Vehicle braking control method and device and vehicle

Abstract

The invention provides a vehicle braking control method and device and a vehicle. The method comprises the following steps: determining a braking torque demand of the vehicle, wherein the braking torque demand comprises a driver-controlled braking torque demand and / or a non-driver-controlled braking torque demand; under the condition that the braking torque demand controlled by the driver and the braking torque demand controlled by a non-driver exist at the same time and the state of the vehicle meets the preset state condition, driver braking request superposition is executed, and the sum of the driver braking torque demand increment and the current braking torque demand of the vehicle is determined to be the target braking torque of the vehicle; wherein the non-driver-controlled brake torque demand comprises an intelligent driving function brake torque demand of the vehicle and / or a dynamic brake torque demand of an integrated brake control module of the vehicle; the driver brake torque increment is a difference value between the brake torque demand controlled by the driver and the brake torque when the travel of a brake master cylinder of the vehicle reaches a preset threshold value.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and more specifically, to a vehicle braking control method and device, and a vehicle. Background Art

[0002] The braking system is an important part of the vehicle. With the rapid development of automobile technology, the decoupled braking system based on the Integrated Brake Control Unit (IBCU) has been widely used. The brake pedal in the decoupled braking system is no longer directly related to the wheel brake pressure, making the braking system more suitable for the vehicle's intelligent driving system (Automated Driving System, ADS). The IBCU can control the vehicle's braking according to the instructions of the ADS.

[0003] However, there are some problems with the processing logic of the decoupled braking system in the prior art when facing multiple braking torque requirements: for example, in the adaptive cruise condition, when the driver steps on the brake pedal due to changes in the road conditions ahead or personal judgment, the IBCU will respond to the driver's braking request and control the ACC to immediately release pressure and exit. Once the driver's braking demand at this time is less than the braking demand of the ACC, the deceleration of the whole vehicle will produce a visible fluctuation, causing the vehicle to have an obvious forward rushing feeling, causing discomfort to passengers. For another example, when the vehicle is driving on a steep slope, the Hill Descent Control (HDC) of the IBCU will intervene to generate braking torque to maintain a stable downhill speed of the vehicle. At this time, if the driver needs additional braking due to personal judgment of the vehicle speed or an emergency, the IBCU will not be able to properly handle the relationship between the driver's braking torque and the braking torque generated by the HDC, and the vehicle may be over-braked or under-braked, affecting the vehicle's form stability on the steep slope, and may even cause the vehicle to lose control.

[0004] Therefore, how to process multiple braking torque requirements of a vehicle to improve the smoothness and safety of the vehicle during braking torque conversion has become an urgent problem to be solved. Summary of the invention

[0005] The present application mainly provides a vehicle braking control method and device, and a vehicle. The following introduces various aspects involved in the embodiments of the present application.

[0006] In a first aspect, a vehicle braking control method is provided, the method comprising: determining a braking torque demand of the vehicle, the braking torque demand comprising a driver-controlled braking torque demand and / or a non-driver-controlled braking torque demand; when the driver-controlled braking torque demand and the non-driver-controlled braking torque demand exist at the same time and the state of the vehicle satisfies a preset state condition, executing a driver braking request superposition to determine that the sum of the driver's braking torque demand increment and the vehicle's current braking torque demand is the vehicle's target braking torque; wherein the non-driver-controlled braking torque demand comprises the vehicle's intelligent driving function braking torque demand and / or the dynamic braking torque demand of the vehicle's integrated braking control module, and the driver's braking torque increment is the difference between the driver-controlled braking torque demand and the braking torque when the vehicle's brake master cylinder stroke reaches a preset threshold value.

[0007] The target braking torque determined by the above method fully takes into account the driver's own needs. When the braking demand controlled by the driver and the braking demand not controlled by the driver exist at the same time, the driver's effective braking demand is superimposed on the current braking of the vehicle through torque arbitration, ensuring that the vehicle is controlled with a larger braking torque, ensuring that the driver does not feel a loss of deceleration when the brake pedal is effectively depressed, and increasing the user experience.

[0008] In some embodiments, the method also includes: when the non-driver controlled braking torque demand includes the intelligent driving function braking torque demand or the dynamic braking torque demand, determining the non-driver controlled braking torque demand as the current braking torque demand of the vehicle; when the non-driver controlled braking torque demand includes the intelligent driving function braking torque demand and the dynamic braking torque demand, determining the dynamic braking torque demand as the current braking torque demand of the vehicle.

[0009] According to the above-mentioned technical means, when the vehicle has different non-driver-controlled braking torque demands, a priority order is set for them, and the vehicle's current braking torque demand is determined according to the priority order, thereby avoiding conflicts between multiple non-driver-controlled braking torque demands, preventing braking confusion caused by torque competition, and improving the decision-making accuracy and reliability of the braking system under complex working conditions.

[0010] In some embodiments, the method further includes: during the process of braking the vehicle with the target braking torque, when the non-driver controlled braking torque demand increases to be greater than the target braking torque, updating the target braking torque with the increased non-driver controlled braking torque demand; and during the process of braking the vehicle with the target braking torque, when the driver controlled braking torque demand increases, updating the target braking torque with the sum of the target braking torque and the increment of the driver braking torque.

[0011] According to the above technical means, the braking system can quickly respond and update the target braking torque, whether it is a change in the braking torque demand that is not controlled by the driver or controlled by the driver. This enables the vehicle to adapt to different braking demands in a complex and changing driving environment, effectively avoiding dangerous situations caused by untimely adjustment of the braking torque, and improving the safety of the vehicle.

[0012] In some embodiments, the preset status conditions include: the vehicle is in the starting state; the gear position of the vehicle is driving gear or reverse gear; the integrated braking control module of the vehicle has no fault warning; the vehicle speed is not zero; the vehicle has braking torque control; the brake pedal of the vehicle is pressed and the brake master cylinder stroke is greater than a preset threshold value.

[0013] According to the above-mentioned technical means, through these preset conditions, it is ensured that the braking system only performs braking torque processing operations under appropriate conditions, avoiding misoperation under inappropriate circumstances, and reducing the risks of vehicle driving instability, braking loss of control, etc. caused by incorrect operation or braking torque processing under unreasonable conditions, thereby improving the overall stability and reliability of the braking system.

[0014] In some embodiments, the method further includes: when the braking torque demand of the vehicle is any one of the braking torque demand controlled by the driver, the braking torque demand of the intelligent driving function or the dynamic braking torque demand, determining the braking torque demand as the target braking torque of the vehicle; when the braking torque demand of the vehicle is the braking torque demand not controlled by the driver, and the braking torque demand not controlled by the driver is the braking torque demand of the intelligent driving function and the dynamic braking torque demand, determining the dynamic braking torque demand as the current braking torque demand of the vehicle.

