Vehicle braking-to-braking-and-stopping control method and related device

Abstract

The invention discloses a method for controlling a vehicle from braking to braking and a related device, relates to the technical field of vehicle control, aims to solve the problem that the vehicle is easy to pitch and pause in the process from braking to braking, and realizes comfortable braking based on coordination of hydraulic braking control and driving motor torque control. Specifically, in the running process of a vehicle, a system calculates current vehicle parameters, environment parameters and user braking parameters in real time, and in the uphill working condition, on one hand, a driving motor is controlled to output driving torque to offset ramp resistance, and on the other hand, when the torque capacity of the motor is enough, the driving torque is controlled to offset ramp resistance. The pitching and jerking feeling in the braking process can be relieved through a large hydraulic braking pressure coefficient, and the braking comfort is improved. And when the torque capacity of the motor is insufficient, a smaller hydraulic braking pressure coefficient is used for ensuring that the vehicle is braked on the ramp without sliding. Therefore, according to the scheme, on the premise that it is guaranteed that the vehicle cannot slide during uphill braking, the comfort of braking to stop is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a control method and related devices for a vehicle from braking to stopping. Background Art

[0002] During the vehicle braking process, the vehicle body will vibrate and impact due to the high inertia force, which will cause the deceleration, further causing the vehicle body to produce different degrees of pitch and jerking. This pitch and jerking can easily make the driver and passengers feel uncomfortable and affect the driving experience.

[0003] Especially on urban roads, due to traffic congestion or a large number of traffic lights, vehicles need to brake frequently. Therefore, improving the driving experience during the braking process has become a key issue that needs to be solved urgently. Summary of the invention

[0004] In view of the above problems, the present application provides a method and a related device for controlling vehicle braking to a stop, so as to solve at least part of the above problems. The specific scheme is as follows:

[0005] A first aspect of the present application provides a method for controlling a vehicle from braking to stopping, comprising:

[0006] Acquiring current vehicle parameters, wherein the current vehicle parameters include vehicle operating parameters, environmental parameters, and braking parameters;

[0007] When it is determined based on the current vehicle parameters that the vehicle is in an uphill braking mode, a target driving torque corresponding to the driving motor is determined based on the current vehicle parameters and a motor driving torque capacity value, wherein the motor driving torque capacity value is a maximum driving torque that the motor can currently output;

[0008] Controlling the driving torque output by the driving motor based on the target driving torque and the current driving torque;

[0009] When the motor driving torque capacity value meets the driving torque requirement, determining a first hydraulic brake pressure coefficient based on the current driving torque of the vehicle, and controlling the hydraulic brake pressure based on the current vehicle parameter and the first hydraulic brake pressure coefficient;

[0010] When it is determined based on the current vehicle parameters that the motor driving torque capacity value does not meet the driving torque requirement, a second hydraulic braking pressure coefficient is obtained based on the current driving torque, the second hydraulic braking pressure coefficient is smaller than the first hydraulic braking pressure coefficient, and the hydraulic braking pressure is controlled based on the current vehicle parameters and the second hydraulic braking pressure coefficient.

[0011] In a possible implementation, the method further includes:

[0012] When it is determined based on the current vehicle parameters that the vehicle is in a non-uphill braking mode, obtaining a driving style of the vehicle;

[0013] determining a third hydraulic brake pressure coefficient according to the driving style;

[0014] The hydraulic brake pressure is controlled according to the current vehicle parameters and the third hydraulic brake pressure coefficient.

[0015] In a possible implementation, determining a target driving torque corresponding to the driving motor according to the current vehicle parameters and the motor driving torque capability value includes:

[0016] Calculate a first motor driving torque according to the current vehicle parameters;

[0017] If the first motor driving torque is greater than the motor driving torque capacity value, determining the target driving torque to be the motor driving torque capacity value;

[0018] If the first motor driving torque is less than the motor driving torque capacity value, the target driving torque is determined to be the first motor driving torque.

[0019] In a possible implementation, the process of determining whether the motor driving torque capacity value meets the driving torque requirement based on the current vehicle parameters includes:

[0020] Calculate a first motor driving torque according to the current vehicle parameters;

[0021] If the first motor driving torque is greater than the motor driving torque capacity value, determining that the motor driving torque capacity value is insufficient;

[0022] If the first motor driving torque is less than the motor driving torque capacity value, it is determined that the motor driving torque capacity value is sufficient.

[0023] In a possible implementation, when the motor driving torque capacity value meets the driving torque requirement, determining the first hydraulic brake pressure coefficient based on the current driving torque of the vehicle includes:

[0024] When the motor driving torque capacity value meets the driving torque requirement, the first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to the first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic braking pressure coefficient, and the hydraulic braking pressure coefficient in the first mapping relationship is positively correlated with the driving torque.

[0025] In a possible implementation, when the motor driving torque capacity value does not meet the driving torque requirement, obtaining the second hydraulic brake pressure coefficient includes:

[0026] When it is determined that the motor driving torque capacity value does not meet the driving torque requirement, a first hydraulic brake pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to a first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic brake pressure coefficient, and the hydraulic brake pressure coefficient in the first mapping relationship is positively correlated with the driving torque;

[0027] The first hydraulic brake pressure coefficient is reduced by a preset value to obtain a second hydraulic brake pressure coefficient.

