Vehicle braking method, vehicle braking device, vehicle and storage medium

Abstract

The invention provides a vehicle braking method, a vehicle braking device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that if it is detected that the vehicle is in an energy recovery state, the current braking torque of a hydraulic braking system in the vehicle and the current recovery torque of a driving motor in the vehicle are obtained; determining a target brake torque of the hydraulic brake system based on the current brake torque and the current recovery torque; and if it is detected that the vehicle tends to be locked, the hydraulic braking system is controlled to output the target braking torque so that the vehicle can be braked. Based on the scheme, the driving safety of the vehicle can be improved when the braking energy of the vehicle is recovered.

Description

Technical Field

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

[0002] With the rapid development of new energy technologies for vehicles, vehicles can recover braking energy during braking, converting the vehicle's kinetic energy into electrical energy and storing it in the vehicle's battery, thereby extending the vehicle's range. However, when the vehicle is braking, if the anti-lock braking system (ABS) is activated, the vehicle needs to immediately end the braking energy recovery. If the vehicle suddenly ends the braking energy recovery, it may cause a partial loss of braking force in a short period of time, affecting the normal braking of the vehicle and reducing the vehicle's driving safety.

[0003] Therefore, how to improve the driving safety of the vehicle when the vehicle is performing brake energy recovery is an issue that needs to be urgently addressed. Summary of the invention

[0004] The present application provides a vehicle braking method, a vehicle braking device, a vehicle and a storage medium. The method can improve the driving safety of the vehicle when the vehicle performs braking energy recovery.

[0005] In a first aspect, the present application provides a vehicle braking method, the method comprising:

[0006] If it is detected that the vehicle is in an energy recovery state, the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the drive motor in the vehicle are obtained; based on the current braking torque and the current recovery torque, the target braking torque of the hydraulic braking system is determined; if it is detected that the vehicle has a locking tendency, the hydraulic braking system is controlled to output the target braking torque to brake the vehicle.

[0007] In the embodiment of the present application, when it is detected that the vehicle is in an energy recovery state, the braking torque to be output by the hydraulic braking system (i.e., the target braking torque) can be determined by acquiring the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the driving motor in the vehicle; and when it is detected that the vehicle has a locking tendency, the target braking torque is output by controlling the hydraulic braking system to control the vehicle to brake. Since the target braking torque output by the hydraulic braking system is determined by the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor in the vehicle, the braking force corresponding to the target braking torque includes the braking force of both the hydraulic braking system and the driving motor on the vehicle. Therefore, when the vehicle has a locking tendency, the hydraulic braking system can be controlled to output the target braking torque to achieve superposition of the braking of the hydraulic braking system and the driving motor on the vehicle, thereby avoiding the problem that the driving motor exits the braking energy recovery when the vehicle is locked, causing the vehicle to lose the braking force, ensuring the sufficiency of the vehicle's braking force, thereby improving the driving safety of the vehicle when the vehicle performs braking energy recovery.

[0008] In combination with the first aspect, in some implementations of the first aspect, the method further includes:

[0009] Determine the current slip probability of the vehicle; the above-mentioned determining the target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque includes: determining the target braking torque based on the current slip probability, the current braking torque and the current recovery torque.

[0010] In the embodiment of the present application, on the basis of determining the target braking torque of the hydraulic braking system by the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor, the current slip probability of the vehicle is introduced, and the target braking torque of the hydraulic braking system is determined by three parameters, namely, the current slip probability of the vehicle, the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor. Compared with determining the target braking torque of the hydraulic braking system by two parameters, namely, the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor, the influence of the current slip probability of the vehicle on the target braking torque of the hydraulic braking system is considered more, so that the determined target braking torque of the hydraulic braking system is more accurate. Furthermore, on the basis of a more accurate target braking torque of the hydraulic braking system, the driving safety of the vehicle is further improved.

[0011] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target braking torque based on the current slip probability, the current braking torque, and the current recovery torque includes:

[0012] Based on the current slip probability and the preset calibration value, a target correction value is determined; based on the target correction value, the current recovery torque is corrected to obtain a corrected recovery torque; based on the current braking torque, the current recovery torque and the corrected recovery torque, a target braking torque is determined.

[0013] In the embodiment of the present application, after the current recovery torque of the drive motor is corrected by the current slip probability of the vehicle and the calibration value, the target braking torque of the hydraulic braking system is determined by the corrected recovery torque, the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, so that the determined target braking torque of the hydraulic braking system can be more accurate. Furthermore, on the basis of more accurate target braking torque of the hydraulic braking system, the driving safety of the vehicle is further improved.

[0014] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target braking torque based on the current braking torque, the current recovery torque and the corrected recovery torque includes:

[0015] Determine a torque difference between the current recovery torque and the corrected recovery torque; wherein the torque difference is less than or equal to the current recovery torque; and determine the sum of the torque difference and the current braking torque as the target braking torque.

[0016] In the embodiment of the present application, since the target braking torque of the hydraulic brake system is determined by the corrected recovery torque, the current braking torque of the hydraulic brake system, and the current recovery torque of the drive motor, the target braking torque of the hydraulic brake system can be determined more accurately. Furthermore, on the basis of the more accurate target braking torque of the hydraulic brake system, the driving safety of the vehicle is further improved.

[0017] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0018] Obtaining the vehicle's brake pedal opening value; the above-mentioned obtaining the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the drive motor in the vehicle includes: if the brake pedal opening value is greater than the preset opening value, obtaining the current braking torque and the current recovery torque.

[0019] In the embodiment of the present application, when it is detected that the vehicle is in an energy recovery state, if the brake pedal opening value obtained in the vehicle is greater than a preset opening value (for example, 0%), it indicates that the drive motor is performing energy recovery, that is, the braking force of the vehicle is output by the hydraulic brake system and the drive motor. Therefore, in order to avoid the problem that the drive motor exits the brake energy recovery when the vehicle is locked, causing the vehicle to lose the braking force, the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor can be obtained, so as to jointly determine the target braking torque of the hydraulic brake system through the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor, thereby avoiding the problem of wasting the vehicle's operating resources by obtaining the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor when the brake pedal opening value is equal to the preset opening value and the drive motor does not perform energy recovery, thereby saving the vehicle's operating resources.

