Vehicle control method, electronic device, storage medium, and program product

Abstract

The application provides a vehicle control method, an electronic device, a storage medium and a program product, which can be applied to the technical field of automobiles. The method comprises the following steps: acquiring a deceleration value of a vehicle; determining a deceleration comparison value of the vehicle under a current working condition and a current road condition according to the current working condition and the current road condition; and reducing a deceleration threshold value for triggering a comfortable braking function if a difference between the deceleration value and the deceleration comparison value is greater than a difference threshold value. The application can reduce the noise during driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, and in particular to a vehicle control method, an electronic device, a storage medium, and a program product. BACKGROUND

[0002] With the development of technology and the increasing demand of users for vehicle comfort, vehicles have added a comfortable braking function. In a non-emergency braking working condition, the driver steps on the brake pedal lightly, and the vehicle generates a small deceleration. When the vehicle speed drops to a certain low speed value, the comfortable braking function is activated, and the brake pressure is reduced from the initial set value to the final function exit set value at a certain slope, helping the driver better control the vehicle braking and smoothly braking to a stop. In related technologies, the vehicle produces a groan noise during the comfortable braking process. Reducing the groan noise during driving and improving the driving experience become technical problems to be solved. SUMMARY

[0003] The embodiments of the present application provide a vehicle control method, an electronic device, a storage medium, and a program product to reduce the groan noise during driving.

[0004] In a first aspect, the embodiments of the present application provide a vehicle control method, comprising:

[0005] obtaining a deceleration value of the vehicle;

[0006] determining a deceleration comparison value of the vehicle in the current working condition and the current road condition according to the current working condition and the current road condition of the vehicle;

[0007] if the difference between the deceleration value and the deceleration comparison value is greater than a difference threshold value, reducing a deceleration threshold value for triggering the comfortable braking function.

[0008] In a possible implementation, the deceleration threshold value for triggering the comfortable braking function is reduced, comprising:

[0009] determining a difference value range in which the difference value is located;

[0010] determining an adjustment value of the deceleration threshold value according to the difference value range;

[0011] reducing the deceleration threshold value for triggering the comfortable braking function according to the adjustment value.

[0012] In a possible implementation, the adjustment value of the deceleration threshold value is determined according to the difference value range, comprising: determining a gear corresponding to the adjustment value of the deceleration threshold value according to the difference value range.

[0013] In a possible implementation, the deceleration comparison value of the vehicle in the current working condition and the current road condition is determined according to the current working condition and the current road condition of the vehicle, comprising:

[0014] obtaining a brake system push rod stroke of the vehicle;

[0015] obtaining a hydraulic cylinder hydraulic value of the vehicle according to the brake system push rod stroke and a correlation between the brake system push rod stroke and the hydraulic cylinder hydraulic value;

[0016] obtaining a wheel end braking torque value of the vehicle according to the hydraulic cylinder hydraulic value of the vehicle and a correlation between the hydraulic cylinder hydraulic value and the wheel end braking torque value;

[0017] determining a deceleration comparison value of the vehicle under the current working condition and the current road condition according to the wheel end braking torque value, a motor braking capability recovery value of the vehicle and a deceleration algorithm under the current road condition, wherein the deceleration algorithm under the current road condition represents a relationship between the deceleration and the wheel end braking torque value, the motor braking capability recovery value, a road slope value and a vehicle head orientation.

[0018] In a possible implementation, the determining of the deceleration comparison value of the vehicle under the current working condition and the current road condition according to the current working condition and the current road condition of the vehicle comprises:

[0019] obtaining the wheel end braking torque value, the motor braking capability recovery value and the current road condition of the vehicle;

[0020] determining the deceleration comparison value of the vehicle under the current working condition and the current road condition from a deceleration comparison value table according to the wheel end braking torque value, the motor braking capability recovery value and the current road condition;

[0021] wherein the current road condition comprises the road slope value and the vehicle head orientation, and the deceleration comparison value table is a deceleration value table calibrated according to different wheel end braking torque values, different motor braking capability recovery values and different road conditions.

[0022] In a possible implementation, after the deceleration threshold value triggering the comfort braking function is reduced, the method further comprises:

[0023] restoring the deceleration threshold value triggering the comfort braking function when it is detected that a difference between the deceleration value and the deceleration comparison value is less than or equal to a difference threshold value.

[0024] In a possible implementation, the method further comprises:

[0025] maintaining the deceleration threshold value triggering the comfort braking function when it is detected that the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold value.

