A brake control method, device, equipment, storage medium and product

Abstract

The application discloses a brake control method, device, equipment, storage medium and product, and the method comprises the steps of generating a reverse-drag brake control amount when a brake instruction is received; obtaining a motor speed; before the motor speed is reduced to zero, determining a brake limiting coefficient corresponding to the current motor speed at each sampling time, wherein the value range of the brake limiting coefficient is 0-1; generating a limited brake control amount according to the brake limiting coefficient and the reverse-drag brake control amount; and performing brake control on the vehicle according to the limited brake control amount.

Description

Technical Field

[0001] The 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 Technology

[0002] Currently, most autonomous logistics vehicles use intelligent electronically controlled chassis, which are matched with motor drive systems. When the vehicle needs to brake, it inevitably involves the use of motor braking control methods. This control method not only achieves the braking effect, but also has the advantages of fast response and the ability of braking energy to be fed back to charge the battery.

[0003] Normally, during braking, the domain controller calculates the braking torque, and the motor controller executes the motor anti-drag control method based on the braking torque. Currently, when the vehicle is in the low-speed zone, due to inadequate optimization of the motor controller algorithm or large delay in torque execution, the motor speed may oscillate or even reverse when performing anti-drag control based on the braking torque calculated by the domain controller. Summary of the Invention

[0004] This invention provides a braking control method, device, equipment, storage medium, and product to address at least one deficiency in the prior art.

[0005] In a first aspect, embodiments of the present invention provide a braking control method, comprising:

[0006] When a braking command is received, a reverse braking control quantity is generated;

[0007] The motor speed is obtained, and before the motor speed drops to zero, at each sampling time, a braking limit coefficient corresponding to the current motor speed is determined. The value range of the braking limit coefficient is 0~1.

[0008] A limiting braking control quantity is generated based on the braking limit coefficient and the anti-drag braking control quantity, and the vehicle is braked based on the limiting braking control quantity.

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

[0010] During braking, the trend of motor speed change is judged, and when the motor speed decreases, the first braking limit coefficient corresponding to the current motor speed is determined.

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

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

[0013] The hyperbolic constraint 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 between 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 function equation is:

[0019]

[0020] In the formula, Indicates the first braking limit coefficient. Indicates the second braking limit coefficient. Indicates the motor speed. Indicates the first speed limit point. This indicates 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 using the first function equation;

[0022] When the motor speed increases and the motor speed exceeds the third speed limit point, the second braking limit coefficient is determined by 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] Secondly, embodiments of the present invention also provide a braking control device, including a braking control unit, the braking control unit being used for:

[0027] When a braking command is received, a reverse braking control quantity is generated;

[0028] The motor speed is obtained, and before the motor speed drops to zero, the braking limit coefficient corresponding to the current motor speed is determined at each sampling time.

[0029] A limiting braking control quantity is generated based on the braking limit coefficient and the anti-drag braking control quantity, and the vehicle is braked based on the limiting braking control quantity.

[0030] Thirdly, embodiments of the present invention also provide an electronic device, including at least one processor and a memory communicatively connected to the at least one processor;

[0031] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform any of the braking control methods described in the embodiments of the present invention.

[0032] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute any of the braking control methods described in the embodiments of the present invention.

[0033] Fifthly, embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements any of the braking control methods described in the embodiments of the present invention.

[0034] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention proposes a braking control method in which a braking limit coefficient is generated in real time based on the motor speed. This braking limit coefficient then limits the original braking torque generated by the motor controller, enabling precise adjustment of the braking force according to the real-time motor speed. In the low-speed range, changes in motor speed significantly affect the braking effect. This dynamic adjustment mechanism ensures that appropriate braking torque is applied regardless of the motor speed, avoiding insufficient or excessive braking due to fixed braking parameters, thereby maximizing the braking effect. The method determines the braking limit coefficient based on the motor speed, thereby generating a mechanism to limit the braking control amount, effectively limiting the reverse drag force at its source. In the low-speed range, due to the lower motor speed, its output torque and stability are relatively weak. Through dynamic adjustment of the braking limit coefficient, the reverse drag braking control amount can be strictly controlled, preventing excessive reverse drag force from exceeding the motor's tolerance range. Attached Figure Description

[0035] Figure 1 This is a flowchart of the braking control method in the embodiment;

[0036] Figure 2 This is a schematic diagram of the curve function in the embodiment;

[0037] Figure 3This is a flowchart of another braking control method in the embodiment;

[0038] Figure 4 This is a schematic diagram of the electronic device structure in the embodiment. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0040] Example 1

[0041] Figure 1 This is a flowchart of the braking control method in the embodiment, for reference. Figure 1 Braking control methods include:

[0042] S101. When a braking command is received, a reverse drag braking control quantity is generated.