[0020] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0021] Obtain the current speed and historical speed of the output shaft in the drive motor; wherein the historical speed is used to indicate the speed of the previous cycle of the current cycle corresponding to the current speed; the above determination of the current slip probability of the vehicle includes: determining the current slip probability based on the current braking torque, the current recovery torque, the current speed and the historical speed.

[0022] In the embodiment of the present application, when the current speed and historical speed of the output shaft in the drive motor are obtained, the current slip probability of the vehicle can be determined by the current speed and historical speed of the output shaft, the current braking torque of the hydraulic brake system, and the current recovery torque of the drive motor. The influence of multi-dimensional parameters on the slip probability of the vehicle is considered, so that the determined current slip probability of the vehicle is more accurate. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0023] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the current slip probability based on the current braking torque, the current recovery torque, the current speed, and the historical speed includes:

[0024] Based on the current braking torque and the current recovery torque, the current deceleration of the vehicle is determined; based on the current speed and the historical speed, the current speed change rate of the output shaft is determined; based on the current deceleration and the current speed change rate, the current slip probability is determined.

[0025] In the embodiment of the present application, the current deceleration of the vehicle is first determined by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, and the current speed change rate of the output shaft is determined by the current speed of the output shaft and the historical speed. Then, the current slip probability of the vehicle is determined by the current deceleration of the vehicle and the current speed change rate of the output shaft, so that the determined current slip probability of the vehicle is affected by four parameters: the current speed and historical speed of the output shaft, the current braking torque of the hydraulic braking system, and the current recovery torque of the drive motor, so that the determined current slip probability of the vehicle is more accurate. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0026] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0027] Obtain the vehicle mass of the vehicle; the above-mentioned determination of the current deceleration of the vehicle based on the current braking torque and the current recovery torque includes: determining the torque sum of the current braking torque and the current recovery torque; and determining the quotient of the torque sum and the vehicle mass as the current deceleration.

[0028] In the embodiment of the present application, on the basis of determining the current deceleration of the vehicle by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, the vehicle mass is introduced, and the target braking torque of the hydraulic braking system is determined by the three parameters of the vehicle mass, the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor. Compared with determining the current deceleration of the vehicle by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, the influence of the vehicle mass on the current deceleration of the vehicle is more considered, so that the determined current deceleration of the vehicle is more accurate. Furthermore, on the basis of more accurate current deceleration of the vehicle, the driving safety of the vehicle is further improved.

[0029] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0030] Obtain the wheel radius of the vehicle; the above-mentioned determination of the current speed change rate of the output shaft based on the current speed and the historical speed includes: determining the torque difference between the current speed and the historical speed; and determining the product of the torque difference and the wheel radius as the current speed change rate.

[0031] In the embodiment of the present application, on the basis of determining the current speed change rate of the output shaft by the current speed and the historical speed of the output shaft, the wheel radius is introduced, and the current speed change rate of the output shaft is determined by the three parameters of the wheel radius, the current speed of the output shaft and the historical speed. Compared with determining the current speed change rate of the output shaft by the two parameters of the current speed and the historical speed of the output shaft, the influence of the wheel radius on the current speed change rate of the output shaft is more considered, so that the determined current speed change rate of the output shaft is more accurate. Furthermore, on the basis of the more accurate current speed change rate of the output shaft, the driving safety of the vehicle is further improved.

[0032] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0033] Obtain the historical deceleration of the vehicle and the historical speed change rate of the output shaft; wherein the historical deceleration is used to represent the deceleration of the previous cycle of the current cycle corresponding to the current deceleration, and the historical speed change rate is used to represent the speed change rate of the previous cycle of the current cycle corresponding to the current speed change rate; the above-mentioned determination of the current slip probability based on the current deceleration and the current speed change rate includes: determining a target deceleration curve based on the historical deceleration and the current deceleration; determining a target speed change rate curve based on the historical speed change rate and the current speed change rate; determining the current slip probability based on the target deceleration curve and the target speed change rate curve.

[0034] In the embodiment of the present application, when determining the current slip probability of the vehicle, it is not only determined by the current deceleration of the vehicle and the current speed change rate of the output shaft, but on the basis of the current deceleration of the vehicle and the current speed change rate of the output shaft, combined with the historical deceleration of the vehicle and the historical speed change rate of the output shaft, the historical deceleration of the vehicle and the historical speed change rate of the output shaft can help identify the change trend of the vehicle slip, and the latest dynamic change of the vehicle slip can be obtained through the current deceleration of the vehicle and the current speed change rate of the output shaft. Therefore, a more accurate current slip probability of the vehicle can be obtained through the current deceleration and historical deceleration of the vehicle and the current speed change rate and historical speed change rate of the output shaft. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0035] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the current slip probability based on the target deceleration curve and the target speed change rate curve includes:

[0036] Determine a difference curve between a target deceleration curve and a target speed change rate curve; determine a target parameter based on the difference curve; wherein the target parameter is used to determine a current slip probability; determine a current slip probability corresponding to the target parameter based on a target parameter-target mapping relationship; wherein the target parameter is positively correlated with the current slip probability; and the target mapping relationship is used to represent a mapping relationship between a parameter and a slip probability.

[0037] In the embodiment of the present application, since the difference curve between the target deceleration curve and the target speed change rate curve can better help identify the change trend of the vehicle slipping, the current slip probability of the vehicle determined by the parameters corresponding to the difference curve can be more accurate. Furthermore, on the basis of the current slip probability of the vehicle being more accurate, the driving safety of the vehicle is further improved.

[0038] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0039] Obtaining a historical slip probability of the vehicle; wherein the historical slip probability is used to indicate the slip probability of the previous cycle of the current cycle corresponding to the current slip probability; the above-mentioned vehicle has a locking tendency, including: if the current slip probability is greater than the historical slip probability, determining that the vehicle has a locking tendency.

