A control method for braking a vehicle to a standstill and related devices

Abstract

The application discloses a vehicle braking-to-stop control method and related device, and relates to the technical field of vehicle control, aiming at solving the problem that the vehicle is prone to pitch and jerk during braking-to-stop, and achieving comfortable stop based on coordination of hydraulic braking control and driving motor torque control. Specifically, during driving, the system calculates current vehicle parameters, environment parameters and user braking parameters in real time. When driving uphill, on one hand, the driving motor is controlled to output driving torque to offset the slope resistance, and on the other hand, when the motor torque capacity is sufficient, a larger hydraulic braking pressure coefficient can be used to slow down the pitch and jerk during braking, thereby improving braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic braking pressure coefficient is used to ensure that the vehicle does not slip on the slope during braking. It can be seen that the scheme improves the braking-to-stop comfort on the premise of ensuring that the uphill braking does not slip.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle braking to stop control method and related device. BACKGROUND

[0002] In the process of vehicle stopping, the vehicle body will generate vibration and impact on deceleration due to high inertial force, further causing the vehicle body to produce different degrees of vehicle pitch and jerk, which is easy to make the driver and passenger feel uncomfortable and affect the driving experience.

[0003] Especially on urban roads, due to traffic congestion or many traffic lights, the vehicle needs to stop frequently, so the driving experience in the stopping process needs to be improved. SUMMARY

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

[0005] The first aspect of the present application provides a vehicle braking to stop control method, comprising:

[0006] Obtaining current vehicle parameters, the current vehicle parameters including vehicle operating parameters, environmental parameters and braking parameters;

[0007] When the vehicle is determined to be in an uphill working condition braking mode based on the current vehicle parameters, determining a target drive torque corresponding to the drive motor according to the current vehicle parameters and a motor drive torque capability value, the motor drive torque capability value being the maximum drive torque that the motor can currently output;

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

[0009] When the motor drive torque capability value meets the drive torque demand, determining a first hydraulic braking pressure coefficient based on the current drive torque of the vehicle, and controlling the hydraulic braking pressure based on the current vehicle parameters and the first hydraulic braking pressure coefficient;

[0010] When the motor drive torque capability value determined based on the current vehicle parameters does not meet the drive torque demand, obtaining a second hydraulic braking pressure coefficient based on the current drive torque, the second hydraulic braking pressure coefficient being smaller than the first hydraulic braking pressure coefficient, and controlling the hydraulic braking pressure based on the current vehicle parameters and the second hydraulic braking pressure coefficient.

[0011] In one possible implementation, the method further comprises:

[0012] determining, based on the current vehicle parameter, that the vehicle is in a non-uphill working condition braking mode, and obtaining a driving style of the vehicle;

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

[0014] controlling the hydraulic braking pressure according to the current vehicle parameter and the third hydraulic braking pressure coefficient.

[0015] In a possible implementation, determining the target driving torque of the driving motor according to the current vehicle parameter and the motor driving torque capability value comprises:

[0016] calculating a first motor driving torque according to the current vehicle parameter;

[0017] if the first motor driving torque is greater than the motor driving torque capability value, determining the target driving torque as the motor driving torque capability value;

[0018] if the first motor driving torque is less than the motor driving torque capability value, determining the target driving torque as the first motor driving torque.

[0019] In a possible implementation, the process of determining whether the motor driving torque capability value meets the driving torque demand based on the current vehicle parameter comprises:

[0020] calculating a first motor driving torque according to the current vehicle parameter;

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

[0022] if the first motor driving torque is less than the motor driving torque capability value, determining that the motor driving torque capability value is sufficient.

[0023] In a possible implementation, the process of determining the first hydraulic braking pressure coefficient based on the current driving torque of the vehicle when the motor driving torque capability value meets the driving torque demand comprises:

[0024] obtaining, when the motor driving torque capability value meets the driving torque demand, a first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle 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 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, the process of obtaining the second hydraulic braking pressure coefficient when the motor driving torque capability value does not meet the driving torque demand comprises:

[0026] determining that the motor driving torque capability value does not meet the driving torque demand, obtaining a first hydraulic brake pressure coefficient corresponding to a current driving torque of the vehicle 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] reducing the first hydraulic brake pressure coefficient by a preset value to obtain a second hydraulic brake pressure coefficient.

[0028] In a possible implementation, the third hydraulic brake pressure coefficient is determined according to the driving style, including:

[0029] obtaining a third hydraulic brake pressure coefficient matched with 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.

