Automobile brake control method and device

Abstract

The invention provides an automobile brake control method and device.The method comprises the steps that if an incomplete failure pipeline exists in electric power-assisted brake of a brake system, when a brake signal of an automobile is detected, the remaining non-failure pipeline in the electric power-assisted brake and other backup brake systems are controlled to brake the automobile, the brake system comprises an electric power-assisted brake and a mechanical backup brake; and if all the electric power-assisted brakes of the brake system fail, when the brake signal of the vehicle is detected, the mechanical backup brake system and other backup brake systems are controlled to brake the vehicle, so that the brake effect of the whole vehicle can be improved when the brake system breaks down.

Description

Technical Field

[0001] The present application relates to the general field of control technology, and in particular to a method and device for controlling automobile braking. Background Art

[0002] At present, the braking of a car during driving is mainly carried out according to the braking system. At the same time, when there is a fault in the braking system, other backup braking systems can be used to achieve emergency braking of the car, thereby ensuring the safety of the car during driving. However, with the development of technology, the backup braking system is complex and diverse, which has put a burden on the combined braking between the braking system and other backup braking systems. Therefore, how to improve the braking effect of the whole vehicle when there is a fault in the braking system is a technical problem that needs to be solved urgently in this field. Summary of the invention

[0003] The present application provides a vehicle braking control method and device, which divides the failure of the IPB braking system into two situations, and brakes the vehicle in combination with other backup braking systems in the two situations, thereby improving the braking effect of the entire vehicle.

[0004] In a first aspect, the present application provides a vehicle braking control method, the method comprising:

[0005] If there are pipelines that have not completely failed in the electric power-assisted brake of the braking system, then when the braking signal of the vehicle is detected, the remaining pipelines that have not failed in the electric power-assisted brake and other backup brake systems are controlled to brake the vehicle, and the braking system includes electric power-assisted brakes and mechanical backup brakes;

[0006] If the electric power-assisted brakes of the braking system all fail, when the vehicle's braking signal is detected, the mechanical backup brake and other backup brake systems will be controlled to brake the vehicle.

[0007] It can be seen that in the present application, the braking system failure is divided into two situations: the existence of non-completely failed pipelines in the electric power-assisted braking and the failure of the electric power-assisted braking. In both cases, the vehicle is braked according to the remaining non-failed pipelines in the electric power-assisted braking and the mechanical backup braking in combination with other backup braking systems, so that the braking of the vehicle is more in line with the actual scenario, which can improve the braking effect of the entire vehicle when there is a failure in the braking system.

[0008] In a feasible example, other backup braking systems include a drive system VCU, which controls the remaining non-failed pipelines in the braking system's electric power-assisted braking and other backup braking systems to brake the vehicle, including: obtaining the required braking torque based on the depth of the brake pedal; if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking are greater than or equal to the braking force corresponding to the required braking torque, then the VCU is controlled to provide the motor feedback braking force and the remaining non-failed pipelines in the electric power-assisted braking to provide the braking force to brake the vehicle.

[0009] In the present application, when the VCU meets the motor feedback braking conditions, the vehicle is braked by combining the motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking, thereby improving the braking effect of the vehicle.

[0010] In a feasible example, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if the VCU does not meet the motor feedback braking conditions, controlling the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle.

[0011] In the present application, when the VCU does not meet the motor feedback braking conditions, the vehicle can also be braked by providing braking force through the remaining non-failed pipelines in the electric power-assisted braking alone, which can improve the stability of vehicle braking.

[0012] In a feasible example, other backup braking systems also include EPB, and the method also includes: when controlling the VCU to provide motor feedback braking force and the remaining non-failed pipes in the electric power-assisted braking to provide braking force to brake the vehicle, or controlling the remaining non-failed pipes in the electric power-assisted braking to provide braking force to brake the vehicle, if the EPB has not failed, also controlling the EPB to provide braking force to brake the vehicle.

[0013] In the present application, when the EPB is not faulty, the EPB is also added to provide braking force when braking the vehicle, thereby improving the braking effect of the vehicle.

[0014] In a feasible example, other backup braking systems include a VCU, which controls mechanical backup braking and other backup braking systems to brake the vehicle, including: obtaining the required braking torque based on the depth of the brake pedal; if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup braking are greater than or equal to the braking force corresponding to the required braking torque, then the VCU is controlled to provide the motor feedback braking force and the mechanical backup braking force to brake the vehicle.

[0015] In the present application, when the VCU meets the motor feedback braking conditions, the vehicle is braked by combining the motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake, thereby improving the braking effect of the vehicle.

[0016] In a feasible example, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if the VCU does not meet the motor feedback braking conditions, braking the vehicle by providing braking force through mechanical backup braking.

[0017] In the present application, when the VCU does not meet the motor feedback braking conditions, the vehicle can also be braked by providing braking force through mechanical backup braking alone, which can improve the stability of vehicle braking.

[0018] In a feasible example, other backup braking systems also include EPB, and the method also includes: when controlling the VCU to provide motor feedback braking force and the mechanical backup brake to provide braking force to brake the vehicle, or controlling the mechanical backup brake to provide braking force to brake the vehicle, if the EPB has not failed, also controlling the EPB to provide braking force to brake the vehicle.

[0019] In the present application, when the EPB is not faulty, the EPB is also added to provide braking force when braking the vehicle, thereby improving the braking effect of the vehicle.

[0020] In a feasible example, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if a manual braking command from the EPB is received, stopping controlling the VCU to provide motor feedback braking force to brake the vehicle.

[0021] In the present application, when the EPB is triggered by the driver, the VCU is stopped from providing motor feedback braking force to brake the vehicle, thus avoiding braking waste.

[0022] In a feasible example, before controlling the EPB to provide braking force to brake the vehicle, the method also includes: if it is detected that the accelerator pedal signal is invalid, or the accelerator pedal is valid and the accelerator pedal opening is less than or equal to a first preset opening, controlling the EPB to perform a pre-clamping operation.

[0023] In the present application, when the driver may have a braking demand, the EPB is pre-clamped in advance, so that the EPB can provide braking more quickly later, thereby improving the braking effect of the vehicle.