[0028] In a possible implementation, determining the third hydraulic brake pressure coefficient according to the driving style includes:

[0029] A third hydraulic brake pressure coefficient matching the driving style is obtained based on the second mapping relationship, wherein the hydraulic brake pressure coefficient in the second mapping relationship is negatively correlated with the aggressiveness of the driving style.

[0030] In a second aspect, the present application also provides a vehicle braking to stop control device, comprising:

[0031] An acquisition module, used to acquire current vehicle parameters, wherein the current vehicle parameters include vehicle operating parameters, environmental parameters and braking parameters;

[0032] a driving torque determination module, configured to determine a target driving torque corresponding to the driving motor according to the current vehicle parameters and a motor driving torque capacity value when the vehicle is in an uphill braking mode based on the current vehicle parameters, wherein the motor driving torque capacity value is a maximum driving torque that the motor can currently output;

[0033] a drive motor control module, configured to control the drive torque output by the drive motor based on the target drive torque and the current drive torque;

[0034] a hydraulic brake pressure coefficient determination module, configured to determine a first hydraulic brake pressure coefficient based on a current driving torque of the vehicle when the motor drive torque capacity value meets the driving torque requirement, and to obtain a second hydraulic brake pressure coefficient based on the current driving torque when the motor drive torque capacity value does not meet the driving torque requirement, wherein the second hydraulic brake pressure coefficient is less than the first hydraulic brake pressure coefficient;

[0035] The hydraulic brake pressure control module is configured to control the hydraulic brake pressure based on the current vehicle parameter and the first hydraulic brake pressure coefficient or the second hydraulic brake pressure coefficient.

[0036] In a third aspect, the present application further provides a vehicle, comprising: at least one processor; and a memory communicatively linked to the at least one processor;

[0037] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle braking to stop control method described in any possible implementation of the first aspect.

[0038] In a fourth aspect, the present application also provides a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the control method from vehicle braking to stop as described in any possible implementation method of the first aspect.

[0039] By means of the above technical scheme, the control method and related device for braking a vehicle to a stop provided by the present application realize comfortable braking based on the coordination of hydraulic braking control and drive motor torque control. During the driving process of the vehicle, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time. When it is determined that the vehicle is in an uphill condition and in a braking mode, on the one hand, the drive motor is controlled to output a driving torque to offset the slope resistance, and on the other hand, the hydraulic brake pressure coefficient can be further adjusted according to the drive torque capacity of the motor, so as to ensure that the vehicle does not slip on the uphill condition, and improve the comfort of the braking process. Specifically, when the motor torque capacity is sufficient, a larger hydraulic brake pressure coefficient can be used to reduce the pitch and frustration during the braking process, and improve the braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic brake pressure coefficient is used to ensure that the vehicle does not slip when braking on a slope. It can be seen that this scheme not only ensures that the vehicle will not slip when braking on an uphill condition, but also improves the comfort of the braking process. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0041] Figure 1 A schematic diagram of the structure of a vehicle braking to stop control system provided by the present application;

[0042] Figure 2 A flow chart of a method for controlling vehicle braking to a stop provided in the present application;

[0043] Figure 3 A flow chart of another method for controlling vehicle braking to a stop provided by the present application;

[0044] Figure 4 A schematic diagram of a curve showing the relationship between a hydraulic brake pressure coefficient and a driving torque provided in the present application;

[0045] Figure 5 A flow chart of another method for controlling vehicle braking to a stop provided by the present application;

[0046] Figure 6 A schematic diagram of a curve showing the relationship between a hydraulic brake pressure coefficient and a driving style provided in this application;

[0047] Figure 7 A schematic diagram of the structure of a control device for braking a vehicle to a stop provided by the present application;

[0048] Figure 8 A schematic diagram of the structure of another vehicle braking to stop control device provided by the present application;

[0049] Fig. 9 A schematic structural diagram of a vehicle provided for this application. DETAILED DESCRIPTION

[0050] The following describes the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. The terms used in the implementation method section of the present application are only used to explain the specific embodiments of the present application, and are not intended to limit the present application.

[0051] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0052] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and need not be used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is only to describe the distinction mode adopted by the objects of the same attributes when describing in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0053] Before introducing in detail the control method from braking to stopping provided in the embodiment of the present application, the related technologies of the present application are first introduced.

[0054] In order to solve the problem of pitching and jerking during vehicle braking, one of the current solutions is based on electronic control braking technology. At the end of braking, the braking force is reduced by releasing the brake pressure, reducing the inertia of the vehicle when braking, thereby reducing the pitching and jerking of the vehicle when braking, and improving the driving experience. However, in uphill scenarios, in order to prevent the vehicle from sliding backwards, the reduction in braking force is limited, so the improvement in braking comfort is limited.

[0055] The present application provides a control method for braking a vehicle to a stop, which realizes a comfortable stop based on the coordination of hydraulic brake control and drive motor torque control. Specifically, during the driving process of the vehicle, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time, and at the end of the vehicle stopping, the braking hydraulic pressure and the motor drive torque are coordinated in real time according to the above parameter input to realize a smooth stop of the vehicle.

[0056] See also Figure 1 , shows a structural schematic diagram of a vehicle braking to stop control system provided in an embodiment of the present application.