[0030] In a second aspect, the present application further provides a vehicle brake-to-stop control device, including:

[0031] an acquisition module configured to acquire current vehicle parameters, the current vehicle parameters including vehicle operating parameters, environmental parameters and braking parameters;

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

[0033] a driving motor control module configured to control a driving torque output by the driving motor based on the target driving torque and a current driving 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 driving torque capability value meets the driving torque demand, and obtain a second hydraulic brake pressure coefficient based on the current driving torque when the motor driving torque capability value does not meet the driving torque demand, the second hydraulic brake pressure coefficient being smaller than the first hydraulic brake pressure coefficient;

[0035] a hydraulic brake pressure control module configured to control a hydraulic brake pressure based on the current vehicle parameters 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, including: at least one processor; and a memory communicatively linked with the at least one processor;

[0037] The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the vehicle braking to a stop control method described in any possible implementation manner 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, and when the one or more computer programs are executed by an electronic device, the electronic device can implement the vehicle braking to a stop control method described in any possible implementation manner of the first aspect.

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

[0040] The above and other features, advantages, and aspects of the present disclosure will become more apparent by referring to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, like or similar reference numerals are used to refer to like or similar elements throughout the various figures. It should be understood that the drawings are diagrammatic and schematic representation of elements and features do not necessarily depict the actual scale or proportions.

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

[0042] Figure 2 A flowchart of a vehicle braking to a stop control method provided by the present application;

[0043] Figure 3 A flowchart of another vehicle braking to a stop control method provided by the present application;

[0044] Figure 4 A relationship curve diagram of a hydraulic braking pressure coefficient and a drive torque provided by the present application;

[0045] Figure 5 A flow chart of another vehicle braking to stop control method provided in the present application is shown in FIG. 6.

[0046] Figure 6 A hydraulic braking pressure coefficient and driving style relationship curve diagram provided in the present application is shown in FIG. 7.

[0047] Figure 7 A structural diagram of a vehicle braking to stop control device provided in the present application is shown in FIG. 8.

[0048] Figure 8 A structural diagram of another vehicle braking to stop control device provided in the present application is shown in FIG. 9.

[0049] Figure 9 A structural diagram of a vehicle provided in the present application is shown in FIG. 10. DETAILED DESCRIPTION

[0050] The embodiments of the present application are described below in conjunction with the accompanying drawings. The terms used in the embodiment part 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. It is known to those of ordinary skill in the art that, as technology develops and new scenarios appear, the technical solutions provided by the embodiments of the present application are also applicable to similar technical problems.

[0052] The terms "first", "second", and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the terms used in this way can be interchanged under appropriate circumstances, and this is only a distinguishing way used in the description of the embodiments of the present application to describe the objects with the same attributes. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, so that the processes, methods, systems, products or equipment containing a series of units do not have to be limited to those units, but can include other units not clearly listed or inherent to these processes, methods, products or equipment.

[0053] Before the braking to stop control method provided by the embodiments of the present application is described in detail, the related technologies of the present application are introduced.

[0054] In order to solve the phenomenon of pitch and jerk during vehicle stopping, a current solution is based on electric control braking technology. At the end of stopping braking, the braking force is reduced by releasing the brake pressure, thereby reducing the inertia of the vehicle during stopping, weakening the pitch and jerk of the vehicle during stopping, and improving the driving experience. However, in the uphill scene, in order to avoid vehicle rear sliding, the reduction range of the braking force is limited, so the improvement of stopping comfort is limited.

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

[0056] Please refer to Figure 1 , which shows a structure schematic diagram of a vehicle braking to stopping control system provided by an embodiment of the present application.

[0057] As shown in Figure 1 , the system can include a signal input module 101, a vehicle control module 102, a hydraulic braking control module 103, and a drive motor control module 104.

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

[0059] In some embodiments, the current vehicle parameters can include vehicle operating parameters, environmental parameters and user braking parameters. The vehicle operating parameters can include vehicle mass, vehicle speed, gear signal, and the like. The environmental parameters include road slope value. The user braking parameters can include brake signal, driving style, and the like.

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

[0061] During the vehicle uphill working condition braking to stopping process, the motor drive module outputs the drive torque to offset the slope resistance. At the same time, the hydraulic braking pressure coefficient is calculated in real time based on the motor drive torque capacity value, which is used to adjust the brake pressure change to realize different hydraulic braking pressure coefficients corresponding to different slopes. The greater the hydraulic braking pressure coefficient, the greater the brake hydraulic pressure release amount, the greater the release speed point, and the better the braking comfort.

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

[0063] The drive motor control module 104 is configured to respond to the target torque request output by the vehicle control module and control the output torque of the motor to gradually reach the target torque, and the actual output torque of the motor is fed back to the vehicle control module 102.

[0064] Please refer to Figure 2 , a flow chart of a vehicle braking-to-stop control method provided by an embodiment of the present application is shown. The method can be applied to Figure 1 the system shown. As Figure 2 shown, the method can include the following steps:

[0065] S101, obtaining current vehicle parameters, including vehicle operating parameters, environmental parameters, and brake parameters.

