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

Abstract

The present disclosure relates to a vehicle braking method, a braking controller, a storage medium and a vehicle, and relates to the technical field of vehicle control. The method comprises: acquiring braking data of the vehicle, the braking data comprising braking intensity data and braking torque parameters, the braking intensity data comprising an actual deceleration and a target deceleration, and the braking torque parameters comprising a running resistance; determining a pre-control braking torque according to the running resistance and the target deceleration; in the case that the braking intensity data satisfies torque correction conditions, obtaining a target braking torque according to the actual deceleration, the target deceleration and the pre-control braking torque; and finally, performing braking control on the vehicle according to the target braking torque. The pre-control braking torque can be corrected in the case that the braking intensity is large, so as to improve the braking effect.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and more specifically, to a vehicle braking method, a brake controller, a storage medium, and a vehicle. Background Technology

[0002] In related technologies, braking torque is obtained by the depth of the brake pedal. Due to the continuous work of the friction disc, its friction coefficient changes. The total mass of the vehicle also changes significantly depending on whether it is carrying passengers or cargo. As a result, the vehicle's braking performance will change. Obtaining braking torque solely by the depth of the brake pedal will lead to poor braking effect. Summary of the Invention

[0003] The purpose of this disclosure is to provide a vehicle braking method, a brake controller, a storage medium, and a vehicle, which, when the braking intensity data meets the torque correction conditions, corrects the pre-control torque by the actual deceleration and the target deceleration to obtain the target braking torque, thereby improving the braking effect.

[0004] According to a first aspect of the present disclosure, a vehicle braking method is provided, comprising:

[0005] Acquire vehicle braking data, which includes braking intensity data and braking torque parameters. The braking intensity data includes actual deceleration and target deceleration, and the braking torque parameters include driving resistance.

[0006] The pre-control torque is determined based on the driving resistance and the target deceleration;

[0007] When the braking intensity data meets the torque correction condition, the target braking torque is obtained based on the actual deceleration, the target deceleration, and the pre-control torque.

[0008] The vehicle is braked based on the target braking torque.

[0009] Optionally, when the braking intensity data meets the torque correction condition, obtaining the target braking torque based on the actual deceleration, the target deceleration, and the pre-control torque includes:

[0010] If the braking intensity data meets the torque correction condition, the correction torque is determined based on the actual deceleration and the target deceleration.

[0011] The target braking torque is obtained based on the corrected torque and the pre-control torque.

[0012] Optionally, the braking intensity data may also include the actual braking torque;

[0013] When the braking intensity data meets the torque correction condition, determining the correction torque based on the actual deceleration and the target deceleration includes:

[0014] If the actual deceleration is greater than a first preset deceleration threshold and / or the actual braking torque is greater than a first preset braking torque threshold, a correction torque is determined based on the actual deceleration and the target deceleration.

[0015] Optionally, the braking intensity data may also include historical braking torque, which is the target braking torque obtained in the previous braking stage;

[0016] When the braking intensity data meets the torque correction condition, determining the correction torque based on the actual deceleration and the target deceleration includes:

[0017] If the target deceleration is greater than the second preset deceleration threshold and / or the historical braking torque is greater than the second preset braking torque threshold, a correction torque is determined based on the actual deceleration and the target deceleration.

[0018] Optionally, the braking intensity data may also include actual braking torque, historical braking torque and vehicle speed, wherein the historical braking torque is the target braking torque obtained in the previous braking stage;

[0019] When the braking intensity data meets the torque correction condition, determining the correction torque based on the actual deceleration and the target deceleration includes:

[0020] When the actual deceleration is greater than a first preset deceleration threshold, and / or the actual braking torque is greater than a first preset braking torque threshold, and / or the target deceleration is greater than a second preset deceleration threshold, and / or the historical braking torque is greater than a second preset braking torque threshold, and / or the vehicle speed is greater than a preset vehicle speed threshold, a correction torque is determined based on the actual deceleration and the target deceleration.

[0021] Optionally, before acquiring the vehicle's braking data, the method further includes:

[0022] The vehicle's driving parameters are obtained, including brake pedal depth, total vehicle mass, driving gradient, and the vehicle's inherent parameters.

[0023] The target deceleration is determined based on the brake pedal depth;

[0024] The driving resistance is determined based on the total mass of the vehicle, the driving gradient, the vehicle speed, and the inherent parameters of the vehicle.