[0057] like Figure 1 As shown, the system may include: a signal input module 101 , a vehicle control module 102 , a hydraulic brake control module 103 , and a drive motor control module 104 .

[0058] The signal input module 101 is used to obtain current vehicle parameters.

[0059] In some embodiments, the current vehicle parameters may include vehicle operating parameters, environmental parameters, and user braking parameters. The vehicle operating parameters may include vehicle mass, vehicle speed, and gear position signal; the environmental parameters include road slope values; and the user braking parameters may include braking signals, driving style, etc.

[0060] The vehicle control module 102 is used to calculate the hydraulic brake pressure coefficient and the motor drive torque according to the road slope value, vehicle speed, gear signal, driving style and motor drive torque capacity value. The hydraulic brake pressure coefficient is transmitted to the hydraulic brake control module as a hydraulic control input signal. At the same time, the actual hydraulic brake pressure coefficient is received as the motor drive torque calculation input; the target torque request is sent to the drive motor control module 104, and the actual torque fed back by the drive motor is received.

[0061] During the process of braking to stopping the vehicle in an uphill condition, the motor drive module is controlled to output the driving torque to offset the slope resistance. At the same time, the hydraulic brake pressure coefficient is calculated in real time based on the motor drive torque capacity value to adjust the brake pressure change to achieve different hydraulic brake pressure coefficients corresponding to different slopes. Among them, the larger the hydraulic brake pressure coefficient, the larger the brake hydraulic pressure relief margin, the larger the pressure relief speed point, and the better the braking comfort.

[0062] The hydraulic brake control module 103 is used to control the brake pressure during the vehicle braking process. It controls the brake hydraulic pressure according to the received brake signal, road slope value, vehicle speed, gear signal, and hydraulic brake pressure coefficient, and feeds back the actual hydraulic brake pressure coefficient to the vehicle control module 102.

[0063] A larger braking pressure coefficient means that under the same braking pressure, the vehicle can obtain greater braking force, thereby improving the braking effect and safety of the vehicle.

[0064] The drive motor control module 104 is used to respond to the target torque request output by the vehicle control module, control the output torque of the motor to gradually reach the target torque, and feed back the actual output torque of the motor to the vehicle control module 102 .

[0065] See also Figure 2 , shows a flow chart of a method for controlling vehicle braking to a stop provided by an embodiment of the present application. The method can be applied to Figure 1 The system shown. Figure 2 As shown, the method may include the following steps:

[0066] S101, obtaining current vehicle parameters, which include vehicle operating parameters, environmental parameters and braking parameters.

[0067] Vehicle operation parameters may include vehicle mass, vehicle speed, and gear position signal; environmental parameters may include road slope value; user braking parameters may include braking signal, driving style, etc.

[0068] S102, when it is determined based on the current vehicle parameters that the vehicle is in an uphill braking mode, a target driving torque corresponding to the driving motor is determined based on the current vehicle parameters and the motor driving torque capacity value.

[0069] It is determined whether the vehicle is in an uphill condition based on the road slope value. If it is determined that the vehicle is in an uphill condition, it is further determined whether the vehicle is in a braking mode based on the braking signal.

[0070] In the embodiment of the present application, when braking on an uphill condition, the drive motor is controlled to output a drive torque to offset the slope resistance and prevent the vehicle from slipping. The motor drive torque capacity value represents the maximum drive torque that the drive motor can output, that is, the maximum torque of the motor.

[0071] S103 , controlling the driving torque output by the driving motor based on the target driving torque and the current driving torque.

[0072] S104, when it is determined based on current vehicle parameters that the motor driving torque capacity value meets the driving torque requirement, a first hydraulic brake pressure coefficient is determined based on the current driving torque of the vehicle, and the hydraulic brake pressure is controlled based on the current vehicle parameters and the first hydraulic brake pressure coefficient.

[0073] When the motor drive torque capacity is sufficient, the corresponding hydraulic brake pressure coefficient is larger. The larger the brake pressure coefficient, the smaller the brake pressure and the corresponding braking force. Therefore, when the motor drive torque capacity is sufficient, increasing the hydraulic brake pressure coefficient can reduce the pitch and jerk feeling during the braking to stop process and improve the comfort of the braking process.

[0074] When the motor drive torque capacity value does not meet the output requirements, the corresponding hydraulic brake pressure coefficient is small. The smaller the brake pressure coefficient, the greater the brake pressure and braking force. In this way, increasing the braking force when the motor drive torque is insufficient can ensure that the vehicle will not slip when braking on a slope.

[0075] S105, when it is determined based on the current vehicle parameters that the motor driving torque capacity value does not meet the driving torque requirement, a second hydraulic braking pressure coefficient is obtained based on the current driving torque, the second hydraulic braking pressure coefficient is smaller than the first hydraulic braking pressure coefficient, and the hydraulic braking pressure is controlled based on the current vehicle parameters and the second hydraulic braking pressure coefficient.

[0076] When the motor drive torque capacity value does not meet the output requirements, the corresponding hydraulic brake pressure coefficient is small, ensuring that the vehicle will not slip when braking on a slope.