[0040] In the embodiment of the present application, when determining whether the vehicle has a tendency to lock, it is not determined only by the current slip probability of the vehicle, but is determined on the basis of the current slip probability of the vehicle and the historical slip probability of the vehicle. The historical slip probability of the vehicle helps to identify the changing trend of the locking, and the latest dynamic changes of the vehicle locking are obtained by the current slip probability of the vehicle. Therefore, the current slip probability and the historical slip probability of the vehicle can more accurately predict whether the vehicle will have a tendency to lock, thereby improving the accuracy of predicting whether the vehicle has a tendency to lock. Furthermore, on the basis of more accurate prediction of whether the vehicle has a tendency to lock, the driving safety of the vehicle is further improved.

[0041] In a second aspect, the present application provides a vehicle braking device, the device comprising:

[0042] an acquisition module, for acquiring a current braking torque of a hydraulic braking system in the vehicle and a current recovery torque of a driving motor in the vehicle if it is detected that the vehicle is in an energy recovery state;

[0043] A processing module, configured to determine a target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque;

[0044] The control module is used to control the hydraulic brake system to output a target braking torque to brake the vehicle if a locking tendency of the vehicle is detected.

[0045] In a third aspect, the present application provides a vehicle, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0046] In a fourth aspect, the present application provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0047] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is a schematic diagram of a vehicle skidding scenario in the related art.

[0049] Figure 2 It is a flow chart of a vehicle braking method provided in an embodiment of the present application.

[0050] Figure 3 It is a schematic diagram of the structure of a vehicle braking device provided in an embodiment of the present application.

[0051] Figure 4 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0052] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0053] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0054] Figure 1 It is a schematic diagram of a vehicle skidding scenario in the related art.

[0055] For example, Figure 1 As shown, Figure 1 The vehicle 110 is included, and the vehicle 110 can recover the kinetic energy of the vehicle during braking. The vehicle 110 may include a drive motor, and the vehicle 110 may be a new energy vehicle, such as a hybrid vehicle and a pure electric vehicle.

[0056] For example, when the vehicle is braking, in order to avoid the following Figure 1 The skidding phenomenon shown can trigger the ABS anti-skid control function to ensure normal braking of the vehicle.

[0057] Furthermore, in order to ensure the safety of vehicle braking under the ABS anti-skid control function, the vehicle needs to immediately exit the brake energy recovery function. However, when the vehicle immediately exits the brake energy recovery function, the vehicle only has hydraulic braking but no drive motor braking, resulting in a lack of drive motor braking, which may cause a partial loss of vehicle deceleration (i.e. braking force) in a short period of time, affecting the normal braking of the vehicle, thereby reducing the driving safety of the vehicle. In addition, the partial loss of vehicle deceleration will also make the driver feel brake failure, causing panic in the driver, thereby reducing the driver's driving experience.

[0058] Therefore, in order to solve the problem of partial loss of vehicle deceleration, the present application proposes a vehicle braking method, a vehicle braking device, a vehicle and a storage medium.

[0059] Combine the following Figure 2 The vehicle braking method provided in the embodiment of the present application is described in detail.

[0060] Figure 2 is a flow chart of a vehicle braking method provided by an embodiment of the present application. The method can be Figure 1 The vehicle 110 in the vehicle 110 is executed, or the vehicle control unit (VCU) in the vehicle 110 is executed.

[0061] For example, Figure 2 As shown, the method 200 includes the following implementation process:

[0062] S210: If it is detected that the vehicle is in an energy recovery state, obtain the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the driving motor in the vehicle.

[0063] For example, when it is detected that the vehicle is braking, it can be determined whether the energy recovery function of the vehicle is in an activated state. When the energy recovery function of the vehicle (also referred to as the "brake energy recovery state") is in an activated state, it can be said that the vehicle is in an energy recovery state. At this time, the braking of the vehicle needs to be completed by the hydraulic braking system and the drive motor. In order to prevent the drive motor from exiting the energy recovery function when the ABS is activated, causing the vehicle to lose braking force, the real-time braking torque of the hydraulic braking system in the vehicle (which can be called the "current braking torque", which can be recorded as "Fbrk") can be obtained, as well as the real-time recovery torque of the drive motor in the vehicle (which can be called the "current recovery torque", which can be recorded as "Freg").

[0064] Alternatively, when the energy recovery function of the vehicle is not activated, it means that the vehicle is not in the energy recovery state. At this time, the vehicle's braking is only completed by the hydraulic braking system. Even if the ABS is activated, it will not affect the normal operation of the hydraulic braking system, and thus will not affect the normal braking of the vehicle.

[0065] Optionally, the vehicle's brake pedal opening value is obtained; the above-mentioned obtaining of the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the drive motor in the vehicle includes: if the brake pedal opening value is greater than a preset opening value, obtaining the current braking torque and the current recovery torque.

[0066] For example, when the vehicle is in the energy recovery state, the opening value of the brake pedal in the vehicle (which may be referred to as the "brake pedal opening value") may also be obtained in real time. When the brake pedal opening value of the vehicle is obtained, it may be determined whether the brake pedal opening value of the vehicle is greater than a preset opening value (e.g., 0%).

[0067] When the vehicle's brake pedal opening value (for example, 10%) is greater than the preset opening value of 0%, it means that the vehicle has a braking demand at this time. In order to determine whether the vehicle meets the ABS activation conditions at this time, the current braking torque of the hydraulic braking system in the vehicle can be obtained, as well as the current recovery torque of the drive motor in the vehicle.

[0068] Alternatively, when the vehicle's brake pedal opening value (e.g., 0%) is equal to the preset opening value 0%, it indicates that the vehicle does not have a braking demand at this time. Since the drive motor will not perform brake energy recovery when the vehicle is not braking, the vehicle's brake pedal opening value can continue to be set.

[0069] In the embodiment of the present application, when it is detected that the vehicle is in an energy recovery state, if the brake pedal opening value obtained in the vehicle is greater than a preset opening value (for example, 0%), it indicates that the drive motor is performing energy recovery, that is, the braking force of the vehicle is output by the hydraulic brake system and the drive motor. Therefore, in order to avoid the problem that the drive motor exits the brake energy recovery when the vehicle is locked, causing the vehicle to lose the braking force, the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor can be obtained, so as to jointly determine the target braking torque of the hydraulic brake system through the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor, thereby avoiding the problem of wasting the vehicle's operating resources by obtaining the current braking torque of the hydraulic brake system and the current recovery torque of the drive motor when the brake pedal opening value is equal to the preset opening value and the drive motor does not perform energy recovery, thereby saving the vehicle's operating resources.

