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

Abstract

The invention provides a vehicle braking control method, a vehicle braking control device, an equipment vehicle and a storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: in response to a received braking request, determining a deceleration parameter and a power supply state of the vehicle; determining a braking strategy according to the deceleration parameter and the power supply state; when the power supply state is a non-full-power state and the deceleration parameter is within a preset range, pure electric braking is determined to be conducted through a braking motor of the vehicle; initial braking torque output by a braking motor is obtained, and a first deceleration stage and a second deceleration stage are determined according to the initial braking torque; in the first deceleration stage, the vehicle is controlled to conduct pure electric braking according to the deceleration parameters, and the braking energy recovery process is not executed; and in the second deceleration stage, the vehicle is controlled to conduct pure electric braking according to the deceleration parameters and execute the braking energy recovery process, the cruising ability of the hybrid vehicle can be improved, energy loss is reduced, and the vehicle running smoothness is improved.

Description

Technical Field

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

[0002] In the development of automobile technology, energy conservation and emission reduction have been deeply rooted in people's hearts, and new energy vehicles have become the mainstream development trend. Hybrid Electric Vehicle (HEV) has become a focus of automobile research and development due to its energy conservation and low emission characteristics, and has been widely used.

[0003] Hybrid vehicles combine the advantages of fuel vehicles and pure electric vehicles. When the hybrid vehicle turns on the smart cruise function and the vehicle needs to slow down, the longitudinal control system will issue a deceleration request to brake the vehicle, thereby achieving deceleration. In this process, the kinetic energy of the motor will be directly converted into heat energy and dissipated into the atmosphere, resulting in energy waste.

[0004] How to further improve the endurance of hybrid vehicles and reduce energy loss is an issue that needs to be addressed urgently. Summary of the invention

[0005] The present application provides a vehicle braking control method, a vehicle braking control device, an equipment vehicle and a storage medium. The vehicle braking control method can improve the endurance of a hybrid vehicle and reduce energy loss.

[0006] In a first aspect, a vehicle braking control method is provided, which is applied to a vehicle, and the method comprises: determining a deceleration parameter and a power state of the vehicle in response to a received braking request; determining a braking strategy according to the deceleration parameter and the power state; determining to perform pure electric braking by a brake motor of the vehicle when the power state is not fully charged and the deceleration parameter is within a preset range; obtaining an initial braking torque output by the brake motor, and determining a first deceleration stage and a second deceleration stage according to the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is a moment when the initial braking torque changes to zero; in the first deceleration stage, controlling the vehicle to perform the pure electric braking with the deceleration parameter and not performing a braking energy recovery process; in the second deceleration stage, controlling the vehicle to perform the pure electric braking with the deceleration parameter and performing the braking energy recovery process.

[0007] It should be understood that the braking energy recovery process itself will cause the vehicle to shake due to the enhanced drag feeling of the vehicle, especially before and after the sudden change in the torque direction, which will increase the shaking of the vehicle. The method provided in the embodiment of the present application adjusts the response slope value of the braking torque output by the brake motor in different braking deceleration stages, and also controls the vehicle not to perform the braking energy recovery process in a certain braking period (first deceleration stage) at the zero-crossing moment when the braking torque changes from positive torque to negative torque, and controls the braking energy recovery process in other braking periods except the first deceleration stage. Thereby, the vehicle shaking caused by the braking energy recovery before and after the torque zero-crossing moment can be effectively avoided, which is conducive to improving the smoothness of the vehicle's driving, and thus achieving the technical effect of improving the user's driving experience.

[0008] In combination with the first aspect, in a possible implementation, the method also includes: in the first deceleration stage, controlling the response slope of the brake motor to decrease to a first preset slope; in the second deceleration stage, controlling the response slope of the brake motor to increase to a second preset slope, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope.

[0009] The above implementation process adjusts the magnitude of the braking torque in different deceleration stages by adjusting the response slope value of the braking torque output by the braking motor in different braking deceleration stages, so that in a certain braking period (the first deceleration stage) at the zero-crossing moment when the braking torque changes from positive torque to negative torque, the absolute value of the response slope of the braking torque output by the braking motor is smaller, so that the torque changes more gradually in the braking period, effectively reducing the vehicle jitter caused by the sudden change of torque direction at the zero-crossing moment, which is beneficial to improving the smoothness of the vehicle's driving, thereby achieving the technical effect of enhancing the user's driving experience.

[0010] In combination with the first aspect and the above-mentioned implementation method, in a possible implementation method, determining the first deceleration stage and the second deceleration stage according to the initial braking torque includes: determining the zero-crossing moment according to the initial braking torque, determining a preset time period centered on the zero-crossing moment as the first deceleration stage, and determining the time period during the braking process except the first deceleration stage as the second deceleration stage.

[0011] Optionally, with the zero-crossing time t0 as the center, the preset time lengths before and after the time t0 may be the same or different.

[0012] In combination with the first aspect and the above-mentioned implementation method, in a possible implementation method, the method also includes: when the power state is a fully charged state, determining to perform mechanical braking through a mechanical braking mechanism of the vehicle; when the power state is a non-fully charged state and the deceleration parameter is not within a preset range, determining to perform mixed braking through the brake motor and the mechanical braking mechanism.