[0066] The vehicle operating parameters can include the vehicle mass, the vehicle speed, and the gear signal; the environmental parameters include the road slope value. The user brake parameters can include the brake signal, the driving style, etc.

[0067] S102, when the vehicle is determined to be in the uphill working condition braking mode based on the current vehicle parameters, determining the target drive torque of the drive motor according to the current vehicle parameters and the motor drive torque capability value.

[0068] The road slope value is used to determine whether it is in the uphill working condition, and if it is determined that it is currently in the uphill working condition, it is further determined whether it is in the braking mode according to the brake signal.

[0069] In the embodiment of the present application, when braking in the uphill working condition, the drive motor is controlled to output the drive torque to offset the slope resistance and avoid the vehicle from rolling. The motor drive torque capability value represents the maximum drive torque that the drive motor can output, i.e., the maximum torque of the motor.

[0070] S103, controlling the drive torque output by the drive motor based on the target drive torque and the current drive torque.

[0071] S104, when the motor drive torque capability value meets the drive torque demand based on the current vehicle parameters, determining the first hydraulic brake pressure coefficient based on the current drive torque of the vehicle, and controlling the hydraulic brake pressure based on the current vehicle parameters and the first hydraulic brake pressure coefficient.

[0072] When the motor driving torque capability value is sufficient, the corresponding hydraulic braking pressure coefficient is larger, the larger the braking pressure coefficient, the smaller the braking pressure, and the smaller the corresponding braking force. Therefore, when the motor driving torque capability is sufficient, increasing the hydraulic braking pressure coefficient can slow down the pitch and jerk in the braking to stop process, and improve the comfort of the braking process.

[0073] When the motor driving torque capability value does not meet the output demand, the corresponding hydraulic braking pressure coefficient is smaller, the smaller the braking pressure coefficient, the larger the braking pressure and the braking force. In this way, increasing the braking force when the motor driving torque is insufficient can ensure that the vehicle does not slide when braking on a slope.

[0074] S105, when it is determined based on the current vehicle parameters that the motor driving torque capability value does not meet the driving torque demand, 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.

[0075] When the motor driving torque capability value does not meet the output demand, the corresponding hydraulic braking pressure coefficient is smaller, ensuring that the vehicle does not slide when braking on a slope.

[0076] The vehicle braking to stop control method provided by the embodiment is based on the coordination of hydraulic braking control and driving motor torque control to achieve comfortable stopping. During vehicle driving, the system calculates the current vehicle parameters, environmental parameters and user braking parameters in real time. When driving on an uphill slope, on the one hand, the driving motor outputs driving torque to offset the slope resistance, and on the other hand, the hydraulic braking pressure coefficient can be further adjusted according to the driving torque capability of the motor, so as to improve the comfort of the braking process on the premise that the vehicle does not slide on an uphill slope. Specifically, when the motor torque capability is sufficient, a larger hydraulic braking pressure coefficient can be used to slow down the pitch and jerk in the braking process, and improve the braking comfort. When the motor torque capability is insufficient, a smaller hydraulic braking pressure coefficient is used to ensure that the vehicle does not slide when braking on a slope. It can be seen that the scheme not only ensures that the vehicle does not slide when braking on an uphill slope, but also improves the comfort of the braking process.

[0077] Please refer to Figure 3 , which shows a flowchart of another vehicle braking to stop control method provided by the embodiment of the application.

[0078] S201, obtaining current vehicle parameters.

[0079] In some embodiments, the vehicle operating parameters, environmental parameters and user braking parameters. The vehicle operating parameters can include the vehicle mass, the vehicle speed, the gear signal, the environmental parameters include the road slope value, and the user braking parameters can include the braking signal, the driving style, etc.

[0080] The greater the vehicle mass, the greater the inertial force generated during braking, and the stronger the pitching and jolting feeling. The greater the vehicle speed, the greater the inertial force generated during braking, and the stronger the pitching and jolting feeling. The greater the road slope value, the greater the component of the gravity of the vehicle in the driving direction, and if the braking force is insufficient, the vehicle may slip.

[0081] The braking signal can be generated by the driver stepping on the brake pedal in the vehicle, or can be automatically generated by the vehicle. For example, the vehicle in the automatic driving mode automatically generates the braking signal when it is determined that there is an obstacle around that needs to be braked. Further, the corresponding braking pressure can be obtained according to the braking signal. The greater the brake pedal opening, the greater the corresponding braking pressure, and the smaller the brake pedal opening, the smaller the braking pressure. The greater the braking pressure, the greater the braking force. In the automatic driving mode, the braking signal contains a parameter having a mapping relationship with the braking pressure, and the braking pressure can be determined through the parameter.