[0025] Optionally, determining the target deceleration based on the brake pedal depth includes:

[0026] Determine the target brake pedal depth range within the driving parameters;

[0027] Based on the target brake pedal depth range and a preset correspondence, the target deceleration corresponding to the target brake pedal depth range is determined. The correspondence is a relationship between multiple preset brake pedal depth ranges and multiple preset decelerations.

[0028] Optionally, the step of braking the vehicle according to the target braking torque includes:

[0029] Based on the preset torque change rate, the actual braking torque, and the target braking torque, multiple control torques corresponding to multiple control moments are determined. The torque change rate among the multiple control torques is less than or equal to the preset torque change rate, and each of the control torques is within the preset control torque range.

[0030] At each control moment, braking control is applied to the vehicle based on the control torque corresponding to that control moment.

[0031] According to a second aspect of the present disclosure, a braking controller is provided, comprising:

[0032] A memory on which computer programs are stored;

[0033] A processor is configured to execute the computer program in the memory to implement the steps of the vehicle braking method provided in the first aspect of this disclosure.

[0034] According to a third aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the vehicle braking method provided in the first aspect of the present disclosure.

[0035] According to a fourth aspect of the present disclosure, a vehicle is provided, including a brake controller provided in the second aspect of the present disclosure.

[0036] The above technical solution obtains the pre-control torque based on the driving resistance and target deceleration. Then, the braking intensity is determined based on the braking intensity data. If the braking intensity data meets the torque correction condition, it is determined that the braking intensity is too large. It is difficult to achieve the braking target by the pre-control torque alone. Therefore, the pre-control torque is corrected based on the actual deceleration and the target deceleration to obtain the target braking torque, thereby realizing feedback braking and improving the braking effect.

[0037] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0038] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0039] Figure 1 This is a flowchart illustrating a vehicle braking method according to an exemplary embodiment.

[0040] Figure 2 This is a flowchart illustrating a method for determining target deceleration and driving resistance according to an exemplary embodiment.

[0041] Figure 3 This is a flowchart illustrating a method for determining a target deceleration according to an exemplary embodiment.

[0042] Figure 4 This is a flowchart illustrating another vehicle braking method according to an exemplary embodiment.

[0043] Figure 5 This is a block diagram illustrating a braking controller according to an exemplary embodiment. Detailed Implementation

[0044] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0045] In related technologies, braking control methods typically calculate the brake pedal depth, convert it into braking torque, and then use the braking actuator to generate corresponding frictional force, creating friction with the ground to achieve the desired braking deceleration. However, the braking deceleration generated by the calculated braking torque is susceptible to fluctuations. The continuous operation of the friction discs alters their coefficient of friction, and the vehicle's total mass varies significantly depending on whether it's carrying passengers or cargo. This can lead to insufficient braking deceleration to meet the target, thus affecting the vehicle's braking performance. Therefore, simply calculating the brake pedal depth to determine the braking torque is insufficient to meet the increasing demands for precise vehicle braking control.

[0046] To address the aforementioned technical problems, this disclosure provides a vehicle braking method, a brake controller, a storage medium, and a vehicle. The method obtains a pre-control torque based on driving resistance and a target deceleration. Then, it determines the magnitude of the braking intensity based on braking intensity data. If the braking intensity data meets the torque correction condition, it is determined that the braking intensity is too high, and the braking target cannot be achieved solely through the pre-control torque. Therefore, the pre-control torque is corrected based on the actual deceleration and the target deceleration to obtain the target braking torque, achieving feedback braking to improve the braking effect.

[0047] Figure 1 This is a flowchart illustrating a vehicle braking method according to an exemplary embodiment, such as... Figure 1 As shown, this method can be applied to a brake controller, and the method may include the following steps:

[0048] In step S101, the vehicle's braking data is acquired. The braking data includes braking intensity data and braking torque parameters. The braking intensity data includes the actual deceleration and the target deceleration, and the braking torque parameters include driving resistance.

