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

Abstract

The application 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 following steps: in the case that the electric braking function of the vehicle is activated, determining an electric braking initial 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; based on the deceleration intention information, a target correction factor is determined; the electric braking initial torque is corrected 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 to control the vehicle braking. By adopting the method, the safety of the vehicle electric braking process can be improved.

Description

Technical Field

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

[0002] With the rapid advancement of new energy vehicle technology, it is essential to improve the safety of new energy vehicles, especially the safety of the vehicle's braking process.

[0003] Currently, vehicle braking control is mainly achieved by the driver operating the braking system. However, in the event of a braking system failure, in order to ensure that the vehicle has sufficient deceleration, the maximum available regenerative torque of the motor is generally used as the target torque for electric braking. This means that the motor output torque determined based on the target torque for electric braking may not be accurate enough, which could affect braking safety.

[0004] Therefore, improving the safety of vehicle electric braking has become an urgent problem to be solved. Summary of the Invention

[0005] This application provides 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, embodiments of this application provide a vehicle braking control method, the method comprising:

[0007] When the vehicle's electric braking function is activated, the initial electric braking torque and the current deceleration intention information are determined; the deceleration intention information is determined based on driving operation information and / or the vehicle's external environment information.

[0008] Based on the deceleration intention information, determine the target correction factor;

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

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

[0011] In one embodiment, the method further includes activating the electric braking function when at least one of the following conditions is met: a first condition where the duration of the key press on the target control of the vehicle is greater than a preset duration threshold; a second condition where the number of key presses on the target control within a preset time period is greater than a preset number threshold; and a third condition where 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.

[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 the vehicle's external environment information; determining a 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 a target correction factor; and when the deceleration intention information is both the first and second deceleration intention information, obtaining the average value of the first and second correction factors as the target correction factor.

[0013] In one embodiment, when the vehicle's electric braking function is activated, determining the current deceleration intention information includes: determining the current deceleration intention information as first deceleration intention information when the trigger condition for activating the electric braking function is a first condition and / or a second condition; determining the deceleration intention information as second deceleration intention information when the trigger condition for activating the electric braking function is a third condition; and determining the deceleration intention information as both first and second deceleration intention information when the trigger condition for activating the electric braking function is both the first and third conditions, or the second and third conditions, or the first, second, and third conditions.

[0014] In one embodiment, the first correction factor is determined as follows: based on a first correspondence, a first initial correction factor corresponding to the driving operation information is determined; the first correspondence includes a correspondence 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 correspondence, a first factor correction coefficient corresponding to the steering wheel angular velocity is obtained; the second correspondence includes a correspondence 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 as follows: based on a third correspondence, a second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle is determined; the third correspondence includes a correspondence 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 negatively correlated with the speed in the distance-speed combination; based on a fourth correspondence, a second factor correction coefficient corresponding to the wheel speed jerk of the vehicle is obtained; the fourth correspondence includes a correspondence between multiple wheel speed jerks 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, the second initial correction factor is corrected to obtain the second correction factor.

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

[0017] In one embodiment, the slope is determined by: acquiring the longitudinal acceleration collected by the vehicle's sensors when the electric braking function is activated, and obtaining the actual acceleration of the vehicle based on the vehicle's current ground speed; determining the difference between the longitudinal acceleration and the actual acceleration; and determining the slope of the road surface where the vehicle is located by looking up a table based on the difference.

[0018] In one embodiment, the method further includes: during vehicle braking, acquiring the accelerator pedal opening degree and the number of times the accelerator pedal is depressed within a preset time period; when it is determined that the accelerator pedal opening degree is within a preset accelerator pedal opening degree range and the number of times the accelerator pedal is depressed is greater than a preset number of times the accelerator pedal is depressed, correcting the electric braking target torque based on a preset correction factor to obtain the corrected electric braking target torque; and adjusting the vehicle's motor output torque according to the corrected electric braking target torque to control vehicle braking.

[0019] Secondly, embodiments of this application provide a vehicle braking control device, the device comprising:

[0020] The determination module is used to determine the initial electric braking torque and the current deceleration intention information when the vehicle's electric braking function is activated; the deceleration intention information is determined based on driving operation information and / or the vehicle's external environment information.

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

[0022] The correction module is used to correct the initial torque of electric braking based on the target correction factor to obtain the target torque of electric braking;

[0023] The torque adjustment module is used to adjust the output torque of the vehicle's motor according to the target torque of electric braking in order to control the vehicle's braking.

[0024] Thirdly, embodiments of this application provide a new energy vehicle, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the method described in the first aspect above.

[0025] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect above.

[0026] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in the first aspect above.

[0027] The aforementioned vehicle braking control method, device, new energy vehicle, and storage medium allow the new energy vehicle (hereinafter referred to as the vehicle) to determine the initial electric braking torque and current deceleration intention information when the vehicle's electric braking function is activated. The deceleration intention information is determined based on driving operation information and / or the vehicle's external environment information. A target correction factor is determined based on the deceleration intention information. The initial electric braking torque is corrected based on the target correction factor to obtain the electric braking target torque. The vehicle's motor output torque is adjusted according to the electric braking target torque to control vehicle braking. Using this method, the vehicle can correct the initial electric braking torque based on the current deceleration intention information when the electric braking function is activated to obtain the electric braking target torque, and adjust the vehicle's motor output torque according to the electric braking target torque. Thus, during electric braking, by correcting the initial electric braking torque based on the current deceleration intention information determined from actual driving conditions (e.g., driving operation information and / or vehicle external environment information), the corrected electric braking target torque can better meet actual braking requirements, i.e., the accuracy of the electric braking target torque is higher, thereby improving the safety of the vehicle's electric braking process. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle braking control method provided in an embodiment of this application;

[0030] Figure 2 This is a schematic flowchart of a vehicle braking control method provided in an embodiment of this application;

[0031] Figure 3 This is a schematic flowchart of another vehicle braking control method provided in an embodiment of this application;

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

[0033] Figure 5 This is a structural schematic diagram of a new energy vehicle provided in an embodiment of this application. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0035] First, a brief explanation of the terms / nouns used in the embodiments of this application will be given.