[0070] In one possible implementation, the current speed and historical speed of the output shaft in the drive motor are obtained; wherein the historical speed is used to indicate the speed of the previous cycle of the current cycle corresponding to the current speed; based on the current braking torque, the current recovery torque, the current speed and the historical speed, the current slip probability of the vehicle is determined.

[0071] For example, when the vehicle is in the energy recovery state and the brake pedal opening value is greater than the preset opening value, in addition to obtaining Fbrk and Freg, the speed of the output shaft of the drive motor in the current cycle (which can be called "current speed", which can be recorded as "W k ”), and the speed of the output shaft in the previous cycle of the current cycle (which can be called “historical speed” and can be recorded as “W k1 ”). For example, when the current cycle is the i-th cycle, the previous cycle of the corresponding current cycle is the i-1-th cycle.

[0072] Further, after obtaining Fbrk, Freg, W k With W k1 When Fbrk, Freg, W k With W k1 The slip probability of the vehicle in the current cycle (which may be referred to as "current slip probability") is calculated to obtain the current slip probability of the vehicle.

[0073] In the embodiment of the present application, when the current speed and historical speed of the output shaft in the drive motor are obtained, the current slip probability of the vehicle can be determined by the current speed and historical speed of the output shaft, the current braking torque of the hydraulic brake system, and the current recovery torque of the drive motor. The influence of multi-dimensional parameters on the slip probability of the vehicle is considered, so that the determined current slip probability of the vehicle is more accurate. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0074] Optionally, the above-mentioned determination of the current slip probability based on the current braking torque, the current recovery torque, the current speed and the historical speed includes: determining the current deceleration of the vehicle based on the current braking torque and the current recovery torque; determining the current speed change rate of the output shaft based on the current speed and the historical speed; determining the current slip probability based on the current deceleration and the current speed change rate.

[0075] For example, when Fbrk and Freg are obtained, the deceleration of the vehicle in the current cycle (which may be called "current deceleration" and may be recorded as "areq") may be calculated by Fbrk and Freg. k With W k1 When W k With W k1 The speed change rate of the output shaft in the current cycle (which may be referred to as the "current speed change rate", which may be recorded as "dv") is calculated. There is a corresponding relationship between the current deceleration of the vehicle and the brake pedal opening value of the vehicle.

[0076] Furthermore, when areq and dv are calculated, the current slip probability of the vehicle can be calculated through areq and dv.

[0077] In the embodiment of the present application, the current deceleration of the vehicle is first determined by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, and the current speed change rate of the output shaft is determined by the current speed of the output shaft and the historical speed. Then, the current slip probability of the vehicle is determined by the current deceleration of the vehicle and the current speed change rate of the output shaft, so that the determined current slip probability of the vehicle is affected by four parameters: the current speed and historical speed of the output shaft, the current braking torque of the hydraulic braking system, and the current recovery torque of the drive motor, so that the determined current slip probability of the vehicle is more accurate. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0078] Optionally, the vehicle mass of the vehicle is obtained; the above-mentioned determination of the current deceleration of the vehicle based on the current braking torque and the current recovery torque includes: determining the torque sum of the current braking torque and the current recovery torque; and determining the quotient of the torque sum and the vehicle mass as the current deceleration.

[0079] For example, when calculating areq using Fbrk and Freg, the vehicle mass (which can be recorded as "m") can be obtained. The torque sum of Fbrk and Freg is calculated, and the quotient obtained by dividing the torque sum by m is determined as areq. This is explained by formula (1):

[0080]

[0081] Among them, m can be obtained through actual vehicle calibration, and can be the net vehicle mass or the total mass of the net vehicle mass and the vehicle load, which is not limited in the embodiments of the present application.

[0082] In the embodiment of the present application, on the basis of determining the current deceleration of the vehicle by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, the vehicle mass is introduced, and the target braking torque of the hydraulic braking system is determined by the three parameters of the vehicle mass, the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor. Compared with determining the current deceleration of the vehicle by the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, the influence of the vehicle mass on the current deceleration of the vehicle is more considered, so that the determined current deceleration of the vehicle is more accurate. Furthermore, on the basis of more accurate current deceleration of the vehicle, the driving safety of the vehicle is further improved.

[0083] Optionally, the wheel radius of the vehicle is obtained; the above-mentioned determination of the current speed change rate of the output shaft based on the current speed and the historical speed includes: determining the torque difference between the current speed and the historical speed; and determining the product of the torque difference and the wheel radius as the current speed change rate.

[0084] For example, by W k With W k1 When calculating dv, you can get the wheel radius of the vehicle (which can be called "R"). And calculate W k With W k1 The torque difference is multiplied by R to obtain the product dv. This is explained by formula (2):

[0085] dv=(W k -W k1 )×R (2)

[0086] Among them, R is related to the tire model of different models, and can be pre-stored in the storage unit of the vehicle, which is not limited in the embodiment of the present application. In addition, the radius of multiple tires of the same vehicle should be the same to ensure the consistency of the vehicle speed.

[0087] In the embodiment of the present application, on the basis of determining the current speed change rate of the output shaft by the current speed and the historical speed of the output shaft, the wheel radius is introduced, and the current speed change rate of the output shaft is determined by the three parameters of the wheel radius, the current speed of the output shaft and the historical speed. Compared with determining the current speed change rate of the output shaft by the two parameters of the current speed and the historical speed of the output shaft, the influence of the wheel radius on the current speed change rate of the output shaft is more considered, so that the determined current speed change rate of the output shaft is more accurate. Furthermore, on the basis of the more accurate current speed change rate of the output shaft, the driving safety of the vehicle is further improved.