[0015] According to the above-mentioned technical means, in the case of a single braking torque source, there is no need for complex torque arbitration or superposition operations, which simplifies the processing flow of the braking system; under complex and special driving conditions, the priority of the braking torque can be reasonably determined to ensure that the vehicle gives priority to meeting the dynamic braking torque demand that plays a key role in the dynamic stability of the vehicle in critical situations, avoiding the loss of control or instability of the vehicle on special sections such as steep slopes due to unreasonable selection of braking torque, further enhancing the driving safety and stability of the vehicle under special conditions.

[0016] In some embodiments, the method also includes: determining a first slope for exiting the driver-controlled braking torque demand and a second slope for exiting the target braking torque based on the stroke of the vehicle's brake master cylinder; after the driver of the vehicle releases the pedal, controlling the driver-controlled braking torque demand and the target braking torque to unload based on the first slope and the second slope so that the driver-controlled braking torque demand and the target braking torque can be completely exited at the same time.

[0017] According to the above-mentioned technical means, during the process of unloading the braking torque, by setting different unloading rates for the braking torques from different sources, the unloading can be completed at the same time, ensuring that at the end of braking, the vehicle's braking process can smoothly transition to normal driving or other states related to it, avoiding vehicle instability caused by the sudden disappearance of the braking torque.

[0018] In some embodiments, the method further includes: when the automatic emergency braking of the intelligent driving system of the vehicle is activated, not responding to the braking torque demand controlled by the driver, and using the torque required for emergency braking of the vehicle as the target braking torque.

[0019] Based on the above technical means, in the automatic emergency braking scenario, not responding to the braking torque demand controlled by the driver can avoid the driver's inappropriate braking operations due to nervousness or misjudgment interfering with the emergency braking effect, ensuring that the vehicle can brake in the most effective way and reduce the speed in the shortest time, thereby greatly improving the safety of the vehicle in emergency situations and reducing the probability and severity of collision accidents.

[0020] In some embodiments, the method further includes: distributing the target braking torque to obtain hydraulic braking torque and electric braking torque; controlling the wheel-end hydraulic braking system braking of the vehicle according to the hydraulic braking torque; and controlling the vehicle to perform kinetic energy recovery braking according to the electric braking torque.

[0021] According to the above technical means, the target braking torque is reasonably distributed, and the advantages of the two braking methods are fully combined. Part of the energy is recovered during vehicle braking to reduce the consumption of battery power. At the same time, the participation of electric braking can share part of the braking task, reducing the frequency of use and wear of hydraulic brake components, thereby extending the overall service life of the braking system.

[0022] In a second aspect, a vehicle braking control device is provided, comprising: a torque receiving module, used to determine the braking torque demand of the vehicle, the braking torque demand including the braking torque demand controlled by the driver and / or the braking torque demand controlled by the non-driver; a torque arbitration module, used to execute the driver braking request superposition when the braking torque demand controlled by the driver and the braking torque demand controlled by the non-driver exist at the same time and the state of the vehicle meets the preset state conditions, and determine that the sum of the driver braking torque demand increment and the current braking torque demand of the vehicle is the target braking torque of the vehicle; wherein the braking torque demand controlled by the non-driver includes the braking torque demand of the intelligent driving function of the vehicle and / or the dynamic braking torque demand of the integrated braking control module of the vehicle, and the driver braking torque increment is the difference between the braking torque demand controlled by the driver and the braking torque when the brake master cylinder stroke of the vehicle reaches a preset threshold value.

[0023] In a third aspect, a vehicle is provided, the vehicle comprising a memory and a processor, the memory being used to store a computer program, the processor being used to execute the computer program to implement the method as described in the first aspect; or, the vehicle comprising the vehicle braking control device as described in the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0025] Figure 2 A schematic flow chart of a vehicle braking control method provided in another embodiment of the present application;

[0026] Figure 3 A schematic diagram of brake torque unloading in a vehicle brake control method provided in an embodiment of the present application;

[0027] Figure 4 A schematic flow chart of a vehicle braking control method provided in yet another embodiment of the present application;

[0028] Figure 5 An example diagram of brake torque arbitration in the method provided in an embodiment of the present application;

[0029] Figure 6Another exemplary diagram of brake torque arbitration in the method provided in the embodiment of the present application;

[0030] Figure 7 Another example diagram of brake torque arbitration in the method provided in an embodiment of the present application;

[0031] Figure 8 Another example diagram of brake torque arbitration in the method provided in an embodiment of the present application;

[0032] Fig. 9 A schematic structural diagram of a vehicle braking control device provided in an embodiment of the present application;

[0033] Fig.10 is a schematic structural diagram of a vehicle provided in one embodiment of the present application;

[0034] Fig.11 It is a schematic structural diagram of a vehicle provided in another embodiment of the present application. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the present application clearer, the technical solutions of the present application are further elaborated in detail below in conjunction with the drawings and embodiments. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing this application and are not intended to limit this application.

[0037] Before introducing the technical solution of the embodiment of the present application, the vehicle braking system in the prior art and the problems existing therein are first described in detail.

[0038] The brake system is an important part of the vehicle. The traditional brake system mainly relies on mechanical structure and hydraulic system. The brake pedal drives the brake master cylinder through a mechanical connecting rod or hydraulic oil circuit, and then the brake fluid acts on the wheel cylinder to generate braking force to achieve vehicle deceleration. This method has a simple structure and high reliability, but there is a problem of strong coupling between the brake pedal feel and the vehicle deceleration, that is, the relationship between the driver's brake pedal force and the pedal travel and the vehicle deceleration is relatively fixed, which is difficult to meet diverse driving needs and complex working conditions.

[0039] With the rapid development of the automobile industry, especially the application of electronic technology in the automotive field, the decoupled braking system based on the Integrated Brake Control Unit (IBCU) has been widely used, which breaks the direct mechanical or hydraulic connection between the brake pedal and the wheel brake pressure. When the driver steps on the brake pedal, the brake fluid pushed by the master cylinder does not reach the four-wheel cylinder to directly generate pressure, but is directed to the pedal simulator, which can simulate the pedal feedback of the traditional braking system and provide the driver with a braking feel; at the same time, the IBCU relies on the master cylinder pressure and stroke collected by the built-in pressure sensor and stroke sensor to analyze the driver's braking intention. After that, the IBCU relies on the algorithm combined with other parameters of the vehicle to control the operation of the decompression module motor to establish appropriate pressure for the four-wheel cylinder, thereby achieving the purpose of braking the entire vehicle.

[0040] Since the brake pedal in the braking system is no longer directly related to the wheel brake pressure, the braking system is more suitable for the vehicle's intelligent driving system (Automated Driving System, ADS), and the IBCU can control the vehicle's braking according to the instructions of the ADS. For example, under the Adaptive Cruise Control (ACC) working condition, the braking system is controlled to work according to the preset speed and the distance from the vehicle in front, so as to accurately control the speed and distance of the vehicle; for another example, under the Autonomous Emergency Braking (AEB) working condition, when the vehicle's sensor senses the presence of pedestrians or obstacles in front of or on the side of the vehicle, the vehicle is controlled to perform emergency braking to avoid collision with pedestrians or obstacles.