[0077] The control method for braking a vehicle to a stop provided in this embodiment realizes a comfortable stop based on the coordination of hydraulic brake control and drive motor torque control. During the driving process of the vehicle, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time. In uphill conditions, on the one hand, the drive motor is controlled to output a drive torque to offset the slope resistance. On the other hand, the hydraulic brake pressure coefficient can be further adjusted according to the drive torque capacity of the motor, thereby ensuring that the vehicle does not slip in uphill conditions and improving the comfort of the braking process. Specifically, when the motor torque capacity is sufficient, a larger hydraulic brake pressure coefficient can be used to reduce the pitch and frustration during braking and improve the braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic brake pressure coefficient is used to ensure that the vehicle does not slip when braking on a slope. It can be seen that this solution not only ensures that the vehicle will not slip when braking in uphill conditions, but also improves the comfort of the braking process.

[0078] See also Figure 3 , shows a flow chart of another method for controlling vehicle braking to a stop provided in an embodiment of the present application.

[0079] S201, obtaining current vehicle parameters.

[0080] In some embodiments, vehicle operation parameters, environmental parameters and user braking parameters. The vehicle operation parameters may include vehicle mass, vehicle speed, and gear position signal; environmental parameters include road slope value; and user braking parameters may include braking signal, driving style, etc.

[0081] The greater the mass of the vehicle, the greater the inertia force generated when braking, and the stronger the pitch and jerk. The greater the speed, the greater the inertia force generated when braking, and the stronger the pitch and jerk. The greater the road slope, the greater the weight of the vehicle in the direction of travel. If the braking force is insufficient, the vehicle is likely to slip.

[0082] The brake signal can be generated by the driver stepping on the brake pedal in the vehicle, or it can be automatically generated by the vehicle. For example, a vehicle in autonomous driving mode automatically generates a brake signal when it determines that there are obstacles around and needs to brake. The corresponding brake pressure can be further obtained based on the brake signal. The larger the brake pedal opening, the greater the corresponding brake pressure, and the smaller the brake pedal opening, the smaller the brake pressure. The greater the brake pressure, the greater the braking force. In the autonomous driving mode, the brake signal contains a parameter that has a mapping relationship with the brake pressure, and the brake pressure can be determined by the parameter.

[0083] In some embodiments, the driving style refers to the driving mode selected by the user when driving the vehicle, such as the driving style may include different style modes such as comfort, standard, sports, and competition. This is only one possible way of naming and dividing the driving styles, and this application does not impose any special restrictions on this.

[0084] S202, determining that the vehicle is currently in an uphill braking mode.

[0085] Determine whether the vehicle is in an uphill condition based on the road slope value. For example, if the road slope value is greater than a preset value, it is determined that the vehicle is currently in an uphill condition. If the road slope value is less than the preset value, it is determined that the vehicle is currently in a non-uphill condition, such as a no-slope condition (approximately no slope) or a downhill condition.

[0086] For example, the road slope value corresponding to the uphill can be set to a positive value, and the downhill slope value can be set to a negative value. The preset value is a value greater than 0. When the road slope value is positive and greater than the preset value, it is an uphill condition. When the road slope value is less than the preset value and is positive, it is a no-slope condition; when the road slope value is, it is responsible for determining that the current condition is a downhill condition.

[0087] S203, determining a target driving torque corresponding to the motor according to the road slope value, the vehicle speed, the gear position signal, the actual hydraulic brake pressure coefficient and the motor driving torque capacity value.

[0088] In some embodiments, in order to prevent the vehicle from slipping due to braking during uphill operation, the drive motor is controlled to output drive torque to offset the slope resistance.

[0089] The driving torque that the driving motor needs to output can be calculated based on the road slope value, vehicle mass, gear signal, vehicle speed and hydraulic brake pressure coefficient, which can be called the driving torque demand value. When the gear signal of the vehicle is the driving gear, it is determined that the driving torque needs to be output, and further, the driving torque demand value is calculated based on other input signals.

[0090] Among them, the slope resistance mainly includes the gravity component of the vehicle's own gravity in the driving direction. The gravity component in the driving direction can be calculated according to the road slope value and the vehicle mass.

[0091] The actual brake pressure coefficient is the hydraulic brake pressure coefficient currently actually used by the hydraulic control system. The size of the hydraulic brake pressure coefficient will also affect the target drive torque. The larger the hydraulic brake pressure coefficient, the smaller the corresponding braking force; conversely, the smaller the hydraulic brake pressure coefficient, the greater the braking force. On the same slope, the greater the braking force, the smaller the driving torque required, and the smaller the braking force, the greater the driving torque required.

[0092] The motor drive torque capacity value represents the maximum drive torque that the drive motor can output, that is, the maximum torque of the motor. The output torque of the motor cannot be greater than the motor drive torque capacity value. For electric vehicles, the motor drive torque capacity value is mainly affected by factors such as battery power and battery temperature. The motor drive torque capacity value can be calculated using existing technology, and this application does not impose any special restrictions on the process of obtaining the motor drive torque capacity.

[0093] After the driving torque requirement value is calculated based on the road slope value, vehicle speed, gear signal and hydraulic brake pressure coefficient, it is further determined whether the driving motor meets the requirements based on the motor driving torque capacity value and the driving torque requirement value. If the driving torque requirement value is less than the motor driving torque capacity value, the driving torque requirement value is determined to be the target driving torque. If the driving torque requirement value is greater than the motor driving torque capacity value, the motor driving torque capacity value is determined to be the target driving torque, or a torque value slightly less than the motor driving torque capacity value is determined to be the target driving torque. In other words, when the motor driving torque capacity meets the requirements, the final output driving torque is determined to be the driving torque requirement value; when the motor driving torque capacity is insufficient, the final output driving torque is the motor driving torque capacity value or less than the motor driving torque capacity value.