[0036] 1. Electric braking target torque

[0037] Electric braking target torque is divided into deceleration torque and parking torque. Generally, when the vehicle is dynamic, it is either deceleration torque, dynamic torque, or braking torque; when the vehicle is static, it is parking torque, which can keep the vehicle stationary on various slopes. Braking torque's primary goal is deceleration and can be dynamically adjusted according to deceleration requirements. Braking torque can be applied at various vehicle speeds, not just when the vehicle is stopped. Parking torque's main function is not deceleration, but rather maintaining the vehicle's stationary position. It is typically applied when the vehicle speed is low or even close to zero. In some situations, the appropriate parking torque can be obtained by gradually increasing the parking torque from zero to ensure the vehicle remains as stationary as possible on uphill or downhill roads.

[0038] 2. Motor output torque

[0039] Motor output torque, also known as motor torque, is one of the basic parameters of a motor, commonly expressed in Nm (Newton-meter). Motor speed and output torque are usually inversely proportional. For example, during start-up or low-speed operation, 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 high speeds, the vehicle speed is high, the motor speed is high, and the output torque is low to meet cruising requirements while improving efficiency.

[0040] 3. Maximum recoverable torque of the motor

[0041] The maximum recoverable torque of the motor refers to the maximum negative torque generated by the motor during energy recovery. When the driver releases the accelerator pedal or depresses the brake pedal, the motor control generates a negative torque to decelerate the vehicle, thereby achieving energy recovery. The magnitude of this value depends on factors such as the vehicle's control strategy, driving conditions, and the battery's energy storage capacity.

[0042] 4. Wheel speed abrupt change

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

[0044] 5. Steering wheel angular velocity

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

[0046] The following is combined Figure 1 This paper introduces the application scenarios of the vehicle braking control method provided in the embodiments of this application. Please refer to [link to relevant documentation]. Figure 1 , Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle braking control method provided in an embodiment of this application. For example... Figure 1 As shown, the vehicle 100 includes a cockpit software system 101, an in-vehicle interconnection terminal T-BOX (TelematicsBOX) 102, a vehicle controller 103, a conventional braking system 104, a power battery system 105, a motor and 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 vehicle, including the instrument panel, touch screen, entertainment system and navigation system, providing interactive functions for the driver and passengers.

[0048] As a vehicle's telematics unit, the T-BOX 102 can connect the vehicle interior and the cloud via a communication network, and is responsible for the collection, uploading, and remote control of vehicle data.

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

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

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

[0052] The electric motor and motor controller 106, wherein the electric motor is the core component that converts electrical energy into mechanical energy and provides power when the vehicle is in motion, 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 operating state of the motor, enabling the motor to achieve acceleration, deceleration, and braking functions. Specifically, the motor controller can change the operating state of the motor by adjusting the current and voltage, determining whether the motor drives the vehicle forward or performs energy recovery.

[0053] The motor and motor controller 106 can also constitute an electric braking system. An electric braking system can be understood as a system that uses the motor controller to adjust the reverse torque of the motor to decelerate or stop the vehicle. In this process, electrical energy is converted into mechanical energy to achieve vehicle braking. The principles involved include energy recovery and braking control. Energy recovery can be understood as the motor controller controlling the motor to generate reverse torque when the vehicle decelerates or stops, converting the vehicle's kinetic energy into electrical energy and storing it back in the battery, thereby extending the driving range. This control method can reduce reliance on traditional mechanical brakes. Correspondingly, the electric braking process can be understood as the process of braking the vehicle primarily through an electric braking system.

[0054] For new energy vehicles, braking can be achieved through a traditional braking system. When the traditional braking system fails, to ensure driving safety, the electric braking function can be activated to provide the motor with maximum recovery torque, thereby achieving electric braking of the vehicle through the motor. In this embodiment, when the vehicle's electric braking function is activated, the vehicle 100 can determine the initial electric braking torque and the current deceleration intention information, and correct the initial electric braking torque based on the current deceleration intention information to obtain the electric braking target torque. Then, the vehicle's motor output torque is adjusted according to the electric braking target torque to control the vehicle braking. In this way, during the electric braking process, by correcting the initial electric braking torque based on the current deceleration intention information determined based on the actual driving situation (e.g., driving operation information and / or vehicle external environment information), the corrected electric braking target torque can better meet the actual braking requirements, that is, the accuracy of the electric braking target torque is higher, thereby improving the safety of the vehicle's electric braking process.

[0055] The vehicle braking control method provided in the embodiments of this application is described below.