[0049] In this embodiment, braking data related to vehicle braking can be acquired, including braking intensity data and braking torque data. The braking intensity data characterizes the difficulty of achieving the braking target; the greater the braking intensity, the greater the impact of factors such as changes in the brake disc friction coefficient and changes in the vehicle's total mass on whether the actual braking can achieve the braking target. The braking intensity data may include actual deceleration and target deceleration, and may also include actual braking torque, historical braking torque, and vehicle speed. Actual deceleration, target deceleration, actual braking torque, historical braking torque, and vehicle speed are all positively correlated with braking intensity. That is, the larger the value of the braking intensity data, the greater the braking intensity, and the more difficult it is to achieve the braking target. The braking torque parameter may include driving resistance and may also include target deceleration. A pre-control torque can be determined based on the braking torque data. The target deceleration is determined based on the brake pedal depth.

[0050] In step S102, the pre-control torque is determined based on the driving resistance and the target deceleration.

[0051] In this embodiment, the braking force of the wheel can be calculated based on the driving resistance and the target deceleration, and the pre-control torque can be obtained based on the braking force of the wheel and the wheel rolling radius.

[0052] In step S103, if the braking intensity data meets the torque correction condition, the target braking torque is obtained based on the actual deceleration, the target deceleration, and the pre-control torque.

[0053] In this embodiment, if the braking intensity data meets the torque correction condition, it is determined that the vehicle's braking intensity is relatively high, and the braking target cannot be achieved solely through pre-control torque. Therefore, feedback braking can be implemented. That is, the pre-control torque is adjusted based on the actual deceleration and the target deceleration to obtain the target braking torque.

[0054] In one possible implementation, the method for obtaining the target braking torque based on the actual deceleration, the target deceleration, and the pre-control torque can be as follows: obtain the correction torque based on the actual deceleration and the target deceleration, and obtain the target braking torque based on the correction torque and the pre-control torque.

[0055] In this embodiment, a correction torque can be obtained by feedback calculation based on the difference between the actual deceleration and the target deceleration. The correction torque can be positive. By using the correction torque to correct the pre-control torque, the target braking torque can be obtained. That is, the target braking torque can be obtained by directly adding the correction torque and the braking torque.

[0056] In step S104, braking control of the vehicle is performed based on the target braking torque.

[0057] In this embodiment, braking control of the vehicle can be performed based on the current braking torque and a target braking torque. Optionally, the current braking torque can be gradually adjusted to the target braking torque in multiple stages to improve braking comfort. Braking can be performed by directly controlling the braking mechanism through the brake controller, or the brake controller can send control commands to a lower-level controller, which will then control the braking mechanism to perform braking.

[0058] In this embodiment, the pre-control torque is obtained based on the driving resistance and the target deceleration. Then, the magnitude of the braking intensity is determined based on the braking intensity data. If the braking intensity data meets the torque correction condition, it is determined that the braking intensity is too large. It is difficult to achieve the braking target by the pre-control torque alone. Therefore, the correction torque is obtained based on the actual deceleration and the target deceleration to correct the pre-control torque and realize feedback braking in order to improve the braking effect.

[0059] In one possible implementation, if the braking intensity data does not meet the torque correction conditions, the pre-control torque is directly determined as the target braking torque, and the vehicle is braked based on the target braking torque.

[0060] In one possible implementation, the braking intensity data may also include the actual braking torque;

[0061] When the braking intensity data meets the torque correction conditions, the correction torque is determined based on the actual deceleration and the target deceleration, including: when the actual deceleration is greater than the first preset deceleration threshold and / or the actual braking torque is greater than the first preset braking torque threshold, the correction torque is determined based on the actual deceleration and the target deceleration.

[0062] In this embodiment, the braking intensity data may also include the actual braking torque, which can be obtained from the torque sensor.

[0063] Optionally, if the actual deceleration exceeds a first preset deceleration threshold, the braking intensity data can be determined to meet the torque correction condition. In this case, the vehicle's braking intensity is relatively high, and feedback braking can be performed. The correction torque is determined by the actual deceleration and the target deceleration. The first preset deceleration threshold can be set according to the actual situation of the vehicle and is not specifically limited here.

[0064] Optionally, if the actual braking torque exceeds a first preset braking torque threshold, it can be determined that the braking intensity data meets the torque correction condition, and thus feedback braking can be executed, determining the correction torque through the actual deceleration and the target deceleration. The first preset braking torque threshold can be set according to the actual conditions of the vehicle and is not specifically limited here.