[0013] Through the above method, in different scenarios, a reasonable braking strategy is formulated for the vehicle in combination with the power supply status and deceleration parameters of the vehicle, which can meet the braking needs in different scenarios. For example, when the battery of the vehicle is not fully charged, hybrid braking is performed by the brake motor and the mechanical brake mechanism, and braking energy can be recovered during the braking process. Specifically, during the braking process of the vehicle, the motor is controlled to work in a power generation state, the mechanical energy of the vehicle is converted into electrical energy, and stored in the energy storage system such as the vehicle's battery, so as to realize the recovery of part of the braking energy and achieve the purpose of energy saving and emission reduction.

[0014] In combination with the first aspect and the above implementation manner, in a possible implementation manner, the method further includes: determining the deceleration parameter, and generating the braking request according to the deceleration parameter.

[0015] In combination with the first aspect and the above-mentioned implementation manner, in a possible implementation manner, determining the deceleration parameter includes: acquiring motion parameters of a target object within a preset range of the vehicle through an image acquisition device of the vehicle; and determining the deceleration parameter based on the motion parameters of the target object.

[0016] In a second aspect, a vehicle braking control device is provided, characterized in that it is configured in a vehicle, and the device includes: a determination module, used to: determine the deceleration parameters and power state of the vehicle in response to a received braking request; determine a braking strategy based on the deceleration parameters and the power state; when the power state is not fully charged and the deceleration parameters are within a preset range, determine to perform pure electric braking through the brake motor of the vehicle; an acquisition module, used to obtain the initial braking torque output by the brake motor; the determination module is also used to determine a first deceleration stage and a second deceleration stage based on the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is the moment when the initial braking torque changes to zero; an execution module, used to control the vehicle to perform the pure electric braking with the deceleration parameters and not perform a braking energy recovery process in the first deceleration stage; and to control the vehicle to perform the pure electric braking with the deceleration parameters and perform the braking energy recovery process in the second deceleration stage.

[0017] In combination with the second aspect, in a possible implementation method, the execution module is also used to: in the first deceleration stage, control the response slope of the brake motor to decrease to a first preset slope; in the second deceleration stage, control the response slope of the brake motor to increase to a second preset slope, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope.

[0018] In combination with the second aspect and the above-mentioned implementation method, in a possible implementation method, the determination module determines the first deceleration stage and the second deceleration stage according to the initial braking torque, specifically including: determining the zero-crossing moment according to the initial braking torque, determining a preset time period centered on the zero-crossing moment as the first deceleration stage, and determining the time period during the braking process except the first deceleration stage as the second deceleration stage.

[0019] In combination with the second aspect and the above-mentioned implementation method, in a possible implementation method, the determination module is also used to: when the power state is in a fully charged state, determine to perform mechanical braking through the mechanical braking mechanism of the vehicle; when the power state is not in a fully charged state and the deceleration parameter is not within a preset range, determine to perform mixed braking through the brake motor and the mechanical braking mechanism.

[0020] In combination with the second aspect and the above implementation manner, in a possible implementation manner, the determination module is further used to: determine the deceleration parameter, and generate the braking request according to the deceleration parameter.

[0021] In combination with the second aspect and the above-mentioned implementation method, in a possible implementation method, the determination module determines the deceleration parameter, specifically including: acquiring the motion parameter of the target object within a preset range of the vehicle through the image acquisition device of the vehicle; and determining the deceleration parameter according to the motion parameter of the target object.

[0022] In a third aspect, an electronic device is provided, characterized in that it includes a processor and a memory, the memory is used to store a program, and the processor is used to call and run the program so that the vehicle executes the vehicle braking control method as described in the first aspect and any one of the first aspects.

[0023] In a fourth aspect, a vehicle is provided, characterized in that it includes a processor, a memory, a brake motor and a mechanical brake mechanism, the memory is used to store a program, and the processor is used to call and run the program, so that the vehicle executes the vehicle braking control method as described in the first aspect and any one of the first aspects.

[0024] In a fifth aspect, a computer-readable storage medium is provided, characterized in that the computer-readable storage medium stores a computer program, and when the computer program is executed, it can implement the above-mentioned first aspect and any possible implementation method of the first aspect.

[0025] In a sixth aspect, a computer program product is provided, the computer program product comprising: a computer program code, when the computer program code is run on a computer, the computer executes the above-mentioned first aspect and any possible implementation method of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a flow chart of a vehicle braking control method provided in an embodiment of the present application.

[0027] Figure 2 This is an information interaction diagram of another example of a vehicle braking control method provided in an embodiment of the present application.

[0028] Figure 3 This is a schematic diagram of torque change during a braking process provided in an embodiment of the present application.

[0029] Figure 4 It is a structural schematic diagram of a vehicle braking control device provided in an embodiment of the present application.