[0056] Please see Figure 2 , Figure 2 This is a flowchart illustrating a vehicle braking control method provided in an embodiment of this application. The method can be executed by the vehicle controller, or by the vehicle controller and the motor, or by a combination of both, etc. For ease of explanation, this application refers to the vehicle controller (e.g., a...). Figure 1 The method of vehicle braking control (executing by the vehicle controller 103 in the vehicle 100 shown) is illustrated using this example. Figure 2 As shown, the vehicle braking control method may include, but is not limited to, the following steps:

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

[0058] Driving operation information can refer to the driver's input of operation information on a control in the vehicle, such as the driver's operation of a button in the vehicle; driving operation information can also refer to the driver's operation of pressing a pedal in the vehicle cabin, such as the driver's operation of pressing the accelerator pedal; driving operation information can also refer to the driver's rotation operation of a component / button in the vehicle cabin, such as the driver's rotation of the steering wheel, etc. External environment information of the vehicle can refer to the relative distance and relative speed between the vehicle and the vehicle in front. Optionally, both driving operation information and / or external environment information can be detected by the vehicle controller in real time or periodically.

[0059] In this application, the vehicle may be pre-configured with an electric braking function, as well as the activation conditions for this function. The electric braking function can be understood as the function of controlling vehicle braking based on the aforementioned electric braking system. When activated, this function can replace the traditional braking system to achieve vehicle deceleration and stopping. The activation conditions for the electric braking function may include one or more conditions.

[0060] The motor used in the electric braking function is the same motor used in the normal driving process 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 and deactivation conditions of the electric braking function.

[0061] The initial electric braking torque can be understood as the motor torque initially determined to brake the vehicle when the vehicle's electric braking function is activated.

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

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

[0064] S202. Based on the deceleration intention information, determine the target correction factor.

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

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

[0067] Different deceleration intention information can correspond to different correction factors. In other words, the correction factor determined by the vehicle controller may differ depending on the specific deceleration intention information. For example, if the deceleration intention information is determined based on driving operation information, the target correction factor determined by the vehicle controller based on this information could be a first correction factor. As another example, if the deceleration intention information is determined based on the vehicle's external environment information, the target correction factor determined by the vehicle controller based on this information could be a second correction factor.

[0068] Optionally, when the deceleration intention information is determined based on driving operation information, the intensity of the deceleration intention represented by the deceleration intention information may vary. For example, the deceleration intention information may include mild deceleration intention information, moderate deceleration intention information, and severe deceleration intention information. Furthermore, the target correction factor determined by the vehicle controller may also differ depending on the intensity of the deceleration intention.

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

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

[0071] S204. Adjust the output torque of the vehicle's motor according to the target torque of electric braking in order to control the vehicle's braking.

[0072] In one alternative implementation, the vehicle controller can control the motor controller in the vehicle to adjust the motor output torque to gradually switch to the electric braking target torque in order to control the vehicle braking.

[0073] In this embodiment, the vehicle controller can determine the initial electric braking torque and the current deceleration intention information when the vehicle's electric braking function is activated. The deceleration intention information is determined based on driving operation information and / or the vehicle's external environment information. Based on the deceleration intention information, a target correction factor is determined. The initial electric braking torque is corrected based on the target correction factor to obtain the electric braking target torque. The vehicle's motor output torque is adjusted according to the electric braking target torque to control vehicle braking. Using this method, when the vehicle's electric braking function is activated, the initial electric braking torque can be corrected based on the deceleration intention information to obtain the electric braking target torque, and the vehicle's motor output torque can be adjusted according to the electric braking target torque. Thus, during electric braking, by correcting the initial electric braking torque based on the current deceleration intention information determined based on actual driving conditions (e.g., driving operation information and / or vehicle external environment information), the corrected electric braking target torque can better meet actual braking requirements, i.e., the accuracy of the electric braking target torque is higher, thereby improving the safety of the vehicle's electric braking process.

[0074] In one alternative implementation, 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) The first condition is that the key press duration of the target control for the vehicle is greater than the preset duration threshold;

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

[0077] (3) The third condition is that the relative distance between the vehicle and the vehicle in front is less than the preset relative distance threshold and the relative speed is greater than the preset relative speed threshold.

[0078] The target control can be a physical or virtual button inside the vehicle, and the association between the target button and the electric braking function is predefined. This target button can be a dedicated button for activating or deactivating the electric braking function, or it can be configured to activate or deactivate the electric braking function under specific operating conditions while performing other functions.

[0079] In other words, the vehicle controller can activate the electric braking function if at least one of the first, second, and third conditions is met.

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

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

[0082] For example, assuming the preset relative distance threshold is 20m, the preset relative speed threshold is 50km / h, and 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, which is less than the preset relative distance threshold of 20m, and the relative speed is 55km / h, which is greater than the preset relative speed threshold of 50km / h. In this case, a collision risk can be determined, and the vehicle controller can activate the electric braking function.

[0083] Optionally, the vehicle controller may also deactivate the electric braking function if at least one of the following conditions is met: (1) the throttle is depressed to a degree greater than a preset ratio; (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 a preset distance threshold.

[0084] For example, assuming the accelerator pedal is depressed to 30% and the preset ratio is 20%, the vehicle controller can determine that the accelerator pedal depression of 30% is greater than the preset ratio of 20%. In this case, it can be determined that there is an intention to accelerate. At this time, the vehicle controller can disengage the electric braking function.

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

[0086] By adopting this implementation method, the vehicle controller can determine under what circumstances the electric braking function is activated. Thus, when the triggering conditions for activating the electric braking function are detected, the electric braking function can be activated in a timely manner, which is beneficial for timely control of vehicle braking.

[0087] In one alternative implementation, 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 the vehicle's external environment information; the vehicle controller determines a target correction factor based on the deceleration intention information, which may include: when the deceleration intention information is the first deceleration intention information, obtaining 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, obtaining the second correction factor corresponding to the second deceleration intention information as the target correction factor; and when the deceleration intention information is both the first and second deceleration intention information, obtaining the average value of the first and second correction factors as the target correction factor.