[0041] Although the decoupled braking system has many advantages as mentioned above, there are still some problems in the coordinated work between the driver and the intelligent driving system, which are explained in detail below.

[0042] Taking ACC working condition as an example, when the vehicle is in ACC mode, the intelligent driving system will automatically adjust the braking torque according to the set following distance and speed. When the driver steps on the brake pedal due to changes in the road conditions ahead or personal judgment, the IBCU may improperly handle the braking torque required by the driver and the braking torque requested by ADS. For example, the IBCU will respond to the driver's braking request and control ACC to immediately release pressure and exit. Once the driver's braking demand at this time is less than the braking demand of ACC, the deceleration of the whole vehicle will produce a displayed fluctuation (the vehicle deceleration decreases). This process will make the vehicle have a significant forward rushing feeling, causing discomfort to passengers. At the same time, due to the change in vehicle posture, the energy stored in the suspension elastic parts begins to force work, causing the pitch angle acceleration and longitudinal acceleration to oscillate and decay in the form of large amplitude and low frequency. The vibration frequency of this process is within the sensitive range of the human body, causing discomfort to passengers.

[0043] On the highway, vehicles travel at high speeds. When encountering unexpected situations such as sudden deceleration of the vehicle in front or obstacles, the driver may brake quickly, and the intelligent driving system may also activate the AEB function at the same time to adjust the braking strategy. If the braking torque of the two cannot be effectively coordinated, the vehicle may be out of control, endangering the lives of the driver and passengers.

[0044] In addition, the above problems also exist in some characteristic road conditions. For example, when the vehicle is driving on a steep slope, the Hill Descent Control (HDC) of the IBCU will intervene to generate braking torque to maintain the vehicle's stable downhill speed. At this time, if the driver needs additional braking due to personal judgment of the vehicle speed or unexpected circumstances, the IBCU will not be able to properly handle the relationship between the driver's braking torque and the braking torque generated by HDC. The vehicle may over-brake or under-brake, affecting the vehicle's stability on the steep slope, and may even cause the vehicle to lose control.

[0045] In summary, the prior art lacks a method for processing braking torque when there are multiple braking torques to solve the problem of poor smoothness caused by vehicle deceleration fluctuations during torque conversion.

[0046] In view of the above problems, the embodiments of the present application provide a vehicle braking control method and device, and a vehicle. The technical solution of the embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0047] Figure 1 It is a schematic flow chart of a vehicle braking control method provided in an embodiment of the present application. The method can be applied to a vehicle including a braking system. Figure 1 The method includes steps S110-S120.

[0048] In step S110 , the braking torque requirement of the vehicle is determined.

[0049] In the embodiment of the present application, the braking torque demand of the vehicle includes the braking torque demand controlled by the driver and / or the braking torque demand not controlled by the driver. That is, the braking torque demand of the vehicle may include both of the above two braking torque demands at the same time, or may include only one of the above two braking torque demands.

[0050] When driving a vehicle, the driver will take braking measures based on his or her personal judgment of the vehicle's environment and vehicle status, that is, step on the brake pedal. The braking torque demand generated by this process is the driver-controlled braking torque demand. In this article, the driver-controlled braking torque demand is recorded as Fx_Nbrake.

[0051] The driver-controlled braking torque demand is related to the driver's operation of stepping on the brake pedal. When the brake pedal is stepped on, the brake master cylinder moves; therefore, in the embodiment of the present application, the driver-controlled braking torque demand can be described by the relevant information of the brake master cylinder. The key information when the brake master cylinder is working includes the pressure and stroke of the brake master cylinder.

[0052] The IBCU in the vehicle can determine the driver-controlled braking torque demand based on the pressure and stroke of the brake master cylinder, which collects the above-mentioned physical quantity information with the help of a stroke sensor and a pressure sensor, and converts it into a corresponding braking torque value based on its internal preset algorithm, thereby obtaining the aforementioned driver-controlled braking torque demand.

[0053] The non-driver controlled braking torque demand includes the vehicle's intelligent driving function braking torque demand and / or the dynamic braking torque demand of the integrated braking control module. This means that in the technical solution of the embodiment of the present application, the non-driver controlled braking torque demand can include both of the above two braking torque demands at the same time, or it can be any one of the above two braking torque demands.

[0054] In the application embodiment, the intelligent driving function braking torque demand can be generated by the vehicle's intelligent driving system ADS. For example, in the adaptive cruise control ACC scenario, ADS calculates the braking torque required to maintain a safe distance and / or maintain a preset speed based on the relative distance, relative speed, preset speed and preset safe distance strategy between the vehicle and the vehicle in front through a calculation model. In this article, the intelligent driving function braking torque demand is recorded as Fx_ADS.

[0055] In the embodiment of the present application, the dynamic braking torque demand can be generated by the IBCU, which is related to the state of the vehicle and the driving mode of the vehicle. For example, when the vehicle is going down a steep slope, the steep slope descent function of the IBCU is activated. The IBCU can calculate and generate the corresponding braking torque according to factors such as the angle of the slope, the load of the vehicle, the speed, and the expected downhill stable speed, so as to ensure that the vehicle goes downhill safely and smoothly. In this article, the dynamic braking torque demand is recorded as Fx_IBCU.

[0056] By acquiring the above-mentioned multiple different braking torque requirements, the braking operation of the vehicle driver, the intervention of the ADS and ICBU functions are effectively identified and quantified, laying the foundation for the subsequent request control of the target braking torque.

[0057] In step S120 , when the driver-controlled braking torque demand and the non-driver-controlled braking torque demand exist simultaneously and the vehicle state satisfies a preset state condition, the driver braking request superposition is performed to determine the target braking torque.

[0058] According to the description of the related art above, when there are both driver-controlled braking torque requirements and non-driver-controlled braking torque requirements, the methods in the related art are just simple trade-offs, which will lead to deceleration fluctuations. In the technical solution provided by the present application, when the above two braking torques exist at the same time, they are superimposed according to the size of the two braking torque requirements, and a new braking torque is provided to take over the vehicle, which can ensure the smoothness of the vehicle during torque switching. This method is also called driver braking torque request superposition (Driver Brake Request plus, DBR+). In the embodiment of the present application, this step can be performed by ICBU.

[0059] It should also be noted that the above-mentioned vehicle state meets the preset state condition can be understood as the current vehicle state meets the activation condition of DBR+. The specific content of the preset state condition will be described in detail later and will not be described here. When the vehicle state meets the DBR+ activation condition, the ICBU performs torque arbitration according to the above-mentioned multiple braking torque requirements to determine the target braking torque.

[0060] In the embodiment of the present application, the driver braking request superposition includes: determining the driver braking torque demand increment ΔM B The sum of the braking torque required by the vehicle and the current braking torque of the vehicle is used as the target braking torque of the vehicle.