[0030] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In order to make the objectives, technical solutions and advantages of the present application more clear, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0032] When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0033] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as being limited to the examples set forth herein; on the contrary, these embodiments are provided so that the present application will be more comprehensive and complete, and the concept of the example embodiments will be fully conveyed to those skilled in the art. The described features, structures, or characteristics may be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical solutions of the present application may be practiced while omitting one or more of the specific details, or other methods, components, devices, steps, etc. may be adopted. In other cases, known technical solutions are not shown or described in detail to avoid obscuring various aspects of the present application.

[0034] In addition, the accompanying drawings are only schematic illustrations of the present application and are not necessarily drawn to scale. The same reference numerals in the figures represent the same or similar parts, and thus their repeated description will be omitted. Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0035] Figure 1 This is a flow chart of a vehicle braking control method provided in an embodiment of the present application. The execution subject of the process may be the vehicle control unit (VCU) of the vehicle, or, when the vehicle is not in the smart cruise state, the execution subject of the process may also be the brake system controller of the vehicle. The embodiment of the present application does not limit the specific execution subject.

[0036] For example, Figure 1 The vehicle braking control method shown includes the following steps:

[0037] S100 , in response to a received braking request, determining a deceleration parameter.

[0038] Exemplarily, the deceleration parameter may be the deceleration that the vehicle needs to generate during braking.

[0039] Optionally, the vehicle may determine the value of the deceleration parameter in a variety of possible ways.

[0040] In one possible implementation, a radar and a camera arranged on the vehicle can be combined to identify the target in front, and the distance between the vehicle and the target in front can be further determined through a target fusion and target selection module, and then the current speed of the vehicle is obtained. The vehicle's braking system controller determines the deceleration to avoid a collision between the vehicle and the target in front based on the current speed of the vehicle and the distance between the vehicle and the target in front.

[0041] It should be understood that the "deceleration" can be based on the current driving speed, the distance between the vehicle and the target ahead, and the critical deceleration of the vehicle calculated when the vehicle collides with the target ahead. Alternatively, the "deceleration" can be less than the critical deceleration. This embodiment of the present application does not limit this.

[0042] It should also be understood that when the distance between the vehicle and the target ahead is large, the calculated "deceleration" can be a smaller value, and when the distance between the vehicle and the target ahead is large, the calculated "deceleration" can be a larger value. This embodiment of the present application will not go into details.

[0043] S110, determining whether the power supply configured for the vehicle is in a fully charged state.

[0044] S120: When the battery is in a fully charged state, determine to perform mechanical braking through a mechanical braking mechanism of the vehicle.

[0045] S130, controlling the vehicle to perform mechanical braking according to mechanical braking parameters.

[0046] The embodiments of the present application can formulate reasonable braking strategies for the vehicle in different scenarios by combining the power status and deceleration parameters of the vehicle, and can meet the braking requirements in different scenarios.

[0047] In a possible implementation, when the power state is a fully charged state, it is determined to perform mechanical braking through a mechanical braking mechanism of the vehicle.

[0048] It should be understood that when the battery is fully charged, there is no need to perform brake energy recovery and mechanical braking can be used directly.

[0049] For example, if the mechanical brake is implemented by a hydraulic brake, the mechanical brake parameter may be a parameter for controlling the hydraulic brake to output a hydraulic braking force. For example, the mechanical brake parameter is used to control the brake component (e.g., hydraulic brake) of the vehicle to perform a braking process together with the motor, thereby achieving emergency braking of the vehicle.

[0050] It is understandable that different deceleration requirements correspond to different hydraulic braking parameters. The greater the absolute value of the deceleration, the greater the hydraulic braking force required. Conversely, the smaller the absolute value of the deceleration, the smaller the hydraulic braking force required. In this embodiment, the parameters for controlling the hydraulic brake output hydraulic braking force can be determined according to the deceleration to obtain the mechanical braking parameters. Furthermore, mechanical braking is achieved according to the mechanical braking parameters (i.e., the parameters for controlling the hydraulic brake output hydraulic braking force).

[0051] In another possible situation, when the battery is not fully charged, braking energy recovery can be performed. During the braking process of the vehicle, the motor is controlled to work in a power generation state, converting the mechanical energy of the vehicle into electrical energy and storing it in the vehicle's battery or other energy storage system to achieve partial braking energy recovery. This process can be performed as follows: Figure 1 The steps S140-S170 in the above embodiment can realize effective braking while recovering the braking energy, which is beneficial to energy saving and emission reduction.

[0052] For example, when the battery of the vehicle is not fully charged, hybrid braking is performed through the brake motor and the mechanical brake mechanism, and brake energy recovery can be performed during the braking process. Specifically, during the braking process of the vehicle, the motor is controlled to work in a power generation state, the mechanical energy of the vehicle is converted into electrical energy, and stored in the energy storage system such as the vehicle's battery, so as to realize the recovery of part of the braking energy and achieve the purpose of energy saving and emission reduction.

[0053] It should be understood that braking energy recovery is not suitable in all situations. On the one hand, braking energy recovery can help increase the vehicle's endurance and improve the driving experience to a certain extent; however, on the other hand, the vehicle will feel dragged when it decelerates during braking energy recovery, which can cause physical discomfort or even dizziness to passengers due to inertia, resulting in a poor riding experience.