[0065] Optionally, if the actual deceleration is greater than a first preset deceleration threshold and the actual braking torque is greater than a first preset braking torque threshold, it can be determined that the braking intensity data meets the torque correction condition, and thus feedback braking can be performed, determining the correction torque through the actual deceleration and the target deceleration. The first preset deceleration threshold and the first preset braking torque threshold can be set according to the actual conditions of the vehicle, and are not specifically limited here.

[0066] In one possible implementation, the braking intensity data also includes historical braking torque, which is the target braking torque obtained in the previous braking stage.

[0067] When the braking intensity data meets the torque correction conditions, the correction torque is determined based on the actual deceleration and the target deceleration, including: when the target deceleration is greater than the second preset deceleration threshold and / or the historical braking torque is greater than the second preset braking torque threshold, the correction torque is determined based on the actual deceleration and the target deceleration.

[0068] In this embodiment, the braking intensity data may further include historical braking torque, which is the target braking torque obtained in the previous braking stage. Wherein, if the current braking is the first braking stage, the target braking torque obtained in the previous braking stage may be 0.

[0069] Optionally, if the target deceleration is greater than a second preset deceleration threshold, it can be determined that the braking intensity data meets the torque correction condition, and thus feedback braking can be performed, determining the correction torque through the actual deceleration and the target deceleration. The second preset deceleration threshold can be set according to the actual conditions of the vehicle and is not specifically limited here.

[0070] Optionally, if the historical braking torque is greater than the second preset braking torque threshold, it can be determined that the braking intensity data meets the torque correction condition, and thus feedback braking can be performed, determining the correction torque through the actual deceleration and the target deceleration. The second preset braking torque threshold can be set according to the actual conditions of the vehicle and is not specifically limited here.

[0071] Optionally, if the target deceleration is greater than a second preset deceleration threshold and the historical braking torque is greater than a second preset braking torque threshold, it can be determined that the braking intensity data meets the torque correction condition, and thus feedback braking can be performed, determining the correction torque through the actual deceleration and the target deceleration. The second preset deceleration threshold and the second preset braking torque threshold can be set according to the actual conditions of the vehicle, and are not specifically limited here.

[0072] In one possible implementation, the braking intensity data also includes the actual braking torque, the historical braking torque, and the vehicle speed, where the historical braking torque is the target braking torque obtained in the previous braking phase.

[0073] When the braking intensity data meets the torque correction conditions, the correction torque is determined based on the actual deceleration and the target deceleration, including: when the actual deceleration is greater than the first preset deceleration threshold, and / or the actual braking torque is greater than the first preset braking torque threshold, and / or the target deceleration is greater than the second preset deceleration threshold, and / or the historical braking torque is greater than the second preset braking torque threshold, and / or the vehicle speed is greater than the preset vehicle speed threshold, the correction torque is determined based on the actual deceleration and the target deceleration.

[0074] In this embodiment, the braking intensity data also includes actual braking torque, historical braking torque, and vehicle speed, all of which are positively correlated with braking intensity.

[0075] Optionally, if the actual deceleration is greater than the first preset deceleration threshold, it can be determined that the vehicle's braking intensity is relatively high.

[0076] Optionally, if the actual braking torque is greater than the first preset braking torque threshold, it can be determined that the vehicle's braking intensity is relatively high.

[0077] Optionally, if the target deceleration is greater than the second preset deceleration threshold, it can be determined that the vehicle's braking intensity is relatively high.

[0078] Optionally, if the historical braking torque is greater than the second preset braking torque threshold, it can be determined that the vehicle's braking intensity is relatively high.

[0079] Optionally, if the vehicle speed is greater than a preset speed threshold, it can be determined that the vehicle's braking intensity is relatively high.

[0080] Optionally, if any of the above conditions are met, it can be determined that the vehicle's braking intensity is relatively high, that is, the braking intensity data meets the torque correction condition, and then feedback braking can be performed to determine the correction torque through the actual deceleration and the target deceleration.

[0081] In one possible implementation, before determining the correction torque based on the actual deceleration and the target deceleration, it may be determined whether the brake actuator is faulty and whether the vehicle is in parking gear. If the brake actuator is not faulty and the vehicle is not in parking gear, the correction torque is then determined based on the actual deceleration and the target deceleration.

