelerator pedal opening range and the number of pedaling times is greater than the preset pedaling times threshold, thereby avoiding the driver from frequently stepping on the accelerator and improving the driving comfort of the vehicle.

[0165] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0166] Based on the same inventive concept, the embodiment of the present application also provides a vehicle brake control device for implementing the vehicle brake control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle brake control device embodiments provided below can refer to the limitations of the vehicle brake control method above, and will not be repeated here.

[0167] See also Figure 4 , Figure 4 Schematic diagram of the structure of a vehicle braking control device provided in an embodiment of the present application. Figure 4 As shown, the vehicle brake control device may include but is not limited to:

[0168] A determination module 401 is used to determine the electric brake initial torque and current deceleration intention information when the electric brake function of the vehicle is activated; the deceleration intention information is determined based on the driving operation information and / or the external environment information of the vehicle;

[0169] The determination module 401 is further used to determine a target correction factor based on the deceleration intention information;

[0170] A correction module 402 is used to correct the electric brake initial torque based on the target correction factor to obtain the electric brake target torque;

[0171] The torque adjustment module 403 is used to adjust the motor output torque of the vehicle according to the electric braking target torque to control the braking of the vehicle.

[0172] In one embodiment, the device may also include an electric braking function management module, which is used to activate the electric braking function when at least one of the following conditions is met: a first condition that the key pressing duration for the target control of the vehicle is greater than a preset duration threshold; a second condition that the number of key pressings for the target control within a preset time period is greater than a preset number threshold; a third condition that the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold, and the relative speed is greater than a preset relative speed threshold.

[0173] In one embodiment, the deceleration intention information includes first deceleration intention information and second deceleration intention information; the first deceleration intention information is determined based on driving operation information; the second deceleration intention information is determined based on the external environment information of the vehicle; when the determination module 401 is used to determine the target correction factor based on the deceleration intention information, it is specifically used to: when the deceleration intention information is the first deceleration intention information, obtain the first correction factor corresponding to the first deceleration intention information as the target correction factor; when the deceleration intention information is the second deceleration intention information, obtain the second correction factor corresponding to the second deceleration intention information as the target correction factor; when the deceleration intention information is the first deceleration intention information and the second deceleration intention information, obtain the average of the first correction factor and the second correction factor as the target correction factor.

[0174] In one embodiment, the determination module 401 is used to determine the current deceleration intention information when the electric braking function of the vehicle is activated, and is specifically used to: when the trigger condition for activating the electric braking function is the first condition and / or the second condition, determine the current deceleration intention information as the first deceleration intention information; when the trigger condition for activating the electric braking function is the third condition, determine the deceleration intention information as the second deceleration intention information; when the trigger condition for activating the electric braking function is the first condition and the third condition, or the second condition and the third condition, or the first condition, the second condition and the third condition, determine the deceleration intention information as the first deceleration intention information and the second deceleration intention information.

[0175] In one embodiment, the determination module 401 is also used to: determine a first initial correction factor corresponding to the driving operation information based on a first corresponding relationship; the first corresponding relationship includes a corresponding relationship between multiple driving operation information and multiple initial correction factors; the initial correction factor corresponding to the driving operation information is positively correlated with the intensity of the deceleration intention represented by the driving operation information; based on a second corresponding relationship, obtain a first factor correction coefficient corresponding to the steering wheel angular velocity; the second corresponding relationship includes a corresponding relationship between multiple steering wheel angular velocities and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the steering wheel angular velocity; based on the first factor correction coefficient, correct the first initial correction factor to obtain the first correction factor.

[0176] In one embodiment, the determination module 401 is also used to: determine the second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle based on a third corresponding relationship; the third corresponding relationship includes the corresponding relationship between multiple distance-speed combinations and multiple initial correction factors; the initial correction factor is negatively correlated with the distance in the distance-speed combination, and the initial correction factor is negatively correlated with the speed in the distance-speed combination; based on a fourth corresponding relationship, obtain the second factor correction coefficient corresponding to the wheel speed jerk of the vehicle; the fourth corresponding relationship includes the corresponding relationship between multiple wheel speed jerkies and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the wheel speed jerk; based on the second factor correction coefficient, correct the second initial correction factor to obtain the second correction factor.