[0094] S204 , controlling the driving torque output by the motor based on the target driving torque and the actual driving torque fed back by the motor.

[0095] The actual driving torque is used as a negative feedback input, and the output torque of the motor is controlled according to the difference between the target driving torque and the actual driving torque, so that the driving torque output by the motor is close to the target driving torque.

[0096] S205, determining whether the motor driving torque capacity value meets the driving torque requirement; if so, executing S206; if not, executing S207.

[0097] In some embodiments, after obtaining the motor driving torque capacity value and the driving torque requirement value in S203, it is possible to determine whether the motor driving torque capacity meets the requirement based on these two values. The specific determination process can be found in the relevant content of S203 and will not be repeated here.

[0098] S206: Determine a first hydraulic brake pressure coefficient that matches the current driving torque according to a first mapping relationship between the driving torque and the hydraulic brake pressure coefficient.

[0099] The greater the hydraulic brake pressure coefficient, the smaller the brake pressure, and the smaller the corresponding braking force that the vehicle can obtain. Conversely, the smaller the hydraulic brake pressure coefficient, the greater the brake pressure, and the corresponding braking force is also greater.

[0100] In some embodiments, the first mapping relationship is a mapping relationship between a hydraulic brake pressure coefficient and a driving torque, and the hydraulic brake pressure coefficient in the first mapping relationship is positively correlated with the driving torque. Specifically, the greater the driving torque, the greater the corresponding hydraulic brake pressure coefficient, and conversely, the smaller the driving torque, the smaller the corresponding hydraulic brake pressure coefficient.

[0101] Exemplarily, the first mapping relationship is as follows: Figure 4 As shown, the horizontal axis is the driving torque of the driving motor, and the vertical axis is the hydraulic brake pressure coefficient.

[0102] When the driving torque is at level L1 (this level of driving torque is very small, such as when the gear is in neutral), the hydraulic brake pressure coefficient is 0. When the driving torque increases from level L1 to level L2, the hydraulic brake pressure coefficient is a1. When the driving torque increases from L2 to L3, the hydraulic brake pressure coefficient is a2. When the driving torque increases from L3 to L4, the hydraulic brake pressure coefficient is a3. Moreover, 0<a1<a2<a3.

[0103] In other words, when the motor drive torque capacity value meets the output requirements, the larger the current drive torque value, the greater the slope resistance that the output drive torque can offset, and the corresponding required braking force is smaller. Therefore, a larger hydraulic brake pressure coefficient can be used to reduce the pitch and jerk feeling during the braking to stop process, thereby improving the comfort of the braking process.

[0104] S207: Determine a second hydraulic brake pressure coefficient that matches the current driving torque according to the first mapping relationship.

[0105] When the motor driving torque capacity value does not meet the driving torque requirement value, the first hydraulic brake pressure coefficient corresponding to the current driving torque is obtained according to the first mapping relationship, and the first hydraulic brake pressure coefficient is further reduced by a preset pressure coefficient value to obtain a second hydraulic brake pressure coefficient. The preset pressure coefficient value can be set according to actual application requirements, and this application does not limit this.

[0106] When the motor drive torque capacity value does not meet the output requirements, the corresponding hydraulic brake pressure coefficient is smaller. The smaller the hydraulic brake pressure coefficient, the greater the corresponding braking force, thereby ensuring that the vehicle will not slip when braking on a slope.

[0107] S208, controlling the hydraulic brake pressure according to the brake signal, the road slope value, the vehicle speed, the gear signal and the hydraulic brake pressure coefficient.

[0108] When the hydraulic brake pressure is constant, the greater the hydraulic brake pressure coefficient, the greater the corresponding braking force. The greater the road slope, the greater the braking force required; the greater the vehicle speed, the greater the hydraulic brake pressure required.

[0109] The control method for braking a vehicle to a stop provided in this embodiment realizes a comfortable stop based on the coordination of hydraulic brake control and drive motor torque control. Specifically, when the vehicle is driving, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time. In uphill conditions, on the one hand, the drive motor is controlled to output a drive torque to offset the slope resistance. On the other hand, when the motor torque capacity is sufficient, a larger hydraulic brake pressure coefficient can be used to reduce the pitch and setback during braking, thereby improving braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic brake pressure coefficient is used to ensure that the vehicle does not slip when braking on a slope. It can be seen that this solution improves the comfort of braking to a stop while ensuring that the vehicle does not slip when braking uphill.

[0110] In another scenario, the vehicle stops when driving on a non-uphill road. In this scenario, different comfort braking characteristics can be adaptively adjusted according to different driving styles to meet the needs of different driving styles. Figure 5 As shown, the method may include the following steps:

[0111] S301, when it is determined that the vehicle is currently in a braking mode of a non-uphill condition, determine the driving style of the vehicle.

[0112] In some embodiments, the driving style may include comfort, standard, sport, competition, etc. The driving style may be a mode selected by the user on the interactive interface.

[0113] When the obtained road slope value is less than a preset value, it is determined that the current vehicle is in a non-uphill condition, such as a no-slope condition or a downhill condition. For example, the road slope value corresponding to an uphill slope can be set to a positive value, and the slope value corresponding to a downhill slope can be set to a negative value.