[0026] In a second aspect, an embodiment of the present application provides a vehicle control device, comprising:

[0027] an obtaining module configured to obtain a deceleration value of a vehicle;

[0028] The processing module is used to determine the comparison value of the vehicle's deceleration under the current operating conditions and current road conditions based on the vehicle's current operating conditions and current road conditions.

[0029] The processing module is also used to lower the deceleration threshold that triggers the comfort braking function if the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold.

[0030] Thirdly, embodiments of this application provide a vehicle control device, including: a memory and a processor;

[0031] The memory stores computer-executed instructions;

[0032] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0033] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0034] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0035] The vehicle control method, electronic device, storage medium, and program product provided in this application compare the vehicle deceleration with the theoretically calculated deceleration value. If the difference between the deceleration and the deceleration comparison value is greater than the difference threshold, it indicates that the friction coefficient of the friction pads in the braking system is unstable at this time. The deceleration threshold for triggering the comfort braking function is lowered to avoid the vehicle triggering the comfort braking function under large deceleration conditions, thereby reducing creep noise during driving. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0037] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 ;

[0038] Figure 2 This application provides a schematic diagram of the braking system structure.

[0039] Figure 3 Schematic diagrams illustrating different road conditions for the vehicle provided in this application;

[0040] Figure 4 Flowchart of the vehicle control method provided in this application Figure 2 ;

[0041] Figure 5 A schematic diagram of the vehicle control device provided in this application;

[0042] Figure 6 A schematic diagram of the vehicle control device provided in this application.

[0043] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0044] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0045] With the development of technology and the increasing demands of users for vehicle comfort, vehicles have incorporated comfort braking functions. In non-emergency braking situations, when the driver lightly presses the brake pedal, the vehicle experiences a small deceleration. When the vehicle speed drops to a certain low value, the comfort braking function activates, gradually reducing the braking pressure from an initial set value to a final de-activation value, helping the driver better control the vehicle and smoothly bring it to a stop. For example, this technology triggers comfort braking when the vehicle's deceleration is less than 0.5g (g is the acceleration due to gravity) and the vehicle speed is less than 5 kph (kilometers per hour). The braking pressure gradually decreases from a set 40 bar to 4 bar, enabling smooth braking in situations where emergency braking is not required, such as when encountering traffic lights.

[0046] When the comfort braking function is activated, the vehicle will exhibit creeping noise. Creeping noise refers to the noise generated by slight vibrations or friction in the braking system when the vehicle is traveling at low speeds or stopped. This noise may be more noticeable when the vehicle is moving slowly, stopping, or starting. During braking, the vehicle's front end first presses down, the vehicle's center of gravity shifts forward, and the suspension compresses, accumulating elastic potential energy. When the comfort braking function is activated, the braking pressure of the friction pads pressing against the brake disc decreases, the potential energy accumulated in the suspension is released, and creeping occurs between the brake disc and friction pads in the direction of potential energy release. Static friction changes with friction, the force value changes abruptly, and the stick-slip effect is activated. The vibration generated by the stick-slip effect is amplified by the suspension system and transmitted to the passenger compartment, forming noise, i.e., creeping noise.

[0047] When the friction pads are wet or have rust adhering to their surface, the friction coefficient increases or becomes unstable, resulting in noticeable creep noise after comfort braking is triggered. Furthermore, the greater the vehicle's deceleration, the greater the elastic potential energy accumulated in the suspension during braking. When comfort braking is triggered, the greater the energy released by the suspension retraction, the more likely it is to cause creep between the brake disc and friction pads through changes in vehicle attitude, leading to more pronounced creep noise.

[0048] Based on the above scenarios, it can be seen that in the relevant technologies, there is a technical problem where the vehicle generates creeping noise after the comfort braking function is triggered, which affects the driving experience.

[0049] The vehicle control method provided in this application compares the vehicle deceleration with the theoretically calculated deceleration value. If the difference between the deceleration and the deceleration comparison value is greater than the difference threshold, it indicates that the friction coefficient of the friction pads in the braking system is unstable at this time. The deceleration threshold for triggering the comfort braking function is lowered to avoid the vehicle triggering the comfort braking function under large deceleration conditions, thereby reducing creep noise during driving.

[0050] Optionally, the vehicle control method provided in this application can be applied to a braking system with controller function, a vehicle controller or other independent controller to realize the control of relevant braking components.

[0051] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0052] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 In one implementation, the vehicle control method is applied to a braking system controller, such as a onebox system.Figure 1 As shown, the method includes:

[0053] S101, Obtain the vehicle's deceleration value.