[0088] Since the first deceleration intention information is determined based on the driver's driving operation information, which is subjectively controllable by the driver, it can also be called subjective deceleration intention information. Since the second deceleration intention information is determined based on the vehicle's external environmental information, which is objective and unchangeable, it 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 way: based on a first correspondence, a first initial correction factor corresponding to the driving operation information is determined; the first correspondence includes the correspondence 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 correspondence, a first factor correction coefficient corresponding to the steering wheel angular velocity is obtained; the second correspondence includes the correspondence 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.

[0090] Optionally, the first correspondence can be a table preset in the vehicle controller (denoted as the first correspondence table), or a table preset in a database that the vehicle controller can read (denoted as the first correspondence table), etc., without limitation here. The first correspondence table includes the correspondence between multiple driving operation information and multiple first initial correction factors; the magnitude 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; 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. For example, the first correspondence table can be shown in Table 1 below.

[0091] Table 1 First Correspondence Table

[0092]

[0093] As shown in Table 1 above, the button duration refers to the duration of the button press on the target control, and the number of button presses refers to the number of times the button is pressed on the target control within a preset time period. Since a longer button press duration and a higher number of button presses indicate a stronger driver's intention to decelerate, as shown in Table 1, a longer button press duration and a higher number of button presses correspond to a larger correction factor used to correct the initial torque of the electric braking system. For example, as shown in Table 1, the vehicle controller can determine the first initial correction factor as 1 if the button press duration on the target control is 1 second and the number of button presses within 1 second is 1. The vehicle controller can also determine the first initial correction factor as 1.2 if the button press duration on the target control is 1 second and the number of button presses within 1 second is 2.

[0094] Optionally, the second correspondence can be another table preset in the vehicle controller (denoted as the second correspondence table), or it can be a table preset in a database that the vehicle controller can read (denoted as the second correspondence table), etc., without limitation here. The second correspondence table includes the correspondence between multiple steering wheel angular velocities and multiple first factor correction coefficients; the factor correction coefficients are positively correlated with the absolute value of the steering wheel angular velocity. For example, the second correspondence table can be shown in Table 2 below.

[0095] Table 2 Second Correspondence Table

[0096]

[0097] The larger 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 the factor correction coefficient to be 1.2 when the current steering wheel angular velocity is determined to be 100 rad / s. The current steering wheel angular velocity can be detected by the vehicle controller in real time.

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

[0099] For example, assuming the first correspondence is as shown in Table 1 above and the second correspondence is as shown in Table 2 above, assuming the driving operation information includes a button press duration of 1 second for the target control, a button press count of 2 times within 1 second, and a steering wheel angular velocity of 100 rad / s, in this case, the vehicle controller can first look up Table 1 based on the button press duration of 1 second and the number of button presses within 1 second to determine the first initial correction factor as 1.2; then, based on the steering wheel angular velocity of 100 rad / s, look up Table 2 to determine the first factor correction coefficient as 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 may be determined by the vehicle controller in the following manner: based on a third correspondence, a second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle is determined; the third correspondence includes a correspondence 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 correspondence, a second factor correction coefficient corresponding to the wheel speed jerk of the vehicle is obtained; the fourth correspondence includes a correspondence between multiple wheel speed jerks 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, the second initial correction factor is corrected to obtain the second correction factor.

[0101] Optionally, the third correspondence can be a table preset in the vehicle controller (denoted as the third correspondence table), or a table preset in a database that the vehicle controller can read (denoted as the third correspondence table), etc., without limitation here. The third correspondence table includes the correspondence between multiple distance-speed combinations and multiple second initial correction factors; the initial correction factors are negatively correlated with the distance in the distance-speed combinations; wherein the distance-speed combinations include the relative distance and relative speed between the vehicle and the vehicle in front. For example, the third correspondence table can be shown in Table 3 below.

[0102] Table 3 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 correction factor used to correct the initial torque of electric braking is larger when the relative distance is smaller and the relative speed is greater. For example, as shown in Table 3, when the vehicle controller determines that the relative distance between the vehicle and the vehicle in front 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 vehicle in front is determined to be 20m and the relative speed is 30km / h, the second initial correction factor can be determined to be 1.

[0105] Optionally, the fourth correspondence can be a table preset in the vehicle controller (denoted as the fourth correspondence table), or a table preset in a database that the vehicle controller can read (denoted as the fourth correspondence table), etc., without limitation here. The fourth correspondence table includes the correspondence between multiple wheel speed jerks and multiple second factor correction coefficients; the factor correction coefficients are positively correlated with the absolute value of the wheel speed jerk. For example, the fourth correspondence table can be shown in Table 4 below.

[0106] Table 4. Fourth Correspondence Table

[0107]

[0108] The larger the absolute value of the wheel speed abruptness, the worse the road conditions, thus requiring a larger correction factor to adjust the initial torque of the electric brakes. As shown in Table 4 above, the vehicle controller can determine a wheel speed abruptness of 100 m / s. 3 In this case, the factor correction coefficient is set to 0.8. 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. Alternatively, the second correction factor can be the product of the second factor correction coefficient and the second initial correction factor.

[0110] For example, assume the third correspondence is as shown in Table 3 above, the fourth correspondence is as shown in Table 4 above, assume the relative distance between the vehicle and the vehicle in front is 10m and the relative speed is 50km / h, and assume the wheel speed dynamism is 100m / s. 3 In this case, the vehicle controller can first look up Table 3 based on the relative distance of 10m between the vehicle and the vehicle in front and the relative speed of 50km / h to determine the second initial correction factor as 1.4; then, based on the wheel speed dynamism of 100m / s... 3 Refer to Table 4 to determine the second factor correction coefficient as 0.8; finally, the vehicle controller can use the product between the second factor correction coefficient 0.8 and the second initial correction factor 1.4 (i.e., 1.12) as the second correction factor.