[0061] Here the driver's braking torque demand increment ΔM B, is the difference between the braking torque demand controlled by the driver and the braking torque when the vehicle's brake master cylinder stroke reaches the preset threshold value; or, it can be understood as the calculation of the driver's required target torque segment increment from the time the driver starts to step on the brake pedal to the time the master cylinder stroke is greater than Smm, recorded as ΔM B =Fx_Nbrake-SmmThe torque required to generate by the master cylinder stroke.

[0062] For example, when the vehicle is driving, if the driver lightly presses the brake pedal, as the pedal travel increases, when the preset threshold value is reached, the IBCU will record the corresponding braking torque at this time, and compare and calculate it with the subsequent driver's further increased braking torque demand, and use the increment (or difference) as the driver's braking torque demand increment.

[0063] The embodiment of the present application does not limit the specific value of the preset threshold value of the brake master cylinder stroke, and the threshold value may be, for example, 2-3 mm. The specific value of the threshold value may be obtained through functional safety decomposition based on the maximum tolerance allowed by the master cylinder stroke sensor.

[0064] In the embodiment of the present application, the current braking torque demand of the vehicle is a braking torque demand not controlled by the driver, which may come from ADS or ICBU and is related to factors such as the current operating condition and vehicle status of the vehicle, which will be described in detail below.

[0065] In some embodiments, when the non-driver controlled braking torque demand includes one of the intelligent driving function braking torque demand or the dynamic braking torque demand, the non-driver controlled braking torque demand is determined to be the current braking torque demand of the vehicle.

[0066] For example, when the LCC function of the vehicle is activated, the current braking torque demand is the braking torque determined by ICBU according to the preset algorithm of the LCC function based on the current vehicle environment information, the vehicle's own state information and the cruise information set by the driver. For another example, when the steep slope descent function of the vehicle is activated, the current braking torque demand is ICBU. With the goal of ensuring that the vehicle can safely and smoothly descend the slope, the corresponding braking torque is calculated and generated according to factors such as the slope angle, the vehicle's load, the vehicle speed and the expected stable downhill speed.

[0067] In some embodiments, when the non-driver controlled braking torque demand includes an intelligent driving function braking torque demand and a dynamic braking torque demand, the dynamic braking torque demand is determined to be the current braking torque demand of the vehicle.

[0068] In the above case, the reason for using the dynamic braking torque demand as the vehicle's current braking torque demand is that in the logic of the vehicle's braking system, the priority of the dynamic braking torque demand is higher than the intelligent driving function braking torque demand, which is explained in detail below.

[0069] When the dynamic braking torque demand Fx_IBCU exists first, the conventional intelligent driving interface function cannot be activated, that is, the conventional intelligent driving function braking torque demand Fx_ADS will not exist; in some special cases, such as when the steep slope descent function is activated, the vehicle is forced to turn on the ACC function during the downhill process. At this time, in order to ensure the driving safety of the vehicle, ICBU will use the dynamic braking torque demand Fx_IBCU as the current braking torque demand.

[0070] When there is a braking torque demand Fx_ADS from the intelligent driving function first, and then a dynamic braking torque demand Fx_IBCU is requested, for example, when the vehicle activates the ACC function and drives on a steep slope, the ICBU activates the steep slope descent function according to the age of the vehicle and generates a dynamic braking torque demand Fx_IBCU; at this time, to ensure driving safety, the ICBU will turn off the ACC function, that is, request Fx_ADS to exit, and use Fx_IBCU as the current braking torque demand.

[0071] When the vehicle has different non-driver-controlled braking torque demands, a priority order is set for them, and the vehicle's current braking torque demand is determined according to the priority order, thereby avoiding conflicts between multiple non-driver-controlled braking torque demands, preventing braking confusion caused by torque competition, and improving the decision-making accuracy and reliability of the braking system under complex working conditions.

[0072] Back to Figure 1 The method shown, after determining the current braking torque requirement of the vehicle according to the method disclosed above, adds it to the driver's braking torque requirement increment to obtain the target braking torque. That is, the target braking torque Fx = Fx_current braking torque + ΔM B .

[0073] The target braking torque determined by the above method fully takes into account the driver's own needs. When the braking demand controlled by the driver and the braking demand not controlled by the driver exist at the same time, the driver's effective braking demand is superimposed on the current braking of the vehicle through torque arbitration, ensuring that the vehicle is controlled with a larger braking torque, ensuring that the driver does not feel a loss of deceleration when the brake pedal is effectively depressed, and increasing the user experience.

[0074] After determining the target braking torque of the vehicle based on the aforementioned control logic, the vehicle can perform braking operations according to the target braking torque. However, there are still some problems in this process. For example, in the process of braking according to the target braking torque, the deceleration of the vehicle cannot meet the driver's expectations. At this time, the driver may step on the brake pedal deeply, resulting in an increase in the demand for driver-controlled braking torque. For another example, in the process of braking according to the aforementioned target braking torque, the parameters of the vehicle's ACC function change, causing the non-driver-controlled braking torque to increase. In the above two cases, when the input braking torque changes, how to perform torque arbitration becomes a further problem to be solved in this application.

[0075] In the solution of the embodiment of the present application, in the process of braking the vehicle with the target braking torque, when the braking torque demand controlled by the non-driver increases to be greater than the current target braking torque, the target braking torque is updated with the increased non-driver braking torque demand. For example, in the adaptive cruise control (ACC) mode of the intelligent driving system, the vehicle originally drives steadily according to the established target braking torque. If an emergency suddenly occurs in front, the intelligent driving system will quickly increase the braking torque demand according to the new environmental perception. At this time, the braking system will respond quickly, abandon the original target braking torque, and instead use the increased braking torque demand as the new target braking torque, so that the vehicle can obtain sufficient braking force in time to cope with emergencies.

[0076] Also, during the process of braking with the target braking torque, if the driver feels that the deceleration effect of the vehicle does not meet expectations, and then increases the force of stepping on the brake pedal, the demand for the braking torque controlled by the driver will increase. At this time, the braking system will calculate the sum of the target braking torque and the incremental amount of the braking torque newly added by the driver, and update it to the new target braking torque. For example, during the driving of the vehicle, the driver initially steps on the brake pedal lightly, and the system brakes according to a certain target braking torque, but the driver thinks that the deceleration is not enough and continues to step on the pedal hard. The braking system will recognize this change and add the previous target braking torque to the newly added braking torque of the driver to form a new target braking torque, so that the vehicle can further decelerate according to the driver's intention. This embodiment will be described in more detail later in conjunction with examples, and will not be described in detail here.

[0077] According to the above technical means, the braking system can quickly respond and update the target braking torque, whether it is a change in the braking torque demand that is not controlled by the driver or controlled by the driver. This enables the vehicle to adapt to different braking demands in a complex and changing driving environment, effectively avoiding dangerous situations caused by untimely adjustment of the braking torque, and improving the safety of the vehicle.