[0024] In a feasible example, after controlling the EPB to perform the pre-clamping operation, the method further includes: if it is detected that the accelerator pedal opening is greater than or equal to a second preset opening, controlling the EPB to exit the pre-clamping operation.

[0025] In the present application, when the driver performs an acceleration operation on the vehicle, the pre-clamping operation on the EPB is terminated to prevent the pre-clamping of the EPB from affecting the acceleration of the vehicle.

[0026] In a feasible example, after obtaining the required braking torque according to the brake pedal depth, the method also includes: when controlling the VCU to provide motor feedback braking force, and / or the EPB to provide braking force to brake the vehicle, adjusting the suspension damping and suspension stiffness of the vehicle so that the slip rate of the front wheels of the vehicle is not greater than a first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than a second preset slip rate.

[0027] In the present application, the load distribution of the active suspension of the front and rear axles of the vehicle is achieved by adjusting the suspension damping and suspension stiffness of the vehicle. On the basis that both EPB and VCU mainly act on the rear axle, the load is adjusted backward to improve the braking capacity of the rear axle, thereby improving the overall braking effect of the vehicle.

[0028] In a second aspect, the present application provides a vehicle brake control device, the device comprising:

[0029] If there is a pipeline that has not completely failed in the electric power-assisted brake of the braking system, the control unit is used to control the remaining pipeline that has not failed in the electric power-assisted brake and other backup brake systems to brake the vehicle when a braking signal of the vehicle is detected, and the braking system includes an electric power-assisted brake and a mechanical backup brake;

[0030] If the electric power-assisted brakes of the braking system all fail, the control unit is also used to control the mechanical backup brakes and other backup brake systems to brake the vehicle when the vehicle's brake signal is detected.

[0031] In a third aspect, the present application provides an electronic device comprising a processor, a memory, and a communication interface. The processor, the memory, and the communication interface are interconnected and perform communication with each other. The memory stores executable program code, the communication interface is used for wireless communication, and the processor is used to call the executable program code stored in the memory to execute, for example, some or all of the steps described in any method of the first aspect.

[0032] In a fourth aspect, the present application provides a vehicle braking control system, which includes the electronic device as shown in the third aspect of the embodiment of the present application.

[0033] In a fifth aspect, an embodiment of the present application provides a vehicle, which includes the electronic device as shown in the third aspect of the embodiment of the present application or the vehicle braking control system as shown in the fourth aspect of the embodiment of the present application.

[0034] In a sixth aspect, the present application provides a computer-readable storage medium, in which electronic data is stored. When the electronic data is executed by a processor, it is used to execute the electronic data to implement some or all of the steps described in the first aspect of the present application.

[0035] In a seventh aspect, the present application provides a computer program product, wherein the computer program product includes a non-transitory computer-readable storage medium storing a computer program, and the computer program is operable to cause a computer to execute some or all of the steps described in the first aspect of the present application. The computer program product may be a software installation package. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0037] Figure 1 A schematic diagram of the structure of a vehicle braking control system provided in an embodiment of the present application;

[0038] Figure 2 A schematic flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of the structure of a single wheel force distribution provided in an embodiment of the present application;

[0040] Figure 4 A schematic structural diagram of a vehicle without suspension provided in an embodiment of the present application;

[0041] Figure 5 A schematic diagram of a structure of a vehicle matching active suspension provided in an embodiment of the present application;

[0042] Figure 6 A schematic diagram of another structure of a vehicle braking control provided in an embodiment of the present application;

[0043] Figure 7 A schematic flow chart of another vehicle braking control method provided in an embodiment of the present application;

[0044] Figure 8 A block diagram of the functional units of a vehicle brake control device provided in an embodiment of the present application;

[0045] Fig. 9 A block diagram of the functional units of another automobile brake control device provided in an embodiment of the present application;

[0046] Fig.10 A structural block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0048] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps is not limited to the listed steps, but optionally includes steps that are not listed, or optionally includes other steps inherent to these processes, methods, products or devices.

[0049] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0050] See also Figure 1 , Figure 1 A schematic diagram of the structure of a vehicle braking control system provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, the automobile braking control system 100 includes a controller 101 , a braking system 102 and other backup braking systems 103 .

[0051] The controller 101 may be a chassis domain controller, which is used to control the vehicle's braking system 102 and other backup braking systems 103 to brake the vehicle.

[0052] The brake system 102 is a system for implementing brake control, which may be an intelligent integrated brake system (Integrated Power Break, IPB). In a specific scenario, the brake system 102 mainly provides braking force to the wheels when the driver steps on the brake pedal. The brake system 102 is divided into electric power-assisted braking and mechanical backup braking. When electric power-assisted braking is used, brake fluid needs to be transmitted to the brakes of the four wheels through multiple pipelines, and the hydraulic energy generated by the brake master cylinder is transmitted to the brake wheel cylinder, thereby pushing the brake shoe or brake disc to contact the wheel to generate braking force. Mechanical backup braking refers to the use of traditional mechanical devices, such as brake shoes or brake discs, to mechanically generate braking force when the electric power-assisted braking fails completely.

[0053] Other backup braking systems 103 refer to systems that assist the vehicle in emergency braking when the braking system 102 fails or fails. Other backup braking systems 103 may include braking systems such as a drive system (Vehicle control unit, VCU) and an Electrical Park Brake system (EPB).

[0054] If the controller 101 detects that there are pipelines that have not completely failed in the electric power-assisted braking of the braking system 102, then when the vehicle's braking signal is detected, the remaining pipelines that have not failed in the electric power-assisted braking and other backup braking systems 103 are controlled to brake the vehicle, and the braking system includes electric power-assisted braking and mechanical backup braking; if the controller 101 detects that the electric power-assisted braking of the braking system 102 has completely failed, then when the vehicle's braking signal is detected, the mechanical backup braking and other backup braking systems 103 are controlled to brake the vehicle. In this way, when there is a fault in the braking system 102, different combinations can be made with other backup braking systems 103 based on different fault modes, so that the braking effect of the entire vehicle can be improved when there is a fault in the braking system.