[0082] In some embodiments, the driving style refers to the driving mode selected by the user when driving the vehicle. For example, the driving style can include different style modes such as comfort, standard, sport, and racing. Here, it is only one possible way of naming and dividing the driving style, and the present application does not make special limitations thereon.

[0083] S202, determining that the vehicle is currently in an uphill working condition braking mode.

[0084] According to the road slope value, it is determined whether the vehicle is in an uphill working condition. For example, if the road slope value is greater than a preset value, it is determined that the vehicle is currently in an uphill working condition. If the road slope value is less than the preset value, it is determined that the vehicle is currently in a non-uphill working condition, such as a no-slope working condition (approximately no slope) or a downhill working condition.

[0085] For example, the road slope value corresponding to the uphill can be set as a positive value, and the slope value of the downhill can be set as 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 determined that the vehicle is in an uphill working condition. When the road slope value is less than the preset value and positive, it is determined that the vehicle is in a no-slope working condition. When the road slope value is negative, it is determined that the vehicle is in a downhill working condition.

[0086] S203, determining a target driving torque of the motor according to the road slope value, the vehicle speed, the gear signal, the actual hydraulic braking pressure coefficient, and the motor driving torque capacity value.

[0087] In some embodiments, in order to avoid slipping of the vehicle during braking in the uphill working condition, the driving motor is controlled to output a driving torque to offset the slope resistance.

[0088] The driving torque required to be output by the driving motor can be calculated according to the road slope value, the whole vehicle mass, the gear signal, the vehicle speed and the hydraulic braking pressure coefficient, and can be referred to as a driving torque demand value. When the gear signal of the vehicle is in the driving gear, it is determined that the driving torque needs to be output, and further, the driving torque demand value is calculated according to other input signals.

[0089] The slope resistance mainly includes the gravity component of the vehicle self-gravity in the driving direction, and the gravity component in the driving direction can be calculated according to the road slope value and the whole vehicle mass.

[0090] The actual braking pressure coefficient is the hydraulic braking pressure coefficient actually used by the hydraulic control system at present. The size of the hydraulic braking pressure coefficient also affects the target driving torque. The greater the hydraulic braking pressure coefficient, the smaller the corresponding braking force; on the contrary, the smaller the hydraulic braking 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.

[0091] The motor driving torque capacity value represents the maximum driving torque that the driving motor can output, that is, the maximum torque of the motor, and the output torque of the motor cannot be greater than the motor driving torque capacity value. For an electric vehicle, the motor driving torque capacity value is mainly affected by factors such as battery power and battery temperature. The motor driving torque capacity value can be calculated by using the existing technology, and the process of obtaining the motor driving torque capacity is not specially limited in the present application.

[0092] When the driving torque demand value is calculated according to the road slope value, the vehicle speed, the gear signal and the hydraulic braking pressure coefficient, it is further determined whether the driving motor meets the demand according to the motor driving torque capacity value and the driving torque demand value. If the driving torque demand value is less than the motor driving torque capacity value, the driving torque demand value is determined as the target driving torque. If the driving torque demand value is greater than the motor driving torque capacity value, the motor driving torque capacity value is determined as the target driving torque, or a torque value slightly less than the motor driving torque capacity value is determined as the target driving torque. In other words, when the motor driving torque capacity meets the demand, the final output driving torque is determined as the driving torque demand 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.

[0093] S204, based on the target driving torque and the actual driving torque fed back by the motor, the driving torque output by the motor is controlled.

[0094] The actual driving torque is 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 approaches the target driving torque.

[0095] S205, determine whether the motor driving torque capability value meets the driving torque demand; if it meets the demand, execute S206; if it does not meet the demand, execute S207.

[0096] In some embodiments, after obtaining the motor driving torque capability value and the driving torque demand value in S203, it can be determined whether the motor driving torque capability meets the demand according to the two values. The specific determination process can be referred to the related content of S203, which will not be described here.

[0097] S206, determine the first hydraulic braking pressure coefficient matched with the current driving torque according to the first mapping relationship between the driving torque and the hydraulic braking pressure coefficient.

[0098] The greater the hydraulic braking pressure coefficient, the smaller the braking pressure, and the smaller the braking force that the vehicle can obtain. Conversely, the smaller the hydraulic braking pressure coefficient, the greater the braking pressure, and the greater the braking force.

[0099] In some embodiments, the first mapping relationship is a mapping relationship between the hydraulic braking pressure coefficient and the driving torque, and the hydraulic braking 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 braking pressure coefficient, and vice versa.

[0100] For example, the first mapping relationship is as shown in Figure 4 The horizontal axis is the driving torque of the driving motor, and the vertical axis is the hydraulic braking pressure coefficient.

