Brake control method, device, equipment, storage medium and product

Abstract

The invention discloses a braking control method and device, equipment, a storage medium and a product, and the method comprises the steps that when a braking instruction is received, a reverse dragging braking control quantity is generated; the rotating speed of the motor is obtained, before the rotating speed of the motor is reduced to zero, the braking limiting coefficient corresponding to the current rotating speed of the motor is determined at each sampling moment, and the value range of the braking limiting coefficient is 0-1; and generating a limited brake control amount according to the brake limiting coefficient and the reverse dragging brake control amount, and performing brake control on the vehicle according to the limited brake control amount.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of automatic control technology, and in particular, to a braking control method, device, equipment, storage medium and product. Background Art

[0002] At present, most of the unmanned logistics vehicles are intelligent electronically controlled chassis. These electronically controlled chassis are matched with motor drive systems. When the vehicle needs to brake, it is inevitable to involve the use of motor braking control methods. This control method not only has a braking effect, but also has the advantages of fast response time and the braking energy can be fed back to the battery for charging.

[0003] Generally, a domain controller is used to calculate the braking torque during braking, and the motor controller executes the motor reverse-drag control method according to the braking torque. Currently, when the vehicle is in a low-speed zone, the motor controller algorithm may not be optimized properly or the torque execution follow-up delay is large, resulting in the motor speed oscillating or even reversing when the reverse-drag control is performed based on the braking torque calculated by the domain controller. Summary of the invention

[0004] The present invention provides a braking control method, device, equipment, storage medium and product to achieve the purpose of solving at least one defect existing in the prior art.

[0005] In a first aspect, an embodiment of the present invention provides a braking control method, comprising:

[0006] When a braking command is received, an anti-drag braking control amount is generated;

[0007] Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment, wherein the braking limit coefficient has a value range of 0 to 1;

[0008] A limited braking control amount is generated according to the braking limit coefficient and the anti-drag braking control amount, and braking control of the vehicle is performed according to the limited braking control amount.

[0009] Optionally, determining a braking limit coefficient corresponding to the current motor speed includes:

[0010] During the braking process, determining a change trend of the motor speed, and when the motor speed decreases, determining a first braking limit coefficient corresponding to the current motor speed;

[0011] When the motor speed increases, a second braking limit coefficient corresponding to the current motor speed is determined.

[0012] Optionally, a hyperbolic limit function is used to determine a first braking limit coefficient and a second braking limit coefficient corresponding to the motor speed;

[0013] The hyperbolic limiting function includes a first function equation and a second function equation;

[0014] The first functional equation is an equation representing the functional relationship between the motor speed, the first speed limit point and the first braking limit coefficient;

[0015] The second functional equation is an equation representing the functional relationship among the motor speed, the second speed limit point and the second braking limit coefficient.

[0016] Optionally, the first functional equation is:

[0017]

[0018] The second functional equation is:

[0019]

[0020] Wherein, frac1 represents the first braking limit coefficient, frac2 represents the second braking limit coefficient, motorspd represents the motor speed, cutspd1 represents the first speed limit point, and cutspd2 represents the second speed limit point.

[0021] Optionally, when the motor speed decreases and the motor speed is less than the first speed limit point, the first braking limit coefficient is determined by using the first function equation;

[0022] When the motor speed increases and the motor speed is greater than the third speed limit point, the second braking limit coefficient is determined by using the second function equation;

[0023] When the motor speed is greater than the first speed limit point, the first braking limit coefficient is 1;

[0024] The third speed limit point is the motor speed corresponding to the intersection of the first function equation and the second function equation.

[0025] Optionally, the limiting braking control amount is used to control the braking torque of the vehicle.

[0026] In a second aspect, an embodiment of the present invention further provides a brake control device, including a brake control unit, wherein the brake control unit is used to:

[0027] When a braking command is received, an anti-drag braking control amount is generated;

[0028] Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment;

[0029] A limited braking control amount is generated according to the braking limit coefficient and the anti-drag braking control amount, and braking control of the vehicle is performed according to the limited braking control amount.

[0030] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising at least one processor, and a memory communicatively connected to the at least one processor;

[0031] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute any one of the braking control methods described in the embodiments of the present invention.

