Brake control method and device, storage medium, controller and vehicle

Abstract

The invention relates to a braking control method and device, a storage medium, a controller and a vehicle. According to the technical scheme, when braking parameters meet a first condition, the braking torque and the idling torque of the vehicle are adjusted at the same time, the braking torque and the idling torque are adjusted at the same time according to the braking parameters, the stability of braking deceleration is maintained, and the braking speed is increased. Therefore, the frequency generated by resonance is effectively avoided, and the braking noise is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of brake control, and in particular to a brake control method, device, storage medium, controller and vehicle. Background Art

[0002] With the rapid development of new energy vehicles, the braking noise of the whole vehicle is easier for customers to perceive than that of fuel vehicles, so consumers have higher and higher requirements for braking noise.

[0003] At present, the problem is generally solved by optimizing the hardware structure itself, such as optimizing the friction plate formula, silencer and brake disc structure, and changing the structure and material of related components of the suspension system. Through the optimization of hardware solutions and multiple rounds of bench tests and actual vehicle verification, it is still impossible to reduce the braking noise. Summary of the invention

[0004] The embodiment of the present application provides a braking control method, which simultaneously adjusts the braking torque and idle torque of the vehicle, and effectively avoids the frequency generated by resonance by maintaining the stability of the braking deceleration, thereby reducing the braking noise.

[0005] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, a braking control method is provided, comprising: when a braking parameter satisfies a first condition, simultaneously adjusting the braking torque and the idle torque of the vehicle.

[0006] Optionally, the braking parameters include: travel parameters of the braking device and hydraulic pressure of the hydraulic brake.

[0007] Optionally, the braking parameter satisfies the first condition including:

[0008] The travel parameter of the brake device satisfies the travel range, and the hydraulic pressure of the hydraulic brake satisfies the hydraulic range;

[0009] The travel interval represents an interval corresponding to a travel parameter in which the brake noise exists, and the hydraulic interval represents an interval corresponding to a hydraulic pressure in which the brake noise exists.

[0010] Optionally, the stroke range is X1 mm to X2 mm, and the hydraulic range is Y1 bar to Y2 bar, wherein X1 mm to X2 mm is determined according to a brake device position range where brake noise exists, and Y1 bar to Y2 bar is a hydraulic pressure range where brake noise exists.

[0011] Optionally, the simultaneously adjusting the braking torque and the idle torque of the vehicle includes:

[0012] adjusting the braking torque and the idle torque of the vehicle simultaneously according to the calibrated torque relationship;

[0013] The torque relationship is a correlation relationship between the braking torque and the idle torque that is pre-calibrated in the case of braking noise.

[0014] Optionally, the simultaneously adjusting the braking torque and the idle torque of the vehicle according to the calibrated torque relationship includes:

[0015] According to the torque relationship and the braking depth of the vehicle, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0016] Optionally, the torque relationship includes at least two;

[0017] The step of adjusting the braking torque and the idle torque of the vehicle simultaneously according to the torque relationship and the braking depth of the vehicle comprises:

[0018] determining a target torque relationship from at least two torque relationships according to a current braking torque and an idle torque of the vehicle;

[0019] The braking torque and the idle torque of the vehicle are adjusted simultaneously according to the target torque relationship and the braking depth.

[0020] Optionally, the simultaneously adjusting the braking torque and the idle torque of the vehicle according to the target torque relationship and the braking depth includes:

[0021] When the target torque relationship is the first torque relationship, the braking torque and the idle torque are increased simultaneously according to the braking depth; or,

[0022] When the target torque relationship is the second torque relationship, the braking torque and the idle torque are simultaneously reduced according to the braking depth.

[0023] Optionally, the method further comprises:

[0024] When the target torque relationship is the first torque relationship, in the process that the braking depth increases from 0 to the target depth, the braking torque increases according to the first pattern, and the idle torque decreases according to the second pattern.

[0025] Optionally, the method further comprises:

[0026] As the braking depth increases, the rate of reduction of the idle torque increases.

[0027] Optionally, the method further comprises:

[0028] The first mode includes at least one of a linear change mode and a nonlinear change mode;

[0029] The second mode includes at least one of a linear change mode and a nonlinear change mode.

[0030] Optionally, the method further comprises:

[0031] At the first braking depth, the braking torque and the idle torque are equal in magnitude.

[0032] Optionally, the method further comprises:

[0033] When the target torque relationship is the second torque relationship, in the process that the braking depth increases from 0 to the target depth, the idle torque decreases according to the third pattern, and the braking torque increases according to the fourth pattern.

[0034] Optionally, the method further comprises:

[0035] As the braking depth increases, the rate of increase of the braking torque accelerates.

[0036] Optionally, the method further comprises:

[0037] The third mode includes at least one of a linear change mode and a nonlinear change mode;

[0038] The fourth mode includes at least one of a linear change mode and a nonlinear change mode.

[0039] Optionally, the method further comprises:

[0040] At the second braking depth, the braking torque and the idle torque are equal in magnitude.

[0041] Optionally, the method further comprises:

[0042] During the braking time, the difference between the braking torque and the idle torque remains constant.