[0088] In one possible implementation, the historical deceleration of the vehicle and the historical speed change rate of the output shaft are obtained; wherein the historical deceleration is used to represent the deceleration of the previous cycle of the current cycle corresponding to the current deceleration, and the historical speed change rate is used to represent the speed change rate of the previous cycle of the current cycle corresponding to the current speed change rate; the above-mentioned determination of the current slip probability based on the current deceleration and the current speed change rate includes: determining a target deceleration curve based on the historical deceleration and the current deceleration; determining a target speed change rate curve based on the historical speed change rate and the current speed change rate; and determining the current slip probability based on the target deceleration curve and the target speed change rate curve.

[0089] For example, when calculating the current slip probability of the vehicle through areq and dv, it is also possible to first obtain the deceleration of the vehicle at the previous moment before the current moment (which can be called the "historical deceleration", which can be recorded as "areq′"), and the speed change rate of the output shaft at the previous moment before the current moment (which can be called the "historical speed change rate", which can be recorded as "dv′").

[0090] When areq and areq′ are obtained, a smooth curve corresponding to areq and areq′ can be obtained by a spline difference method (which can be called a “target deceleration curve”, which can be recorded as “areq_Spline”). Also, when dv and dv′ are obtained, a smooth curve corresponding to dv and dv′ can be obtained by a spline difference method (which can be called a “target speed change rate curve”, which can be recorded as “dv_Spline”).

[0091] Furthermore, when areq_Spline and dv_Spline are obtained, the current slip probability of the vehicle can be obtained through areq_Spline and dv_Spline.

[0092] The spline difference may be a line spline, a second-order spline, a third-order spline, etc., which is not limited in the embodiment of the present application.

[0093] Among them, areq′ and dv′ can also be multiple, and the multiple areq′ and multiple dv′ are periodically continuous. For example, when areq is the 5th period, the corresponding multiple areq′ can be areq′4 of the 4th period, areq′3 of the 3rd period, and areq′2 of the 2nd period. And, when dv is the 5th period, the corresponding multiple dv′ can be dv′4 of the 4th period, dv′3 of the 3rd period, and dv′2 of the 2nd period.

[0094] In the embodiment of the present application, when determining the current slip probability of the vehicle, it is not only determined by the current deceleration of the vehicle and the current speed change rate of the output shaft, but on the basis of the current deceleration of the vehicle and the current speed change rate of the output shaft, combined with the historical deceleration of the vehicle and the historical speed change rate of the output shaft, the historical deceleration of the vehicle and the historical speed change rate of the output shaft can help identify the change trend of the vehicle slip, and the latest dynamic change of the vehicle slip can be obtained through the current deceleration of the vehicle and the current speed change rate of the output shaft. Therefore, a more accurate current slip probability of the vehicle can be obtained through the current deceleration and historical deceleration of the vehicle and the current speed change rate and historical speed change rate of the output shaft. Furthermore, on the basis of a more accurate current slip probability of the vehicle, the driving safety of the vehicle is further improved.

[0095] Optionally, the above-mentioned determination of the current slip probability based on the target deceleration curve and the target speed change rate curve includes: determining a difference curve between the target deceleration curve and the target speed change rate curve; determining a target parameter based on the difference curve; wherein the target parameter is used to determine the current slip probability; determining the current slip probability corresponding to the target parameter based on a mapping relationship between the target parameter and the target; wherein the target parameter is positively correlated with the current slip probability; and the target mapping relationship is used to represent a mapping relationship between a parameter and the slip probability.

[0096] For example, when areq_Spline and dv_Spline are obtained, a difference curve between areq_Spline and dv_Spline (which may be recorded as "deviaabs_Spline") may be obtained. When deviaabs_Spline is obtained, deviaabs_Spline may be derived to obtain a derivative curve corresponding to deviaabs_Spline (which may be recorded as "K_Spline").

[0097] When K_Spline is obtained, the absolute value of K_Spline (which may be called a "target parameter" and may be recorded as "|K_Spline|") may be determined.

[0098] Furthermore, when determining |K_Spline|, |K_Spline| can be used as input and a table lookup can be performed in a pre-set mapping relationship (which can be called a "target mapping relationship") to find out the slip suspicion coefficient corresponding to |K_Spline| (that is, the current slip probability mentioned above, which can be recorded as "SlipDoubtCoeff") and output SlipDoubtCoeff.

[0099] Among them, SlipDoubtCoeff is between 0 and 1, 1 means that the vehicle has the highest possibility of slipping, and 0 means that the vehicle has no possibility of slipping. For example, when SlipDoubtCoeff is 0.9, it means that the vehicle may slip very easily; and when SlipDoubtCoeff is 0.05, it means that the vehicle will basically not slip.

[0100] Among them, |K_Spline| is positively correlated with SlipDoubtCoeff, that is, the larger |K_Spline| is, the larger the corresponding SlipDoubtCoeff is; the smaller |K_Spline| is, the smaller the corresponding SlipDoubtCoeff is.

[0101] Among them, the target mapping relationship can be obtained through actual vehicle calibration, which is not limited in the embodiments of the present application.

[0102] In the embodiment of the present application, since the difference curve between the target deceleration curve and the target speed change rate curve can better help identify the change trend of the vehicle slipping, the current slip probability of the vehicle determined by the parameters corresponding to the difference curve can be more accurate. Furthermore, on the basis of the current slip probability of the vehicle being more accurate, the driving safety of the vehicle is further improved.

[0103] S220: Determine a target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque.

[0104] For example, when Fbrk and Freg are obtained, the total braking torque (which may be referred to as “target braking torque” and may be recorded as “Fbrk_all”) to be ultimately output by the hydraulic braking system may be determined by Fbrk and Freg, wherein Fbrk_all≤Freg.

[0105] In one possible implementation, the current slip probability of the vehicle is determined; the target braking torque of the hydraulic braking system is determined based on the current braking torque and the current recovery torque, including: determining the target braking torque based on the current slip probability, the current braking torque and the current recovery torque.

[0106] For example, when the current slip probability of the vehicle (ie, SlipDoubtCoeff) is determined, Fbrk_all to be output by the hydraulic brake system can be calculated by using SlipDoubtCoeff, Fbrk, and Freg.