[0032] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement any one of the braking control methods recorded in the embodiments of the present invention when executed.

[0033] In a fifth aspect, an embodiment of the present invention further provides a computer program product, including a computer program, which, when executed by a processor, implements any one of the braking control methods described in the embodiments of the present invention.

[0034] Compared with the prior art, the beneficial effect of the present invention is that: the present invention proposes a braking control method, in which a braking limit coefficient is generated in real time according to the motor speed, and the original braking torque generated by the motor controller is limited according to the braking limit coefficient, so that the braking force can be accurately adjusted according to the real-time motor speed. In the low-speed area, the change of the motor speed has a significant impact on the braking effect. This dynamic adjustment mechanism ensures that no matter what value the motor speed is at, the appropriate braking torque can be applied to avoid insufficient braking or excessive braking due to fixed braking parameters, thereby meeting the braking effect requirements to the greatest extent. In this method, the braking limit coefficient is determined according to the motor speed, thereby generating a mechanism to limit the braking control amount, and effectively limiting the anti-drag force from the root. In the low-speed area, due to the low motor speed, its own output torque and stability are relatively weak. Through the dynamic adjustment of the braking limit coefficient, the anti-drag braking control amount can be strictly controlled to avoid exceeding the bearing range of the motor due to excessive anti-drag. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a flow chart of a braking control method in an embodiment;

[0036] Figure 2 Schematic diagram of a curve function in an embodiment;

[0037] Figure 3 is another schematic diagram of a curve function in the embodiment;

[0038] Figure 4 Schematic diagram of the structure of an electronic device in an embodiment. DETAILED DESCRIPTION

[0039] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0040] Embodiment 1

[0041] Figure 1 is a flow chart of the braking control method in the embodiment, refer to Figure 1 , the braking control method includes:

[0042] S101. When a braking command is received, generate an anti-drag braking control amount.

[0043] Exemplarily, in this solution, for unmanned vehicles, braking instructions can be automatically generated based on driving requirements (such as automatic obstacle avoidance, parking after reaching the destination, etc.), or, when the driver steps on the brake pedal, the pedal braking system generates a braking instruction, or, the braking instruction can be automatically generated by self-driving perception, or sent by a remote driving system, a mobile phone, a remote control driving system, etc.

[0044] Exemplarily, in this solution, when setting vehicle braking, the vehicle braking is performed in a reverse dragging manner, wherein the motor controller is configured to generate a reverse dragging braking control amount, and the reverse dragging braking control amount is used to implement the reverse dragging control of the motor;

[0045] In this solution, the manner in which the motor controller generates the anti-drag braking control amount is not limited, and it can be configured with any motor anti-drag control method in the prior art to generate the anti-drag braking control amount through the motor anti-drag control method.

[0046] Exemplarily, in this solution, when the motor reverse drag control method is executed, the motor controller may switch the motor from the motor mode to the generator mode, and in the generator mode, the rotor of the motor is driven to rotate by the inertia of the vehicle, converting mechanical energy into electrical energy;

[0047] In generator mode, during the anti-drag control process, the motor controller calculates the appropriate regenerative braking torque based on the braking demand corresponding to the braking command and the current vehicle speed, and then controls the (regenerative) braking torque by adjusting the current size and direction in the stator winding of the motor;

[0048] Among them, during the anti-drag control process, the braking demand is determined based on the braking command during self-driving, remote driving or remote control driving. The Electronic Control Unit (ECU) can obtain the braking command and the vehicle speed. The motor controller obtains the motor speed through the motor speed sensor (installed on the motor shaft) and obtains the braking demand and vehicle speed through the ECU.

[0049] Exemplarily, in this solution, when the motor is in generator mode, its working principle is based on electromagnetic induction. According to Faraday's law of electromagnetic induction, the rotation of the rotor causes the magnetic flux passing through the stator winding to change, thereby generating an induced electromotive force;

[0050] Since the stator winding of the motor forms a closed loop, the induced electromotive force will generate an induced current, which will generate an electromagnetic force in the motor in the opposite direction of the wheel rotation. This electromagnetic force acts on the rotor of the motor to generate braking torque;

[0051] Among them, the formula corresponding to Faraday's law of electromagnetic induction is:

[0052]

[0053] The formula for determining the electromagnetic force is:

[0054] F=BIL

[0055] In the above formula, E represents the induced electromotive force, N represents the number of coil turns, It represents the rate of change of magnetic flux, F represents electromagnetic force, B represents magnetic induction intensity, I represents induced current, and L represents the length of the wire.