[0078] In some embodiments, the aforementioned preset status conditions or activation conditions of DBR+ include: the vehicle is in the starting state; the vehicle's gear is in the driving gear or the reverse gear; the vehicle's integrated brake control module has no fault warning; the vehicle's speed is not zero; the vehicle has braking torque control; the vehicle's brake pedal is pressed and the brake master cylinder stroke is greater than the preset threshold value.

[0079] The start state can also be called the ready state, in which the vehicle's power system, electronic equipment, and brake-related control systems are initialized and start working normally. Only after the vehicle is started can the brake system effectively receive and process various brake torque signals and perform braking operations.

[0080] The gear position of the vehicle is driving gear or reverse gear, which limits the vehicle to the conditions where it can be driven or operated. When the vehicle is in these two gears, there is a need for brake torque adjustment. In other gears such as neutral gear or parking gear, the vehicle is in a state where complex brake control is not required. Such a setting can avoid incorrect brake torque processing in unnecessary situations.

[0081] The integrated brake module fault-free warning ensures the integrity and reliability of the IBCU's own functions. If the IBCU fails, it may cause errors in the calculation, arbitration and execution of the braking torque, affecting the vehicle's braking performance and safety.

[0082] When the vehicle is stationary, complex braking torque switching and superposition processing is usually not required. For example, when the vehicle is stopped and waiting for a traffic light, the vehicle is stationary. At this time, the braking system only needs to maintain the current braking state without the need for the aforementioned braking request superposition and other operations. Therefore, the vehicle speed is not zero as one of the start conditions of DBR+.

[0083] The vehicle's demand for braking torque control indicates that the current driving state of the vehicle requires intervention by the braking system. Only when the vehicle has actual braking demand will the subsequent braking torque processing process be triggered to ensure that the resources and operations of the braking system are carried out in response to actual driving needs.

[0084] The vehicle's brake pedal is depressed and the brake master cylinder travel is greater than the preset threshold value, which is one of the key conditions for triggering functions such as driver brake request overlay (DBR+). When the driver depresses the brake pedal and reaches a certain travel, it indicates that the driver has a clear braking intention and the operation has reached a certain intensity. Only in this case will the brake torque processing operation be initiated.

[0085] According to the above-mentioned technical means, through these preset conditions, it is ensured that the braking system only performs braking torque processing operations under appropriate conditions, avoiding misoperation under inappropriate circumstances, and reducing the risks of vehicle driving instability, braking loss of control, etc. caused by incorrect operation or braking torque processing under unreasonable conditions, thereby improving the overall stability and reliability of the braking system.

[0086] According to the above description, when the vehicle's braking torque demand includes both driver-controlled braking torque demand and non-driver-controlled braking torque demand, dynamic torque superposition can be performed according to the above method, that is, when intelligent driving and human driving braking torque exist at the same time or when the vehicle changes from no driver control to driver intervention control, torque control can be performed according to the above method. In addition, there are other situations in actual scenarios, and the corresponding response strategies are as follows:

[0087] One situation is that the vehicle's braking torque demand is any one of the aforementioned multiple braking torques, in which case the specified torque demand is used as the vehicle's target braking torque. For example, in a conventional driving scenario where the vehicle does not have its intelligent driving function turned on and only the driver controls the brakes, the IBCU will directly identify the braking torque demand generated by the driver stepping on the brake pedal as the target braking torque and control the vehicle's braking accordingly. Or under certain specific working conditions, such as when the vehicle only activates a single braking function of the intelligent driving system in a specific test or debugging scenario, the braking torque demand generated by the intelligent driving system will also be directly determined by the system as the target braking torque for vehicle braking control. Similarly, when the vehicle is in a specific driving state and only a specific dynamic braking function of the integrated braking control module is triggered (such as only starting the steep slope descent function), the braking torque demand generated by this function will also be directly used as the target braking torque.

[0088] Another situation is that the vehicle has turned on the intelligent driving function, and the IBCU has performed dynamic braking control on the vehicle, and the driver has not intervened. At this time, the vehicle's braking torque demand includes the intelligent driving function braking torque demand and the dynamic braking torque demand. At this time, the dynamic braking torque demand is used as the vehicle's current braking torque demand.

[0089] For example, when a vehicle is driving on a steep slope and the intelligent driving system is also in operation and generates a braking torque demand, the dynamic braking torque demand of the integrated braking control module (such as the braking torque generated by the steep slope descent function) will be prioritized as the vehicle's current braking torque demand. This is because under such special conditions, the dynamic stability performance of the vehicle is crucial. The braking torque generated by the steep slope descent function is accurately calculated based on the physical characteristics and safety requirements of the vehicle on the steep slope. In comparison, the braking torque demand of the intelligent driving function in this specific scenario may not be the most critical factor.

[0090] According to the above-mentioned technical means, in the case of a single braking torque source, there is no need for complex torque arbitration or superposition operations, which simplifies the processing flow of the braking system; under complex and special driving conditions, the priority of the braking torque can be reasonably determined to ensure that the vehicle gives priority to meeting the dynamic braking torque demand that plays a key role in the dynamic stability of the vehicle in critical situations, avoiding the loss of control or instability of the vehicle on special sections such as steep slopes due to unreasonable selection of braking torque, further enhancing the driving safety and stability of the vehicle under special conditions.

[0091] After braking based on the target braking torque until the vehicle stops or the vehicle speed reaches the expected value, the braking system needs to be unloaded (or called brake torque exit). Since the vehicle has multiple braking torques, it is necessary to control the unloading process of different braking torques to avoid vehicle shaking or instability caused by the sudden disappearance of braking torque. For example, when the pedal is released after braking while the vehicle is driving at high speed, if there is no reasonable torque unloading control, the vehicle may shake or rush forward significantly due to the sudden disappearance of braking force.

[0092] In view of the above problems, if Figure 2 As shown, the method provided in the embodiment of the present application also includes steps S210-S220.

[0093] In step S210 , a first slope of a driver-controlled braking torque demand exit and a second slope of a target braking torque exit are determined according to a stroke of a brake master cylinder of the vehicle.

[0094] In step S220 , after the driver of the vehicle releases the pedal, the driver-controlled braking torque demand and the target braking torque are controlled to be unloaded according to the first slope and the second slope so that the driver-controlled braking torque demand and the target braking torque can be completely exited at the same time.

[0095] Figure 3 A schematic diagram of brake torque unloading is shown, as Figure 3 As shown, before time t1, the target braking torque Fx_DBR is greater than the braking torque Fx_Nbrake controlled by the driver, and unloading begins at time t1. At this time, the stroke of the brake master cylinder is S_z, the first slope of the driver-controlled braking torque demand exit K1=Fx_Nbrake / S_z, and the second slope of the target braking torque exit K2=Fx_DBR+ / S_z. After time t1, the two braking torques are unloaded according to the corresponding slopes, and the unloading is completed when the braking torque is 0 at time t2.