[0054] In one implementation, after the vehicle is started, the braking system controller obtains the vehicle's deceleration in real time through a deceleration sensor.

[0055] In addition to deceleration sensors, vehicle deceleration values ​​can also be obtained through devices such as gyroscopes, force sensors, and speedometers. This application does not impose any restrictions on the devices used to measure vehicle deceleration.

[0056] S102. Based on the vehicle's current operating conditions and current road conditions, determine the comparison value of the vehicle's deceleration under the current operating conditions and current road conditions.

[0057] Among them, the deceleration comparison value refers to the deceleration value that the vehicle can achieve under the current operating conditions and road conditions, obtained through theoretical calculations.

[0058] Specifically, the operating conditions include the travel of the vehicle's braking system push rod, the hydraulic pressure of the hydraulic cylinders in the braking system, the wheel-end braking torque, and the vehicle's electric motor braking capacity recovery value. Road conditions are categorized based on the road's gradient and the vehicle's heading. For example, when the road gradient is less than 3%, the vehicle is considered to be on flat ground; when the road gradient is greater than or equal to 3% and the vehicle is heading uphill, the vehicle is considered to be on an uphill road; and when the road gradient is greater than or equal to 3% and the vehicle is heading downhill, the vehicle is considered to be on a downhill road. It is understandable that the vehicle's own weight has different effects on deceleration values ​​depending on the road conditions, therefore different deceleration calculation methods need to be selected to determine the deceleration comparison value based on different road conditions.

[0059] S103. If the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold, then lower the deceleration threshold for triggering the comfort braking function.

[0060] Understandably, the deceleration value is the actual deceleration value of the vehicle acquired in real time, while the deceleration comparison value is the theoretically achievable deceleration value of the vehicle under the current operating and road conditions. Ideally, the actual deceleration value and the deceleration comparison value are equal. However, when the friction pads in the vehicle's braking system are wet or have rust adhering to their surface, the friction coefficient of the friction pads increases, and the friction force between the friction pads and the brake disc increases. As a result, the actual deceleration value generated by braking is greater than the theoretically calculated deceleration comparison value.

[0061] The difference threshold, also known as tolerance or variation value, is calibrated based on the relationship between the friction coefficient of the friction pads and vehicle deceleration. When the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold, it indicates that the friction coefficient of the current friction pads is too high, meaning that the friction pads are wet or have rust adhering to their surface. In this case, if the comfort braking function is triggered at the original deceleration threshold, a stick-slip effect will occur between the friction pads and the brake disc, which will then generate creeping noise.

[0062] By lowering the deceleration threshold for triggering comfort braking, the deceleration range at which the vehicle enters comfort braking mode can be reduced. This minimizes the likelihood of triggering comfort braking when the brake pads are wet or have rust adhering to their surface, thus preventing creep noise. Furthermore, by lowering the deceleration threshold, the vehicle can only trigger comfort braking at relatively low decelerations. The lower the deceleration, the less elastic potential energy accumulates in the suspension during braking. Consequently, when comfort braking is triggered, the energy released by the suspension retraction is also less, resulting in less creep between the brake disc and brake pads caused by changes in vehicle attitude, and thus less noticeable creep noise.

[0063] The vehicle control method provided in this application obtains the deceleration of the vehicle during driving through a deceleration sensor and compares it with the deceleration calculated under the current operating conditions and road conditions. When the difference between the deceleration and the deceleration comparison value is greater than the difference threshold, the deceleration threshold for triggering the comfort braking function is reduced to avoid the vehicle triggering the comfort braking function with a large deceleration, thereby reducing the generation of creep noise.

[0064] In one possible implementation, lowering the deceleration threshold that triggers the comfort braking function includes: determining the range of differences in which the difference lies; determining an adjustment value for the deceleration threshold based on the range of differences; and lowering the deceleration threshold that triggers the comfort braking function based on the adjustment value.

[0065] The degree of moisture or rust on the friction pads will affect the coefficient of friction to varying degrees, thus impacting the vehicle's deceleration during braking. For example, when the friction pads are slightly damp or slightly rusted, the change in the coefficient of friction will not be significant. When comparing the vehicle's deceleration value with a deceleration comparison value, the difference will be small, and in this case, there is no need to make significant adjustments to the deceleration threshold for triggering comfort braking.