[0056] For example, during the anti-drag control (regenerative braking) process, the braking torque generated by the motor forms a torque balance relationship with the inertia torque of the vehicle and the ground friction torque. When the braking torque is large enough, the speed of the vehicle will gradually decrease;

[0057] Among them, the torque balance equation can be expressed as:

[0058] Ja=T ine -T reg -T fri

[0059] In the formula, J represents the moment of inertia of the wheel, a represents the angular acceleration of the wheel, and T ine represents the inertia torque, T reg Indicates the braking torque, T fri Represents the ground friction torque.

[0060] S102. Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment.

[0061] Exemplarily, in this solution, a braking limit coefficient corresponding to the motor speed may be determined based on a MAP curve, wherein the braking limit coefficient has a value range of 0 to 1, and the MAP curve may be determined through a simulation test or a calibration test.

[0062] S103. Generate a limited braking control amount according to the braking limit coefficient and the anti-drag braking control amount, and perform braking control on the vehicle according to the limited braking control amount.

[0063] For example, referring to the torque balance equation in step S102, when the braking torque T reg If it is too large, it may cause the motor speed to drop excessively (drop too fast) or reverse.

[0064] Exemplarily, based on the content recorded in step S101, the anti-drag braking control amount corresponds to the (original) braking torque generated by the motor controller, and the braking limit coefficient is actually used to limit the braking torque to avoid motor reversal caused by excessive braking torque. The limited braking control amount corresponds to the braking torque adjusted by the braking limit coefficient.

[0065] Exemplarily, in this solution, there is no limitation on the working mode of the braking limit coefficient and the anti-drag braking control amount. For example, the product of the braking limit coefficient and the anti-drag braking control amount can be used as the limiting braking control amount.

[0066] This embodiment proposes a braking control method, in which a braking limit coefficient is generated in real time according to the motor speed, and the original braking torque generated by the motor controller is limited according to the braking limit coefficient, so that the braking force can be accurately adjusted according to the real-time motor speed. In the low-speed area, the change of the motor speed has a significant impact on the braking effect. This dynamic adjustment mechanism ensures that no matter what value the motor speed is at, the appropriate braking torque can be applied to avoid insufficient braking or excessive braking due to fixed braking parameters, thereby meeting the braking effect requirements to the greatest extent. In this method, the braking limit coefficient is determined according to the motor speed, so as to generate a mechanism to limit the braking control amount, and the anti-drag force is effectively limited from the root. In the low-speed area, due to the low motor speed, its own output torque and stability are relatively weak. Through the dynamic adjustment of the braking limit coefficient, the anti-drag braking control amount can be strictly controlled to avoid exceeding the bearing range of the motor due to excessive anti-drag.

[0067] exist Figure 1 Based on the scheme shown, in one possible implementation scheme, determining the braking limit coefficient corresponding to the current motor speed includes:

[0068] During the braking process, determining a change trend of the motor speed, and when the motor speed decreases, determining a first braking limit coefficient corresponding to the current motor speed;

[0069] When the motor speed increases, a second braking limit coefficient corresponding to the current motor speed is determined.

[0070] Exemplarily, in this solution, according to different trends of motor speed changes, when the motor speed decreases, the corresponding first braking limit coefficient can be determined by the first MAP curve, and when the motor speed increases, the corresponding second braking limit coefficient can be determined by the second MAP curve;

[0071] The first MAP curve and the second MAP curve may be determined through simulation tests or calibration tests.

[0072] Exemplarily, in this solution, the first MAP curve is used to determine the first braking limit coefficient when the motor speed decreases normally during the anti-drag control process;

[0073] Wherein, based on the first MAP curve, the first braking limit coefficient becomes smaller and smaller as the motor speed decreases, so as to prevent the motor speed from decreasing too quickly or even reversing in advance.