[0111] By adopting the above implementation method, the vehicle controller can determine different target correction factors based on different deceleration intention information. This is beneficial for subsequent correction of the initial electric braking torque based on the target correction factor to obtain a more accurate electric braking target torque. This, in turn, is beneficial for adjusting the motor torque based on a more accurate electric braking target torque to control vehicle braking, thereby improving the safety of the vehicle's electric braking process.

[0112] As described above, the triggering conditions for the activation of the electric braking function may include at least one of the following: a first condition where the duration of the key press on the target control of the vehicle is greater than a preset duration threshold; a second condition where the number of key presses on the target control within a preset time period is greater than a preset key press number threshold; and a third condition where 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 one alternative implementation, Figure 2 In the vehicle braking control method shown, when the vehicle's electric braking function is activated, the vehicle controller determines the current deceleration intention information, which may include: determining the current deceleration intention information as first deceleration intention information when the trigger condition for activating the electric braking function is a first condition and / or a second condition; determining the deceleration intention information as second deceleration intention information when the trigger condition for activating the electric braking function is a third condition; and determining the deceleration intention information as both first and second deceleration intention information when the trigger condition for activating the electric braking function is both the first and third conditions, or the second and third conditions, or the first, second, and third conditions. In other words, the vehicle controller determines the current deceleration intention information when the vehicle's electric braking function is activated, which may include the following scenarios:

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

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

[0116] Scenario 3: The vehicle controller can determine the current deceleration intention information as the first deceleration intention information mentioned above when the triggering conditions for the activation of the vehicle's electric braking function are the first condition and the second condition, namely, the key press duration for the target control of the vehicle is greater than a preset duration threshold, and the number of key presses for the target control within a preset time period is greater than a preset key press count threshold.

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

[0118] Scenario 4: When the trigger condition for the activation of the electric braking function is the third condition, namely, 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, the vehicle controller can determine the deceleration intention information as the second deceleration intention information.

[0119] In other words, the vehicle controller can determine the current deceleration intention information as the second deceleration intention information (or objective deceleration intention information) when it is determined that the electric braking function is activated based on the vehicle's external environment information.

[0120] Scenario 5: When the triggering conditions for the activation of the electric braking function are the first condition and the third condition, the vehicle controller can determine the deceleration intention information as the first deceleration intention information and the second deceleration intention information.

[0121] Scenario 6: When the triggering conditions for the activation of the electric braking function are the second and third conditions, the vehicle controller can determine the deceleration intention information as the first deceleration intention information and the second deceleration intention information.

[0122] Scenario 7: When the triggering conditions for the activation of the electric braking function are the first condition, the second condition, and the third condition, the vehicle controller can determine the deceleration intention information as the first deceleration intention information and the second deceleration intention information.

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

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

[0125] In one alternative implementation, the vehicle controller determines the initial electric braking torque when the vehicle's electric braking function is activated. This may include determining the initial electric braking torque based on the vehicle's current ground speed and the slope of the road surface where 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 sensors is acquired, and the actual acceleration of the vehicle is obtained by taking the derivative based on the vehicle's current ground speed; the difference between the longitudinal acceleration and the actual acceleration is determined; and the slope of the road surface where the vehicle is located is determined by looking up a table based on the difference.

[0127] The accuracy of the sensor's longitudinal acceleration measurement may be related to its attitude. For example, when the vehicle is on a slope, the sensor mounted on the vehicle may not be horizontal, and the longitudinal acceleration measured by the sensor may not be accurate. Therefore, there may be a certain deviation between this 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 calculated.

[0128] Optionally, the vehicle controller can pre-establish a correspondence table (denoted as the fifth correspondence table) based on multiple sets of difference data (the difference between longitudinal acceleration and actual acceleration) and slope input by the user. This fifth correspondence table contains the correspondence between multiple sets of difference data and slope. For example, the fifth correspondence table can be shown in Table 5 below.

[0129] Table 5 Fifth Correspondence Table

[0130]

[0131] In this table, positive slope values ​​represent uphill slopes, and negative slope values ​​represent downhill slopes. As shown in Table 5, the larger the absolute value of the difference between longitudinal acceleration and actual acceleration, the greater the determined road slope; conversely, the smaller the absolute value of the difference, the smaller the determined road slope. By looking up the table, the current road slope of the vehicle can be determined simply and efficiently.

[0132] Optionally, since both longitudinal acceleration and 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 update the previously determined slope with the latest determined slope to ensure that the recorded slope matches the actual situation better.

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

[0134] Optionally, the vehicle controller can pre-establish a correspondence table (denoted as the sixth correspondence table) based on the user-inputted vehicle speed and gradient. This sixth correspondence table contains multiple vehicle speeds and gradients and their correspondence with the initial torque of electric braking. For example, the sixth correspondence table can be shown in Table 6 below.

[0135] Table 6. Sixth Correspondence Table

[0136]

[0137] In this table, positive gradient values ​​represent uphill gradients, and negative gradient values ​​represent downhill gradients. Table 6 shows that when the vehicle is decelerating (vehicle speed relative to the ground is not zero), the resistance is lower when the vehicle is going downhill compared to going uphill. Therefore, if the vehicle speed relative to the ground remains constant, the absolute value of the initial electric braking torque required for downhill driving is greater than that for uphill driving. When the vehicle is stationary (i.e., vehicle speed relative to the ground is zero), the greater the gradient, the greater the absolute value of the required initial electric braking torque. By looking up the table, the initial electric braking torque corresponding to the activation of the vehicle's electric braking function can be determined simply and efficiently.