[0082] Figure 2 This is a flowchart illustrating a method for determining target deceleration and driving resistance according to an exemplary embodiment, such as... Figure 2 As shown, in one possible implementation, the method further includes the following steps before acquiring the vehicle's braking data:

[0083] In step S201, the vehicle's driving parameters are obtained, including brake pedal depth, total vehicle mass, driving gradient, and inherent vehicle parameters.

[0084] In this embodiment, the brake pedal depth is obtained based on the travel of the user pressing the brake pedal. The total vehicle mass includes the sum of the vehicle's own mass and the mass of passengers and other items. The driving slope is the angle between the slope and the horizontal plane. The inherent parameters of the vehicle are the fixed parameters of the vehicle itself. Optionally, the fixed parameters of the vehicle itself may include the wheel rolling radius, rolling resistance coefficient, wind resistance coefficient, and vehicle frontal area.

[0085] In step S202, the target deceleration is determined based on the brake pedal depth.

[0086] In this embodiment, there is a preset correspondence between the brake pedal depth and the target deceleration, and the target deceleration can be determined based on the preset correspondence between the brake pedal depth and the target deceleration.

[0087] In step S203, the driving resistance is determined based on the vehicle's total mass, driving gradient, vehicle speed, and the vehicle's inherent parameters.

[0088] In this embodiment, the vehicle's driving resistance can be determined based on the force relationship of the vehicle. Optionally, the driving resistance may include slope resistance, wind resistance, and rolling resistance. Rolling resistance can be determined based on the vehicle's total mass, rolling resistance coefficient, and driving slope; wind resistance can be determined based on the wind resistance coefficient, vehicle frontal area, and vehicle speed; and slope resistance can be determined based on the vehicle's total mass and driving slope. The specific calculation formula can be as follows:

[0089] F f =m×g×f v ×cosα

[0090]

[0091] G h =m×g×sinα

[0092] Among them, F w For wind resistance, F f Where g is rolling resistance, g is gravity, and G is rolling resistance. h Let be the component of gravity on the inclined plane, i.e., the slope resistance; r be the wheel rolling radius; m be the total mass of the vehicle; α be the slope, defined as positive if the vehicle is facing upwards, and negative otherwise. v This is the rolling resistance coefficient, which is related to road surface type, vehicle speed, tire material, and tire pressure. D A is the drag coefficient, for example, 0.2-0.6 for cars, A is the vehicle's frontal area, and v is the vehicle speed.

[0093] Then, the wheel braking force can be determined based on the driving resistance, the total mass of the vehicle, and the target deceleration, and the pre-control torque can be determined based on the wheel braking force and the wheel rolling radius.

[0094] The calculation formula can be:

[0095] F b =m×aF w -F f +G h

[0096] T b =F b ×r

[0097] Among them, F b Let 'a' be the braking force on the wheel, 'r' be the target deceleration, and 'r' be the wheel rolling radius. Let T be the total braking force on the wheel. b For pre-control of dynamic torque.

[0098] Figure 3 This is a flowchart illustrating a method for determining a target deceleration according to an exemplary embodiment, such as... Figure 3 As shown, in one possible implementation, determining the target deceleration based on the brake pedal depth may include the following steps:

[0099] In step S301, the target brake pedal depth range in the driving parameters is determined.

[0100] In step S302, the target deceleration corresponding to the target brake pedal depth range is determined according to the target brake pedal depth range and the preset correspondence. The correspondence is the correspondence between multiple preset brake pedal depth ranges and multiple preset decelerations.

[0101] In this embodiment, the preset correspondence can be a correspondence between multiple preset brake pedal depth ranges and multiple preset decelerations. For example, a target deceleration lookup table can be set, which includes multiple preset brake pedal depth ranges and the preset deceleration corresponding to each preset brake pedal depth range. The target brake pedal depth range in the driving parameters is determined, and the target deceleration is obtained according to the preset deceleration corresponding to the target brake pedal depth range.

[0102] In one possible implementation, braking control of the vehicle based on the target braking torque includes: determining multiple control torques corresponding to multiple control moments based on a preset torque change rate, the actual braking torque, and the target braking torque, wherein the torque change rate among the multiple control torques is less than or equal to the preset torque change rate, and each control torque is within a preset control torque range; and at each control moment, braking control of the vehicle is performed based on the control torque corresponding to that control moment.