[0101] When the driving torque is L1 level (the driving torque of this level is very small, such as when the current is in neutral), the hydraulic braking pressure coefficient is 0. When the driving torque increases from L1 level to L2 level, the hydraulic braking pressure coefficient is a1. When the driving torque increases from L2 to L3, the hydraulic braking pressure coefficient is a2. When the driving torque increases from L3 to L4, the hydraulic braking pressure coefficient is a3. Moreover, 0

[0102] In other words, in the case where the motor driving torque capability value meets the output demand, the greater the current driving torque value, the greater the slope resistance that the output driving torque can offset, and the smaller the braking force required, so a larger hydraulic braking pressure coefficient can be used to slow down the pitch and jerk in the braking to stop process, and improve the comfort of the braking process.

[0103] S207, determine the second hydraulic braking pressure coefficient matched with the current driving torque according to the first mapping relationship.

[0104] When the motor driving torque capability value does not satisfy the driving torque demand value, a first hydraulic braking pressure coefficient corresponding to the current driving torque is obtained according to the first mapping relationship, and the first hydraulic braking pressure coefficient is further reduced by a preset pressure coefficient value to obtain a second hydraulic braking pressure coefficient. The preset pressure coefficient value can be set according to actual application requirements, and the application does not limit this.

[0105] When the motor driving torque capability value does not satisfy the output demand, the corresponding hydraulic braking pressure coefficient is small, the smaller the hydraulic braking pressure coefficient, the greater the corresponding braking force, thereby ensuring that the vehicle does not slide on the slope when braking.

[0106] S208, controlling the hydraulic braking pressure according to the braking signal, the road slope value, the vehicle speed, the gear signal and the hydraulic braking pressure coefficient.

[0107] The greater the road slope value, the greater the braking force required; the greater the vehicle speed, the greater the hydraulic braking pressure required.

[0108] The vehicle braking to stop control method provided in the embodiment is based on the coordination of hydraulic braking control and driving motor torque control to achieve comfortable stopping. Specifically, during vehicle driving, the system calculates current vehicle parameters, environmental parameters and user braking parameters in real time. When driving on an uphill, on the one hand, the driving torque output by the driving motor is controlled to offset the slope resistance, and on the other hand, when the motor torque capability is sufficient, a larger hydraulic braking pressure coefficient can be used to slow down the pitching and jerk feeling during braking, thereby improving braking comfort. When the motor torque capability is insufficient, a smaller hydraulic braking pressure coefficient is used to ensure that the vehicle does not slide on the slope when braking. It can be seen that the scheme improves the comfort of braking to stop while ensuring that the uphill braking does not slide.

[0109] In another scenario, the vehicle is stopped on a non-uphill condition. In this scenario, different comfort stopping characteristics can be adapted according to the driving style, thereby meeting the needs of different driving styles. As shown in Figure 5 The method can include the following steps:

[0110] S301, in the case of determining that the current vehicle is in a non-uphill braking mode, determining the driving style of the vehicle.

[0111] In some embodiments, the driving style can include comfort, standard, sport, racing and the like. The driving style can be a mode selected by the user on the interaction interface.

[0112] 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. Exemplarily, the road slope value corresponding to uphill can be a positive value, and the slope value of downhill can be a negative value.

[0113] In some embodiments, when the road slope value is positive and greater than a preset value, it is determined as an uphill working condition, and when the road slope value is less than the preset value, it is determined as a non-uphill working condition.

[0114] S302, determine a hydraulic braking pressure coefficient (which can be referred to as a third hydraulic braking pressure coefficient) matched with the driving style.

[0115] In some embodiments, the smaller the road slope, the smaller the braking force required for stop, and the greater the road slope, the greater the braking force required for stop. The greater the vehicle mass, the greater the braking force required for stop, and the smaller the vehicle mass, the smaller the braking force required for stop. The greater the vehicle speed, the greater the braking force required for stop, and the smaller the vehicle speed, the smaller the braking force required for stop.

[0116] In some embodiments, there is a certain mapping relationship between the driving style and the hydraulic braking pressure coefficient, and the hydraulic braking pressure coefficient matched with the driving style can be obtained by querying the mapping relationship.

[0117] For example, Figure 6 The mapping relationship between the driving style and the hydraulic braking pressure coefficient is shown in the following figure, Figure 6 In the figure, the horizontal axis represents the driving style, and the vertical axis represents the hydraulic braking pressure coefficient.

[0118] When the driving style is comfortable, the corresponding hydraulic braking pressure coefficient is a3 corresponding to the L4 level. When the driving style is standard, the hydraulic braking pressure coefficient is a2 corresponding to the L3 level. When the driving style is sporty, the hydraulic braking pressure coefficient is a1 corresponding to the L2 level, and when the driving style is racing, the hydraulic braking pressure coefficient is 0 corresponding to the L1 level. Among them, a3>a2>a1>0. That is, the more aggressive the driving style, the smaller the corresponding hydraulic braking pressure coefficient, and the greater the braking force; the more stable the driving style, the greater the corresponding hydraulic braking pressure coefficient, and the smaller the braking force, and the higher the braking comfort.