[0055] Based on this, an embodiment of the present application provides a vehicle braking control method, and the embodiment of the present application is described in detail below in conjunction with the accompanying drawings.

[0056] See also Figure 2 , Figure 2 A flow chart of a vehicle braking control method provided in an embodiment of the present application is shown, and the method is applied to the above-mentioned vehicle braking control system 100. Figure 2 As shown, the method comprises the following steps:

[0057] Step S201, if there are pipelines that have not completely failed in the electric power-assisted braking system, when the controller detects a braking signal of the vehicle, it controls the remaining pipelines that have not completely failed in the electric power-assisted braking system and other backup braking systems to brake the vehicle.

[0058] The braking system includes electric power-assisted braking and mechanical backup braking. Generally, the braking system will give priority to braking the vehicle based on electric power-assisted braking. Since electric power-assisted braking is implemented based on multiple pipelines, when there is a pipeline failure but not complete failure, electric power-assisted braking can also be implemented based on the remaining pipelines. The control signal can be determined based on the brake light or the brake pedal.

[0059] The following is a detailed description of the current steps:

[0060] In a feasible embodiment, other backup braking systems include a VCU, which controls the remaining non-failed pipelines in the electric power-assisted braking and other backup braking systems to brake the vehicle, including: obtaining the required braking torque based on the depth of the brake pedal; if the VCU meets the motor feedback braking conditions, and the motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking are greater than or equal to the braking force corresponding to the required braking torque, then the VCU is controlled to provide the motor feedback braking force and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking to brake the vehicle.

[0061] Among them, the sensor on the brake pedal will measure the depth of the pedal. After the sensor measures the corresponding signal, it will send it to the vehicle's controller. The controller will determine the expected braking effect corresponding to the depth based on the vehicle parameters, thereby calculating the required braking torque. The VCU provides motor feedback braking, which means using the motor's own feedback energy to achieve braking. The situations in which the VCU does not meet the motor feedback braking conditions include: the motor controller (Microcontroller Unit, MCU) that communicates with the VCU fails; the vehicle's current battery state of charge (State of Charge, SOC) does not meet the feedback requirements, in other words, the vehicle's current battery SOC may be too low or other reasons fail to meet the conditions required for motor feedback; the vehicle's gear is in reverse gear; the vehicle's gear is in neutral gear.

[0062] When the vehicle does not belong to the above-mentioned situation where the VCU does not meet the motor feedback braking conditions, it can be determined that the VCU meets the motor feedback braking conditions, and at the same time, it is determined whether the maximum motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking meet the aforementioned required braking torque, that is, it is determined whether the maximum motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking are greater than or equal to the braking force corresponding to the required braking torque. If satisfied, the VCU is controlled to provide the motor feedback braking force and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking to brake the vehicle. It can be understood that in the process of controlling the VCU to provide the motor feedback braking force and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking to brake the vehicle, it is possible to meet the motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking to be equal to the braking force corresponding to the required braking torque, that is, to meet the driver's braking needs.

[0063] Furthermore, when braking is performed subsequently by other means, it is also necessary to ensure that the braking force provided by other means is equal to the braking force corresponding to the required braking torque as much as possible.

[0064] In the present application, when the VCU meets the motor feedback braking conditions, the vehicle is braked by combining the motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking, thereby improving the braking effect of the vehicle.

[0065] In addition, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method also includes: if the VCU does not meet the motor feedback braking conditions, controlling the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle.

[0066] Among them, when the vehicle has one of the above-mentioned situations where the VCU does not meet the motor feedback braking conditions, it is determined that the VCU does not meet the motor feedback braking conditions. At this time, it is necessary to separately control the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle.

[0067] In the present application, when the VCU does not meet the motor feedback braking conditions, the vehicle can still be braked by providing braking force through the remaining non-failed pipelines in the IPB electric power-assisted braking, which can improve the stability of vehicle braking.

[0068] Furthermore, in a feasible embodiment, other backup braking systems also include EPB, and the method also includes: when controlling the VCU to provide motor feedback braking force and the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, or controlling the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, if the EPB has not failed, also controlling the EPB to provide braking force to brake the vehicle.

[0069] Among them, when braking the vehicle in the manner shown in the above two embodiments, it is also possible to consider braking the vehicle in combination with EPB. Specifically, if the VCU meets the motor feedback braking conditions, and the motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking are less than the braking force corresponding to the required braking torque, when the EPB is not faulty, the EPB is controlled to provide braking force, the VCU to provide motor feedback braking force, and the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle. And when braking according to the above three, it is necessary to make the braking force provided by the EPB, the motor feedback braking force provided by the VCU, and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking meet the required braking torque as much as possible.

[0070] If the VCU does not meet the motor feedback braking conditions, then when the EPB is not faulty, the EPB is controlled to provide braking force and the remaining non-failed pipelines in the electric power-assisted braking system to brake the vehicle. Similarly, when braking according to the above two conditions, the braking force provided by the EPB and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking system need to meet the required braking torque as much as possible.

[0071] In the present application, when the EPB is not faulty, the EPB is also added to provide braking force when braking the vehicle, thereby improving the braking effect of the vehicle.

[0072] In addition, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if a manual braking command from the EPB is received, stopping controlling the VCU to provide motor feedback braking force to brake the vehicle.

[0073] Among them, receiving the EPB braking command means that the EPB braking is manually triggered by the driver. In other words, the EPB is manually pulled up by the driver. This may mean that the driver brakes the vehicle more through the EPB. Therefore, the VCU in other backup braking systems will be stopped from providing motor feedback braking force.

[0074] In the present application, when the EPB is triggered by the driver, the VCU is stopped from providing motor feedback braking force to brake the vehicle, thus avoiding braking waste.

[0075] In addition, before controlling the EPB to provide braking force to brake the vehicle, the following operations can also be performed:

[0076] In a feasible embodiment, before controlling the EPB to provide braking force to brake the vehicle, the method further includes: if it is detected that the accelerator pedal signal is invalid, or the accelerator pedal is valid and the accelerator pedal opening is less than or equal to a first preset opening, controlling the EPB to perform a pre-clamping operation.