[0074] Exemplarily, in this solution, the second MAP curve is used to determine the second braking limit coefficient when the motor speed increases due to motor speed oscillation during the anti-drag control process;

[0075] Among them, based on the second MAP curve, the second braking limit coefficient is used to make the braking torque gradually fall back to the preset maximum value as the motor speed increases, so as to avoid excessive braking torque being applied when the motor speed increases, causing frequent fluctuations in the motor speed.

[0076] For example, in this solution, during the braking process, if the motor speed drops too quickly, it may cause instability in the motor control system and may even cause the motor to enter an abnormal working state;

[0077] When the motor speed decreases, a smaller limit coefficient can be used to allow the motor speed to decrease smoothly, allowing the vehicle to brake at a relatively stable deceleration;

[0078] During braking, the inertia of the vehicle may cause the motor speed to increase. If it is not effectively controlled, the motor speed may continue to increase. At this time, using a larger coefficient to limit the braking torque can more effectively suppress the increase in motor speed.

[0079] A larger limiting coefficient can ensure that the regenerative braking torque can promptly and effectively resist the vehicle inertia torque. By limiting the increase in motor speed, the motor speed is kept within a reasonable range, preventing the motor speed from being too high, and ensuring that the regenerative braking system can continue to work effectively, thereby effectively recovering the vehicle's kinetic energy and improving energy utilization efficiency.

[0080] Based on the above-mentioned scheme of determining the first braking coefficient and the second braking coefficient according to the changing trend of the motor speed, in one feasible implementation scheme, a hyperbolic limiting function is used to determine the first braking limiting coefficient and the second braking limiting coefficient corresponding to the motor speed.

[0081] In this solution, the hyperbolic limiting function includes a first function equation and a second function equation;

[0082] The first functional equation is an equation representing the functional relationship between the motor speed, the first speed limit point and the first braking limit coefficient;

[0083] The second functional equation is an equation representing the functional relationship among the motor speed, the second speed limit point, and the second braking limit coefficient.

[0084] Exemplarily, in this solution, the first braking limit coefficient is determined based on the first functional equation, and the second braking limit coefficient is determined based on the second functional equation.

[0085] Exemplarily, in this solution, the first function equation and the second function equation are curve equations, respectively. Based on the characteristics of the curve, the value range of the torque limit coefficient can be effectively limited to avoid unreasonable unlimited increase or decrease during the change of the motor speed;

[0086] Through the first function equation and the second function equation, in the braking control, the magnitude of the braking limit coefficient is dynamically adjusted according to the change of the motor speed;

[0087] When the motor speed decreases, the braking limit coefficient changes slightly according to the curve law corresponding to the first functional equation to prevent excessive reduction of the motor speed due to excessive braking torque;

[0088] When the motor speed increases, the braking limit coefficient changes greatly according to the curve corresponding to the second functional equation, which can prevent the motor speed from increasing too quickly and achieve effective control of the braking torque.

[0089] Exemplarily, in this solution, based on the first function equation and the second function equation, when the motor speed changes, the braking limit coefficient needs to change according to the rules described by the two curves to adapt to the physical constraints at different speeds.

[0090] Based on the above solution of using the first functional equation to determine the first braking limit coefficient and using the second functional equation to determine the second braking limit coefficient, in one possible implementation scheme, the first functional equation is:

[0091]

[0092] The second functional equation is:

[0093]

[0094] Wherein, frac1 represents the first braking limit coefficient, frac2 represents the second braking limit coefficient, motorspd represents the motor speed, cutspd1 represents the first speed limit point, and cutspd2 represents the second speed limit point.

[0095] Exemplarily, in this solution, the first speed limit point and the second speed limit point can be determined based on experience or simulation tests, and the first speed limit point is used to enable the first function equation to effectively determine the value range of the first braking limit coefficient to prevent excessive reduction in motor speed due to excessive braking torque;

[0096] The second speed limit point is used to enable the second function equation to effectively determine the value range of the second braking limit coefficient to prevent the motor speed from increasing too quickly;

[0097] Figure 2 is a schematic diagram of a curve function in the embodiment, refer to Figure 2 , if the first speed limit point is 200 and the second speed limit point is 400, the curves corresponding to the first function equation and the second function equation can be as follows Figure 2 As shown, the first function equation corresponds to curve S1, and the second function equation corresponds to curve S2.