[0177] In one embodiment, the determination module 401 is used to determine the initial electric braking torque when the electric braking function of the vehicle is activated. Specifically, it is used to: determine the initial electric braking torque based on the vehicle's current ground speed and the slope of the road on which the vehicle is located when the electric braking function of the vehicle is activated.

[0178] In one embodiment, the determination module 401 is also used to: when the electric braking function is activated, obtain the longitudinal acceleration collected by the vehicle's sensor, and derive the actual acceleration of the vehicle based on the vehicle's current ground speed; determine the difference between the longitudinal acceleration and the actual acceleration; and based on the difference, determine the slope of the road surface on which the vehicle is located by looking up a table.

[0179] In one embodiment, the device may also include an acquisition module, which is used to obtain the throttle depression opening of the vehicle within a preset time period and the number of throttle depressions within a preset time period during the process of controlling vehicle braking; the correction module 402 is also used to correct the electric braking target torque based on a preset correction factor when it is determined that the throttle depression opening is within a preset throttle depression opening range and the number of throttle depressions is greater than a preset number of depressions threshold, so as to obtain a corrected electric braking target torque; the torque adjustment module 403 is also used to adjust the vehicle's motor output torque according to the corrected electric braking target torque to control vehicle braking.

[0180] Each module in the above-mentioned vehicle brake control device can be implemented in whole or in part by software, hardware or a combination thereof. Each of the above-mentioned modules can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a vehicle control device in the form of software, so that the processor can call and execute the corresponding operations of each of the above modules.

[0181] In an exemplary embodiment, a new energy vehicle is provided, and its internal structure diagram can be as follows: Figure 5As shown. The new energy vehicle includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. Among them, the processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. Among them, the processor of the new energy vehicle is used to provide computing and control capabilities. The memory of the new energy vehicle includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the new energy vehicle is used to exchange information between the processor and the external device. The communication interface of the new energy vehicle is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be realized through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a vehicle braking control method is realized. The display unit of the new energy vehicle is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the new energy vehicle can be a touch layer covered on the display screen, or it can be a button, trackball or touchpad set in the new energy vehicle.

[0182] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the scheme of the present application, and does not constitute a limitation on the new energy vehicle to which the scheme of the present application is applied. A specific new energy vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0183] In an exemplary embodiment, the present application provides a new energy vehicle, including a memory and a processor, wherein the memory stores a computer program; when the processor executes the computer program, the steps in the above-mentioned vehicle braking control methods are implemented.

[0184] In an exemplary embodiment, the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned vehicle braking control methods are implemented.

[0185] In an exemplary embodiment, the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps in the above-mentioned vehicle braking control methods are implemented.

[0186] It should be noted that the data involved in this application (including but not limited to electric braking initial torque, deceleration intention information, driving operation information, vehicle external environment information, target correction factor, electric braking target torque, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0187] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0188] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0189] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the present application. It should be noted that, for a person of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: When the electric brake function of the vehicle is activated, determining the electric brake initial torque and current deceleration intention information; the deceleration intention information is determined based on the driving operation information and / or the external environment information of the vehicle; determining a target correction factor based on the deceleration intention information; Correcting the electric brake initial torque based on the target correction factor to obtain an electric brake target torque; The motor output torque of the vehicle is adjusted according to the electric brake target torque to control vehicle braking.

2. The method according to claim 1, characterized in that Also includes: The electric braking function is activated when at least one of the following conditions is met: A first condition that the duration of pressing a key of a target control of the vehicle is greater than a preset duration threshold; A second condition that the number of key presses on the target control within a preset time period is greater than a preset number threshold; The third condition is that the relative distance between the vehicle and the preceding vehicle is less than a preset relative distance threshold, and the relative speed is greater than a preset relative speed threshold.

3. The method according to claim 2, characterized in that The deceleration intention information includes first deceleration intention information and second deceleration intention information; the first deceleration intention information is determined based on the driving operation information; the second deceleration intention information is determined based on the external environment information of the vehicle; The determining of the target correction factor based on the deceleration intention information includes: When the deceleration intention information is the first deceleration intention information, obtaining a first correction factor corresponding to the first deceleration intention information as a target correction factor; When the deceleration intention information is the second deceleration intention information, obtaining a second correction factor corresponding to the second deceleration intention information as the target correction factor; In a case where the deceleration intention information is the first deceleration intention information and the second deceleration intention information, an average value of the first correction factor and the second correction factor is obtained as the target correction factor.