[0119] S303, control the hydraulic braking pressure according to the brake signal, the road slope value, the vehicle speed, the gear signal, and the hydraulic braking pressure coefficient.

[0120] The vehicle braking to stop control method provided by the embodiment is based on the coordination of hydraulic braking control and drive motor torque control to achieve comfortable stop. Specifically, when the vehicle is braking in a non-uphill working condition, the hydraulic braking pressure coefficient can be adaptively controlled based on the driving style of the vehicle, so as to adapt to the driving style and improve the comfort of the braking to stop process.

[0121] The above describes the vehicle braking to stop control method provided by the embodiment, and the device for executing the above vehicle braking to stop control method will be described below.

[0122] Please refer toFigure 7 , Figure 7 A structural schematic diagram of a vehicle braking-to-stop control device is provided in the embodiments of the present application. As shown in the figure, Figure 7 The device can include:

[0123] The acquisition module 201 is configured to acquire current vehicle parameters, including vehicle operating parameters, environmental parameters, and braking parameters. The function of the acquisition module 201 in this embodiment is the same as that of the signal input module 101 in the Figure 1

[0124] The drive torque determination module 202 is configured to determine, based on the current vehicle parameters, a target drive torque of the drive motor when the vehicle is in an uphill working condition braking mode, according to the current vehicle parameters and a motor drive torque capability value, which is the maximum drive torque that the motor can currently output.

[0125] The function of the drive torque determination module 202 in this embodiment is the same as that of the hydraulic braking pressure coefficient calculation sub-module in the Figure 1

[0126] In a possible implementation, the drive torque determination module 202 is specifically configured to:

[0127] calculate a first motor drive torque according to the current vehicle parameters; if the first motor drive torque is greater than the motor drive torque capability value, determine the target drive torque as the motor drive torque capability value; and if the first motor drive torque is less than the motor drive torque capability value, determine the target drive torque as the first motor drive torque.

[0128] The drive motor control module 203 is configured to control the drive torque output by the drive motor based on the target drive torque and the current drive torque.

[0129] The function of the drive motor control module 203 in this embodiment is the same as that of the drive control module 104 in the Figure 1

[0130] The first hydraulic braking pressure coefficient determination module 204 is configured to determine a first hydraulic braking pressure coefficient based on the current drive torque of the vehicle when the motor drive torque capability value meets the drive torque demand, or to obtain a second hydraulic braking pressure coefficient based on the current drive torque when the motor drive torque capability value does not meet the drive torque demand, the second hydraulic braking pressure coefficient being less than the first hydraulic braking pressure coefficient.

[0131] The function of the hydraulic braking pressure coefficient determination module 204 in this embodiment is the same as that of the hydraulic braking pressure coefficient determination module 204 in the Figure 1 ​​​The hydraulic braking pressure coefficient calculation submodule in the first embodiment and the hydraulic braking pressure coefficient calculation submodule in the second embodiment have the same function, which will not be described here.

[0132] In a possible implementation, the first hydraulic braking pressure coefficient determination module 204 is configured to determine whether the motor driving torque capability value meets the driving torque demand, and specifically configured to:

[0133] determine the first motor driving torque according to the current vehicle parameter, determine that the motor driving torque capability value is insufficient if the first motor driving torque is greater than the motor driving torque capability value, and determine that the motor driving torque capability value is sufficient if the first motor driving torque is less than the motor driving torque capability value.

[0134] In a possible implementation, the first hydraulic braking pressure coefficient determination module 204 is configured to determine the first hydraulic braking pressure coefficient based on the current driving torque of the vehicle when the motor driving torque capability value meets the driving torque demand, and specifically configured to:

[0135] obtain the first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle according to a first mapping relationship when the motor driving torque capability value meets the driving torque demand, where 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.

[0136] In a possible implementation, the first hydraulic braking pressure coefficient determination module 204 is configured to obtain the second hydraulic braking pressure coefficient based on the current driving torque when the motor driving torque capability value does not meet the driving torque demand, and specifically configured to:

[0137] obtain the first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle according to a first mapping relationship when it is determined that the motor driving torque capability value does not meet the driving torque demand, where 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, and decrease the first hydraulic braking pressure coefficient by a preset value to obtain the second hydraulic braking pressure coefficient.

[0138] The first hydraulic braking pressure control module 205 is configured to control the hydraulic braking pressure based on the current vehicle parameter and the first hydraulic braking pressure coefficient or the second hydraulic braking pressure coefficient.