[0054] In order to avoid the impact of the braking energy recovery process on the user's riding experience, in addition to judging the vehicle power status according to S110, the embodiment of the present application will also make a judgment based on the deceleration parameters during the current vehicle braking process when the vehicle power status is not fully charged, and further determine the vehicle's braking strategy.

[0055] The specific process is as follows:

[0056] S140, determining whether the deceleration included in the deceleration parameter is within a preset range.

[0057] S150: When the power state of the vehicle is not fully charged and the deceleration parameter is not within a preset range, determine to perform hybrid braking by the brake motor and the mechanical brake mechanism.

[0058] S160: When the power state of the vehicle is not fully charged and the deceleration parameter is within a preset range, determine to perform pure electric braking by the brake motor of the vehicle.

[0059] In a possible implementation, when the power state is not fully charged and the deceleration parameter is within a preset range, it is determined that pure electric braking is performed by the brake motor of the vehicle.

[0060] In another possible implementation, when the power state is not fully charged and the deceleration parameter is not within a preset range, it is determined that hybrid braking is performed by the brake motor and the mechanical brake mechanism. Optionally, the vehicle controller of the vehicle can determine whether the deceleration included in the deceleration parameter is within a preset range. When the deceleration is within the preset range (e.g., the deceleration is less than or equal to 3m / s 1 ), it means that the braking demand can be met by pure electric braking, and the above-mentioned S160 process is executed.

[0061] When the deceleration is not within the preset range (for example, the deceleration is greater than 3m / s 1 ), it indicates that the vehicle needs more urgent braking, and the pure electric braking strategy cannot meet the braking demand, then the process of S150 is executed and the hybrid braking strategy is adopted.

[0062] For example, the VCU can intervene to control the motor to perform a braking process, thereby achieving vehicle braking and braking energy recovery.

[0063] According to the above process, after the braking strategy is determined, the braking system of the vehicle executes the process of S170:

[0064] S170, based on the determined braking strategy, implement the braking and braking energy recovery process.

[0065] Optionally, when the determined braking strategy is hybrid braking, the vehicle can control the motor to perform electric braking through the intervention of the VCU, and control the vehicle to perform mechanical braking through mechanical braking parameters, thereby combining the braking strategies of mechanical braking and electric braking to effectively improve braking efficiency and ensure driving safety.

[0066] Optionally, after determining the deceleration parameters of the vehicle, during the hybrid braking process, the vehicle's VCU may split the original deceleration into two parts according to a preset allocation strategy, such as a first sub-deceleration and a second sub-deceleration, wherein the first sub-deceleration is the deceleration during the above-mentioned electric braking process; the second sub-deceleration is the deceleration during the mechanical braking process, such as the deceleration generated when braking components such as hydraulic brakes perform mechanical braking. The embodiment of the present application does not limit the deceleration allocation strategy during hybrid braking.

[0067] It should be understood that, considering the purpose of energy conservation and emission reduction, pure electric braking is preferentially used in this application to recover braking energy to the maximum extent. However, in order to ensure driving safety, it is necessary to determine whether pure electric braking can meet the current braking needs.

[0068] It should also be understood that Figure 1 The process described is implemented by the vehicle control unit (VCU) of the vehicle, or it can be implemented by multiple components such as the brake system controller of the vehicle. The brake system controller can also be implemented by a motor controller (MCU). The interaction process between the vehicle's VCU and motor controller (MCU) is introduced below as an example.

[0069] Figure 2 This is an information interaction diagram of another example of a vehicle braking control method provided in an embodiment of the present application.

[0070] refer to Figure 2 The embodiment shown in the figure can be implemented based on the interaction between multiple components of the vehicle, for example, through the interaction between multiple components such as the vehicle controller VCU 10, the brake system controller and the motor control unit (MCU) 20 of the vehicle.

[0071] For example, Figure 2 The vehicle braking control method shown includes the following steps:

[0072] S210, the vehicle controller VCU 10 receives a braking request;

[0073] S220, determining a deceleration parameter and a power state of the vehicle in response to the received braking request;

[0074] S230: Determine a braking strategy according to the deceleration parameter and the power state.

[0075] Optionally, when the power state is not fully charged and the deceleration parameter is within a preset range, it is determined that pure electric braking is performed by the brake motor of the vehicle.

[0076] It should be understood that the specific implementation process of the above S210-S230 may correspond to Figure 1 For the sake of simplicity, the process of S100-S160 will not be described here. The following will focus on the "brake energy recovery process" involved in S170, which includes:

[0077] S240, obtaining an initial braking torque output by the brake motor, and determining a first deceleration stage and a second deceleration stage according to the initial braking torque.

[0078] The first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is a moment when the initial braking torque changes to zero.

[0079] S250, the vehicle controller VCU 10 sends a control instruction to the motor controller MCU 20.

[0080] S260, the motor controller MCU 20 controls the vehicle to perform the pure electric braking with the deceleration parameters and not to execute the braking energy recovery process in the first deceleration stage according to the control instruction; and controls the vehicle to perform the pure electric braking with the deceleration parameters and to execute the braking energy recovery process in the second deceleration stage.