[0066] In another scenario, if the friction pads are severely damp or severely rusted, the deceleration threshold for triggering comfort braking should be reduced as much as possible. Otherwise, after comfort braking is triggered, a stick-slip effect can easily occur between the friction pads and the brake disc, resulting in creeping noise.

[0067] Based on the above analysis, this application provides a vehicle control method that sets a difference range. When the difference between the vehicle deceleration value and the deceleration comparison value falls within different difference ranges, it can characterize the different states of the current friction pads, thereby determining the adjustment value required for the deceleration threshold. Based on the adjustment value, the deceleration threshold for triggering the comfort braking function is reduced.

[0068] The vehicle control method provided in this application sets a difference range and determines the adjustment value of the deceleration threshold based on the difference range, thereby improving the accuracy of friction pad state recognition and the flexibility of adjusting the deceleration threshold for triggering comfort braking function.

[0069] In one possible implementation, determining the adjustment value of the deceleration threshold based on the difference range includes: determining the gear corresponding to the adjustment value of the deceleration threshold based on the difference range.

[0070] As analyzed in the above embodiments, different states of the friction pads will cause the difference between the deceleration value and the deceleration comparison value to fall into different difference ranges. When the deceleration threshold for triggering the comfort braking function is adjusted according to the difference, the adjustment value of the deceleration threshold corresponding to different difference ranges will be different.

[0071] In one implementation, the deceleration threshold for triggering the comfort braking function can be divided into several levels. When the difference between the deceleration value and the deceleration comparison value falls into different difference ranges, the deceleration threshold for triggering the comfort braking function is adjusted to the corresponding level.

[0072] For example, suppose the difference between the deceleration value and the deceleration comparison value is . The initial deceleration threshold for triggering the comfort braking function is 0.5g (g is the acceleration due to gravity). The deceleration thresholds for triggering the comfort braking function are set as follows: Level 1: 0.5g; Level 2: 0.45g; Level 3: 0.4g. When 0 ≤ When the deceleration is <0.01g, the deceleration threshold for triggering the comfort braking function is set to level one; when 0.01g ≤ When the deceleration is <0.02g, the deceleration threshold for triggering the comfort braking function is set to level two; when 0.02g ≤ When the deceleration threshold for triggering the comfort braking function is less than 0.03g, it is set to level three.

[0073] In one implementation, the intervals between the deceleration thresholds that trigger the comfort braking function can be made as small as possible, forming as many thresholds as possible. This can optimize creep noise while minimizing the loss of the comfort braking experience.

[0074] The vehicle control method provided in this application adjusts the deceleration threshold for triggering comfort braking based on the range in which the difference between the deceleration value and the deceleration comparison value falls. The adjustment value of the deceleration threshold corresponding to different difference ranges is different, which improves the flexibility of adjusting the deceleration threshold for triggering comfort braking. By dividing the difference range and threshold levels, it is also possible to optimize creep noise while preserving as much comfort braking performance as possible, thereby improving the driving experience.

[0075] In one possible implementation, based on the vehicle's current operating conditions and current road conditions, a comparison value of the vehicle's deceleration under the current operating conditions and current road conditions is determined, including:

[0076] S201. Obtain the travel of the vehicle's braking system push rod.

[0077] Figure 2 This is a schematic diagram of the braking system structure provided in this application. (As shown in...) Figure 2 In the braking system shown, after the driver depresses the brake pedal, the push rod stroke sensor obtains the movement stroke of the push rod connected to the pedal. The isolation valve closes, and the push rod pushes the pressure built up by the master cylinder to the wheel end. The wheel end relies on the motor to drive the hydraulic cylinder to build up pressure, and the generated pressure is transmitted to the wheel end caliper. The wheel end caliper consists of a piston and friction pads. Under the pressure of the hydraulic cylinder, the piston pushes the friction pads to clamp the brake disc and generate braking torque.

[0078] S202. Based on the travel of the vehicle's brake system push rod and the relationship between the travel of the brake system push rod and the hydraulic value of the hydraulic cylinder, obtain the hydraulic value of the vehicle's hydraulic cylinder.

[0079] The relationship between the brake system push rod stroke and the hydraulic cylinder hydraulic value can be specifically expressed as a curve showing the relationship between the brake system push rod stroke and the hydraulic cylinder hydraulic value, or as a data table showing the relationship between the brake system push rod stroke and the hydraulic cylinder hydraulic value.

[0080] Optionally, the relationship between the brake system push rod stroke and the hydraulic cylinder hydraulic value is pre-calibrated.