[0098] Based on the above scheme of using the first function equation to determine the first braking limit coefficient and using the second function equation to determine the second braking limit coefficient, in one possible implementation scheme, when the motor speed decreases and the motor speed is less than the first speed limit point, the first function equation is used to determine the first braking limit coefficient;

[0099] When the motor speed increases and the motor speed is greater than the third speed limit point, a second braking limit coefficient is determined using a second function equation;

[0100] When the motor speed is greater than the first speed limit point, the first braking limit coefficient is 1;

[0101] The third speed limit point is the motor speed corresponding to the intersection of the first function equation and the second function equation.

[0102] Exemplarily, in this solution, the first speed limit point and the second speed limit point correspond to the motor speed respectively, and the first speed limit point and the second speed limit point can be used as boundary points for dividing the high-speed interval and the low-speed interval;

[0103] For example, the motor speed interval greater than the second speed limit point can be used as a high-speed interval, the motor speed interval between the first speed limit point and the second speed limit point can be used as a medium-speed interval, and the motor speed interval less than the first speed limit point can be used as a low-speed interval.

[0104] Exemplarily, in this solution, when motorspd is greater than cutspd1 and less than cutspd2, frac1 takes the maximum value 1, and this interval is called the first interval;

[0105] When motorspd decreases from the high speed area to less than cutspd1, frac1 is determined using the first function equation, and this interval is called the second interval;

[0106] When motorspd decreases to within the intersection of the first function equation and the second function equation, frac1 is determined by using the first function equation, and this interval is called the third interval;

[0107] When motorspd falls from less than the intersection point interval to cutspd2, the second function equation is used to determine frac2, and this interval is called the fourth interval;

[0108] When motorspd is greater than cutspd2, frac2 takes the maximum value 1, and this interval is called the zeroth interval.

[0109] Exemplarily, in this solution, when motorspd enters the first interval from the zeroth interval, frac1 is 1, and the upper limit of the motor's braking torque can reach the maximum value to meet the maximum braking demand, and the motor controller follows the braking torque calculated by the chassis domain control unit (CDCU) for execution;

[0110] mortorspd continues to decrease to the second interval. At this time, the braking torque calculated by CDCU is limited by the first function equation. frac1 will become smaller and smaller as motorspd decreases, preventing motorspd from decreasing too quickly or even reversing in advance.

[0111] As motorspd continues to decrease and enters the third interval, it means that the vehicle speed is already very low and almost reaches the parking condition, thus achieving the purpose of braking. If the motor speed oscillates and falls back to the fourth interval at this time, an excessive braking torque will be immediately applied to the motor. Therefore, it is necessary to limit it according to the fourth interval to allow the torque to gradually fall back to the maximum value as the speed increases, thereby preventing frequent oscillations.

[0112] Figure 3 is another flow chart of the braking control method in the embodiment, refer to Figure 3 Based on any of the above solutions, in one possible implementation scheme, the braking control method includes:

[0113] S201. When a braking command is received, generate an anti-drag braking control amount.

[0114] S202. Obtain the motor speed and determine the changing trend of the motor speed.

[0115] S203. When the motor speed decreases and is less than the first speed limit point, a first function equation is used to determine a first braking limit coefficient.

[0116] S204. When the motor speed increases and is greater than the third speed limit point, a second braking limit coefficient is determined using a second function equation.

[0117] S205. When the motor speed is greater than the first speed limit point, the first braking limit coefficient is 1.

[0118] S206. Generate a limited braking control amount according to the first braking limit coefficient or the second braking limit coefficient and the anti-drag braking control amount, and perform braking control on the vehicle according to the limited braking control amount.

[0119] In this solution, the first function equation and the second function equation are Figure 2 The contents shown are the same, and the determination methods of the first braking limit coefficient and the second braking limit coefficient are the same as the corresponding contents recorded above, and the specific contents will not be repeated here.