[0138] Using this implementation method, the vehicle controller can easily and efficiently determine the initial electric braking torque by looking up a table based on the vehicle's current ground speed and the slope of the road surface when the vehicle's electric braking function is activated. This helps to improve the speed of subsequently determining the target electric braking torque, thereby enabling rapid control of vehicle braking and increasing the rate of the vehicle's electric braking process.

[0139] The following is combined Figure 3 This paper describes the overall process of the vehicle braking control method provided in the embodiments of this application. Please refer to [link / reference]. Figure 3 , Figure 3 This is a flowchart illustrating another vehicle braking control method provided in an embodiment of this application, which can be executed by the vehicle controller. Figure 3As shown, the vehicle braking control method may include, but is not limited to, the following steps.

[0140] S301: Real-time monitoring of vehicle motor speed, gear, longitudinal acceleration, and throttle opening.

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

[0142] In one alternative 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 direction of travel, the ground speed V can be obtained. Ground The direction of travel can be forward or backward; forward refers to the direction in which the front of the vehicle is facing.

[0146] In some possible embodiments, the vehicle's direction of travel can be determined by the sign of the motor speed, i.e., forward and reverse rotation. For example, a positive motor speed corresponds to a forward direction of travel, and a negative motor speed corresponds to a reverse direction of travel. For instance, V Direction Indicates the vehicle's direction of travel. When the motor speed is less than -50 rpm and the direction of travel is reversed, then V... Direction Equal to -1, when the motor speed is greater than 50 rpm, the direction of travel is positive, V Direction It equals 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. Based on longitudinal acceleration and ground speed, determine the slope of the road surface where the vehicle is located.

[0148] In one alternative implementation, the vehicle controller calculates the gradient based on longitudinal acceleration and vehicle speed, which may include: differentiating 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 gradient of the road surface where the vehicle is located by looking up the difference in a table.

[0149] Optionally, for a detailed description of this implementation method, please refer to the description of the slope determination method in the preceding text, which will not be repeated here.

[0150] S304. Based on button status, throttle opening, relative distance, and relative speed, determine the activation flag of the electric braking function.

[0151] For example, the vehicle controller may also activate the electric braking function if at least one of the following conditions is met: (1) the duration of the key press on the target control exceeds a preset duration threshold of 1s; (2) the number of key presses on the target control within a preset time period (1s) exceeds a preset key press threshold of 2; (3) the relative distance between the vehicle and the vehicle in front is less than a preset relative distance threshold of 1m and the relative speed is greater than a preset relative speed threshold of 20m / s.

[0152] For example, the vehicle controller may also deactivate the electric braking function if 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. Based on the electric braking function activation flag, button duration, button count, and steering wheel angular velocity, determine the first correction factor corresponding to the subjective deceleration intention information; based on the relative distance, relative speed, and wheel speed dynamism between the vehicle and the vehicle in front, determine the second correction factor corresponding to the objective deceleration intention information.

[0154] In one optional implementation, when the electric braking function flag is activated due to driver operation, the vehicle controller can use the button press duration as the horizontal axis and the number of button presses as the vertical axis to look up a table (as mentioned in Table 1 above) to determine the first initial correction factor corresponding to the subjective deceleration intention; based on the steering wheel angular velocity, look up a table (as mentioned in Table 2 above) to determine the first factor correction coefficient corresponding to the subjective deceleration intention information; and use the product between 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 one optional implementation, when the electric braking function flag is activated due to external environmental information of the vehicle, the vehicle controller can use the relative distance between the vehicle and the preceding vehicle as the horizontal axis and the relative speed between the vehicle and the preceding vehicle as the vertical axis, and look up a table (as mentioned in Table 3 above) to determine the second initial correction factor corresponding to the objective deceleration intention; based on the wheel speed jerkness, look up a table (as mentioned in Table 4 above) to determine the second factor correction coefficient corresponding to the objective deceleration intention information; and use the product between 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. Based on subjective deceleration intention information and objective deceleration intention information, determine the target correction factor.

[0157] In one optional implementation, the vehicle controller may, when determining that the deceleration intention information is subjective deceleration intention information (i.e., the electric braking function is activated because of driver operation), use a first correction factor corresponding to the subjective deceleration intention information as a target correction factor; when determining that the deceleration intention information is objective deceleration intention information (i.e., the electric braking function is activated because of the vehicle's external environment information), use a second correction factor corresponding to the objective deceleration intention information as a target correction factor; and when determining that the deceleration intention information is both subjective 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 a target correction factor.

[0158] S307. Based on the electric braking function flag, deceleration intention information, vehicle speed relative to the ground, and gradient, determine the target torque for electric braking.

[0159] For example, the vehicle controller determines the target torque for electric braking based on the electric braking function flag, deceleration intention information, vehicle speed relative to the ground, and gradient. This may include: when the electric braking function flag is determined to be activated, determining the initial electric braking torque by referring to a table (as shown in Table 6 above) with the vehicle speed relative to the ground as the horizontal axis and the gradient as the vertical axis; determining the target correction factor based on the deceleration intention information; and using the product between the initial electric braking torque and the target correction factor as the target electric braking torque.