[0096] According to the above-mentioned technical means, during the process of unloading the braking torque, by setting different unloading rates for the braking torques from different sources, the unloading can be completed at the same time, ensuring that at the end of braking, the vehicle's braking process can smoothly transition to normal driving or other states related to it, avoiding vehicle instability caused by the sudden disappearance of the braking torque.

[0097] In some embodiments, the aforementioned method further includes: when the automatic emergency braking of the vehicle's intelligent driving system is activated, not responding to the braking torque demand controlled by the driver, and using the torque required for emergency braking of the vehicle as the target braking torque.

[0098] The activation of the vehicle's AEB function means that the vehicle has detected a dangerous situation, such as an impending collision. In this case, the intelligent driving system usually controls the vehicle's braking with maximum braking force. At this time, the braking system is configured to completely ignore the driver's control of the braking torque demand; this is because in the event of an unexpected situation, the force applied by the driver to the brake pedal may not be enough to enable the braking system to achieve maximum braking force; the intelligent driving system can make decisions and control based on various information to enable the braking system to output maximum braking force.

[0099] Based on the above technical means, in the automatic emergency braking scenario, not responding to the braking torque demand controlled by the driver can avoid the driver's inappropriate braking operations due to nervousness or misjudgment interfering with the emergency braking effect, ensuring that the vehicle can brake in the most effective way and reduce the speed in the shortest time, thereby greatly improving the safety of the vehicle in emergency situations and reducing the probability and severity of collision accidents.

[0100] In some embodiments, Figure 4 As shown, the method provided by the present application also includes steps S410-S430.

[0101] In step S410, the target braking torque is distributed to obtain the hydraulic braking torque and the electric braking torque.

[0102] Hydraulic braking is braking based on the traditional wheel-end hydraulic braking system, which relies on brake fluid to drive the brake pads in the caliper to move and rub against the brake disc, thereby slowing down the vehicle.

[0103] Electric braking is achieved by utilizing the power generation function of the drive motor. When the vehicle needs to brake, the motor switches to power generation mode, converting the vehicle's kinetic energy into electrical energy and storing it, while generating braking torque.

[0104] In step S410, the wheel end hydraulic brake system of the vehicle is controlled to brake according to the hydraulic brake torque.

[0105] According to the allocated hydraulic braking torque, the braking system can accurately control the vehicle's wheel-end hydraulic braking system to perform braking operations. By adjusting the hydraulic pressure in the brake line, the braking device applies appropriate friction force to the wheel to achieve vehicle deceleration.

[0106] In step S430, the vehicle is controlled to perform kinetic energy recovery braking according to the electric braking torque.

[0107] According to the allocated electric braking torque, the braking system can adjust the kinetic energy recovery ratio of the drive motor so that the vehicle's kinetic energy can be recovered with the highest efficiency while the braking torque generated can meet the requirements.

[0108] According to the above technical means, the target braking torque is reasonably distributed, and the advantages of the two braking methods are fully combined. Part of the energy is recovered during vehicle braking to reduce the consumption of battery power. At the same time, the participation of electric braking can share part of the braking task, reducing the frequency of use and wear of hydraulic brake components, thereby extending the overall service life of the braking system.

[0109] The braking torque arbitration logic in the above method is further explained below with reference to several examples.

[0110] Figure 5 It is an example diagram of the braking torque arbitration provided in an embodiment of the present application. Figure 5 Four curves are shown in the figure. Curve 510 represents the braking torque curve generated by the braking system when the driver is not in control. The torque can be the braking torque request of the intelligent driving system or the braking torque request generated by other IBCU functions. Curve 520 represents the required braking torque controlled by the driver, that is, the braking torque generated by the driver stepping on the brake pedal. Curve 530 represents the braking torque line after DBR+ action, that is, the torque obtained after IBCU arbitration. Curve 540 represents the braking torque output by the IBCU system after calculation by the torque arbitration module, which is equal to the DBR+ torque in this scenario.

[0111] like Figure 5 As shown in the figure, at time t0, the non-driver controlled braking torque is Fx_ADS; at time t1, the driver steps on the brake pedal, and at time t2, the brake pedal travel exceeds the preset threshold value. At this time, DBR+ is activated, and the output braking torque is the sum of the current braking torque and the braking torque increment controlled by the driver. As the brake pedal opening continues to increase, the braking torque output by DBR+ continues to increase. At time t3, the brake pedal reaches the maximum travel. Compared with time t2, the driver-controlled braking torque increment ΔM B Reaching the maximum, at this time, the braking torque output by DBR+ reaches the maximum, that is, Fx=Fx_ADS+ΔM B .

[0112] Figure 6 This is another example diagram of the braking torque arbitration provided by the embodiment of the present application. Curve 610 represents the braking torque generated by the braking system when the driver is not in control; curve 620 represents the required braking torque controlled by the driver, that is, the braking torque generated by the driver stepping on the brake pedal; curve 630 represents the braking torque line after DBR+ action, that is, the torque obtained after IBCU arbitration; curve 640 represents the braking torque output by the IBCU system after calculation by the torque arbitration module.

[0113] like Figure 6 As shown in the figure, at t0, the driver does not intervene in braking. At this time, the braking torque output by DBR+ is the same as the braking torque demand not controlled by the driver, which is Fx_ADS. At t1, the driver presses the brake pedal. At t2, the brake pedal travel exceeds the preset threshold value. At this time, DBR+ is activated. As the pedal travel increases, the braking torque output by DBR+ increases accordingly. At t3, the brake pedal reaches the maximum travel. At this time, the torque increment compared to t2 is ΔM B1 After time t3, the braking torque output by DBR+ is Fx=Fx_ADS+ΔM B1 .

[0114] Figure 7 This is another example diagram of the braking torque arbitration provided by the embodiment of the present application. Curve 710 represents the braking torque generated by the braking system when the driver is not in control; curve 720 represents the required braking torque controlled by the driver, that is, the braking torque generated by the driver stepping on the brake pedal; curve 730 represents the braking torque line after DBR+ action, that is, the torque obtained after IBCU arbitration; curve 740 represents the braking torque output by the IBCU system after calculation by the torque arbitration module.

[0115] like Figure 7 As shown, at time t1, the driver steps on the brake pedal to generate braking torque. At this time, DBR+ is not activated, and the braking torque output by the IBCU is the same as the braking torque controlled by the driver. At time t2, the non-driver braking torque Fx_ADS intervenes. This torque is greater than the braking torque controlled by the driver. According to the principle of taking the larger one, the non-driver braking torque is responded to and output. At time t3, the driver continues to step on the brake pedal to increase demand. At time t4, the brake master cylinder stroke is greater than the preset threshold value. At this time, DBR+ is activated and the above two braking torques are superimposed. At time t5, the intelligent torque increment controlled by the driver is ΔM B1 After that, the braking torque output by DBR+ is Fx=Fx_ADS+ΔM B1 , and the output torque of IBCU is the same as that of DBR+.