[0043] For example, in this solution, for unmanned vehicles, braking commands can be automatically generated based on driving needs (such as automatic obstacle avoidance, parking after reaching the destination, etc.), or the braking command can be generated by the pedal braking system when the driver presses the brake pedal, or the braking command can be automatically generated by autonomous driving perception, or sent by a remote driving system, mobile phone, remote control driving system, etc.

[0044] For example, in this solution, when the vehicle is braked, a reverse towing method is used for vehicle braking. The motor controller is configured to generate a reverse towing braking control quantity, which is used to realize the reverse towing control of the motor.

[0045] In this solution, there is no limitation on the way the motor controller generates the anti-drag braking control quantity. It can be configured with any existing motor anti-drag control method to generate the anti-drag braking control quantity.

[0046] For example, in this solution, when the motor reverse drag control method is executed, the motor controller can switch the motor from motor mode to generator mode. In generator mode, the motor rotor is driven to rotate by the inertia of the vehicle, converting mechanical energy into electrical energy.

[0047] In generator mode, during the reverse 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 magnitude and direction of the current in the stator winding of the motor.

[0048] In the anti-towing 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 (mounted on the motor shaft) and obtains the braking demand and vehicle speed through the ECU.

[0049] For example, 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 a change in the magnetic flux passing through the stator winding, thereby generating an induced electromotive force.

[0050] Since the stator windings of the motor form a closed loop, the induced electromotive force will generate an induced current. This induced current generates an electromagnetic force in the motor that is opposite to the direction of wheel rotation. This electromagnetic force acts on the rotor of the motor to generate braking torque.

[0051] The formula corresponding to Faraday's law of electromagnetic induction is:

[0052]

[0053] The formula for determining electromagnetic force is:

[0054]

[0055] In the above formula, It represents the induced electromotive force. Indicates the number of coil turns. This represents the rate of change of magnetic flux. Represents electromagnetic force. Indicates magnetic flux density. Indicates induced current. Indicates the length of the conductor.

[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 vehicle's inertial torque and the ground friction torque, etc. When the braking torque is large enough, the vehicle speed will gradually decrease.

[0057] Its torque balance equation can be expressed as:

[0058]

[0059] In the formula, This represents the moment of inertia of the wheel. This represents the angular acceleration of the wheel. Indicates inertial torque, Indicates braking torque. This represents the torque of ground friction.

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

[0061] For example, in this solution, the braking limit coefficient corresponding to the motor speed can be determined based on the MAP curve. The value range of the braking limit coefficient is 0 to 1, and the MAP curve can be determined through simulation test or calibration test.

[0062] S103. Generate a limiting braking control quantity based on the braking limit coefficient and the anti-drag braking control quantity, and perform braking control on the vehicle based on the limiting braking control quantity.

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

[0064] For example, based on the content recorded in step S101, the anti-drag braking control quantity 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 the motor reversing due to excessive braking torque. The limiting braking control quantity corresponds to the braking torque after adjustment by the braking limit coefficient.

[0065] For example, in this solution, the method of applying the braking limit coefficient and the anti-drag braking control quantity is not limited. For instance, the product of the braking limit coefficient and the anti-drag braking control quantity can be used as the limiting braking control quantity.

[0066] This embodiment proposes a braking control method. In this method, a braking limit coefficient is generated in real time based on the motor speed. This limit coefficient restricts the original braking torque generated by the motor controller, enabling precise adjustment of the braking force according to the real-time motor speed. In the low-speed range, changes in motor speed significantly affect the braking effect. This dynamic adjustment mechanism ensures that appropriate braking torque is applied regardless of the motor speed, avoiding under-braking or over-braking due to fixed braking parameters, thus maximizing the braking effect. This method determines the braking limit coefficient based on the motor speed, thereby generating a mechanism to limit the braking control amount, effectively limiting the back drag force at its source. In the low-speed range, due to the lower motor speed, its output torque and stability are relatively weak. Dynamic adjustment of the braking limit coefficient strictly controls the back drag braking control amount, preventing excessive back drag force from exceeding the motor's tolerance range.

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

[0068] During braking, the trend of motor speed change is judged, and when the motor speed decreases, the first braking limit coefficient corresponding to the current motor speed is determined.

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

[0070] For example, in this solution, based on the different trends in motor speed change, 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 can be determined through simulation experiments or calibration experiments.

[0072] For example, 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] Among them, based on the first MAP curve, the first braking limit coefficient becomes smaller and smaller as the motor speed decreases, in order to prevent the motor speed from decreasing too quickly or even reversing.

[0074] For example, 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 applying too much braking torque when the motor speed increases, which would cause the motor speed to oscillate frequently.

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

[0077] When the motor speed decreases, using a smaller limiting coefficient can make the motor speed decrease smoothly, allowing the vehicle to brake at a relatively stable deceleration.