[0107] In the embodiment of the present application, on the basis of determining the target braking torque of the hydraulic braking system by the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor, the current slip probability of the vehicle is introduced, and the target braking torque of the hydraulic braking system is determined by three parameters, namely, the current slip probability of the vehicle, the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor. Compared with determining the target braking torque of the hydraulic braking system by two parameters, namely, the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor, the influence of the current slip probability of the vehicle on the target braking torque of the hydraulic braking system is considered more, so that the determined target braking torque of the hydraulic braking system is more accurate. Furthermore, on the basis of a more accurate target braking torque of the hydraulic braking system, the driving safety of the vehicle is further improved.

[0108] Optionally, the target braking torque is determined based on the current slip probability, the current braking torque and the current recovery torque, including: determining a target correction value based on the current slip probability and a preset calibration value; correcting the current recovery torque based on the target correction value to obtain a corrected recovery torque; determining the target braking torque based on the current braking torque, the current recovery torque and the corrected recovery torque.

[0109] For example, when SlipDoubtCoeff, Fbrk, and Freg are obtained, a correction value (which may be called a "target correction value", which may be recorded as "U") for correcting Freg may be calculated by using SlipDoubtCoeff and a preset calibration value (which may be recorded as "μ"). This is described by formula (3):

[0110] U=(1-SlipDoubtCoeff)×μ (3)

[0111] Furthermore, when U is obtained, Freg can be attenuated by U to obtain the attenuated recovery torque (which can be called "corrected recovery torque", which can be recorded as "Freg_correct"). Then, Fbrk_all to be output by the hydraulic brake system is calculated together by Fbrk, Freg, and Freg_correct.

[0112] Since Freg_correct is obtained by attenuating Freg, Freg_correct≤Freg.

[0113] Wherein, μ is a calibration constant (To Be Determined, TBD), which can be obtained through actual vehicle calibration, and the embodiment of the present application is not limited to this.

[0114] In the embodiment of the present application, after the current recovery torque of the drive motor is corrected by the current slip probability of the vehicle and the calibration value, the target braking torque of the hydraulic braking system is determined by the corrected recovery torque, the current braking torque of the hydraulic braking system and the current recovery torque of the drive motor, so that the determined target braking torque of the hydraulic braking system can be more accurate. Furthermore, on the basis of more accurate target braking torque of the hydraulic braking system, the driving safety of the vehicle is further improved.

[0115] Optionally, the target braking torque is determined based on the current braking torque, the current recovery torque and the corrected recovery torque, including: determining the torque difference between the current recovery torque and the corrected recovery torque; wherein the torque difference is less than or equal to the current recovery torque; and determining the sum of the torque difference and the current braking torque as the target braking torque.

[0116] For example, when Fbrk, Freg, and Freg_correct are obtained, the torque difference between Freg and Freg_correct can be calculated, and the sum of the torque difference and Fbrk is determined as Fbrk_all to be output by the hydraulic brake system. This is explained by formula (4):

[0117] Fbrk_all=(Freg-Freg_correct)+Fbrk (4)

[0118] Among them, Freg-Freg_correct≤Freg.

[0119] In the embodiment of the present application, since the target braking torque of the hydraulic brake system is determined by the corrected recovery torque, the current braking torque of the hydraulic brake system, and the current recovery torque of the drive motor, the target braking torque of the hydraulic brake system can be determined more accurately. Furthermore, on the basis of the more accurate target braking torque of the hydraulic brake system, the driving safety of the vehicle is further improved.

[0120] Optionally, a historical slip probability of the vehicle is obtained; wherein the historical slip probability is used to indicate the slip probability of the previous cycle of the current cycle corresponding to the current slip probability; the above-mentioned vehicle has a locking tendency, including: if the current slip probability is greater than the historical slip probability, it is determined that the vehicle has a locking tendency.

[0121] Exemplarily, when the vehicle is in an energy recovery state and the brake pedal opening value is greater than a preset opening value, the vehicle's slip probability in the previous cycle of the current cycle (which may be called "historical slip probability", which may be recorded as "SlipDoubtCoeff′") can also be obtained.

[0122] Further, when SlipDoubtCoeff and SlipDoubtCoeff′ are obtained, it can be determined whether SlipDoubtCoeff is greater than SlipDoubtCoeff′. When SlipDoubtCoeff>SlipDoubtCoeff′, it indicates that the vehicle has a tendency to slip, and the slip tendency is gradually increasing. The vehicle now meets the ABS activation condition, and the vehicle has a tendency to lock. In order to prevent the vehicle from slipping, the ABS activation can be controlled to achieve the anti-skid control function through the ABS.

[0123] There may be multiple SlipDoubtCoeff′, and the multiple SlipDoubtCoeff′ may be continuous in period. For example, when SlipDoubtCoeff is in the fifth period, the corresponding multiple SlipDoubtCoeff′ may be SlipDoubtCoeff′4 in the fourth period, SlipDoubtCoeff′ in the third period, and SlipDoubtCoeff′2 in the second period.

[0124] In the embodiment of the present application, when determining whether the vehicle has a tendency to lock, it is not determined only by the current slip probability of the vehicle, but is determined on the basis of the current slip probability of the vehicle and the historical slip probability of the vehicle. The historical slip probability of the vehicle helps to identify the changing trend of the locking, and the latest dynamic changes of the vehicle locking are obtained by the current slip probability of the vehicle. Therefore, the current slip probability and the historical slip probability of the vehicle can more accurately predict whether the vehicle will have a tendency to lock, thereby improving the accuracy of predicting whether the vehicle has a tendency to lock. Furthermore, on the basis of more accurate prediction of whether the vehicle has a tendency to lock, the driving safety of the vehicle is further improved.

[0125] S230: If it is detected that the vehicle has a locking tendency, the hydraulic brake system is controlled to output a target braking torque to brake the vehicle.

[0126] For example, when the vehicle is in the energy recovery state and the brake pedal opening value is greater than the preset opening value, if the vehicle has a tendency to lock at this time but the ABS has not been activated, in order to avoid the problem that the ABS activation causes the drive motor to exit the energy recovery function and the vehicle loses the braking force, the hydraulic brake system can be controlled to output Fbrk_all, so that the vehicle is braked by the hydraulic brake system output Fbrk_all instead of the drive motor, so that the hydraulic brake system assumes the braking task of the drive motor, avoiding the problem that the ABS activation causes the drive motor to exit the energy recovery function and the vehicle loses the braking force, and ensuring the sufficient braking force of the vehicle. In addition, since Fbrk_all is calculated in real time, the process of transferring the braking task of the drive motor to the hydraulic brake system can be smooth and without loss of deceleration, that is, during the transfer process, the overall braking force of the vehicle remains unchanged, thereby realizing a senseless transfer and improving the driving experience of the driver.