[0077] Among them, if it is detected that the accelerator pedal signal is invalid, it means that the driver has not accelerated the vehicle, which can reflect that the driver may have braked. If the accelerator pedal is valid and the accelerator pedal opening is less than or equal to the first preset opening, since the first preset opening is small enough, when the accelerator pedal opening is less than or equal to the first preset opening, it can reflect that the driver may have released the accelerator, and then reflect that there may be a braking operation in the next step. Therefore, both of the above-mentioned two situations reflect that the driver may have a braking demand, so at this time, the EPB is pre-clamped in advance, that is, the distance between the caliper and the brake disc is retracted, so that when there is a subsequent demand for braking through the EPB, the EPB may provide braking more quickly. The first preset opening can be determined based on an empirical value, for example, according to historical data, it is determined at which opening value the driver is likely to release the accelerator.

[0078] In the present application, when the driver may have a braking demand, the EPB is pre-clamped in advance, so that the EPB can provide braking more quickly later, thereby improving the braking effect of the vehicle.

[0079] In addition, after controlling the EPB to perform the pre-clamping operation, the following operations can also be performed:

[0080] In a feasible embodiment, after controlling the EPB to perform the pre-clamping operation, the method further includes: if it is detected that the accelerator pedal opening is greater than or equal to a second preset opening, controlling the EPB to exit the pre-clamping operation.

[0081] If the controller detects that the accelerator pedal opening is greater than or equal to the second preset opening, it can reflect that the driver has accelerated, and further reflects that the driver will not brake at present. Therefore, in the current situation, the EPB is controlled to exit the pre-clamping operation, that is, to restore the distance between the caliper and the brake disc when there is no pre-clamping. Similarly, the second preset opening can also be determined based on an empirical value, for example, according to historical data, it is determined at which opening value the driver will not release the accelerator.

[0082] In the present application, when the driver performs an acceleration operation on the vehicle, the pre-clamping operation on the EPB is terminated to prevent the pre-clamping of the EPB from affecting the acceleration of the vehicle.

[0083] When the VCU provides motor feedback braking force and / or the EPB provides braking force to brake the vehicle, the braking capacity of the rear axle of the vehicle can also be improved by adjusting the front and rear active suspension loads of the vehicle.

[0084] Specifically, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method also includes: when controlling the VCU to provide motor feedback braking force, and / or the EPB to provide braking force to brake the vehicle, adjusting the suspension damping and suspension stiffness of the vehicle so that the slip rate of the front wheels of the vehicle is not greater than a first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than a second preset slip rate.

[0085] Among them, the adjustment of the front and rear active suspension loads of the vehicle is mainly based on the adjustment of the suspension damping and suspension stiffness of the vehicle. Since the VCU provides motor feedback braking force and the EPB provides braking force, both mainly act on the rear axle. During the vehicle braking process, the active suspension load will move forward, and the rear wheels are prone to lock, so the braking capacity of the VCU and EPB will decrease. Then, after adjusting the load backward, the braking capacity of the rear axle can be improved, thereby improving the braking capacity of the VCU and EPB.

[0086] When adjusting the active suspension load by adjusting the suspension damping and suspension stiffness of the vehicle, it is necessary to use the slip rate of the front and rear wheels of the vehicle as the adjustment target, that is, it is necessary to ensure that the slip rate of the front wheels of the vehicle is not greater than the first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than the second preset slip rate. The first preset slip rate can be the same as or different from the second preset slip rate. The slip rate is determined based on the difference between the vehicle body speed and the wheel speed, and the ratio between the vehicle body speed. The first preset slip rate and the second preset slip rate can also be determined based on empirical values, for example, according to historical data, determine in which slip rate range the braking effect of the vehicle is better.

[0087] In addition, the adjustment of the active suspension load is not limited to controlling the VCU to provide motor feedback braking force and / or the EPB to provide braking force to brake the vehicle. The active suspension load can also be adjusted when the vehicle is braked by the braking system alone, thereby improving the braking capacity of the rear axle and further improving the braking effect of the vehicle.

[0088] In the present application, the load distribution of the active suspension of the front and rear axles of the vehicle is achieved by adjusting the suspension damping and suspension stiffness of the vehicle. On the basis that both EPB and VCU mainly act on the rear axle, the load is adjusted backward to improve the braking capacity of the rear axle, thereby improving the overall braking effect of the vehicle.

[0089] The following is a detailed description of the vertical load adjustment principle of the front and rear axles of the vehicle:

[0090] First, the force on a single wheel is described. For example, see Figure 3 , Figure 3 A schematic diagram of a single wheel force distribution structure provided in an embodiment of the present application is shown in FIG. Figure 3As shown, taking a single wheel as an example, when the vehicle brakes, the wheel is subjected to the ground braking force F xb , ground bearing capacity F z , vehicle weight W, brake force T p , ground braking force F Xb =T μ / r,T μ It is the friction torque between the wheel brake friction plate and the brake disc during relative rotation, and r is the wheel radius. The ground braking force has an upper limit, which must be less than the ground adhesion. Right now The speed of the wheel is u a .

[0091] The following description is based on a vehicle without active suspension, for example, see Figure 4 , Figure 4 A structural schematic diagram of a non-suspension vehicle provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, for a vehicle without active suspension (assuming the vehicle is symmetrical), when the vehicle brakes, the vertical load on the front axle is: F Z1 =W(bg+a x h) / gL; Rear axle vertical load: F Z2 =W(ag-a x h) / gL. Among them, W is the weight of the whole vehicle; b is the distance from the center of mass to the rear axle; a is the distance from the center of mass to the front axle; h is the height of the center of mass; L is the distance between the front and rear axles; ax is the braking deceleration; g is the acceleration of gravity. It can be seen from the formula that as the braking deceleration increases, the axle load transfers forward more, the normal reaction force of the front wheel increases significantly, the adhesion increases, the normal reaction force of the rear wheel decreases, the adhesion decreases, and it is easier to achieve locking. F is the inertia force of the vehicle when braking, and Fx1 and Fx2 are the ground braking forces of the front and rear wheels when the vehicle brakes.