[0116] Figure 8 It is another example diagram of the braking torque arbitration provided by the embodiment of the present application. Curve 810 represents the braking torque generated by the braking system when the driver is not in control; curve 820 represents the required braking torque controlled by the driver, that is, the braking torque generated by the driver stepping on the brake pedal; curve 830 represents the braking torque line after DBR+ action, that is, the torque obtained after IBCU arbitration; curve 840 represents the braking torque output by the IBCU system after calculation by the torque arbitration module.

[0117] like Figure 8 As shown, at t0, the driver does not intervene in braking. At this time, the braking torque output by DBR+ is the same as the braking torque demand not controlled by the driver, which is Fx_ADS1; at t1, the driver steps on the brake pedal. At t2, the stroke of the brake master cylinder is greater than the preset threshold value. At this time, DBR+ is activated, and the above two braking torques are superimposed. At t3, the intelligent torque increment controlled by the driver is ΔM B1 After that, the braking torque output by DBR+ is Fx=Fx_ADS1+ΔM B1 At t4, the non-driver controlled braking torque increases to Fx_ADS2, which is greater than the current target braking torque, while the driver controlled braking torque does not change, DBR+ is not activated, and the IBCU responds to the non-driver braking torque Fx_ADS2 and outputs it according to the principle of taking the larger value. At t5, the driver presses the brake pedal deeply, and at t6, the brake master cylinder stroke is greater than the preset threshold value. At this time, DBR+ is activated for torque superposition. At t7, the driver-controlled intelligent torque increment is ΔM B2 At this time, the braking torque output by DBR+ is Fx=Fx_ADS2+ΔM B2 .

[0118] Combination of the above Figure 1-Figure 8 The method embodiment of the present application is described in detail, and the device embodiment of the present application will be described in detail below in conjunction with the accompanying drawings. It should be understood that the description of the device embodiment corresponds to the method embodiment above, so the parts not described in detail can refer to the method embodiment above.

[0119] Fig. 9 is a schematic structural diagram of a vehicle braking control device provided in an embodiment of the present application. Fig. 9 As shown, the vehicle braking control device 900 includes:

[0120] The torque receiving module 910 is used to determine a braking torque demand of the vehicle, where the braking torque demand includes a braking torque demand controlled by a driver and / or a braking torque demand not controlled by the driver.

[0121] The torque arbitration module 920 is used to perform driver braking request superposition when a driver-controlled braking torque demand and a non-driver-controlled braking torque demand exist at the same time and the state of the vehicle meets the preset state conditions, and determine that the sum of the driver's braking torque demand increment and the vehicle's current braking torque demand is the vehicle's target braking torque.

[0122] Among them, the non-driver controlled braking torque demand includes the vehicle's intelligent driving function braking torque demand and / or the dynamic braking torque demand of the vehicle's integrated braking control module, and the driver's braking torque increment is the difference between the driver-controlled braking torque demand and the braking torque when the vehicle's brake master cylinder stroke reaches a preset threshold value.

[0123] In some embodiments, continue to refer to Figure 1 The vehicle braking control device 900 also includes a torque execution module 930, which is used to distribute the target braking torque to obtain the hydraulic braking torque and the electric braking torque; control the wheel-end hydraulic braking system braking of the vehicle according to the hydraulic braking torque; and control the vehicle to perform kinetic energy recovery braking according to the electric braking torque.

[0124] In some embodiments, the torque arbitration module 920 is also used to: when the non-driver controlled braking torque demand includes the intelligent driving function braking torque demand or the dynamic braking torque demand, determine the non-driver controlled braking torque demand as the current braking torque demand of the vehicle; when the non-driver controlled braking torque demand includes the intelligent driving function braking torque demand and the dynamic braking torque demand, determine the dynamic braking torque demand as the current braking torque demand of the vehicle.

[0125] In some embodiments, the torque arbitration module 920 is also used to: during the process of braking the vehicle with the target braking torque, when the non-driver controlled braking torque demand increases to be greater than the target braking torque, update the target braking torque with the increased non-driver controlled braking torque demand; and during the process of braking the vehicle with the target braking torque, when the driver controlled braking torque demand increases, update the target braking torque with the sum of the target braking torque and the increment of the driver braking torque.

[0126] In some embodiments, the preset status conditions include: the vehicle is in the starting state; the vehicle's gear is in the driving gear or the reverse gear; the vehicle's integrated braking control module has no fault warning; the vehicle's speed is not zero; the vehicle has braking torque control; the vehicle's brake pedal is pressed and the brake master cylinder stroke is greater than the preset threshold value.

[0127] In some embodiments, the vehicle braking control device 900 further includes a first determination unit and a second determination unit. The first determination unit is used to determine the braking torque demand as the target braking torque of the vehicle when the braking torque demand of the vehicle is any one of the braking torque demand controlled by the driver, the braking torque demand of the intelligent driving function, or the dynamic braking torque demand. The second determination unit is used to determine the dynamic braking torque demand as the current braking torque demand of the vehicle when the braking torque demand of the vehicle is the braking torque demand not controlled by the driver, and the braking torque demand not controlled by the driver is the braking torque demand of the intelligent driving function and the dynamic braking torque demand.

[0128] In some embodiments, the vehicle braking control device 900 also includes a third determination unit, which is used to determine the first slope of the exit of the driver-controlled braking torque demand and the second slope of the exit of the target braking torque according to the stroke of the vehicle's brake master cylinder; an unloading unit, which is used to control the unloading of the driver-controlled braking torque demand and the target braking torque according to the first slope and the second slope after the driver of the vehicle releases the pedal, so that the driver-controlled braking torque demand and the target braking torque can be completely exited at the same time.

[0129] In some embodiments, the torque arbitration module 920 is further used to: when the automatic emergency braking of the intelligent driving system of the vehicle is activated, not respond to the braking torque demand controlled by the driver, and use the torque required for emergency braking of the vehicle as the target braking torque.

[0130] Fig.10 It is a schematic structural diagram of a vehicle provided in one embodiment of the present application. Fig.10 A dashed line in a box indicates that the unit or module is optional.

[0131] The vehicle 1000 may include one or more processors 1010. The processor 1010 may support the vehicle 1000 to implement the method described in the foregoing method embodiment.

[0132] The vehicle 1000 may further include one or more memories 1020. The memory 1020 stores a computer program, which can be executed by the processor 1010, so that the processor 1010 performs the method described in the above method embodiment. The memory 1020 may be independent of the processor 1010 or integrated in the processor 1010.

[0133] The vehicle 1000 may further include a transceiver 1030. The processor 1010 may communicate with other devices or chips through the transceiver 1030. For example, the processor 1010 may transmit and receive data with other devices or chips through the transceiver 1030.

[0134] Fig.11 is a schematic structural diagram of a vehicle provided in another embodiment of the present application, Fig.11 The vehicle 1100 includes a vehicle brake control device 1110, which may be the vehicle brake control device 900 described in any of the foregoing embodiments.