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

[0161] In this embodiment, 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. If the electric braking function flag is determined to be activated, the type of deceleration intention information (subjective deceleration intention information and / or objective deceleration intention information) is determined. Then, based on the type of deceleration intention information, a target correction factor is determined, and the initial electric braking torque is corrected based on the target correction factor to obtain the electric braking target torque. Finally, the electric braking output torque of the vehicle is adjusted based on the electric braking target torque to control the 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 one alternative implementation, Figure 2 and Figure 3In the vehicle braking control method shown, the vehicle controller can also acquire the accelerator pedal opening degree and the number of accelerator pedal presses within a preset time period during the vehicle braking process; when it is determined that the accelerator pedal opening degree is within a preset accelerator pedal opening degree range and the number of presses is greater than a preset number of presses threshold, the electric braking target torque is corrected based on a preset correction factor to obtain the corrected electric braking target torque; the vehicle motor output torque is adjusted according to the corrected electric braking target torque to control vehicle braking.

[0163] For example, assuming the preset time period is 10 seconds, the preset accelerator pedal opening range is [30%, 80%], and the preset threshold for the number of pedal presses is 2, the vehicle controller can determine that the electric braking target torque is too high if the vehicle's accelerator pedal opening is in the range of [30%, 80%] and the number of presses is greater than 2 within 10 seconds, thus causing the driver to frequently press the accelerator. 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 (e.g., 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 the vehicle braking.

[0164] By adopting this implementation method, 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 times it is pressed is greater than the preset number of times it is pressed. This can avoid the driver pressing the accelerator pedal frequently and improve the driving comfort of the vehicle.

[0165] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0166] Based on the same inventive concept, this application also provides a vehicle braking control device for implementing the vehicle braking control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle braking control device embodiments provided below can be found in the limitations of the vehicle braking control method described above, and will not be repeated here.

[0167] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a vehicle braking control device provided in an embodiment of this application. Figure 4 As shown, the vehicle braking control device may include, but is not limited to:

[0168] The determination module 401 is used to determine the initial electric braking 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 driving operation information and / or the vehicle's external environment information.

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

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

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

[0172] In one embodiment, the device may further 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 where the key press duration of the target control on the vehicle is greater than a preset duration threshold; a second condition where the number of key presses on the target control within a preset time period is greater than a preset number threshold; and a third condition where 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 vehicle's external environment information; when determining the target correction factor based on the deceleration intention information, the determining module 401 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 both the first deceleration intention information and the second deceleration intention information, obtain the average value of the first correction factor and the second correction factor as the target correction factor.

[0174] In one embodiment, the determining module 401 is used to determine the current deceleration intention information when the electric braking function of the vehicle is activated. Specifically, it is used to: determine the current deceleration intention information as first deceleration intention information when the triggering condition for the activation of the electric braking function is a first condition and / or a second condition; determine the deceleration intention information as second deceleration intention information when the triggering condition for the activation of the electric braking function is a third condition; and determine the deceleration intention information as first deceleration intention information and second deceleration intention information when the triggering condition for the activation of the electric braking function is both the first and third conditions, or the second and third conditions, or the first, second, and third conditions.

[0175] In one embodiment, the determining module 401 is further configured to: determine a first initial correction factor corresponding to the driving operation information based on a first correspondence; the first correspondence includes a correspondence 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; obtain a first factor correction coefficient corresponding to the steering wheel angular velocity based on a second correspondence; the second correspondence includes a correspondence 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; and correct the first initial correction factor based on the first factor correction coefficient to obtain the first correction factor.

[0176] In one embodiment, the determining module 401 is further configured to: determine a second initial correction factor corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle based on a third correspondence; the third correspondence includes a correspondence 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; obtain a second factor correction coefficient corresponding to the wheel speed jerk of the vehicle based on a fourth correspondence; the fourth correspondence includes a correspondence between multiple wheel speed jerks and multiple factor correction coefficients; the factor correction coefficient is positively correlated with the absolute value of the wheel speed jerk; and correct the second initial correction factor based on the second factor correction coefficient to obtain the second correction factor.

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

[0178] In one embodiment, the determining module 401 is further configured to: when the electric braking function is activated, acquire the longitudinal acceleration collected by the vehicle's sensors, and obtain 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 determine the slope of the road surface where the vehicle is located by looking up a table based on the difference.

[0179] In one embodiment, the device may further include an acquisition module, which is used to acquire the accelerator pedal opening degree and the number of times the accelerator pedal is depressed within a preset time period during the vehicle braking process; the correction module 402 is further used to correct the electric braking target torque based on a preset correction factor when it is determined that the accelerator pedal opening degree is within a preset accelerator pedal opening degree range and the number of times the accelerator pedal is depressed is greater than a preset number of times the accelerator pedal is depressed, thereby obtaining the corrected electric braking target torque; the torque adjustment module 403 is further used to adjust the vehicle's motor output torque according to the corrected electric braking target torque to control vehicle braking.

[0180] The modules in the aforementioned vehicle braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of the vehicle control device as software, so that the processor can call and execute the corresponding operations of each module.

[0181] In one exemplary embodiment, a new energy vehicle is provided, the internal structure of which can be shown in the following diagram. Figure 5As shown, the new energy vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a vehicle braking control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the new energy vehicle can be a touch layer covering the display screen, or it can be a button, trackball, or touchpad installed in the new energy vehicle.

[0182] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the new energy vehicle to which 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 different component arrangements.

[0183] In one exemplary embodiment, this 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, it implements the steps in the above-described vehicle braking control methods.

[0184] In one exemplary embodiment, this application provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program implements the steps in the above-described vehicle braking control methods.