[0081] For example, after the driver depresses the brake pedal, the push rod travel sensor acquires the travel distance of the push rod connected to the pedal. At the same time, the brake system controller determines the hydraulic cylinder hydraulic value under the current push rod travel distance from a pre-calibrated relationship curve or data table between the vehicle's brake system push rod travel distance and the hydraulic cylinder hydraulic value.

[0082] S203. Obtain the wheel-end braking torque value of the vehicle based on the hydraulic cylinder hydraulic value and the correlation between the hydraulic cylinder hydraulic value and the wheel-end braking torque value.

[0083] The relationship between the hydraulic cylinder hydraulic value and the wheel-end braking torque value is similar to the relationship between the brake system push rod stroke and the hydraulic cylinder hydraulic value. It can also be specifically expressed as a curve showing the relationship between the hydraulic cylinder hydraulic value and the wheel-end braking torque value, or a data table showing the relationship between the hydraulic cylinder hydraulic value and the wheel-end braking torque value, etc.

[0084] The wheel-end braking torque value refers to the torque generated by the pressure of the hydraulic cylinder pushing the friction pads to tighten the brake disc. The braking system can determine the wheel-end braking torque value under the current hydraulic cylinder pressure value based on the pre-calibrated relationship curve or data table between the hydraulic cylinder pressure value and the wheel-end braking torque value of the vehicle.

[0085] S204. Obtain the vehicle's motor braking capacity recovery value.

[0086] In electric or hybrid vehicles, regenerative braking (also known as motor braking) is a key feature. It allows the vehicle to recover some kinetic energy during deceleration or braking. This process involves an inverter switching the electric motor's operation from drive mode to generator mode, converting kinetic energy into electrical energy stored in the battery. The regenerative braking value typically refers to the quantified amount of energy the motor can recover during braking. Understandably, when calculating the vehicle's deceleration under current operating conditions, the impact of regenerative braking on the vehicle's deceleration must be taken into account.

[0087] S205. Based on the wheel-end braking torque value, the motor braking capacity recovery value, and the deceleration algorithm under the current road conditions, determine the comparison value of the vehicle's deceleration under the current operating conditions and the current road conditions. The deceleration algorithm under the current road conditions represents the relationship between deceleration and wheel-end braking torque value, vehicle motor braking capacity recovery value, road slope value, and vehicle heading.

[0088] Because the deceleration caused by the vehicle's own weight has different effects on the overall deceleration of the vehicle under different road conditions, different deceleration algorithms are required for different road conditions.

[0089] In one implementation, such as Figure 3 As shown, the road conditions where the vehicle is located can be divided into three categories: flat ground, downhill, and uphill. In the figure, G represents the vehicle's own weight, g1 represents the gravitational component generated by the vehicle's own weight along the slope direction under the condition of a slope, and a represents the direction of the vehicle's deceleration during braking. A slope threshold is set, and the current road condition is determined based on the current slope value and the vehicle's heading.

[0090] For example, when the vehicle detects that it is currently on a surface with a slope of less than 3%, such as... Figure 3As shown in (a), the vehicle's own weight does not produce a component along the vehicle's direction of travel, meaning it does not affect the vehicle's deceleration. In this case, a flat-ground deceleration algorithm is used to calculate the vehicle's deceleration comparison value. This algorithm characterizes the relationship between the vehicle's braking torque value, the motor's regenerative braking capacity value, and the deceleration. When the vehicle detects that it is currently on a slope greater than 3% and its front is downhill, as shown in (a), the vehicle's own weight does not produce a component along the vehicle's direction of travel, meaning it does not affect the vehicle's deceleration. Figure 3 As shown in (b), the vehicle is on a downhill slope. The vehicle's own weight generates a downward gravitational component, which is opposite to the direction of deceleration. In this case, a downhill deceleration algorithm is used to calculate the vehicle's deceleration comparison value. This algorithm characterizes the relationship between the vehicle's braking torque, the motor's regenerative braking capacity, the downward gravitational component along the slope, and the deceleration. When the vehicle detects that it is currently on a slope greater than 3% and its front is uphill, as shown in (b), Figure 3 As shown in (c), the vehicle is on an uphill road. The vehicle's own weight generates a downward gravity component along the slope, which is in the same direction as the vehicle's deceleration. At this time, the uphill deceleration algorithm is used to calculate the vehicle's deceleration comparison value. The uphill deceleration algorithm represents the relationship between the vehicle's braking torque value, the motor braking capacity recovery value, the gravity component along the slope direction of the vehicle's current slope, and the deceleration.