[0114] In some embodiments, when the road surface slope value is positive and greater than a preset value, it is determined to be an uphill condition; when the road surface slope value is less than a preset value, it is determined to be a non-uphill condition.

[0115] S302: Determine a matching hydraulic brake pressure coefficient (which may be referred to as a third hydraulic brake pressure coefficient) according to the driving style.

[0116] In some embodiments, the smaller the road slope, the smaller the braking force required for braking, and the larger the road slope, the larger the braking force required for braking. The larger the vehicle mass, the larger the braking force required for braking, and the smaller the vehicle mass, the smaller the braking force required for braking. The faster the vehicle speed, the larger the braking force required for braking, and the slower the vehicle speed, the smaller the braking force required for braking.

[0117] In some embodiments, there is a certain mapping relationship between the driving style and the hydraulic brake pressure coefficient, and the hydraulic brake pressure coefficient matching the driving style can be obtained by querying the mapping relationship.

[0118] For example, Figure 6 It is a schematic diagram of the mapping relationship between driving style and hydraulic brake pressure coefficient. Figure 6 The horizontal axis represents the driving style, and the vertical axis represents the hydraulic brake pressure coefficient.

[0119] When the driving style is comfortable, the corresponding hydraulic brake pressure coefficient is a3, which is the value corresponding to the L4 level. When the driving style is standard, the hydraulic brake pressure coefficient is a2, which is the value corresponding to the L3 level. When the driving style is sporty, the hydraulic brake pressure coefficient is a1, which is the value corresponding to the L2 level. When the driving style is competitive, the hydraulic brake pressure coefficient is 0, which is the value corresponding to the L1 level. Among them, a3>a2>a1>0. That is, the more aggressive the driving style, the smaller the corresponding hydraulic brake pressure coefficient and the greater the braking force; the more stable the driving style, the larger the corresponding hydraulic brake pressure coefficient, the smaller the braking force and the higher the braking comfort.

[0120] S303, controlling the hydraulic brake pressure according to the brake signal, the road slope value, the vehicle speed, the gear signal and the hydraulic brake pressure coefficient.

[0121] The control method for braking a vehicle to a stop provided in this embodiment realizes comfortable braking based on the coordination of hydraulic brake control and drive motor torque control. Specifically, when the vehicle brakes in a non-uphill condition, the hydraulic brake pressure coefficient can be adaptively controlled based on the driving style of the vehicle, thereby adaptively adapting to the driving style to improve the comfort of the braking to a stop process.

[0122] The above describes the control method for braking a vehicle to a stop provided in an embodiment of the present application. The following describes a device for executing the above-mentioned control method for braking a vehicle to a stop.

[0123] See also Figure 7 , Figure 7 A schematic diagram of the structure of a vehicle braking to stop control device provided in an embodiment of the present application.

[0124] like Figure 7 As shown, the device may include:

[0125] The acquisition module 201 is used to acquire current vehicle parameters, which include vehicle operating parameters, environmental parameters, and braking parameters. Figure 1 The signal input module 101 is the same as in.

[0126] The driving torque determination module 202 is used to determine the target driving torque corresponding to the driving motor based on the current vehicle parameters and the motor driving torque capacity value when the vehicle is in the uphill braking mode based on the current vehicle parameters. The motor driving torque capacity value is the maximum driving torque that the motor can currently output.

[0127] The driving torque determination module 202 in this embodiment is Figure 1 The function of the hydraulic brake pressure coefficient calculation submodule is the same and will not be repeated here.

[0128] In a possible implementation, the driving torque determination module 202 is specifically configured to:

[0129] The first motor driving torque is calculated according to the current vehicle parameters; if the first motor driving torque is greater than the motor driving torque capacity value, the target driving torque is determined to be the motor driving torque capacity value; if the first motor driving torque is less than the motor driving torque capacity value, the target driving torque is determined to be the first motor driving torque.

[0130] The driving motor control module 203 is used to control the driving torque output by the driving motor based on the target driving torque and the current driving torque.

[0131] The function of the drive motor control module 203 in this embodiment is similar to Figure 1 The middle drive control module 104 is the same and will not be described again here.

[0132] The first hydraulic brake pressure coefficient determination module 204 is used to determine the first hydraulic brake pressure coefficient based on the current driving torque of the vehicle when the motor drive torque capacity value meets the driving torque requirement, or to obtain the second hydraulic brake pressure coefficient based on the current driving torque when the motor drive torque capacity value does not meet the driving torque requirement, and the second hydraulic brake pressure coefficient is less than the first hydraulic brake pressure coefficient.

[0133] The hydraulic brake pressure coefficient determination module 204 in this embodiment is Figure 1 The function of the hydraulic brake pressure coefficient calculation submodule in is the same and will not be repeated here.

[0134] In a possible implementation, the first hydraulic brake pressure coefficient determination module 204 is used to determine whether the motor driving torque capacity value meets the driving torque requirement, specifically for:

[0135] The first motor drive torque is calculated according to the current vehicle parameters; if the first motor drive torque is greater than the motor drive torque capacity value, it is determined that the motor drive torque capacity value is insufficient; if the first motor drive torque is less than the motor drive torque capacity value, it is determined that the motor drive torque capacity value is sufficient.