[0139] The hydraulic braking pressure control module in the first embodiment and the hydraulic braking pressure control module in the second embodiment have the same function, which will not be described here. Figure 1 The hydraulic braking control module 103 in the first embodiment and the hydraulic braking control module 103 in the second embodiment have the same function, which will not be described here.

[0140] The vehicle braking to stop control device provided by the embodiment is based on the coordination of hydraulic braking control and drive motor torque control to achieve comfortable braking to stop. During vehicle driving, the system calculates current vehicle parameters, environmental parameters and user braking parameters in real time. When in uphill working conditions, on one hand, the drive motor output drive torque is controlled to offset the slope resistance, and on the other hand, the hydraulic braking pressure coefficient can be further adjusted according to the drive torque capacity of the motor, so as to ensure that the vehicle does not slide on the uphill working conditions, and improve the comfort of the braking process. Specifically, when the motor torque capacity is sufficient, a larger hydraulic braking pressure coefficient can be used to slow down the pitching and jerk in the braking process, and improve the braking comfort. When the motor torque capacity is insufficient, a smaller hydraulic braking pressure coefficient is used to ensure that the vehicle does not slide on the slope during braking. It can be seen that the scheme ensures that the vehicle does not slide during braking on the uphill working conditions, and improves the comfort of the braking process.

[0141] In a possible implementation, as shown in Figure 8 The vehicle braking to stop control device can further include:

[0142] The driving style acquisition module 301 is configured to acquire the driving style of the vehicle when the vehicle is in the non-uphill working condition braking mode based on the current vehicle parameters.

[0143] The second hydraulic braking pressure coefficient determination module 302 is configured to determine the third hydraulic braking pressure coefficient according to the driving style.

[0144] In a possible implementation, the second hydraulic braking pressure coefficient determination module 302 is specifically configured to obtain the third hydraulic braking pressure coefficient matched with the driving style based on a second mapping relationship, where the hydraulic braking pressure coefficients in the second mapping relationship are negatively correlated with the aggressiveness of the driving style.

[0145] The second hydraulic braking pressure control module 303 is configured to control the hydraulic braking pressure according to the current vehicle parameters and the third hydraulic braking pressure coefficient.

[0146] The vehicle braking to stop control device provided by the embodiment is based on the coordination of hydraulic braking control and drive motor torque control to achieve comfortable braking to stop. Specifically, when the vehicle is in the non-uphill working condition braking mode, the hydraulic braking pressure coefficient can be adaptively controlled based on the driving style of the vehicle, so as to adapt to the driving style and improve the comfort of the braking to stop process.

[0147] In addition, the embodiment of the present application further provides a vehicle. For details, refer to Figure 9, which 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, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 6 The electronic device shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0148] like Figure 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 into a random access memory (RAM) 403. When the electronic device is powered on, the RAM 403 also stores various programs and data required for the operation of the electronic device. 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.

[0149] Typically, the following devices may be connected to the I / O interface 405: an input device 406 including, for example, a touch screen, a touchpad, 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 Figure 9 The electronic device is shown with various devices, but it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed instead.

[0150] An embodiment of the present application also provides 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.

[0151] 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 embodiment of the present application.

[0152] In addition, it should be noted that the apparatus embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed to multiple network units. Part or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment. In addition, the connection relationship between the modules in the apparatus embodiments provided in the present application indicates that there is a communication connection between them, which can be implemented as one or more communication buses or signal lines.

[0153] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be realized by means of software and the necessary universal hardware, and of course can also be realized by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. Generally, functions completed by computer programs can be easily realized by corresponding hardware, and the specific hardware structure for realizing the same function can also be various, such as analog circuit, digital circuit or special circuit, etc. However, for the present application, software program implementation is a better embodiment. Based on this understanding, the technical solutions of the present application can be embodied in the form of software products, which are stored in readable storage media, such as computer floppy disks, U disks, mobile hard disks, ROM, RAM, magnetic or optical disks, etc., including a plurality of instructions for making a computer device (which can be a personal computer, a training device, or a network device, etc.) execute the methods described in various embodiments of the present application.

[0154] In the above embodiments, all or part can be realized by software, hardware, firmware or any combination thereof. When realized by software, it can be realized in the form of a computer program product in whole or in part.

[0155] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can 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 can be transmitted from one website, computer, training device or data center to another website, computer, training device or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be stored by the computer or a data storage device such as a training device, a data center, etc. integrated with one or more available media sets. The available media can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid state disk (SSD)), etc.