[0103] In this embodiment, to maintain comfort, a preset torque change rate is pre-set. This preset torque change rate is used to control the rate of change of braking torque. A value less than or equal to the preset torque change rate can be determined. Based on the actual braking force and the target braking force, multiple control torques corresponding to multiple control moments are determined; that is, each control moment corresponds to one control torque. A preset control torque range is used to limit the magnitude of each control torque, ensuring that each control torque falls within the preset control torque range. This avoids excessively small control torques resulting in prolonged braking time, or excessively large control torques resulting in poor user comfort. At each control moment, braking control of the vehicle is performed according to the control torque corresponding to that moment, gradually achieving the braking target and making the acceleration changes more reasonable, thereby improving the user's comfort experience.

[0104] In one possible implementation, various indicator signals required for braking can also be acquired to determine whether a braking fault exists, and the target braking torque can be calculated only if no braking fault occurs.

[0105] Figure 4 This is a flowchart illustrating another vehicle braking method according to an exemplary embodiment, such as... Figure 4As shown, it includes the following steps:

[0106] In step S401, the vehicle self-check is performed to check if it is normal. Specifically, the vehicle's braking function is checked to check if it is normal. If the braking function is normal, steps S403 and S404 are executed. If the braking function is abnormal, step S402 is executed.

[0107] In step S402, the fault light can be turned on.

[0108] In step S403, the pre-control torque can be determined by the slope resistance, wind resistance, rolling resistance and target deceleration.

[0109] In step S404, it is determined whether the historical braking torque is greater than a threshold, that is, whether it is greater than the second preset braking torque threshold. If not, it is not enabled, that is, feedback braking is not performed, and feedforward braking is performed directly, that is, the pre-control torque is determined as the target braking torque. If yes, then step S405 is executed.

[0110] In step S405, it is determined whether the target deceleration is greater than a threshold, that is, whether it is greater than a second preset deceleration threshold. If yes, step S406 is executed; otherwise, it is disabled.

[0111] In step S406, it is determined whether the actual deceleration is greater than the threshold, that is, whether it is greater than the first preset deceleration threshold. If yes, step S407 is executed; otherwise, it is not enabled.

[0112] In step S407, it is determined whether the vehicle speed is greater than the limit, that is, whether it is greater than the preset vehicle speed threshold. If yes, step S408 is executed; otherwise, it is disabled.

[0113] In step S408, feedback control is performed based on the actual deceleration and the target deceleration to obtain the corrected torque. Then, step S409 is executed.

[0114] In step S409, the target braking torque is determined based on the corrected torque and the pre-control torque.

[0115] In step S410, torque limiting is performed, that is, based on the preset torque change rate, the actual braking torque and the target braking torque, multiple control torques corresponding to multiple control moments are determined. The torque change rate among the multiple control torques is less than or equal to the preset torque change rate, and each control torque is within the preset control torque range.

[0116] In step S411, braking control is performed, that is, at each control moment, the vehicle is braked according to the control torque corresponding to that control moment. This completes the braking control of this braking stage, and the process returns to step S401 to execute the braking control of the next braking stage.

[0117] Figure 5 This is a block diagram illustrating a brake controller according to an exemplary embodiment. (Refer to...) Figure 5 The brake controller 500 includes a processor 522, which may be one or more, and a memory 532 for storing computer programs executable by the processor 522. The computer programs stored in the memory 532 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processor 522 may be configured to execute the computer program to perform the vehicle braking method described above.

[0118] Additionally, the brake controller 500 may also include a power supply component 526 and a communication component 550. The power supply component 526 can be configured to perform power management for the brake controller 500, and the communication component 550 can be configured to enable communication between the brake controller 500 and other devices, such as wired or wireless communication. Furthermore, the brake controller 500 may also include an input / output interface 558. The brake controller 500 can operate on an operating system stored in the memory 532.

[0119] In another exemplary embodiment, a vehicle is also provided, including the brake controller described in the above embodiments.

[0120] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle braking method described above. For example, the non-transitory computer-readable storage medium may be the memory 532 including the program instructions, which may be executed by the processor 522 of the brake controller 500 to complete the vehicle braking method described above.

[0121] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the vehicle braking method described above when executed by the programmable device.