[0136] In a possible implementation, the first hydraulic brake pressure coefficient determination module 204 is used to determine the first hydraulic brake pressure coefficient based on the current driving torque of the vehicle when the motor driving torque capacity value meets the driving torque requirement, specifically to:

[0137] When the motor driving torque capacity value meets the driving torque requirement, the first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to the first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic braking pressure coefficient, and the hydraulic braking pressure coefficient in the first mapping relationship is positively correlated with the driving torque.

[0138] In a possible implementation, the first hydraulic brake pressure coefficient determination module 204 is used to obtain the second hydraulic brake pressure coefficient based on the current driving torque when the motor driving torque capacity value does not meet the driving torque requirement, specifically to:

[0139] When it is determined that the motor driving torque capacity value does not meet the driving torque requirement, a first hydraulic brake pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to a first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic brake pressure coefficient, and the hydraulic brake pressure coefficient in the first mapping relationship is positively correlated with the driving torque; the first hydraulic brake pressure coefficient is reduced by a preset value to obtain a second hydraulic brake pressure coefficient.

[0140] The first hydraulic brake pressure control module 205 is configured to control the hydraulic brake pressure based on the current vehicle parameters and the first hydraulic brake pressure coefficient or the second hydraulic brake pressure coefficient.

[0141] The hydraulic brake pressure control module in this embodiment is Figure 1 The function of the hydraulic brake control module 103 is the same as that of the hydraulic brake control module 103, which will not be repeated here.

[0142] The control device for braking a vehicle to a stop provided in this embodiment realizes a comfortable stop based on the coordination of hydraulic brake control and drive motor torque control. During the driving process of the vehicle, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time. In uphill conditions, on the one hand, the drive motor is controlled to output a drive torque to offset the slope resistance. On the other hand, the hydraulic brake pressure coefficient can be further adjusted according to the drive torque capacity of the motor, thereby ensuring that the vehicle does not slip in uphill conditions and improving the comfort of the braking process. Specifically, when the motor torque capacity is sufficient, a larger hydraulic brake pressure coefficient can be used to reduce the pitch and frustration during braking and improve the braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic brake pressure coefficient is used to ensure that the vehicle does not slip when braking on a slope. It can be seen that this solution not only ensures that the vehicle will not slip when braking in uphill conditions, but also improves the comfort of the braking process.

[0143] In one possible implementation, Figure 8 As shown, the control device for braking a vehicle to a stop may also include:

[0144] The driving style acquisition module 301 is used to acquire the driving style of the vehicle when it is determined that the vehicle is in a non-uphill braking mode based on the current vehicle parameters.

[0145] The second hydraulic brake pressure coefficient determination module 302 is configured to determine a third hydraulic brake pressure coefficient according to the driving style.

[0146] In one possible implementation, the second hydraulic brake pressure coefficient determination module 302 is specifically used to obtain a third hydraulic brake pressure coefficient matching the driving style based on a second mapping relationship, wherein the hydraulic brake pressure coefficient in the second mapping relationship is negatively correlated with the aggressiveness of the driving style.

[0147] The second hydraulic brake pressure control module 303 is used to control the hydraulic brake pressure according to the current vehicle parameters and the third hydraulic brake pressure coefficient.

[0148] The vehicle braking to stop control device provided in this embodiment realizes comfortable braking based on the coordination of hydraulic brake control and drive motor torque control. Specifically, when the vehicle brakes in non-uphill conditions, the hydraulic brake pressure coefficient can be adaptively controlled based on the driving style of the vehicle, thereby adaptively adapting to the driving style to improve the comfort of the braking to stop process.

[0149] In addition, a vehicle is also provided in an embodiment of the present application. Fig. 9 As shown, it shows a schematic diagram of the structure of an electronic device suitable for implementing the embodiments of the present application. The electronic device in the embodiments of the present application may include but is not limited to fixed terminals such as mobile phones, notebook computers, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 6 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0150] like Fig. 9 As shown, the electronic device may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage device 408 to a random access memory (RAM) 403. When the electronic device is powered on, various programs and data required for the operation of the electronic device are also stored in the RAM 403. The processing device 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0151] Typically, the following devices may be connected to the I / O interface 405: an input device 406 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 407 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 408 including, for example, a memory card, a hard disk, etc.; and a communication device 409. The communication device 409 may allow the electronic device to communicate with other devices wirelessly or by wire to exchange data. Although Fig. 9 An electronic device having various devices is shown, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0152] Also provided in an embodiment of the present application is a computer program product including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any one of the vehicle braking to stop control methods provided in the embodiments of the present application.

[0153] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any one of the vehicle braking to stop control methods provided in the embodiments of the present application.

[0154] It should also be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the drawings of the device embodiments provided by the present application, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines.