[0081] Optionally, after receiving a braking request, the VCU determines, based on the braking request, that the current braking strategy is a pure electric braking strategy and obtains the deceleration parameters, and can determine, based on the deceleration parameters, an initial braking torque value output by the braking motor; further, based on the above initial braking torque values, determine two deceleration stages.

[0082] It should be understood that in the above process, when the motor is not involved in braking, the motor outputs positive torque to provide kinetic energy for the vehicle to travel; when the motor is involved in braking, it needs to control the vehicle deceleration by outputting the above-mentioned negative torque; specifically, when the vehicle has a braking demand during normal driving and the motor is involved in braking, the motor needs to be converted from the output positive torque state to the motor output negative torque to achieve braking.

[0083] Figure 3 This is a schematic diagram of torque change during a braking process provided in an embodiment of the present application.

[0084] Exemplary, reference Figure 3 , with time as the horizontal axis and the torque value output by the motor as the vertical axis, assuming that the braking start time is taken as the starting time, and the initial braking torque value output by the motor at the starting time is recorded as S1, and the initial braking torque is a positive torque. During the braking process, the torque output by the motor will decrease from the initial braking torque until the direction of the braking torque decreases to 0, and then output a negative torque.

[0085] In one possible implementation, after the initial braking torque value is determined, the zero-crossing moment can be determined based on the initial braking torque, the preset time period centered on the zero-crossing moment can be determined as the first deceleration stage, and the time period during the braking process except the first deceleration stage can be determined as the second deceleration stage.

[0086] Exemplary, combined Figure 3 , and the zero-crossing time is recorded as t0. It should be understood that the zero-crossing time T0 is the time when the torque output by the brake motor is 0. After the zero-crossing time t0 is determined, the embodiment can divide the entire braking process into two deceleration stages according to the zero-crossing time t0: the first deceleration stage T1 and the second deceleration stage (T2+T3).

[0087] Optionally, the period within a preset time length before and after the zero-crossing moment t0 can be determined as the first deceleration stage T1, and the period of the braking process except the first deceleration stage can be determined as the second deceleration stage (T2+T3).

[0088] Optionally, with the zero-crossing time t0 as the center, the preset time lengths before and after the time t0 may be the same or different.

[0089] Exemplarily, the preset durations before and after the time t0 may be the same, for example, both are 2s. Then, the time 2s before the zero-crossing time t0 is t1, and the time 2s after the zero-crossing time t0 is t2, and the period between t1 and t2 is determined as the first deceleration stage T1.

[0090] Alternatively, the preset durations before and after the moment t0 may be different, for example, the preset duration before the zero-crossing moment t0 is 2s, and the preset duration after the zero-crossing moment t0 is 1s. Then, the moment 3s before the zero-crossing moment t0 is recorded as t1, and the moment 1s after the zero-crossing moment t0 is recorded as t2, and the period between t1 and t2 is determined as the first deceleration stage T1, and the embodiment of the present application does not limit the preset duration.

[0091] In addition, the period except the first deceleration stage T1 (a period between t1 and t2) in the entire braking process in which the braking torque is adjusted from the initial braking torque S1 to S2 is determined as the second deceleration stage (T2+T3).

[0092] In one possible implementation, after determining the first deceleration period T1 and the second deceleration stage (T2+T3), in the first deceleration stage, the response slope of the brake motor can be reduced to a first preset slope; in the second deceleration stage, the response slope of the brake motor can be increased to a second preset slope.

[0093] Optionally, the absolute value of the second preset slope is greater than the absolute value of the first preset slope.

[0094] Exemplarily, in the embodiment of the present application, it is assumed that the first preset slope in the first deceleration period T1 is k1, and the second preset slope in the second deceleration stage (T2+T3) is k2, and the absolute value of k2 is greater than the absolute value of k1. It can be understood that from time 0 to time t1, the braking torque output by the brake motor can be rapidly reduced from the initial braking torque S1, and in the first deceleration stage from time t1 to time t2, the braking torque output by the brake motor will decrease more slowly than before time t1, and the direction of the braking torque changes at time t0, from positive torque to negative torque, and from time t0 onwards, negative torque is continuously output; after reaching time t2, the braking torque (negative torque) output by the brake motor will increase to S2 more quickly than between t1 and t2.

[0095] The above process adjusts the magnitude of the braking torque in different deceleration stages by adjusting the response slope value of the braking torque output by the braking motor in different braking deceleration stages, so that in a certain braking period (the first deceleration stage) at the zero-crossing moment when the braking torque changes from positive torque to negative torque, the absolute value of the response slope of the braking torque output by the braking motor is smaller, so that the torque changes more gradually in the braking period, effectively reducing the vehicle jitter caused by the sudden change of torque direction at the zero-crossing moment, which is beneficial to improving the smoothness of the vehicle's driving, thereby achieving the technical effect of enhancing the user's driving experience.

[0096] In addition, in the first deceleration stage T1, the vehicle can also be controlled to perform the pure electric braking with the deceleration parameters and not perform the braking energy recovery process. In the second deceleration stage (T2+T3), the vehicle is controlled to perform the pure electric braking with the deceleration parameters and perform the braking energy recovery process.