[0092] The following description is based on a vehicle with active suspension, for example, see Figure 5 , Figure 5 A schematic diagram of a structure of a vehicle matching active suspension provided in an embodiment of the present application is shown in FIG. Figure 5 As shown in the figure, for a vehicle with active suspension (assuming the vehicle is symmetrical), when the vehicle brakes, the suspension motion equation is established with the center of mass as the reference point:

[0093]

[0094] Among them, I θ is the pitch moment of inertia of the vehicle body; is the pitch angular acceleration; L a , L bare the lengths from the center of mass to the front and rear axes; K f , K r are the front and rear suspension stiffness coefficients respectively; hg is the vertical displacement at the center of mass; is the vertical velocity at the center of mass; is the vertical acceleration at the center of mass; θ is the vehicle body pitch angle; is the pitch angular velocity; x f2 、x r2 are the vertical displacements of the front and rear wheels, respectively; are the vertical velocities at the front and rear wheels, C f , C r are the damping factors of the front and rear suspensions respectively; F1 and F2 are the main forces output by the front and rear suspensions; h is the height of the vehicle's static center of mass; T is the additional torque of the ground braking force on the suspension system.

[0095] Establish the motion equation with the front and rear wheels as reference points: The dynamic equation during braking is (ignoring the rolling resistance torque of the road): Where, ω is the angular velocity of the vehicle body around the center of mass; F xf F is the ground adhesion force on the front wheel; xr I is the ground adhesion force on the rear wheel; f ,I r are the rotational inertia of the front and rear wheels respectively; are the angular accelerations of the front and rear wheels respectively; ωf and ωr are the angular velocities of the front and rear wheels respectively; T bf , T br are the brake torques of the front and rear wheels respectively; x f1 、x r1 is the vertical displacement input of the front and rear wheels on the road surface; R is the wheel radius; M f 、M r are the masses of the front and rear wheels respectively; are the vertical accelerations at the front and rear wheels respectively; K1 and K2 are the elastic stiffnesses of the front and rear wheels respectively.

[0096] In summary, the vertical loads of the front and rear wheels are obtained through the tire model: Front wheel vertical load: Rear wheel vertical load: Among them, L refers to the distance between the front and rear axles, x f3 、x r3 Refers to the vertical displacement of the car body corresponding to the front and rear axles respectively. By controlling the active suspension damping and stiffness output, the front and rear axle load distribution can be adjusted.

[0097] Step S202: If the electric power-assisted braking of the braking system fails, when the controller detects a braking signal of the vehicle, it controls the mechanical backup braking and other backup braking systems to brake the vehicle.

[0098] Among them, if the electric power-assisted braking of the braking system fails completely, the braking system can quickly identify and switch to mechanical backup braking mode, thereby transmitting braking force mechanically to ensure that the vehicle can safely decelerate or stop.

[0099] The following is a detailed description of the current steps:

[0100] In a feasible embodiment, other backup braking systems include a VCU, which controls the mechanical backup braking of the braking system and other backup braking systems to brake the vehicle, including: obtaining the required braking torque based on the depth of the brake pedal; if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup braking are greater than or equal to the braking force corresponding to the required braking torque, then the VCU is controlled to provide the motor feedback braking force and the mechanical backup braking force to brake the vehicle.

[0101] Among them, when determining that the VCU meets the motor feedback braking, it is also necessary to determine whether the maximum motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake are greater than or equal to the braking force corresponding to the required braking torque, and when the motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake are greater than or equal to the braking force corresponding to the required braking torque, control the VCU to provide the motor feedback braking force and the mechanical backup brake to provide the braking force to brake the vehicle. And during the braking process, it is also necessary to ensure that the motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake meet the required braking torque, that is, the motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake are equal to the braking force corresponding to the required braking torque.

[0102] In the present application, when the VCU meets the motor feedback braking conditions, the vehicle is braked by combining the motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake, thereby improving the braking effect of the vehicle.

[0103] In addition, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if the VCU does not meet the motor feedback braking condition, controlling the mechanical backup brake to provide braking force to brake the vehicle.

[0104] Among them, when the vehicle is in one of the situations where the VCU does not meet the motor feedback braking conditions, it is determined that the VCU does not meet the motor feedback braking conditions, and the motor feedback braking cannot be provided by the VCU. Therefore, the mechanical backup brake can only be controlled alone to provide braking force to brake the vehicle.

[0105] In the present application, when the VCU does not meet the motor feedback braking conditions, the vehicle is braked by providing braking force solely through mechanical backup braking, which can improve the braking effect of the vehicle.

[0106] Furthermore, in a feasible embodiment, other backup braking systems also include EPB, and the method also includes: when controlling the VCU to provide motor feedback braking force and the mechanical backup brake to provide braking force to brake the vehicle, or controlling the mechanical backup brake to provide braking force to brake the vehicle, if the EPB has not failed, also controlling the EPB to provide braking force to brake the vehicle.

[0107] Similar to the above embodiment, if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force that the VCU can provide and the braking force provided by the mechanical backup brake are less than the braking force corresponding to the required braking torque, when the EPB is not faulty, the EPB is controlled to provide braking force, the VCU to provide motor feedback braking force, and the mechanical backup brake to provide braking force to brake the vehicle. When braking according to the above three conditions, it is necessary to make the braking force provided by the EPB, the motor feedback braking force provided by the VCU, and the braking force provided by the mechanical backup brake meet the required braking torque as much as possible.

[0108] If the VCU does not meet the motor feedback braking conditions, then when the EPB is not faulty, the EPB is controlled to provide braking force and the mechanical backup brake to brake the vehicle. Similarly, when braking according to the above two methods, it is necessary to make the braking force provided by the EPB and the braking force provided by the mechanical backup brake meet the required braking torque as much as possible.