[0078] During braking, the vehicle's inertia may cause the motor speed to tend to increase. If this is not effectively controlled, the motor speed may continue to rise. In this case, using a larger coefficient to limit the braking torque can more effectively suppress the increase in motor speed.

[0079] A larger limiting factor ensures that the regenerative braking torque can resist the vehicle's inertial torque in a timely and effective manner. By limiting the increase in motor speed, the motor speed is kept within a reasonable range to prevent the motor speed from becoming too high. This ensures that the regenerative braking system can work continuously and effectively, thereby effectively recovering the vehicle's kinetic energy and improving energy utilization efficiency.

[0080] Based on the aforementioned scheme of determining the first braking coefficient and the second braking coefficient according to the changing trend of motor speed, in one feasible implementation, 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 scheme, the hyperbolic constraint 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 between the motor speed, the second speed limit point, and the second braking limit coefficient.

[0084] For example, in this scheme, 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] For example, in this solution, the first function equation and the second function equation are curve equations. Based on the characteristics of the curve, the range of values ​​of the torque limit coefficient can be effectively limited, avoiding unreasonable infinite increases or decreases during the change of motor speed.

[0086] Using the first and second function equations, the braking limit coefficient is dynamically adjusted according to the change in motor speed in braking control.

[0087] When the motor speed decreases, the braking limit coefficient changes slightly according to the curve corresponding to the first function equation to prevent excessive braking torque from causing the motor speed to decrease excessively.

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

[0089] For example, in this scheme, 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 law described by the two curves in order to adapt to the physical constraints at different speeds.

[0090] Based on the aforementioned scheme of determining the first braking limit coefficient using a first functional equation and the second braking limit coefficient using a second functional equation, in one feasible implementation, the first functional equation is:

[0091]

[0092] The equation for the second function is:

[0093]

[0094] In the formula, Indicates the first braking limit coefficient. Indicates the second braking limit coefficient. Indicates the motor speed. Indicates the first speed limit point. This indicates the second speed limit point.

[0095] For example, in this solution, the first speed limit point and the second speed limit point can be determined based on experience or simulation experiments. The first speed limit point is used to enable the first function equation to effectively determine the range of values ​​for the first braking limit coefficient, so as to prevent excessive braking torque from causing the motor speed to drop excessively.

[0096] The second speed limit point is used to enable the second function equation to effectively determine the range of values ​​for the second braking limit coefficient, preventing the motor speed from rising too quickly.

[0097] Figure 2 This is a schematic diagram of the curve function in the embodiment, for reference. Figure 2 If the first speed limit point is 200 and the second speed limit point is 400, then the curves corresponding to the first and second function equations can be represented 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 aforementioned scheme of using a first functional equation to determine the first braking limit coefficient and using a second functional equation to determine the second braking limit coefficient, in one possible implementation, when the motor speed decreases and the motor speed is less than the first speed limit point, the first functional 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, the second braking limit coefficient is determined by the 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 and second function equations.

[0102] For example, in this solution, the first speed limit point and the second speed limit point correspond to the motor speed, and the first speed limit point and the second speed limit point can be used as boundary points to divide the high-speed range and the low-speed range.

[0103] For example, the motor speed range above the second speed limit point can be considered as the high-speed range, the motor speed range between the first speed limit point and the second speed limit point can be considered as the medium-speed range, and the motor speed range below the first speed limit point can be considered as the low-speed range.

[0104] For example, in this scheme, when motorspd is greater than cutspd1 and less than cutspd2, frac1 takes the maximum value of 1, and this interval is called the first interval.

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

[0106] When motorspd decreases to within the intersection of the first and second functional equations, the first functional equation is used to determine frac1, and this interval is called the third interval.

[0107] When motorspd falls back from the interval less than the crossover point to between 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 of 1, and this interval is called the zeroth interval.

[0109] For example, in this solution, when motorspd enters the first interval from the zero 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. The motor controller follows the braking torque calculated by the chassis domain control unit (CDCU) to execute.

[0110] As motorspd continues to decrease to the second interval, the braking torque calculated by the 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.

[0111] As the motor speed continues to decrease and enters the third zone, it means that the vehicle speed is very low and almost at a stop, thus achieving the purpose of braking. If the motor speed fluctuates and falls back to the fourth zone at this time, too much braking torque will be applied to the motor immediately. Therefore, it is necessary to limit the torque according to the fourth zone, so that the torque gradually decreases back to its maximum value as the speed increases, thereby preventing frequent fluctuations.

[0112] Figure 3 This is a flowchart of another braking control method in the embodiment, see reference. Figure 3 Based on any of the aforementioned solutions, in one possible implementation, the braking control method includes:

[0113] S201. When a braking command is received, a reverse drag braking control quantity is generated.

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

[0115] S203. 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 the first function equation.