[0097] It should be understood that the braking energy recovery process itself will cause the vehicle to shake due to the enhanced drag feeling of the vehicle, especially before and after the sudden change in the torque direction, which will increase the shaking of the vehicle. The method provided in the embodiment of the present application adjusts the response slope value of the braking torque output by the brake motor in different braking deceleration stages, and also controls the vehicle not to perform the braking energy recovery process in a certain braking period (first deceleration stage) at the zero-crossing moment when the braking torque changes from positive torque to negative torque, and controls the braking energy recovery process in other braking periods except the first deceleration stage. Thereby, the vehicle shaking caused by the braking energy recovery before and after the torque zero-crossing moment can be effectively avoided, which is conducive to improving the smoothness of the vehicle's driving, and thus achieving the technical effect of improving the user's driving experience.

[0098] In one possible scenario, the vehicle can be in smart cruise mode. The smart cruise function is designed to provide longitudinal and lateral assistance to the driver in traffic jams or on highways, reduce the driver's workload, and provide a safe and comfortable driving environment. This system does not provide automatic driving functions and does not allow long-term hands-free driving. In environments where the driver needs to take over: such as turning, intersections, merging lanes, and vehicles cutting in from the front, the driver is fully responsible for driving the vehicle.

[0099] Specifically, when the vehicle needs to slow down, the longitudinal control system of the smart cruise control issues a braking request, and ESP controls the VCU to execute the braking request issued by the longitudinal control system. Specifically, ESP requests the VCU to intervene and start the braking energy recovery solution, so that the kinetic energy is converted into electrical energy while the vehicle brakes.

[0100] It can be understood that the braking process in which ESP is used as the execution subject to determine the braking strategy and request VCU intervention to execute is the same as the braking process in which the braking system is used as the execution subject to determine the braking strategy and request VCU intervention to execute in the above embodiment. For the sake of simplicity, it will not be repeated.

[0101] The embodiment of the present application provides a method for controlling vehicle braking during the braking process of the vehicle. The method can be applied to various types of hybrid vehicles. After receiving a braking request, the braking system of the vehicle can determine the braking strategy according to the deceleration parameter in the braking request and the power status of the current vehicle connection. Specifically, when the power status of the vehicle is not fully charged and the deceleration parameter is within a preset range, it is determined to perform pure electric braking through the brake motor of the vehicle; when the power status of the vehicle is fully charged, it is determined to perform mechanical braking through the mechanical braking mechanism of the vehicle; when the power status of the vehicle is not fully charged and the deceleration parameter is not within the preset range, it is determined to perform hybrid braking through the brake motor and the mechanical braking mechanism. This braking control strategy can be combined with the power status of the vehicle to provide a reasonable braking strategy for the vehicle, increase the vehicle's endurance, reduce energy loss, and achieve the purpose of energy conservation and emission reduction.

[0102] Furthermore, when the power state of the vehicle is not fully charged and the deceleration parameter is within the preset range, when it is determined that pure electric braking is performed by the brake motor of the vehicle, the initial braking torque output by the brake motor is obtained, and the first deceleration stage including the zero-crossing moment and the second deceleration stage excluding the zero-crossing moment are determined according to the initial braking torque; in the first deceleration stage including the zero-crossing moment, the vehicle is controlled to perform the pure electric braking with the deceleration parameter and not perform the braking energy recovery process; in the second deceleration stage excluding the zero-crossing moment, the vehicle is controlled to perform the pure electric braking with the deceleration parameter and perform the braking energy recovery process. This process can effectively avoid the vehicle jitter caused by braking energy recovery before and after the torque zero-crossing moment while increasing the vehicle's endurance, which is conducive to improving the smoothness of the vehicle's driving, thereby achieving the technical effect of improving the user's driving experience.

[0103] In addition, the embodiment of the present application also adds a control strategy for the motor response slope. Specifically, the response slope value of the braking torque output by the brake motor in different braking deceleration stages is adjusted, and then the magnitude of the braking torque in different deceleration stages is adjusted. In the first deceleration stage including the zero-crossing moment, the absolute value of the response slope of the braking torque output by the brake motor is made smaller, so that the torque changes more slowly during the braking period, effectively reducing the vehicle jitter caused by the sudden change in torque direction at the zero-crossing moment, which is conducive to improving the smoothness of vehicle driving, and thus achieving the technical effect of improving the user's driving experience. In the second deceleration stage not including the zero-crossing moment, the absolute value of the response slope of the braking torque output by the brake motor is made larger, so that the torque changes faster during the braking period, which is conducive to quickly achieving the purpose of vehicle braking, meeting the user's braking needs, and improving the vehicle's braking performance, and thus achieving the technical effect of improving the user's driving experience.

[0104] It should be noted that the above-mentioned figures are only schematic illustrations of the processes included in the method according to an exemplary embodiment of the present invention, and are not intended to be limiting. It is easy to understand that the processes shown in the above-mentioned figures do not indicate or limit the time sequence of these processes. In addition, it is also easy to understand that these processes can be performed synchronously or asynchronously, for example, in multiple modules.