[0091] The vehicle control method provided in this application first determines the wheel-end braking torque value by analyzing the relationship between the brake system push rod stroke, the hydraulic cylinder pressure value, and the wheel-end braking torque value. Then, by combining the vehicle's current motor braking capacity recovery value and the deceleration algorithm under the current slope, it can accurately obtain the deceleration reference value. In addition to calculating the deceleration comparison value under the current operating conditions and road conditions in real time, a deceleration comparison value table can also be obtained through calibration, which will be described in detail below.

[0092] In one possible implementation, based on the vehicle's current operating conditions and current road conditions, a comparison value of the vehicle's deceleration under the current operating conditions and current road conditions is determined, including:

[0093] Obtain the current wheel-end braking torque value, motor braking capacity recovery value, and current road conditions of the vehicle. Based on the current wheel-end braking torque value, motor braking capacity recovery value, and current road conditions, determine the deceleration comparison value of the vehicle under the current operating conditions and current road conditions from the deceleration comparison value table.

[0094] The current road conditions include road gradient and vehicle orientation. The deceleration comparison table is a deceleration value table calibrated based on different wheel-end braking torque values, different motor braking capacity recovery values, and different road conditions.

[0095] The wheel-end braking torque value can be obtained in the following way: the brake system controller obtains the push rod stroke sensor to obtain the push rod stroke, and the hydraulic cylinder hydraulic value under the current push rod stroke is determined from the pre-calibrated relationship curve or data table between the vehicle's brake system push rod stroke and the hydraulic cylinder hydraulic value. Then, according to the pre-calibrated relationship curve or data table between the vehicle's hydraulic cylinder hydraulic value and the wheel-end braking torque value, the wheel-end braking torque value under the current hydraulic cylinder pressure value can be determined.

[0096] In one implementation, a deceleration value table is obtained based on different wheel-end braking torque values, different motor braking capacity recovery values, and different road conditions. For example, with the wheel-end braking torque value remaining constant, a table of deceleration values ​​under different motor braking capacity recovery values ​​and different road conditions is obtained through calibration; with the motor braking capacity recovery value remaining constant, a table of deceleration values ​​under different wheel-end braking torque values ​​and different road conditions is obtained through calibration; and with road conditions remaining constant, a table of deceleration values ​​under different wheel-end braking torque values ​​and motor braking capacity recovery values ​​is obtained through calibration.

[0097] In one implementation, the deceleration comparison value can be calibrated using the deceleration value calculation method described in S204 of the above embodiment, which will not be repeated here.

[0098] In one implementation, for the deceleration value comparison table under different road conditions, several slope values ​​can be selected for calibration, and the deceleration comparison value corresponding to the slope value under the current road condition can be obtained through data fitting. For example, assuming that the wheel-end braking torque value and the motor braking capacity recovery value remain unchanged, in downhill road conditions, deceleration comparison value tables for slopes of 5% and 10% can be obtained through calculation and calibration. When using the deceleration comparison values, if the slope value of the road where the current vehicle is located is detected to be between 5% and 10%, the deceleration comparison value table under the current slope can be obtained by fitting the deceleration comparison value tables for slopes of 5% and 10%.

[0099] The vehicle control method provided in this application reduces the amount of real-time calculation and improves the processing and response efficiency of the braking system by pre-calibrating a deceleration comparison value table and then looking up the table based on the current operating conditions and road conditions during vehicle operation.

[0100] In one possible implementation, after lowering the deceleration threshold that triggers comfort braking, the vehicle control method further includes:

[0101] If the difference between the detected deceleration value and the deceleration comparison value is less than or equal to the difference threshold, the deceleration threshold for triggering the comfort braking function is restored.

[0102] When the friction pads are wet, the coefficient of friction increases. In this case, the deceleration threshold for triggering the comfort braking function needs to be adjusted to avoid creeping noise. As the vehicle warms up during driving, the friction pads may gradually dry, and the coefficient of friction returns to normal. If the difference between the detected deceleration value and the deceleration comparison value is less than or equal to the difference threshold, the deceleration threshold for triggering the comfort braking function will be restored to the initial deceleration threshold to ensure the normal activation of the comfort braking function.

[0103] The vehicle control method provided in this application continuously collects and compares the vehicle deceleration after adjusting the deceleration threshold for triggering comfort braking. When the difference between the speed value and the deceleration comparison value is less than or equal to the difference threshold, it indicates that there is no need to lower the deceleration threshold for triggering comfort braking. In this case, the deceleration threshold for triggering comfort braking is restored to the initial deceleration threshold, thereby achieving flexible adjustment of the deceleration threshold and ensuring that the comfort braking function can function normally.