[0120] In this solution, different braking limit coefficients are used in different motor speed ranges to limit the braking torque, which can avoid the problem that the motor braking may be too strong in the low speed range and even cause the motor to reverse. It can also avoid the problem that the motor may be too strong in the low speed range and cause repeated oscillations.

[0121] Embodiment 2

[0122] This embodiment provides a brake control device, including a brake control unit, which is used to:

[0123] When a braking command is received, an anti-drag braking control amount is generated;

[0124] Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment;

[0125] A limited braking control amount is generated according to the braking limit coefficient and the anti-drag braking control amount, and braking control is performed on the vehicle according to the limited braking control amount.

[0126] Exemplarily, in this solution, the braking control unit can be configured to implement any one of the braking control methods in Example 1. The implementation process and beneficial effects of the method are the same as the corresponding contents recorded in Example 1, and the specific contents will not be described in detail.

[0127] Embodiment 3

[0128] Figure 4 A schematic diagram of the structure of an electronic device 10 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0129] like Figure 4 As shown, the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0130] A number of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0131] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a braking control method.

[0132] In some embodiments, the braking control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the braking control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the braking control method in any other appropriate manner (e.g., by means of firmware).

[0133] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0134] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0135] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0136] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0137] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0138] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0139] Embodiment 4

[0140] This embodiment proposes a computer program product, including a computer program. When the computer program is executed by a processor, it implements any one of the braking control methods recorded in Embodiment 1. The implementation process and beneficial effects of the braking control method are the same as the corresponding contents recorded in Embodiment 1, and the specific contents will not be repeated here.

[0141] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A braking control method, characterized in that: include: When a braking command is received, an anti-drag braking control amount is generated; Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment, wherein the braking limit coefficient has a value range of 0 to 1; A limited braking control amount is generated according to the braking limit coefficient and the anti-drag braking control amount, and braking control of the vehicle is performed according to the limited braking control amount.

2. The braking control method according to claim 1, characterized in that: Determining the braking limit coefficient corresponding to the current motor speed includes: During the braking process, determining a change trend of the motor speed, and when the motor speed decreases, determining a first braking limit coefficient corresponding to the current motor speed; When the motor speed increases, a second braking limit coefficient corresponding to the current motor speed is determined.

3. The braking control method according to claim 2, characterized in that: A hyperbolic limit function is used to determine a first braking limit coefficient and a second braking limit coefficient corresponding to the motor speed; The hyperbolic limiting function includes a first function equation and a second function equation; The first functional equation is an equation representing the functional relationship between the motor speed, the first speed limit point and the first braking limit coefficient; The second functional equation is an equation representing the functional relationship among the motor speed, the second speed limit point and the second braking limit coefficient.

4. The braking control method according to claim 3, characterized in that: The first functional equation is: The second functional equation is: Wherein, frac1 represents the first braking limit coefficient, frac2 represents the second braking limit coefficient, motorspd represents the motor speed, cutspd1 represents the first speed limit point, and cutspd2 represents the second speed limit point.

5. The braking control method according to claim 4, characterized in that: When the motor speed decreases and the motor speed is less than the first speed limit point, the first braking limit coefficient is determined by using the first function equation; When the motor speed increases and the motor speed is greater than the third speed limit point, the second braking limit coefficient is determined by using the second function equation; When the motor speed is greater than the first speed limit point, the first braking limit coefficient is 1; The third speed limit point is the motor speed corresponding to the intersection of the first function equation and the second function equation.

6. The braking control method according to any one of claims 1 to 5, characterized in that: The limit brake control amount is used for controlling the braking torque of the vehicle.

7. A brake control device, characterized in that: A brake control unit is included, wherein the brake control unit is used for: When a braking command is received, an anti-drag braking control amount is generated; Obtain the motor speed, and before the motor speed drops to zero, determine the braking limit coefficient corresponding to the current motor speed at each sampling moment; A limited braking control amount is generated according to the braking limit coefficient and the anti-drag braking control amount, and braking control of the vehicle is performed according to the limited braking control amount.

8. An electronic device, characterized in that: comprising at least one processor, and a memory communicatively connected to the at least one processor; The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can perform the brake control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the braking control method according to any one of claims 1 to 6 when executed.

10. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the brake control method according to any one of claims 1 to 6.

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