[0109] In the present application, when the EPB is not faulty, the EPB is also added to provide braking force when braking the vehicle, thereby improving the braking effect of the vehicle.

[0110] In addition, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method further includes: if a manual braking command from the EPB is received, stopping controlling the VCU to provide motor feedback braking force to brake the vehicle system.

[0111] Among them, for the same reason as in the above embodiment, when the EPB is manually triggered by the driver, the VCU is stopped from providing the motor feedback braking force to brake the vehicle, thus avoiding braking waste.

[0112] In addition, before controlling the EPB to provide braking force to brake the vehicle, the following operations can also be performed:

[0113] Before controlling the EPB to provide braking force to brake the vehicle, the method further includes: if it is detected that the accelerator pedal signal is invalid, or the accelerator pedal is valid and the accelerator pedal opening is less than or equal to the first preset opening, then controlling the EPB to perform a pre-clamping operation. In this way, when the driver may have a braking demand, the EPB is pre-clamped in advance, so that the EPB can provide braking more quickly in the future, thereby improving the braking effect of the vehicle.

[0114] In addition, after controlling the EPB to perform the pre-clamping operation, the following operations can also be performed:

[0115] In a feasible embodiment, after controlling the EPB to perform the pre-clamping operation, the method further includes: if it is detected that the accelerator pedal opening is greater than or equal to a second preset opening, controlling the EPB to exit the pre-clamping operation. This can prevent the EPB pre-clamping from affecting the vehicle acceleration.

[0116] Specifically, in a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the method also includes: when controlling the VCU to provide motor feedback braking force, and / or the EPB to provide braking force to brake the vehicle, adjusting the suspension damping and suspension stiffness of the vehicle so that the slip rate of the front wheels of the vehicle is not greater than a first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than a second preset slip rate.

[0117] The load distribution of the active suspension of the vehicle's front and rear axles is achieved by adjusting the vehicle's suspension damping and suspension stiffness. On the basis that both EPB and VCU mainly act on the rear axle, the load is adjusted backwards to improve the braking capacity of the rear axle, thereby improving the overall braking effect of the vehicle.

[0118] Below through Figure 6 Detailed description of the application structure:

[0119] For example, see Figure 6 , Figure 6 A schematic diagram of another structure of a vehicle brake control provided in an embodiment of the present application is shown in FIG. Figure 6As shown, it includes a braking system, a VCU, an EPB, an active suspension control system, a chassis domain controller, and an IMU (gyroscope). Among them, the braking system sends a braking signal to the chassis domain controller, so that the chassis domain controller performs braking control according to the method shown in the above embodiment, wherein the chassis domain controller needs to obtain the system status of the EPB, VCU and the active suspension control system, and when the EPB is required to perform auxiliary braking, the braking torque request needs to be sent to the EPB. When the VCU is required to perform auxiliary braking, it is necessary to obtain the feedback braking capability of the VCU, and send the feedback braking torque request to the VCU on the basis that the VCU meets the feedback braking conditions. When the active suspension control system is required to distribute the active suspension load, the corresponding damping and stiffness adjustment conditions are sent to the active suspension control system through the request information, and the adjustment conditions are fed back according to the longitudinal acceleration signal provided by the IMU.

[0120] Below through Figure 7 A summary of the application process:

[0121] For example, see Figure 7 , Figure 7 A flow chart of another automobile braking control method provided in an embodiment of the present application is shown as follows: Figure 7 As shown, when the controller detects a brake system failure signal and a brake signal, the multi-level backup braking function is triggered, that is, the vehicle is assisted in braking by combining VCU electric feedback braking, EPB auxiliary braking, and active suspension load distribution in the manner shown in the above embodiment, and when the vehicle stops or the EPB is triggered, the multi-level backup braking function is exited.

[0122] It can be seen that in the embodiment of the present application, the active braking system failure is divided into two situations: the existence of non-completely failed pipelines in the electric power-assisted braking and the complete failure of the electric power-assisted braking. In both situations, the vehicle is braked according to the remaining non-failed pipelines in the electric power-assisted braking and the mechanical backup braking in combination with other backup braking systems, so that the braking of the vehicle is more in line with the actual scenario, which can improve the braking effect of the entire vehicle when there is a fault in the braking system.

[0123] In accordance with the above-mentioned embodiment, please refer to Figure 8 , Figure 8 This is a functional unit block diagram of a vehicle brake control device provided in an embodiment of the present application. The device may be the controller 101 in the above-mentioned vehicle brake control system 100 or a part of the controller 101. Figure 8 As shown, the vehicle brake control device 80 includes:

[0124] If there is a pipeline that has not completely failed in the electric power-assisted brake of the braking system, the control unit 801 is used to control the remaining pipeline that has not failed in the electric power-assisted brake and other backup brake systems to brake the vehicle when the detection unit 802 detects the braking signal of the vehicle, and the braking system includes the electric power-assisted brake and the mechanical backup brake;

[0125] If the electric power-assisted brakes of the braking system all fail, the control unit 801 is also used to control the mechanical backup brakes and other backup brake systems to brake the vehicle when the detection unit 802 detects the braking signal of the vehicle.

[0126] In a feasible embodiment, other backup braking systems include a VCU. In terms of controlling the remaining non-failed pipelines in the electric power-assisted braking system and other backup braking systems to brake the vehicle, the control unit 801 is specifically used to: obtain the required braking torque according to the depth of the brake pedal; if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the remaining pipelines are greater than or equal to the braking force corresponding to the required braking torque, then control the VCU to provide the motor feedback braking force and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking system to brake the vehicle.

[0127] In a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the control unit 801 is also used to: if the VCU does not meet the motor feedback braking conditions, control the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle.

[0128] In a feasible embodiment, other backup braking systems also include EPB, and the control unit 801 is also used to: when controlling the VCU to provide motor feedback braking force and the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, or controlling the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, if the EPB has not failed, also control the EPB to provide braking force to brake the vehicle.