[0104] In one possible implementation, the vehicle control method further includes maintaining the deceleration threshold that triggers the comfort braking function if the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold.

[0105] From the moment the vehicle starts, the deceleration sensor continuously collects the current deceleration value of the vehicle. The braking system controller obtains the deceleration value and compares it with a deceleration comparison value. If the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold, the deceleration threshold for triggering comfort braking is lowered. If the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold, the deceleration threshold for triggering comfort braking is maintained. This indicates that the braking system is in normal condition and there is no need to adjust the deceleration threshold for triggering comfort braking.

[0106] The vehicle control method provided in this application maintains the deceleration threshold for triggering the comfort braking function when the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold, so that the comfort braking function is triggered normally and the comfort of the driving process is guaranteed.

[0107] Figure 4 Flowchart of the vehicle control method provided in the embodiments of this application Figure 2 The control method is executed by the braking system controller. In one embodiment, the vehicle control method includes the following steps:

[0108] S401, Obtain the deceleration value.

[0109] S402. Obtain the vehicle's current operating status and road conditions.

[0110] The operating conditions include the vehicle's wheel-end braking torque value and the motor's regenerative braking capability value, while the road conditions include the current road gradient value and the vehicle's front-facing orientation.

[0111] S403. Calculate the deceleration comparison value based on the current working conditions and road conditions.

[0112] S404. Determine whether the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold.

[0113] If the difference between the deceleration value and the deceleration comparison value is not greater than the difference threshold, then execute:

[0114] S405, Maintain the deceleration threshold for initial triggering of comfort braking.

[0115] If the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold, then execute:

[0116] S406. Reduce the deceleration threshold for triggering comfort braking.

[0117] S407. Determine whether the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold.

[0118] If not, then execute:

[0119] S408, Maintain the current deceleration threshold for triggering comfort braking.

[0120] If so, then execute:

[0121] S409. Adjust the deceleration threshold for triggering comfort braking to the initial deceleration threshold.

[0122] The vehicle control method provided in this application obtains the deceleration value of the vehicle and calculates the deceleration comparison value under the current operating conditions and road conditions. The deceleration value is compared with the deceleration comparison value. If the difference between the two is greater than the difference threshold, the deceleration threshold for triggering the comfort braking function is reduced to avoid the vehicle triggering the comfort braking function with a large deceleration, thereby generating creep noise. After the deceleration threshold is reduced, if it is detected that the difference between the deceleration value and the deceleration comparison value has returned to the normal difference range, the deceleration threshold for triggering the comfort braking function is restored to the initial deceleration threshold to ensure the normal operation of the comfort braking function.

[0123] Figure 5 This is a schematic diagram of the vehicle control device structure provided in the embodiments of this application, such as... Figure 5 As shown, the vehicle control device 50 provided in this application embodiment includes:

[0124] The acquisition module 501 is used to acquire the deceleration value of the vehicle.

[0125] The processing module 502 is used to determine the deceleration comparison value of the vehicle under the current operating conditions and the current road conditions based on the current operating conditions and the current road conditions.

[0126] The processing module 502 is also used to lower the deceleration threshold that triggers the comfort braking function when the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold.

[0127] In one possible implementation, the processing module 502 is further configured to:

[0128] Determine the range of the difference.

[0129] Based on the range of the difference, determine the adjustment value for the deceleration threshold.

[0130] Based on the adjusted value, the deceleration threshold for triggering comfort braking function is lowered.

[0131] In one possible implementation, the processing module 502 is further configured to:

[0132] Based on the travel of the vehicle's brake system push rod and the relationship between the travel of the brake system push rod and the hydraulic value of the hydraulic cylinder, the hydraulic value of the vehicle's hydraulic cylinder is obtained.

[0133] The wheel-end braking torque value of the vehicle is obtained based on the hydraulic cylinder hydraulic value of the vehicle and the correlation between the hydraulic cylinder hydraulic value and the wheel-end braking torque value.

[0134] Based on the wheel-end braking torque value, the vehicle's motor braking capacity recovery value, and the deceleration algorithm under the current road conditions, the deceleration comparison value of the vehicle under the current operating conditions and the current road conditions is determined. The deceleration algorithm under the current road conditions represents the relationship between deceleration and wheel-end braking torque value, vehicle motor braking capacity recovery value, road gradient value, and vehicle heading.