[0127] Furthermore, when ABS is activated, since the braking task corresponding to Freg has been transferred to the hydraulic braking system in advance, the braking task corresponding to Fbrk is executed by the hydraulic braking system while also executing the braking task corresponding to Freg. This ensures sufficient braking force for the vehicle while avoiding the problem of ABS activation causing the drive motor to exit the energy recovery function and causing the vehicle to lose braking force.

[0128] In such Figure 2In the method 200 shown, when it is detected that the vehicle is in an energy recovery state, the braking torque to be output by the hydraulic braking system (i.e., the target braking torque) can be determined by acquiring the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the driving motor in the vehicle; and when it is detected that the vehicle has a locking tendency, the hydraulic braking system is controlled to output the target braking torque to control the vehicle to brake. Since the target braking torque output by the hydraulic braking system is determined by the current braking torque of the hydraulic braking system and the current recovery torque of the driving motor in the vehicle, the braking force corresponding to the target braking torque includes the braking force of both the hydraulic braking system and the driving motor on the vehicle. Therefore, when the vehicle has a locking tendency, the hydraulic braking system can be controlled to output the target braking torque to achieve superposition of the braking of the hydraulic braking system and the driving motor on the vehicle, thereby avoiding the problem that the driving motor exits the braking energy recovery when the vehicle is locked, causing the vehicle to lose the braking force, ensuring sufficient braking force of the vehicle, and thus improving the driving safety of the vehicle when the vehicle performs braking energy recovery.

[0129] Furthermore, it can also avoid the problem that the driver feels the brake failure due to the loss of braking force of the vehicle, causing the driver to panic, thereby improving the driver's driving experience.

[0130] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0131] Combination of the above Figure 1 to Figure 2 The vehicle braking method provided by the embodiment of the present application is described in detail; Figure 3 and Figure 4 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0132] Figure 3 It is a schematic diagram of the structure of a vehicle braking device provided in an embodiment of the present application.

[0133] For example, Figure 3 As shown, the device 300 includes:

[0134] An acquisition module 310 is used to acquire the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the driving motor in the vehicle if it is detected that the vehicle is in an energy recovery state;

[0135] A processing module 320, configured to determine a target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque;

[0136] The control module 330 is used to control the hydraulic brake system to output a target braking torque to brake the vehicle if a locking tendency of the vehicle is detected.

[0137] In a possible implementation, the processing module 320 is further used to determine a current slip probability of the vehicle; the processing module 320 is specifically used to determine a target braking torque based on the current slip probability, the current braking torque and the current recovery torque.

[0138] In one possible implementation, the processing module 320 is specifically used to: determine a target correction value based on a current slip probability and a preset calibration value; correct the current recovery torque based on the target correction value to obtain a corrected recovery torque; and determine the target braking torque based on the current braking torque, the current recovery torque and the corrected recovery torque.

[0139] In a possible implementation, the processing module 320 is specifically used to: determine the torque difference between the current recovery torque and the corrected recovery torque; wherein the torque difference is less than or equal to the current recovery torque; and determine the sum of the torque difference and the current braking torque as the target braking torque.

[0140] In a possible implementation, the acquisition module 310 is also used to: acquire the brake pedal opening value of the vehicle; the acquisition module 310 is specifically used to: if the brake pedal opening value is greater than a preset opening value, acquire the current braking torque and the current recovery torque.

[0141] In one possible implementation, the acquisition module 310 is also used to: obtain the current speed and historical speed of the output shaft in the drive motor; wherein the historical speed is used to indicate the speed of the previous cycle of the current cycle corresponding to the current speed; the processing module 320 is also used to: determine the current slip probability based on the current braking torque, the current recovery torque, the current speed and the historical speed.

[0142] In one possible implementation, the processing module 320 is also used to: determine the current deceleration of the vehicle based on the current braking torque and the current recovery torque; determine the current speed change rate of the output shaft based on the current speed and the historical speed; determine the current slip probability based on the current deceleration and the current speed change rate.

[0143] In a possible implementation, the acquisition module 310 is further used to: acquire the vehicle mass of the vehicle; the processing module 320 is further used to: determine the torque sum of the current braking torque and the current recovery torque; and determine the quotient of the torque sum and the vehicle mass as the current deceleration.

[0144] In a possible implementation, the acquisition module 310 is further used to: acquire the wheel radius of the vehicle; the processing module 320 is further used to: determine the torque difference between the current speed and the historical speed; and determine the product of the torque difference and the wheel radius as the current speed change rate.

[0145] In one possible implementation, the acquisition module 310 is also used to: acquire the vehicle's historical deceleration and the historical speed change rate of the output shaft; wherein the historical deceleration is used to represent the deceleration of the previous cycle of the current cycle corresponding to the current deceleration, and the historical speed change rate is used to represent the speed change rate of the previous cycle of the current cycle corresponding to the current speed change rate; the processing module 320 is also used to: determine a target deceleration curve based on the historical deceleration and the current deceleration; determine a target speed change rate curve based on the historical speed change rate and the current speed change rate; and determine the current slip probability based on the target deceleration curve and the target speed change rate curve.

[0146] In one possible implementation, the processing module 320 is also used to: determine a difference curve between a target deceleration curve and a target speed change rate curve; determine a target parameter based on the difference curve; wherein the target parameter is used to determine a current slip probability; determine a current slip probability corresponding to the target parameter based on a mapping relationship between the target parameter and the target; wherein the target parameter is positively correlated with the current slip probability; and the target mapping relationship is used to represent a mapping relationship between a parameter and a slip probability.

[0147] In one possible implementation, the acquisition module 310 is also used to: obtain the historical slip probability of the vehicle; wherein the historical slip probability is used to represent the slip probability of the previous cycle of the current cycle corresponding to the current slip probability; the processing module 320 is also used to: if the current slip probability is greater than the historical slip probability, determine that the vehicle has a tendency to lock.