[0129] In a feasible embodiment, other backup braking systems include a VCU. In terms of controlling the mechanical backup braking and other backup braking systems to brake the vehicle, the control unit 801 is specifically used to: obtain the required braking torque according to the brake pedal depth; if the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup braking are greater than or equal to the braking force corresponding to the required braking torque, then control the VCU to provide the motor feedback braking force, and control the mechanical backup braking to provide braking force to brake the vehicle.

[0130] In a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the control unit 801 is further used to: if the VCU does not meet the motor feedback braking conditions, control the mechanical backup brake to provide braking force to brake the vehicle.

[0131] In a feasible embodiment, other backup braking systems also include EPB, and the control unit 801 is also used to: when controlling the VCU to provide motor feedback braking force and the mechanical backup brake to provide braking force to brake the vehicle, or controlling the mechanical backup brake to provide braking force to brake the vehicle, if the EPB has not failed, also control the EPB to provide braking force to brake the vehicle.

[0132] In a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the control unit 801 is further configured to: if an EPB braking instruction is received, stop controlling the VCU to provide motor feedback braking force to brake the vehicle.

[0133] In a feasible embodiment, the vehicle brake control device 80 also includes: if the detection unit 802 detects that the accelerator pedal signal is invalid before controlling the EPB to provide braking force to brake the vehicle, or the accelerator pedal is valid and the accelerator pedal opening is less than or equal to the first preset opening, then the control unit 801 controls the EPB to perform a pre-clamping operation.

[0134] In a feasible embodiment, the vehicle brake control device 80 further includes: after the control unit 801 controls the EPB to perform a pre-clamping operation, if the detection unit 802 detects that the accelerator pedal opening is greater than or equal to a second preset opening, the control unit 801 controls the EPB to exit the pre-clamping operation.

[0135] In a feasible embodiment, after obtaining the required braking torque according to the brake pedal depth, the control unit 801 is also used to: when controlling the VCU to provide motor feedback braking force and / or the EPB to provide braking force to brake the vehicle, adjust the suspension damping and suspension stiffness of the vehicle so that the slip rate of the front wheels of the vehicle is not greater than a first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than a second preset slip rate.

[0136] It can be understood that since the method embodiment and the device embodiment are different presentation forms of the same technical concept, the content of the method embodiment part in this application should be synchronously adapted to the device embodiment part and will not be repeated here.

[0137] In the case of integrated units, such as Fig. 9 As shown, Fig. 9 This is a functional unit block diagram of another automobile brake control device 80 provided in an embodiment of the present application. Fig. 9In the embodiment, the vehicle brake control device 80 includes: a processing module 912 and a communication module 911. The processing module 912 is used to control and manage the actions of the vehicle brake control device 80, for example, the steps of the control unit 801 and the detection unit 802, and / or other processes for executing the technology described herein. The communication module 911 is used to support the interaction between the vehicle brake control device 80 and other devices. Fig. 9 As shown, the vehicle brake control device 80 may further include a storage module 913 , and the storage module 913 is used to store program codes and data of the vehicle brake control device 80 .

[0138] Among them, the processing module 912 can be a processor or a controller, for example, a central processing unit (CPU), a general processor, a digital signal processor (DSP), an ASIC, an FPGA or other programmable logic device, a transistor logic device, a hardware component or any combination thereof. It can implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor can also be a combination that implements a computing function, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like. The communication module 911 can be a transceiver, an RF circuit or a communication interface, and the like. The storage module 913 can be a memory.

[0139] Among them, all relevant contents of each scenario involved in the above method embodiment can be referred to the functional description of the corresponding functional module, and will not be repeated here. The above vehicle brake control device 80 can execute the above Figure 2 The automobile braking control method shown.

[0140] The above embodiments can be implemented in whole or in part by software, hardware, firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When a computer instruction or computer program is loaded or executed on a computer, a process or function according to an embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. 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, computer instructions can be transmitted from one website site, computer, server or data center to another website site, computer, server or data center by wired or wireless means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center containing one or more available media sets. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state hard disk.

[0141] Fig.10 This is a structural block diagram of an electronic device provided in an embodiment of the present application. Fig.10 As shown, the electronic device 1000 may include one or more of the following components: a processor 1001, a memory 1002 and a communication interface 1003, wherein the processor 1001, the memory 1002 and the communication interface 1003 are interconnected and perform communication work with each other, wherein the memory 1002 may store one or more computer programs, and the one or more computer programs may be configured to implement the methods described in the above embodiments when executed by one or more processors 1001.

[0142] The processor 1001 may include one or more processing cores. The processor 1001 uses various interfaces and lines to connect the various parts of the entire electronic device 1000, and executes various functions and processes data of the electronic device 1000 by running or executing instructions, programs, code sets or instruction sets stored in the memory 1002, and calling data stored in the memory 1002. Optionally, the processor 1001 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 1001 can integrate one or a combination of a central processing unit (Central Processing Unit, CPU), a graphics processor (Graphics Processing Unit, GPU) and a modem. It can be understood that the above-mentioned modem may not be integrated into the processor 1001, and can be implemented separately through a communication chip.

[0143] The memory 1002 may include a random access memory (RAM) or a read-only memory (ROM). The memory 1002 may be used to store instructions, programs, codes, code sets or instruction sets. The memory 1002 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may also store data created by the electronic device 1000 during use, etc.

[0144] It is understandable that the electronic device 1000 may include more or fewer structural elements than those in the above structural block diagram, for example, including a power module, physical buttons, a WiFi (Wireless Fidelity) module, a speaker, a Bluetooth module, a sensor, etc., which are not limited here.

[0145] The electronic device 1000 may be the controller 101 in the automobile braking control system 100 or a part of the controller 101 .

[0146] An embodiment of the present application provides a vehicle, wherein the vehicle includes the above-mentioned electronic device 1000 or the automobile braking control system 100.

[0147] An embodiment of the present application provides a computer-readable storage medium, wherein program data is stored in the computer-readable storage medium. When the program data is executed by a processor, it is used to execute part or all of the steps of any one of the vehicle braking control methods recorded in the above method embodiments.

[0148] The present application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and the computer program is operable to cause a computer to execute some or all of the steps of any one of the vehicle braking control methods described in the above method embodiments. The computer program product may be a software installation package.