4. The method according to claim 3, characterized in that When the vehicle's electric brake function is activated, determine the current deceleration intention information, including: When the trigger condition for activating the electric braking function is the first condition and / or the second condition, determining that the current deceleration intention information is the first deceleration intention information; When the trigger condition for activating the electric braking function is the third condition, determining that the deceleration intention information is the second deceleration intention information; When the trigger condition for activating the electric braking function is the first condition and the third condition, or the second condition and the third condition, or the first condition, the second condition and the third condition, the deceleration intention information is determined to be the first deceleration intention information and the second deceleration intention information.

5. The method according to claim 3, characterized in that: The first correction factor is determined by: Based on the first corresponding relationship, determining a first initial correction factor corresponding to the driving operation information; The first correspondence relationship includes a correspondence relationship between a plurality of driving operation information and a plurality of initial correction factors; The initial correction factor corresponding to the driving operation information is positively correlated with the intensity of the deceleration intention represented by the driving operation information; Based on the second corresponding relationship, a first factor correction coefficient corresponding to the steering wheel angular velocity is obtained; The second corresponding relationship includes a corresponding relationship between a plurality of steering wheel angular velocities and a plurality of factor correction coefficients; The factor correction coefficient is positively correlated with the absolute value of the steering wheel angular velocity; The first initial correction factor is corrected based on the first factor correction coefficient to obtain the first correction factor.

6. The method according to claim 3, characterized in that The second correction factor is determined by: Based on the third corresponding relationship, determining a second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle; The third corresponding relationship includes the corresponding relationship between a plurality of distance-speed combinations and a plurality of initial correction factors; The initial correction factor is negatively correlated with the distance in the distance-speed combination, and the initial correction factor is negatively correlated with the speed in the distance-speed combination; Based on the fourth corresponding relationship, obtaining a second factor correction coefficient corresponding to the wheel speed jerk of the vehicle; The fourth corresponding relationship includes a corresponding relationship between a plurality of wheel speed jerks and a plurality of factor correction coefficients; The factor correction coefficient is positively correlated with the absolute value of the wheel speed jerk; The second initial correction factor is corrected based on the second factor correction coefficient to obtain the second correction factor.

7. The method according to claim 1, characterized in that When the electric brake function of the vehicle is activated, the electric brake initial torque is determined, including: When the electric brake function of the vehicle is activated, an electric brake initial torque is determined based on the current vehicle speed relative to the ground and the gradient of the road on which the vehicle is located.

8. The method according to claim 7, characterized in that The slope is determined by: When the electric brake function is activated, the longitudinal acceleration collected by the sensor of the vehicle is obtained, and based on the current ground speed of the vehicle, the actual acceleration of the vehicle is derived; determining a difference between the longitudinal acceleration and the actual acceleration; Based on the difference, a table is looked up to determine the slope of the road on which the vehicle is located.

9. The method according to any one of claims 1 to 8, characterized in that: The method further comprises: In the process of controlling the braking of the vehicle, obtaining the accelerator pedal opening of the vehicle within a preset time period and the number of times the accelerator pedal is depressed within the preset time period; When it is determined that the throttle pedal opening is within a preset throttle pedal opening range and the number of pedaling times is greater than a preset pedaling times threshold, the electric brake target torque is corrected based on a preset correction factor to obtain a corrected electric brake target torque; The motor output torque of the vehicle is adjusted according to the corrected electric brake target torque to control the vehicle braking.

10. A vehicle brake control device, characterized in that: The device comprises: A determination module, configured to determine an initial electric braking torque and current deceleration intention information when an electric braking function of the vehicle is activated; the deceleration intention information is determined based on driving operation information and / or external environment information of the vehicle; The determination module is further configured to determine a target correction factor based on the deceleration intention information; A correction module, used for correcting the electric brake initial torque based on the target correction factor to obtain an electric brake target torque; The torque adjustment module is used to adjust the motor output torque of the vehicle according to the electric braking target torque to control vehicle braking.

11. A new energy vehicle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 9 are implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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