[0148] It should be noted that the above device 300 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0149] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0150] Therefore, the modules of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0151] Figure 4 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0152] For example, Figure 4 As shown, the vehicle 400 includes: a memory 410 and a processor 420, wherein the memory 410 stores an executable program code 4101, and the processor 420 is used to call and execute the executable program code 4101 to perform a vehicle braking method.

[0153] The present application can divide the functional modules of the vehicle according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0154] In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0155] The vehicle provided in the present application is used to execute the above-mentioned vehicle braking method, and thus can achieve the same effect as the above-mentioned implementation method.

[0156] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes and data.

[0157] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0158] The present application also provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the method of any of the above embodiments are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a micro drive and a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0159] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a vehicle braking method in the above-mentioned embodiment.

[0160] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle braking method in the above-mentioned embodiments.

[0161] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0162] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0163] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0164] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle braking method, characterized in that: The method comprises: If it is detected that the vehicle is in an energy recovery state, obtaining a current braking torque of a hydraulic brake system in the vehicle and a current recovery torque of a drive motor in the vehicle; determining a target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque; If it is detected that the vehicle has a locking tendency, the hydraulic brake system is controlled to output the target braking torque to brake the vehicle.

2. The method according to claim 1, characterized in that: The method further comprises: determining a current slip probability of the vehicle; The determining the target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque includes: The target braking torque is determined based on the current slip probability, the current braking torque, and the current recovery torque.

3. The method according to claim 2, characterized in that The determining the target braking torque based on the current slip probability, the current braking torque and the current recovery torque includes: Determining a target correction value based on the current slip probability and a preset calibration value; Correcting the current recovery torque based on the target correction value to obtain a corrected recovery torque; The target braking torque is determined based on the current braking torque, the current regeneration torque, and the corrected regeneration torque.

4. The method according to claim 3, characterized in that The determining the target braking torque based on the current braking torque, the current recovery torque and the corrected recovery torque includes: Determining a torque difference between the current recovery torque and the corrected recovery torque; wherein the torque difference is less than or equal to the current recovery torque; The sum of the torque difference and the current braking torque is determined as the target braking torque.

5. The method according to any one of claims 2 to 4, characterized in that The method further comprises: Obtaining a brake pedal opening value of the vehicle; The obtaining of the current braking torque of the hydraulic braking system in the vehicle and the current recovery torque of the driving motor in the vehicle includes: If the brake pedal opening value is greater than a preset opening value, the current braking torque and the current recovery torque are obtained.

6. The method according to claim 5, characterized in that The method further comprises: Acquire the current speed and historical speed of the output shaft in the drive motor; wherein the historical speed is used to indicate the speed of the previous cycle of the current cycle corresponding to the current speed; The determining of the current slip probability of the vehicle comprises: The current slip probability is determined based on the current braking torque, the current recovery torque, the current speed, and the historical speed.

7. The method according to claim 6, characterized in that The determining the current slip probability based on the current braking torque, the current recovery torque, the current speed and the historical speed includes: determining a current deceleration of the vehicle based on the current braking torque and the current regenerative torque; Determining a current speed change rate of the output shaft based on the current speed and the historical speed; The current slip probability is determined based on the current deceleration and the current rotational speed change rate.

8. The method according to claim 7, characterized in that The method further comprises: obtaining a vehicle mass of the vehicle; The determining the current deceleration of the vehicle based on the current braking torque and the current recovery torque includes: determining a torque sum of the current braking torque and the current recovery torque; The quotient of the torque sum and the vehicle mass is determined as the current deceleration.

9. The method according to claim 7, characterized in that: The method further comprises: Obtaining the wheel radius of the vehicle; The determining the current speed change rate of the output shaft based on the current speed and the historical speed includes: determining a torque difference between the current speed and the historical speed; The product of the torque difference and the wheel radius is determined as the current rotation speed change rate.

10. The method according to any one of claims 7 to 9, characterized in that The method further comprises: Obtaining a historical deceleration of the vehicle and a historical speed change rate of the output shaft; wherein the historical deceleration is used to indicate the deceleration of the previous cycle of the current cycle corresponding to the current deceleration, and the historical speed change rate is used to indicate the speed change rate of the previous cycle of the current cycle corresponding to the current speed change rate; The determining the current slip probability based on the current deceleration and the current speed change rate includes: Determining a target deceleration curve based on the historical deceleration and the current deceleration; Determining a target speed change rate curve based on the historical speed change rate and the current speed change rate; The current slip probability is determined based on the target deceleration curve and the target speed change rate curve.

11. The method according to claim 10, characterized in that The determining the current slip probability based on the target deceleration curve and the target speed change rate curve includes: Determining a difference curve between the target deceleration curve and the target speed change rate curve; Based on the difference curve, determining a target parameter; wherein the target parameter is used to determine the current slip probability; Based on the target parameter and target mapping relationship, determining the current slip probability corresponding to the target parameter; The target parameter is positively correlated with the current slip probability; and the target mapping relationship is used to represent the mapping relationship between the parameter and the slip probability.

12. The method according to any one of claims 2 to 4 or 6 to 9, characterized in that The method further comprises: Acquire a historical slip probability of the vehicle; wherein the historical slip probability is used to indicate the slip probability of a previous cycle of a current cycle corresponding to the current slip probability; The vehicle has a tendency to lock, including: If the current slip probability is greater than the historical slip probability, it is determined that the vehicle has the locking tendency.

13. A vehicle braking device, characterized in that: The device comprises: an acquisition module, configured to acquire a current braking torque of a hydraulic brake system in the vehicle and a current recovery torque of a drive motor in the vehicle if it is detected that the vehicle is in an energy recovery state; a processing module, configured to determine a target braking torque of the hydraulic braking system based on the current braking torque and the current recovery torque; The control module is used to control the hydraulic brake system to output the target braking torque so as to brake the vehicle if it is detected that the vehicle has a locking tendency.

14. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory so that the vehicle executes the method as claimed in any one of claims 1 to 12.

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