[0043] Optionally, during the braking time, the difference between the braking torque and the idle torque remains constant, comprising:

[0044] In a first braking time interval, the braking torque and the idle torque increase simultaneously, and the increase amounts of the braking torque and the idle torque are the same;

[0045] In the second braking time interval, the braking torque and the idle torque remain unchanged;

[0046] In a third braking time interval, the braking torque and the idle torque are reduced simultaneously, and the reduction amounts of the braking torque and the idle torque are the same;

[0047] The first braking time interval, the second braking time interval and the third braking time interval are continuous time intervals.

[0048] Optionally, the method further comprises:

[0049] When a vehicle has braking noise, the braking torque and the idle torque of the vehicle are calibrated to obtain a torque relationship.

[0050] Optionally, when there is braking noise in the vehicle, calibrating the braking torque and the idle torque of the vehicle to obtain the torque relationship includes:

[0051] Determine the braking depth in the case of a vehicle with brake noise;

[0052] The braking torque and the idle torque are adjusted simultaneously according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining the torque relationship.

[0053] Optionally, the simultaneously adjusting the braking torque and the idle torque according to the braking depth until the vehicle braking noise disappears to obtain the torque relationship includes:

[0054] According to the braking depth, the braking torque and the idle torque are increased at the same amplitude at the same time until the braking noise of the vehicle disappears, thereby obtaining a first torque relationship; or,

[0055] The braking torque and the idle torque are reduced simultaneously and by the same magnitude according to the braking depth until the vehicle braking noise disappears, thereby obtaining a second torque relationship.

[0056] Optionally, when the noise frequency is less than or equal to the noise threshold and the noise value is greater than or equal to the noise threshold, it is determined whether the braking parameter satisfies the first condition.

[0057] Optionally, the method further comprises:

[0058] When the vehicle speed is less than a vehicle speed threshold, determining whether the braking parameter satisfies a first condition;

[0059] The vehicle speed threshold is the maximum vehicle speed when the vehicle has braking noise.

[0060] Optionally, the method further comprises:

[0061] When the braking time of the vehicle is greater than a time threshold, determining whether the braking parameter satisfies a first condition;

[0062] The duration threshold is the minimum duration for the vehicle to generate braking noise.

[0063] Optionally, the braking device comprises a brake pedal of the vehicle and / or a brake push rod in a brake pump in the vehicle;

[0064] The stroke parameters include: pedal stroke and / or push rod stroke.

[0065] Optionally, when the braking parameters do not satisfy the first condition, braking control is performed through an intelligent braking integrated control system.

[0066] Optionally, the method further comprises:

[0067] During the braking control, the braking noise does not exceed a noise threshold.

[0068] Optionally, the method further includes: the noise threshold is 60 decibels.

[0069] According to a second aspect of the present application, a brake control device is provided, comprising:

[0070] The adjustment module is used to adjust the braking torque and the idle torque of the vehicle simultaneously when the braking parameter meets the first condition.

[0071] According to a third aspect of the present application, a computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0072] According to a fourth aspect of the present application, a controller is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0073] According to a fifth aspect of the present application, a vehicle is also provided, comprising at least one of the above-mentioned braking control device, the above-mentioned computer-readable storage medium, and the above-mentioned controller.

[0074] According to a sixth aspect of the present application, a computer program product is also provided, comprising a computer program or instructions, which implement the steps of the above method when executed by a processor.

[0075] To sum up, in the technical solution in the embodiment of the present application, when the braking parameters meet the first condition, the braking torque and the idle torque of the vehicle are adjusted at the same time. By adjusting the braking torque and the idle torque at the same time according to the braking parameters, the stability of the braking deceleration is maintained, thereby effectively avoiding the frequency generated by resonance and reducing braking noise.

[0076] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0078] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0079] Figure 1 This is a schematic diagram of a related technology of a braking control method provided in an exemplary embodiment of the present application. Figure 1 ;

[0080] Figure 2 This is a schematic diagram of a related technology of a braking control method provided in an exemplary embodiment of the present application. Figure 2 ;

[0081] Figure 3 is a flowchart of a braking control method provided in an exemplary embodiment of the present application;

[0082] Figure 4 is a schematic diagram of a stroke hydraulic relationship in a brake control method provided in an exemplary embodiment of the present application;

[0083] Figure 5 This is a torque relationship diagram of a braking control method provided in an exemplary embodiment of the present application. Figure 1 ;

[0084] Figure 6 This is a torque relationship diagram of a braking control method provided in an exemplary embodiment of the present application. Figure 2 ;

[0085] Figure 7 This is a torque relationship diagram of a braking control method provided in an exemplary embodiment of the present application. Figure 3 ;

[0086] Figure 8 This is a torque relationship diagram of a braking control method provided in an exemplary embodiment of the present application. Figure 4 ;

[0087] Fig. 9 This is a torque relationship diagram of a braking control method provided in an exemplary embodiment of the present application. Figure 5 ;

[0088] Fig.10 is a schematic diagram of a scenario flow in a braking control method provided in an exemplary embodiment of the present application;