[0105] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0106] Figure 4 It is a structural schematic diagram of a vehicle braking control device provided in an embodiment of the present application.

[0107] For example, see Figure 4 The vehicle braking control device shown in the figure can be implemented as a part of the vehicle through software, hardware or a combination of both.

[0108] The vehicle braking control device 400 in the embodiment of the present application includes:

[0109] The determination module 410 is used to: determine the deceleration parameter and power state of the vehicle in response to the received braking request;

[0110] Determining a braking strategy according to the deceleration parameter and the power supply state;

[0111] When the power state is not fully charged and the deceleration parameter is within a preset range, determining to perform pure electric braking through the brake motor of the vehicle;

[0112] An acquisition module 420 is used to acquire an initial braking torque output by the brake motor;

[0113] The determination module 410 is further configured to determine a first deceleration stage and a second deceleration stage according to the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is a moment when the initial braking torque changes to zero;

[0114] The execution module 430 is used to control the vehicle to perform the pure electric braking with the deceleration parameters and not perform the braking energy recovery process in the first deceleration stage; and to control the vehicle to perform the pure electric braking with the deceleration parameters and perform the braking energy recovery process in the second deceleration stage.

[0115] In one possible implementation, the execution module 430 is also used to: in the first deceleration stage, control the response slope of the brake motor to decrease to a first preset slope; in the second deceleration stage, control the response slope of the brake motor to increase to a second preset slope, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope.

[0116] In another possible implementation, the determination module 410 determines the first deceleration stage and the second deceleration stage according to the initial braking torque, specifically including: determining the zero-crossing moment according to the initial braking torque, determining a preset time period centered on the zero-crossing moment as the first deceleration stage, and determining the time period during the braking process except the first deceleration stage as the second deceleration stage.

[0117] In another possible implementation, the determination module 410 is also used to: when the power state is fully charged, determine to perform mechanical braking through the mechanical braking mechanism of the vehicle; when the power state is not fully charged and the deceleration parameter is not within a preset range, determine to perform mixed braking through the brake motor and the mechanical braking mechanism.

[0118] In another possible implementation, the determination module 410 is further configured to: determine the deceleration parameter, and generate the braking request according to the deceleration parameter.

[0119] In another possible implementation, the determination module 410 determines the deceleration parameter, specifically including: acquiring motion parameters of a target object within a preset range of the vehicle through an image acquisition device of the vehicle; and determining the deceleration parameter according to the motion parameters of the target object.

[0120] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0121] For example, Figure 5As shown, the vehicle 500 includes a processor 901 (including: a vehicle controller 501 - 1 , a motor controller 501 - 2 ) and a memory 502 .

[0122] In the embodiment of the present application, the processor 501 is the control center of the computer system, which can be the processor of a physical machine or the processor of a virtual machine. The processor 501 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 501 can be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state.

[0123] Optionally, the vehicle controller 501 - 1 and the motor controller 501 - 2 of the embodiment of the present application may both be processors, and may both execute the implementation process described in the embodiment.

[0124] Exemplarily, in an embodiment of the present application, the above-mentioned vehicle controller 501-1 is specifically used to: determine the deceleration parameters and power status of the vehicle in response to a received braking request; determine a braking strategy based on the deceleration parameters and the power status; when the power status is not fully charged and the deceleration parameters are within a preset range, determine to perform pure electric braking through the brake motor of the vehicle; obtain the initial braking torque output by the brake motor; determine a first deceleration stage and a second deceleration stage based on the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is the moment when the initial braking torque changes to zero; in the first deceleration stage, control the vehicle to perform the pure electric braking with the deceleration parameters and do not perform the braking energy recovery process; in the second deceleration stage, control the vehicle to perform the pure electric braking with the deceleration parameters and perform the braking energy recovery process.

[0125] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments of the present application, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one instruction, which is used to be executed by the processor 501 to implement the method in the embodiment of the present application.

[0126] In some embodiments, the vehicle 500 further includes: a peripheral device interface 503 and at least one peripheral device. The processor 501, the memory 502 and the peripheral device interface 503 may be connected via a bus or a signal line. Each peripheral device may be connected to the peripheral device interface 503 via a bus, a signal line or a circuit board. Specifically, the peripheral device includes: at least one of a display screen 504, a camera 505 and an audio circuit 506.

[0127] The peripheral device interface 503 can be used to connect at least one peripheral device related to I / O (Input / Output) to the processor 501 and the memory 502. In some embodiments of the present application, the processor 501, the memory 502, and the peripheral device interface 503 are integrated on the same chip or circuit board; in some other embodiments of the present application, any one or two of the processor 501, the memory 502, and the peripheral device interface 503 can be implemented on a separate chip or circuit board. This embodiment of the present application is not specifically limited to this.