Claims

1. A control method of a vehicle braking to a stop, characterized by, The method comprises: obtaining current vehicle parameters, the current vehicle parameters comprising 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 working condition braking mode, determining a target driving torque corresponding to the driving motor according to the current vehicle parameters and a motor driving torque capability value, the motor driving torque capability value being 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 a current driving torque; when the motor driving torque capability value meets the driving torque demand, determining a first hydraulic braking pressure coefficient based on the current driving torque of the vehicle, and controlling the hydraulic braking pressure based on the current vehicle parameters and the first hydraulic braking pressure coefficient; when it is determined based on the current vehicle parameters that the motor driving torque capability value does not meet the driving torque demand, obtaining a second hydraulic braking pressure coefficient based on the current driving torque, the second hydraulic braking pressure coefficient being smaller than the first hydraulic braking pressure coefficient, and controlling the hydraulic braking pressure based on the current vehicle parameters and the second hydraulic braking pressure coefficient; wherein the greater the hydraulic braking pressure coefficient, the smaller the hydraulic braking pressure; and the smaller the hydraulic braking pressure coefficient, the greater the hydraulic braking pressure.

2. The method of claim 1, wherein, The method further comprises: when it is determined based on the current vehicle parameters that the vehicle is in a non-uphill working condition braking mode, obtaining a driving style of the vehicle; determining a third hydraulic braking pressure coefficient according to the driving style; controlling the hydraulic braking pressure according to the current vehicle parameters and the third hydraulic braking 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 a motor driving torque capability value comprises: calculating a first motor driving torque according to the current vehicle parameters; if the first motor driving torque is greater than the motor driving torque capability value, determining the target driving torque as the motor driving torque capability value; if the first motor driving torque is smaller than the motor driving torque capability value, determining the target driving torque as 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 demand based on the current vehicle parameters comprises: calculating a first motor driving torque according to the current vehicle parameters; if the first motor driving torque is greater than the motor driving torque capability value, determining that the motor driving torque capability value is insufficient; if the first motor driving torque is smaller than the motor driving torque capability value, determining that the motor driving torque capability value is sufficient.

5. The method of claim 1, wherein, When the motor driving torque capability value meets the driving torque demand, determining a first hydraulic braking pressure coefficient based on the current driving torque of the vehicle comprises: when the motor driving torque capability value meets the driving torque demand, obtaining a first hydraulic braking pressure coefficient corresponding to the current driving torque of the vehicle 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 braking pressure coefficient, and the hydraulic braking pressure coefficient in the first mapping relationship is positively correlated with the driving torque of the motor.

6. The method according to claim 1 or 5, characterized in that, The second hydraulic brake pressure coefficient is obtained when the motor driving torque capability value does not meet the driving torque requirement, and the second hydraulic brake pressure coefficient is smaller than the first hydraulic brake pressure coefficient. The first hydraulic brake pressure coefficient is obtained when the motor driving torque capability value meets the driving torque requirement, and the second hydraulic brake pressure coefficient is obtained when the motor driving torque capability value does not meet the driving torque requirement. The second hydraulic brake pressure coefficient is obtained when the motor driving torque capability value does not meet the driving torque requirement, and the second hydraulic brake pressure coefficient is smaller than the first hydraulic brake pressure coefficient.

7. The method of claim 2, wherein, The third hydraulic brake pressure coefficient is obtained according to the driving style, and the third hydraulic brake pressure coefficient is matched with the driving style. The third hydraulic brake pressure coefficient is obtained according to the driving style, and the third hydraulic brake pressure coefficient is matched with the driving style.

8. A control device for braking a vehicle to a stop, characterized in that: The method comprises the following steps: The acquisition module is configured to acquire current vehicle parameters, wherein the current vehicle parameters comprise vehicle operating parameters, environmental parameters, and braking parameters. The driving torque determination module is configured to determine a target driving torque corresponding to the driving motor according to the current vehicle parameters and a motor driving torque capability value when the vehicle is in an uphill working condition braking mode based on the current vehicle parameters, wherein the motor driving torque capability value is a maximum driving torque that can be currently output by the motor. The driving motor control module is configured to control the driving torque output by the driving motor based on the target driving torque and a current driving torque. The hydraulic brake pressure coefficient determination module is configured to determine a first hydraulic brake pressure coefficient based on a current driving torque of the vehicle when the motor driving torque capability value meets the driving torque requirement, and to obtain a second hydraulic brake pressure coefficient based on the current driving torque when the motor driving torque capability value does not meet the driving torque requirement, wherein the second hydraulic brake pressure coefficient is smaller than the first hydraulic brake pressure coefficient. The hydraulic brake pressure control module 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. The greater the hydraulic brake pressure coefficient is, the smaller the hydraulic brake pressure is; and the smaller the hydraulic brake pressure coefficient is, the greater the hydraulic brake pressure is.

9. A vehicle characterized by comprising: The at least one processor is configured to execute the instructions stored in the memory to perform the vehicle braking to stop control method according to any one of claims 1-7. The storage medium stores 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 according to any one of claims 1-7. The storage medium stores 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 according to any one of claims 1-7. ​ 10. A computer storage medium, characterized in that ​

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