[0149] It should be noted that, for the sake of simplicity, for any of the above-mentioned embodiments of the method for controlling the braking of an automobile, they are all described as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described action sequence, because according to the present application, some steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the present application.

[0150] Although the present application is described herein in conjunction with various embodiments, in the process of implementing the claimed application, those skilled in the art may understand and implement other variations of the disclosed embodiments by viewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "one" does not exclude multiple situations. Certain measures are recorded in different dependent claims, but this does not mean that these measures cannot be combined to produce good results.

[0151] A person skilled in the art can understand that all or part of the steps in the various methods of any of the above-mentioned embodiments of the method for controlling the braking of an automobile can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable memory, and the memory can include: a flash drive, a read-only memory (English: Read-Only Memory, abbreviated as: ROM), a random access memory (English: Random Access Memory, abbreviated as: RAM), a disk or an optical disk, etc.

[0152] The embodiments of the present application are introduced in detail above. Specific examples are used herein to illustrate the principle and implementation method of a vehicle braking control method and device of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for a general technician in this field, according to the idea of ​​a vehicle braking control method and device of the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

[0153] The present application is described with reference to the flowcharts and / or block diagrams of the methods, hardware products, and computer program products of the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0154] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0155] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0156] It can be understood that any product that is controlled or configured to execute the processing method of the flowchart described in the method embodiment of a vehicle braking control method of the present application, such as the terminal and computer program product in the above flowchart, falls within the scope of the related products described in the present application.

[0157] Obviously, those skilled in the art can make various changes and modifications to the automobile brake control method and device provided by the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: If there is a pipeline that has not completely failed in the electric power-assisted brake of the braking system, then when a braking signal of the vehicle is detected, the remaining pipeline that has not failed in the electric power-assisted brake and other backup braking systems are controlled to brake the vehicle, and the braking system includes an electric power-assisted brake and a mechanical backup brake; If the electric power-assisted braking of the braking system fails, when a braking signal of the vehicle is detected, the mechanical backup braking and the other backup braking systems are controlled to brake the vehicle.

2. The method according to claim 1, characterized in that The other backup braking system includes a drive system VCU, and the control of the remaining non-failed pipelines in the electric power-assisted braking and other backup braking systems to brake the vehicle includes: Obtain required braking torque according to brake pedal depth; If the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking are greater than or equal to the braking force corresponding to the required braking torque, the VCU is controlled to provide the motor feedback braking force and the braking force provided by the remaining non-failed pipelines in the electric power-assisted braking to brake the vehicle.

3. The method according to claim 2, characterized in that After obtaining the required braking torque according to the brake pedal depth, the method further includes: If the VCU does not meet the motor feedback braking condition, the remaining non-failed pipelines in the electric power-assisted braking are controlled to provide braking force to brake the vehicle.

4. The method according to claim 2 or 3, characterized in that: The other backup brake system also includes a parking brake system EPB, and the method further includes: When controlling the VCU to provide motor feedback braking force and the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, or controlling the remaining non-failed pipelines in the electric power-assisted braking to provide braking force to brake the vehicle, if the EPB has not failed, the EPB is also controlled to provide braking force to brake the vehicle.

5. The method according to any one of claims 1 to 4, characterized in that: The other backup brake system includes a VCU, and the controlling the mechanical backup brake and the other backup brake system to brake the vehicle includes: Obtain required braking torque according to brake pedal depth; If the VCU meets the motor feedback braking conditions, and the maximum motor feedback braking force provided by the VCU and the braking force provided by the mechanical backup brake are greater than or equal to the braking force corresponding to the required braking torque, the VCU is controlled to provide the motor feedback braking force and the mechanical backup brake to brake the vehicle.

6. The method according to claim 5, characterized in that After obtaining the required braking torque according to the brake pedal depth, the method further includes: If the VCU does not meet the motor feedback braking condition, the mechanical backup brake is controlled to provide braking force to brake the vehicle.

7. The method according to claim 5 or 6, characterized in that: The other backup braking system also includes an EPB, and the method further includes: When controlling the VCU to provide motor feedback braking force and the mechanical backup brake to provide braking force to brake the vehicle, or controlling the mechanical backup brake to provide braking force to brake the vehicle, if the EPB has not failed, the EPB is also controlled to provide braking force to brake the vehicle.

8. The method according to claim 4 or 7, characterized in that: After obtaining the required braking torque according to the brake pedal depth, the method further includes: If a manual braking command from the EPB is received, the VCU stops controlling the VCU to provide motor feedback braking force to brake the vehicle.

9. The method according to claim 4 or 7, characterized in that: Before controlling the EPB to provide braking force to brake the vehicle, the method further includes: If it is detected that the accelerator pedal signal is invalid, or the accelerator pedal is valid and the accelerator pedal opening is less than or equal to a first preset opening, the EPB is controlled to perform a pre-clamping operation.

10. The method according to claim 9, characterized in that After controlling the EPB to perform a pre-clamping operation, the method further includes: If it is detected that the accelerator pedal opening is greater than or equal to a second preset opening, the EPB is controlled to exit the pre-clamping operation.

11. The method according to any one of claims 2 to 10, characterized in that: After obtaining the required braking torque according to the brake pedal depth, the method further includes: When controlling the VCU to provide motor feedback braking force, and / or the EPB to provide braking force to brake the vehicle, the suspension damping and suspension stiffness of the vehicle are adjusted so that the slip rate of the front wheels of the vehicle is not greater than a first preset slip rate, and the slip rate of the rear wheels of the vehicle is not greater than a second preset slip rate.

12. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the processor is coupled to the memory, and the processor calls executable program code stored in the memory to execute the method according to any one of claims 1 to 11.

13. An automobile braking control system, characterized in that: The electronic device comprising claim 12.

14. A vehicle, characterized in that: Includes the electronic device according to claim 12 or the automobile braking control system according to claim 13.

15. A computer-readable storage medium, characterized in that: A computer program for electronic data exchange is stored, wherein the computer program enables a computer to execute the method according to any one of claims 1 to 11.

Images