[0155] Through the description of the above implementation mode, the technicians in the field can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course, it can also be implemented by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. In general, all functions completed by computer programs can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be various, such as analog circuits, digital circuits or special circuits. However, for the present application, software program implementation is a better implementation mode in more cases. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer floppy disk, a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk or an optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, a training device, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0156] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0157] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a training device, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, training device, or data center. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

Claims

1. A method for controlling a vehicle from braking to stopping, characterized in that: include: Acquiring current vehicle parameters, wherein the current vehicle parameters include vehicle operating parameters, environmental parameters, and braking parameters; When it is determined based on the current vehicle parameters that the vehicle is in an uphill braking mode, a target driving torque corresponding to the driving motor is determined based on the current vehicle parameters and a motor driving torque capacity value, wherein the motor driving torque capacity value is a maximum driving torque that the motor can currently output; Controlling the driving torque output by the driving motor based on the target driving torque and the current driving torque; When the motor driving torque capacity value meets the driving torque requirement, determining a first hydraulic brake pressure coefficient based on the current driving torque of the vehicle, and controlling the hydraulic brake pressure based on the current vehicle parameter and the first hydraulic brake pressure coefficient; When it is determined based on the current vehicle parameters that the motor driving torque capacity value does not meet the driving torque requirement, a second hydraulic braking pressure coefficient is obtained based on the current driving torque, the second hydraulic braking pressure coefficient is smaller than the first hydraulic braking pressure coefficient, and the hydraulic braking pressure is controlled based on the current vehicle parameters and the second hydraulic braking pressure coefficient.

2. The method according to claim 1, characterized in that The method further comprises: When it is determined based on the current vehicle parameters that the vehicle is in a non-uphill braking mode, obtaining a driving style of the vehicle; determining a third hydraulic brake pressure coefficient according to the driving style; The hydraulic brake pressure is controlled according to the current vehicle parameters and the third hydraulic brake pressure coefficient.

3. The method according to claim 1 or 2, characterized in that: Determining a target driving torque corresponding to the driving motor according to the current vehicle parameters and the motor driving torque capability value includes: Calculate a first motor driving torque according to the current vehicle parameters; If the first motor driving torque is greater than the motor driving torque capacity value, determining the target driving torque to be the motor driving torque capacity value; If the first motor driving torque is less than the motor driving torque capacity value, the target driving torque is determined to be the first motor driving torque.

4. The method according to claim 1 or 2, characterized in that: The process of determining whether the motor driving torque capability value meets the driving torque requirement based on the current vehicle parameters includes: Calculate a first motor driving torque according to the current vehicle parameters; If the first motor driving torque is greater than the motor driving torque capacity value, determining that the motor driving torque capacity value is insufficient; If the first motor driving torque is less than the motor driving torque capacity value, it is determined that the motor driving torque capacity value is sufficient.

5. The method according to claim 1, characterized in that When the motor driving torque capacity value meets the driving torque requirement, determining the first hydraulic brake pressure coefficient based on the current driving torque of the vehicle includes: When the motor driving torque capacity value meets the driving torque requirement, the first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to the first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic braking pressure coefficient, and the hydraulic braking pressure coefficient in the first mapping relationship is positively correlated with the driving torque.

6. The method according to claim 1 or 5, characterized in that: When the motor driving torque capacity value does not meet the driving torque requirement, obtaining a second hydraulic brake pressure coefficient includes: When it is determined that the motor driving torque capacity value does not meet the driving torque requirement, a first hydraulic brake pressure coefficient corresponding to the current driving torque of the vehicle is obtained according to a first mapping relationship, wherein the first mapping relationship is a mapping relationship between the driving torque of the motor and the hydraulic brake pressure coefficient, and the hydraulic brake pressure coefficient in the first mapping relationship is positively correlated with the driving torque; The first hydraulic brake pressure coefficient is reduced by a preset value to obtain a second hydraulic brake pressure coefficient.

7. The method according to claim 2, characterized in that The determining of the third hydraulic brake pressure coefficient according to the driving style comprises: A third hydraulic brake pressure coefficient matching the driving style is obtained based on the second mapping relationship, wherein the hydraulic brake pressure coefficient in the second mapping relationship is negatively correlated with the aggressiveness of the driving style.

8. A control device for braking a vehicle to a stop, characterized in that: include: An acquisition module, used for acquiring current vehicle parameters, wherein the current vehicle parameters include vehicle operation parameters, environmental parameters and braking parameters; a driving torque determination module, configured to determine a target driving torque corresponding to the driving motor according to the current vehicle parameters and a motor driving torque capacity value when the vehicle is in an uphill braking mode based on the current vehicle parameters, wherein the motor driving torque capacity value is a maximum driving torque that the motor can currently output; a drive motor control module, configured to control the drive torque output by the drive motor based on the target drive torque and the current drive torque; a hydraulic brake pressure coefficient determination module, configured to determine a first hydraulic brake pressure coefficient based on a current driving torque of the vehicle when the motor drive torque capacity value meets the driving torque requirement, and to obtain a second hydraulic brake pressure coefficient based on the current driving torque when the motor drive torque capacity value does not meet the driving torque requirement, wherein the second hydraulic brake pressure coefficient is less than the first hydraulic brake pressure coefficient; A hydraulic brake pressure control module is used to control the hydraulic brake pressure based on the current vehicle parameter and the first hydraulic brake pressure coefficient or the second hydraulic brake pressure coefficient.

9. A vehicle, characterized in that: include: at least one processor; and a memory communicatively linked to the at least one processor; The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle braking to stop control method according to any one of claims 1 to 7.

10. A computer storage medium, characterized in that: The storage medium carries one or more computer programs, and when the one or more computer programs are executed by an electronic device, the electronic device can implement the vehicle braking to stop control method as described in any one of claims 1 to 7.

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