[0128] The display screen 504 is used to display a UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. When the display screen 504 is a touch display screen, the display screen 504 also has the ability to collect touch signals on the surface or above the surface of the display screen 504. The touch signal can be input to the processor 501 as a control signal for processing. At this time, the display screen 504 can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments of the present application, the display screen 504 can be one, and the front panel of the vehicle 500 is set; in other embodiments of the present application, the display screen 504 can be at least two, which are respectively set on different surfaces of the vehicle 500 or are folded; in some other embodiments of the present application, the display screen 504 can be a flexible display screen, which is set on the curved surface or folded surface of the vehicle 500. Even, the display screen 504 can also be set to a non-rectangular irregular shape, that is, a special-shaped screen. The display screen 504 can be made of materials such as LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode, organic light-emitting diode).

[0129] The camera 505 is used to capture images or videos. Optionally, the camera 505 includes a front camera and a rear camera. Typically, the front camera is arranged on the front panel of the vehicle, and the rear camera is arranged on the back of the vehicle. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize the panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments of the present application, the camera 505 may also include a flash. The flash can be a monochrome temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0130] The audio circuit 506 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor 501 for processing. For the purpose of stereo sound collection or noise reduction, there may be multiple microphones, which are respectively arranged at different parts of the vehicle 500. The microphone may also be an array microphone or an omnidirectional collection microphone.

[0131] The power source 505 is used to power various components in the vehicle 500. The power source 505 can be an alternating current, a direct current, a disposable battery, or a rechargeable battery. When the power source 505 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged through a wired line, and a wireless rechargeable battery is a battery that is charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0132] The vehicle structure block diagram shown in the embodiment of the present application does not constitute a limitation on the vehicle 500. The vehicle 500 may include more or fewer components than shown in the figure, or combine certain components, or adopt a different component arrangement.

[0133] In the description of this application, it should be understood that the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0134] In addition, in the description of this application, unless otherwise specified, "plurality" means two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0135] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. A method for controlling vehicle braking, characterized in that: Applied to a vehicle, the method comprises: In response to the received brake request, determining a deceleration parameter and a power state of the vehicle; Determining a braking strategy according to the deceleration parameter and the power supply state; When the power state is not fully charged and the deceleration parameter is within a preset range, determining to perform pure electric braking through the brake motor of the vehicle; Acquire the initial braking torque output by the braking motor, and determine the first deceleration stage and the second deceleration stage according to the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is the moment when the initial braking torque changes to zero; In the first deceleration stage, controlling the vehicle to perform the pure electric braking with the deceleration parameter without performing a braking energy recovery process; In the second deceleration stage, the vehicle is controlled to perform the pure electric braking with the deceleration parameters and execute the braking energy recovery process.

2. The method according to claim 1, characterized in that The method further comprises: In the first deceleration stage, controlling the response slope of the brake motor to decrease to a first preset slope; In the second deceleration stage, the response slope of the brake motor is controlled to increase to a second preset slope, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope.

3. The method according to claim 1 or 2, characterized in that: The determining of the first deceleration stage and the second deceleration stage according to the initial braking torque comprises: The zero-crossing moment is determined according to the initial braking torque, a preset period centered at the zero-crossing moment is determined as the first deceleration stage, and a period during the braking process except the first deceleration stage is determined as the second deceleration stage.

4. The method according to claim 1 or 2, characterized in that: The method further comprises: When the power supply state is in a fully charged state, determining to perform mechanical braking through a mechanical braking mechanism of the vehicle; When the power state is not in a fully charged state and the deceleration parameter is not within a preset range, it is determined to perform hybrid braking through the brake motor and the mechanical brake mechanism.

5. The method according to claim 1 or 2, characterized in that: The method further comprises: The deceleration parameter is determined, and the braking request is generated based on the deceleration parameter.

6. The method according to claim 5, characterized in that The determining of the deceleration parameter comprises: Acquiring motion parameters of a target object within a preset range of the vehicle through an image acquisition device of the vehicle; The deceleration parameter is determined according to the motion parameter of the target object.

7. A vehicle braking control device, characterized in that: Configured in a vehicle, the device comprises: a determination module, configured to: determine a deceleration parameter and a power state of the vehicle in response to a received braking request; Determining a braking strategy according to the deceleration parameter and the power supply state; When the power state is not fully charged and the deceleration parameter is within a preset range, determining to perform pure electric braking through the brake motor of the vehicle; An acquisition module, used for acquiring an initial braking torque output by the brake motor; The determination module is further configured to determine a first deceleration stage and a second deceleration stage according to the initial braking torque, wherein the first deceleration stage is a period including a zero-crossing moment, and the zero-crossing moment is a moment when the initial braking torque changes to zero; an execution module, configured to control the vehicle to perform the pure electric braking with the deceleration parameters and not perform a braking energy recovery process in the first deceleration stage; In the second deceleration stage, the vehicle is controlled to perform the pure electric braking with the deceleration parameters and execute the braking energy recovery process.

8. An electronic device, characterized in that: The electronic device comprises a processor and a memory, wherein the memory is used to store a program, and the processor is used to call and run the program, so that the electronic device executes the vehicle braking control method as described in any one of claims 1 to 6.

9. A vehicle, characterized in that: It includes a processor, a memory, a brake motor and a mechanical brake mechanism, the memory is used to store a program, and the processor is used to call and run the program, so that the vehicle executes the vehicle braking control method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 6 can be implemented.

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