[0135] In one possible implementation, the processing module 502 is further configured to:

[0136] Based on the vehicle's current wheel-end braking torque, motor regenerative braking capacity, and current road conditions, the deceleration comparison value of the vehicle under the current operating conditions and current road conditions is determined from the deceleration comparison value table. The current road conditions include road gradient and vehicle heading. The deceleration comparison value table is a deceleration value table calibrated based on different wheel-end braking torque values, different motor regenerative braking capacity, and different road conditions.

[0137] In one possible implementation, the processing module 502 is further configured to: restore the deceleration threshold for triggering the comfort braking function if the difference between the detected deceleration value and the deceleration comparison value is less than or equal to the difference threshold.

[0138] In one possible implementation, the processing module 502 is further configured to: maintain the deceleration threshold for triggering the comfort braking function if the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold.

[0139] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0140] Figure 6 A schematic diagram of the vehicle control device provided in this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0141] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0142] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0143] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0144] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0145] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0146] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0147] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0148] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0149] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0150] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0151] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0152] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0153] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0154] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0155] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's deceleration value; Based on the current operating conditions and road conditions of the vehicle, determine the comparison value of the vehicle's deceleration under the current operating conditions and road conditions; If the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold, then the deceleration threshold for triggering the comfort braking function is lowered.

2. The vehicle control method according to claim 1, characterized in that, The reduction of the deceleration threshold for triggering comfort braking includes: Determine the range of the difference values; Based on the aforementioned difference range, determine the adjustment value for the deceleration threshold; Based on the adjustment value, the deceleration threshold for triggering the comfort braking function is reduced.

3. The vehicle control method according to claim 2, characterized in that, The step of determining the adjustment value of the deceleration threshold based on the difference range includes: determining the gear corresponding to the adjustment value of the deceleration threshold based on the difference range.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that, The step of determining the deceleration comparison value of the vehicle under the current operating conditions and current road conditions, based on the vehicle's current operating conditions and current road conditions, includes: Obtain the travel of the brake system push rod of the vehicle; Based on the travel of the brake system push rod and the correlation between the travel of the brake system push rod and the hydraulic value of the hydraulic cylinder, the hydraulic value of the vehicle's hydraulic cylinder is obtained; Based on the hydraulic cylinder hydraulic value of the vehicle and the correlation between the hydraulic cylinder hydraulic value and the wheel-end braking torque value, the wheel-end braking torque value of the vehicle is obtained. Based on the wheel-end braking torque value, the vehicle's motor braking capacity recovery value, and the deceleration algorithm under the current road conditions, a comparison value of the vehicle's deceleration under the current operating conditions and the current road conditions is determined. The deceleration algorithm under the current road conditions characterizes the relationship between deceleration and wheel-end braking torque value, motor braking capacity recovery value, road gradient value, and vehicle heading.

5. The vehicle control method according to any one of claims 1 to 3, characterized in that, The step of determining the deceleration comparison value of the vehicle under the current operating conditions and current road conditions, based on the vehicle's current operating conditions and current road conditions, includes: Obtain the wheel-end braking torque value, motor braking capacity recovery value, and current road conditions of the vehicle; Based on the wheel-end braking torque value, the motor braking capacity recovery value, and the current road conditions, determine the deceleration comparison value of the vehicle under the current operating conditions and the current road conditions from the deceleration comparison value table; The current road conditions include road gradient and vehicle orientation, and the deceleration comparison table is a deceleration value table calibrated based on different wheel-end braking torque values, different motor braking capacity recovery values, and different road conditions.

6. The vehicle control method according to any one of claims 1 to 3, characterized in that, After lowering the deceleration threshold that triggers comfort braking, the following is also included: If the difference between the detected deceleration value and the deceleration comparison value is less than or equal to the difference threshold, the deceleration threshold for triggering the comfort braking function is restored.

7. The vehicle control method according to any one of claims 1 to 3, characterized in that, The method further includes: If the difference between the deceleration value and the deceleration comparison value is less than or equal to the difference threshold, then the deceleration threshold for triggering the comfort braking function is maintained.

8. A vehicle control device, characterized in that, include: The acquisition module is used to acquire the vehicle's deceleration value; The processing module is used to determine the deceleration comparison value of the vehicle under the current operating conditions and current road conditions based on the current operating conditions and current road conditions of the vehicle. The processing module is further configured to lower the deceleration threshold for triggering the comfort braking function if the difference between the deceleration value and the deceleration comparison value is greater than the difference threshold.

9. A vehicle control device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

11. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-7.

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