[0116] S204. 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 the 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 limiting braking control quantity based on the first braking limiting coefficient or the second braking limiting coefficient and the anti-drag braking control quantity, and perform braking control on the vehicle based on the limiting braking control quantity.

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

[0120] In this solution, different braking limit coefficients are used to limit the braking torque in different motor speed ranges. This avoids the problem of excessive reverse drag or even motor reversal that may occur during low-speed braking. It also avoids the problem of repeated oscillations caused by excessive reverse drag in the low-speed range.

[0121] Example 2

[0122] This embodiment proposes a braking control device, including a braking control unit, which is used for:

[0123] When a braking command is received, a reverse braking control quantity is generated;

[0124] The motor speed is obtained, and before the motor speed drops to zero, the braking limit coefficient corresponding to the current motor speed is determined at each sampling time.

[0125] A limiting braking control quantity is generated based on the braking limit coefficient and the anti-drag braking control quantity, and the vehicle is braked based on the limiting braking control quantity.

[0126] For example, in this solution, the braking control unit can be configured to implement any of the braking control methods in Embodiment 1. The implementation process and beneficial effects of the method are the same as the corresponding content described in Embodiment 1, and the specific details will not be described in detail.

[0127] Example 3

[0128] Figure 4 A schematic diagram of an electronic device 10, which can be used to implement embodiments 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 processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

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

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

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

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

[0133] Various embodiments 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-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0134] Computer programs used to implement 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, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

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

[0136] To provide interaction with a user, the systems and techniques described herein can 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 pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0137] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0138] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0139] Example 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 of the braking control methods described in Embodiment 1. The implementation process and beneficial effects of the braking control method are the same as the corresponding content described in Embodiment 1, and the specific details will not be repeated.

[0141] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which 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, a reverse braking control quantity is generated; The motor speed is obtained, and before the motor speed drops to zero, at each sampling time, a braking limit coefficient corresponding to the current motor speed is determined. The value range of the braking limit coefficient is 0~1. A limiting braking control quantity is generated based on the braking limiting coefficient and the anti-drag braking control quantity, and the vehicle is braked based on the limiting braking control quantity. Determining the braking limit coefficient corresponding to the current motor speed includes: During braking, the trend of motor speed change is judged, and when the motor speed decreases, the first braking limit coefficient corresponding to the current motor speed is determined. When the motor speed increases, determine the second braking limit coefficient corresponding to the current motor speed; The first braking limit coefficient and the second braking limit coefficient corresponding to the motor speed are determined by using the first function equation and the 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 between the motor speed, the second speed limit point, and the second braking limit coefficient; 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 the first function equation. When the motor speed increases and the motor speed exceeds the third speed limit point, the second braking limit coefficient is determined by 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; The motor speed range above the second speed limit point is defined as the high-speed range, the motor speed range between the first speed limit point and the second speed limit point is defined as the medium-speed range, and the motor speed range below the first speed limit point is defined as the low-speed range.

2. The braking control method as described in claim 1, characterized in that, The first functional equation is: The second function equation is: In the formula, Indicates the first braking limit coefficient. Indicates the second braking limit coefficient. Indicates the motor speed. Indicates the first speed limit point. This indicates the second speed limit point.

3. The braking control method according to any one of claims 1 to 2, characterized in that, The limiting braking control quantity is used to control the braking torque of the vehicle.

4. A braking control device, characterized in that, Includes a brake control unit, the brake control unit being used for: When a braking command is received, a reverse braking control quantity is generated; The motor speed is obtained, and before the motor speed drops to zero, the braking limit coefficient corresponding to the current motor speed is determined at each sampling time. A limiting braking control quantity is generated based on the braking limiting coefficient and the anti-drag braking control quantity, and the vehicle is braked based on the limiting braking control quantity. Determining the braking limit coefficient corresponding to the current motor speed includes: During braking, the trend of motor speed change is judged, and when the motor speed decreases, the first braking limit coefficient corresponding to the current motor speed is determined. When the motor speed increases, determine the second braking limit coefficient corresponding to the current motor speed; The first braking limit coefficient and the second braking limit coefficient corresponding to the motor speed are determined by using the first function equation and the 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 between the motor speed, the second speed limit point, and the second braking limit coefficient; 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 the first function equation. When the motor speed increases and the motor speed exceeds the third speed limit point, the second braking limit coefficient is determined by 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; The motor speed range above the second speed limit point is defined as the high-speed range, the motor speed range between the first speed limit point and the second speed limit point is defined as the medium-speed range, and the motor speed range below the first speed limit point is defined as the low-speed range.

5. An electronic device, characterized in that, It includes at least one processor and a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the braking control method according to any one of claims 1-3.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the braking control method according to any one of claims 1-3.

7. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the braking control method according to any one of claims 1-3.

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