[0185] In one exemplary embodiment, this application provides a computer program product, including a computer program. When executed by a processor, the computer program implements the steps in the aforementioned vehicle braking control methods.

[0186] It should be noted that the data involved in this application (including but not limited to initial electric braking 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 the relevant data must comply with relevant regulations.

[0187] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this 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. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0188] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle's electric braking function is activated, the initial electric braking torque and the current deceleration intention information are determined; the deceleration intention information includes subjective deceleration intention information determined by driving operation information and objective deceleration intention information determined by the vehicle's external environment information. Based on the deceleration intention information, a target correction factor is determined; wherein, the method of determining the target correction factor is different depending on the method of determining the deceleration intention information. The initial electric braking torque is corrected based on the target correction factor to obtain the target electric braking torque; The vehicle's motor output torque is adjusted according to the electric braking target torque to control vehicle braking; Wherein, when the deceleration intention information is the subjective deceleration intention information and the objective deceleration intention information, the target correction factor is 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; The first correction factor is determined based on the first initial correction factor determined by the key press duration and key press count for the target control, and the first factor correction coefficient determined based on the steering wheel angular velocity. The second correction factor is determined based on the second initial correction factor determined by the relative distance and relative speed between the vehicle and the vehicle in front, and the second factor correction coefficient determined based on the wheel speed abruptness. The correlation between the target control and the electric braking function is predefined.

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: The first condition is that the key press duration of the target control of the vehicle exceeds a preset duration threshold. The second condition is that the number of key presses on the target control within a preset time period is greater than a preset threshold number. The third condition is 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.

3. The method according to claim 2, characterized in that, The step of determining the target correction factor based on the deceleration intention information further includes: If the deceleration intention information is the subjective deceleration intention information, the first correction factor is obtained as the target correction factor. If the deceleration intention information is the objective deceleration intention information, the second correction factor is obtained and used as the target correction factor.

4. The method according to claim 3, characterized in that, When the vehicle's electric braking 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, the current deceleration intention information is determined to be the subjective deceleration intention information; When the trigger condition for activating the electric braking function is the third condition, the deceleration intention information is determined to be the objective deceleration intention information; When the triggering 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 subjective deceleration intention information and the objective deceleration intention information.

5. The method according to claim 3, characterized in that, The first correction factor was determined in the following manner: Based on the first correspondence, a first initial correction factor is determined corresponding to the key press duration for the target control and the number of key presses for the target control within a preset time period; The first correspondence includes the correspondence 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 correspondence, the first factor correction coefficient corresponding to the steering wheel angular velocity is obtained; The second correspondence includes the correspondence 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.

6. The method according to claim 3, characterized in that, The second correction factor was determined in the following manner: Based on the third correspondence, a second initial correction factor is determined corresponding to the relative distance and relative speed between the vehicle and the preceding vehicle; The third correspondence includes the correspondence between multiple distance-velocity 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 correspondence, the second factor correction coefficient corresponding to the wheel speed jerk of the vehicle is obtained; The fourth correspondence includes the correspondence between multiple wheel speed dynamisms and multiple factor correction coefficients; The factor correction coefficient is positively correlated with the absolute value of the wheel speed abruptness; Based on the second factor correction coefficient, the second initial correction factor is corrected to obtain the second correction factor.

7. The method according to claim 1, characterized in that, When the vehicle's electric braking function is activated, determine the initial electric braking torque, including: When the vehicle's electric braking function is activated, the initial electric braking torque is determined based on the vehicle's current ground speed and the slope of the road surface where the vehicle is located.

8. The method according to claim 7, characterized in that, The slope is determined in the following way: When the electric braking function is activated, the longitudinal acceleration collected by the vehicle's sensors is acquired, and the actual acceleration of the vehicle is obtained by taking the derivative based on the vehicle's current ground speed. Determine the difference between the longitudinal acceleration and the actual acceleration; Based on the difference, the slope of the road surface where the vehicle is located is determined by looking up a table.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: During the process of controlling the vehicle's braking, the accelerator pedal opening and the number of times the accelerator pedal is depressed within a preset time period are obtained. If it is determined that the throttle opening is within a preset throttle opening range and the number of throttle presses is greater than a preset throttle press threshold, the electric braking target torque is corrected based on a preset correction factor to obtain the corrected electric braking target torque. The vehicle's motor output torque is adjusted according to the corrected electric braking target torque to control the vehicle's braking.

10. A vehicle braking control device, characterized in that, The device includes: The determination module is used to determine the initial electric braking torque and the current deceleration intention information when the vehicle's electric braking function is activated; the deceleration intention information includes subjective deceleration intention information determined by driving operation information and objective deceleration intention information determined by the vehicle's external environment information. The determining module is further configured to determine a target correction factor based on the deceleration intention information; wherein, the methods for determining the target correction factor are different depending on the method used to determine the deceleration intention information. The correction module is used to correct the initial electric braking torque based on the target correction factor to obtain the target electric braking torque; A torque adjustment module is used to adjust the motor output torque of the vehicle according to the electric braking target torque in order to control the vehicle braking. Wherein, when the deceleration intention information is the subjective deceleration intention information and the objective deceleration intention information, the target correction factor is 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; The first correction factor is determined based on the first initial correction factor determined by the key press duration and key press count for the target control, and the first factor correction coefficient determined based on the steering wheel angular velocity. The second correction factor is determined based on the second initial correction factor determined by the relative distance and relative speed between the vehicle and the vehicle in front, and the second factor correction coefficient determined based on the wheel speed abruptness. The correlation between the target control and the electric braking function is predefined.

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, it implements the steps of the method according to any one of claims 1 to 9.

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

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