[0135] The embodiment of the present application provides a storage medium, which stores one or more computer programs, and the one or more computer programs can be executed by one or more processors to implement some or all of the steps in the above method. The storage medium can be transient or non-transient.

[0136] An embodiment of the present application provides a computer program, including a computer-readable code. When the computer-readable code is run in a computer device, a processor in the computer device executes some or all of the steps for implementing the above method.

[0137] The embodiment of the present application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and when the computer program is read and executed by a computer, some or all of the steps in the above method are implemented. The computer program product can be implemented specifically by hardware, software or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium, and in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK) and the like.

[0138] It should be noted here that the description of the various embodiments above tends to emphasize the differences between the various embodiments, and the same or similar aspects can be referenced to each other. The description of the above device, storage medium, computer program and computer program product embodiments is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the embodiments of the device, storage medium, computer program and computer program product of this application, please refer to the description of the method embodiment of this application for understanding.

[0139] It should be noted here that the description of the above storage medium and device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0140] The processor may be at least one of an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a Central Processing Unit (CPU), a controller, a microcontroller, and a microprocessor. It is understandable that the electronic device that implements the functions of the processor may also be other, and the embodiments of the present application are not specifically limited.

[0141] The above-mentioned computer storage medium / memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory (Flash Memory), a magnetic surface memory, an optical disk, or a compact disc read-only memory (CD-ROM) and the like; it can also be various terminals including one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0142] It should be understood that "one embodiment" or "an embodiment" mentioned throughout the specification means that specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the serial number of each step / process mentioned above does not mean the order of execution, and the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application. The serial numbers of the embodiments of the present application mentioned above are for description only and do not represent the advantages and disadvantages of the embodiments.

[0143] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0144] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as: multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0145] The units described above as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units; they may be located in one place or distributed on multiple network units; some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0146] In addition, all functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may be a separate unit, or two or more units may be integrated into one unit; the above-mentioned integrated units may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0147] A person skilled in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM), magnetic disks or optical disks, etc., various media that can store program codes.

[0148] Alternatively, if the above-mentioned integrated unit of the present application is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can essentially or in other words, the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a vehicle-mounted terminal (which can be a personal computer, server, or network device, etc.) to execute all or part of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0149] The above is only an implementation method of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the 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.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: determining a braking torque demand of the vehicle, the braking torque demand comprising a driver-controlled braking torque demand and / or a non-driver-controlled braking torque demand; When the driver-controlled braking torque demand and the non-driver-controlled braking torque demand exist at the same time and the state of the vehicle satisfies a preset state condition, performing driver braking request superposition, and determining a sum of the driver braking torque demand increment and the current braking torque demand of the vehicle as a target braking torque of the vehicle; Among them, the non-driver-controlled braking torque demand includes the braking torque demand of the vehicle's intelligent driving function and / or the dynamic braking torque demand of the vehicle's integrated braking control module, and the driver's braking torque increment is the difference between the driver-controlled braking torque demand and the braking torque when the vehicle's brake master cylinder stroke reaches a preset threshold value.

2. The method according to claim 1, characterized in that The method further comprises: In a case where the non-driver controlled braking torque demand includes the intelligent driving function braking torque demand or the dynamic braking torque demand, determining the non-driver controlled braking torque demand as a current braking torque demand of the vehicle; In a case where the non-driver-controlled braking torque demand includes the intelligent driving function braking torque demand and the dynamic braking torque demand, the dynamic braking torque demand is determined to be the current braking torque demand of the vehicle.

3. The method according to claim 1, characterized in that The method further comprises: In a process of braking the vehicle with the target braking torque, when a non-driver controlled braking torque demand increases to be greater than the target braking torque, updating the target braking torque with the increased non-driver controlled braking torque demand; and During braking the vehicle with the target braking torque, when the driver-controlled braking torque demand increases, the target braking torque is updated by the sum of the target braking torque and an increase in the driver braking torque.

4. The method according to any one of claims 1 to 3, characterized in that The preset state conditions include: The vehicle is in a started state; The gear position of the vehicle is a driving gear or a reverse gear; The integrated brake control module of the vehicle has no fault warning; The speed of the vehicle is not zero; The vehicle has brake torque control; The brake pedal of the vehicle is depressed and the stroke of the brake master cylinder is greater than a preset threshold value.

5. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: When the braking torque demand of the vehicle is any one of the braking torque demand controlled by the driver, the braking torque demand of the intelligent driving function, or the dynamic braking torque demand, determining the braking torque demand as the target braking torque of the vehicle; When the braking torque demand of the vehicle is the non-driver controlled braking torque demand, and the non-driver controlled braking torque demand is the intelligent driving function braking torque demand and the dynamic braking torque demand, the dynamic braking torque demand is determined to be the current braking torque demand of the vehicle.

6. The method according to any one of claims 1 to 3, characterized in that The method further comprises: Determining a first slope of the driver-controlled braking torque demand exit and a second slope of the target braking torque exit according to the stroke of the vehicle's brake master cylinder; After the driver of the vehicle releases the pedal, the driver-controlled braking torque request and the target braking torque are controlled to be unloaded according to the first slope and the second slope so that the driver-controlled braking torque request and the target braking torque can be completely exited at the same time.

7. The method according to any one of claims 1 to 3, characterized in that The method further comprises: When the automatic emergency braking of the intelligent driving system of the vehicle is activated, the target braking torque is taken as the torque required for emergency braking of the vehicle without responding to the braking torque demand controlled by the driver.

8. The method according to any one of claims 1 to 3, characterized in that The method further comprises: Distributing the target braking torque to obtain a hydraulic braking torque and an electric braking torque; Controlling the wheel-end hydraulic brake system braking of the vehicle according to the hydraulic brake torque; The vehicle is controlled to perform kinetic energy recovery braking according to the electric braking torque.

9. A vehicle brake control device, characterized in that: include: a torque receiving module, configured to determine a braking torque demand of the vehicle, the braking torque demand comprising a driver-controlled braking torque demand and / or a non-driver-controlled braking torque demand; a torque arbitration module, configured to, when the driver-controlled braking torque demand and the non-driver-controlled braking torque demand exist simultaneously and the state of the vehicle satisfies a preset state condition, perform driver braking request superposition and determine the sum of the driver braking torque demand increment and the current braking torque demand of the vehicle as the target braking torque of the vehicle; Among them, the non-driver-controlled braking torque demand includes the braking torque demand of the vehicle's intelligent driving function and / or the dynamic braking torque demand of the vehicle's integrated braking control module, and the driver's braking torque increment is the difference between the driver-controlled braking torque demand and the braking torque when the vehicle's brake master cylinder stroke reaches a preset threshold value.

10. A vehicle, characterized in that: The vehicle comprises a memory and a processor, the memory being used to store a computer program, and the processor being used to execute the computer program to implement the method according to any one of claims 1 to 8; or, The vehicle includes the vehicle brake control device according to claim 9.

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