[0122] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0123] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0124] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle braking method, characterized in that, include: The vehicle's braking data is acquired, including braking intensity data and braking torque parameters. The braking intensity data includes actual deceleration and target deceleration, and the braking torque parameters include driving resistance. The braking intensity data is used to characterize the ease or difficulty of achieving the braking target. The larger the value of the braking intensity data, the greater the impact of the change in the brake disc friction coefficient on whether the actual braking can achieve the braking target. The pre-control torque is determined based on the driving resistance and the target deceleration, wherein the target deceleration is determined based on the brake pedal depth; If the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved by the pre-controlled torque, the pre-controlled torque is adjusted based on the actual deceleration after pre-control of the pre-controlled torque and the target deceleration to obtain the target braking torque. Based on the preset torque change rate, the actual braking torque, and the target braking torque, multiple control torques corresponding to multiple control moments are determined. The torque change rate among the multiple control torques is less than or equal to the preset torque change rate, and each of the control torques is within the preset control torque range, so as to make the acceleration change more reasonable and improve the user's comfort experience. At each control moment, braking control is applied to the vehicle based on the control torque corresponding to that control moment.

2. The vehicle braking method according to claim 1, characterized in that, When the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved through the pre-controlled torque, the pre-controlled torque is adjusted based on the actual deceleration after pre-control and the target deceleration to obtain the target braking torque, including: If the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved by the pre-controlled torque, then the correction torque is determined based on the actual deceleration and the target deceleration. The target braking torque is obtained based on the corrected torque and the pre-control torque.

3. The vehicle braking method according to claim 2, characterized in that, The braking intensity data also includes the actual braking torque; When the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved through the pre-controlled torque, the correction torque is determined based on the actual deceleration and the target deceleration, including: If the actual deceleration is greater than a first preset deceleration threshold and / or the actual braking torque is greater than a first preset braking torque threshold, it is determined that the braking target cannot be achieved by the pre-controlled torque, and a correction torque is determined based on the actual deceleration and the target deceleration.

4. The vehicle braking method according to claim 2, characterized in that, The braking intensity data also includes historical braking torque, which is the target braking torque obtained in the previous braking stage; When the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved through the pre-controlled torque, the correction torque is determined based on the actual deceleration and the target deceleration, including: If the target deceleration is greater than the second preset deceleration threshold and / or the historical braking torque is greater than the second preset braking torque threshold, it is determined that the braking target cannot be achieved by the pre-controlled braking torque, and a correction torque is determined based on the actual deceleration and the target deceleration.

5. The vehicle braking method according to claim 2, characterized in that, The braking intensity data also includes actual braking torque, historical braking torque and vehicle speed, wherein the historical braking torque is the target braking torque obtained in the previous braking stage; When the braking intensity data meets the torque correction condition, and it is determined that the braking target cannot be achieved through the pre-controlled torque, the correction torque is determined based on the actual deceleration and the target deceleration, including: If the actual deceleration is greater than a first preset deceleration threshold, and / or the actual braking torque is greater than a first preset braking torque threshold, and / or the target deceleration is greater than a second preset deceleration threshold, and / or the historical braking torque is greater than a second preset braking torque threshold, and / or the vehicle speed is greater than a preset vehicle speed threshold, it is determined that the braking target cannot be achieved by the pre-controlled torque, and a correction torque is determined based on the actual deceleration and the target deceleration.

6. The vehicle braking method according to any one of claims 1-5, characterized in that, Before acquiring the vehicle's braking data, the method further includes: The vehicle's driving parameters are obtained, including brake pedal depth, total vehicle mass, driving gradient, and the vehicle's inherent parameters. The target deceleration is determined based on the brake pedal depth; The driving resistance is determined based on the vehicle's total mass, the driving gradient, the vehicle speed, and the vehicle's inherent parameters.

7. The vehicle braking method according to claim 6, characterized in that, Determining the target deceleration based on the brake pedal depth includes: Determine the target brake pedal depth range within the driving parameters; Based on the target brake pedal depth range and a preset correspondence, the target deceleration corresponding to the target brake pedal depth range is determined. The correspondence is a relationship between multiple preset brake pedal depth ranges and multiple preset decelerations.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the vehicle braking method according to any one of claims 1-7.

9. A brake controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the vehicle braking method according to any one of claims 1-7.

10. A vehicle, characterized in that, Includes the brake controller as described in claim 9.

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