[0089] Fig.11 is another scenario flow diagram of a braking control method provided in an exemplary embodiment of the present application;

[0090] Fig.12 Schematic diagram of the architecture of a vehicle provided in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0091] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0092] Based on the problems mentioned in the above background technology, in the relevant technology, with the rapid development of new energy vehicles, the braking noise of the whole vehicle is easier to be perceived by customers than that of fuel vehicles, so consumers have put forward higher and higher requirements for braking noise. Braking noise is mainly divided into the following two types according to the frequency of occurrence: low-frequency noise is between 200 and 1000Hz; medium and high-frequency scream is between 1000 and 16000Hz; low-frequency noise is mainly caused by the system vibration caused by the resonance of the braking system components and the suspension system components, and medium and high-frequency noise is mainly caused by the scream caused by the self-excited vibration of the braking system such as friction plates, brake discs and calipers.

[0093] Regardless of the type of noise, the relevant technology is generally solved by optimizing the hardware structure itself, such as optimizing the friction plate formula, improving the silencer and brake disc structure, and changing the structure and material of related components of the suspension system. It is rather troublesome to solve the brake noise by optimizing the hardware structure.

[0094] Reference Figure 1 and Figure 2 In the related technologies, the typical technical solutions for the problem of vehicle brake noise are as follows: (1) chamfering the friction plate interface to solve the problem of local stress concentration and optimize the motion coupling of the disc, thereby effectively suppressing noise; (2) slotting the friction plate to change the natural vibration frequency of the brake plate to avoid resonance and reduce the occurrence of brake noise; (3) adding a cover plate and a silencer to the friction plate. The cover plate serves as an additional sound insulation and buffer layer, which can effectively block the transmission path of noise and reduce the intensity and propagation range of noise. The combination of silencer and cover plate can change the resonance frequency of the brake system and avoid resonance and amplification of noise at specific frequencies.

[0095] Through the optimization of the disc hardware solution and multiple rounds of bench testing and real vehicle verification, the occurrence of brake noise (also known as brake abnormal noise) has never been completely solved. In addition, the test and verification cycle of the hardware solution optimization is long, and the change cost is high. At the same time, since the structural design of the hardware is relatively fixed, it is difficult to adapt to all fault conditions. Once the hardware is installed on the vehicle and noise occurs in other working conditions, frequent changes will greatly increase the cost and complexity.

[0096] With the continuous popularization and development of new energy vehicles, consumers' requirements for vehicle performance and comfort are also constantly improving. Among the many factors that affect vehicle comfort, noise and vibration (NVH) have become the focus of general concern, especially during vehicle driving. The abnormal noise problem caused by the braking system has become one of the most unacceptable factors for drivers. Among them, NVH refers to noise (Noise), vibration (Vibration) and sound roughness (Harshness), which is a comprehensive issue to measure the quality of automobile manufacturing. NVH performance directly affects the user's riding experience and comfort, and is an important indicator in automobile design and manufacturing.

[0097] Braking noise not only affects the driving experience, but may also have a negative impact on the brand's reputation and market competitiveness. The technical solution of this application summarizes various types of braking conditions. Braking noise often occurs when the vehicle starts. Under low braking pressure, due to the unstable contact of the brake disc, the mode of the brake pad will gradually increase, and it is easy to produce multi-order resonance with the brake disc, resulting in harsh braking noise. At this time, the vehicle is usually in a low-speed driving or stopped state, but once a "creaking" sound, vibration or other abnormal sound occurs under slight braking, it will immediately have a negative impact on the driver's mood. Since the abnormal braking sound is directly related to the normality and reliability of the braking system, many drivers will question the safety of the vehicle, which will affect their purchasing decisions and brand loyalty.

[0098] Therefore, solving the problem of abnormal noise generated when new energy vehicles start has become an urgent need of the industry. This application proposes a solution for braking control in specific situations of braking noise, aiming to effectively reduce the probability of abnormal noise under continuous braking, improve the NVH performance of the vehicle, and allow the driver to enjoy a quieter and more comfortable driving experience.

[0099] The main reason for the abnormal noise caused by braking is the resonance between the braking system, suspension system, steering system and body structure. The resonance between the brake discs is the main reason for the abnormal noise. The dynamic characteristics of the braking system determine the existence of the resonance frequency. When the frequency of wheel rotation matches a certain natural frequency of the braking system, resonance may be induced, resulting in noise amplification. In the current braking control strategy, when the vehicle speed is lower than a certain threshold, the system will switch to relying entirely on hydraulic braking to provide the required braking force, and the regenerative braking function will be disabled.

[0100] In the prior art, the design of the brake system usually relies on traditional friction materials and brake mechanisms. However, under certain working conditions, especially under low brake pressure conditions, if the brake pressure is maintained within a fixed range for a certain period of time, the interaction between the brake disc and the friction plate may cause stick-slip. As a typical non-smooth vibration, stick-slip vibration is mainly caused by the "movement-stationary-movement-stationary" friction phenomenon caused by the different values ​​of the dynamic and static friction coefficients of the friction interface. Stick-slip vibration is widely present in various mechanical systems containing friction pairs, especially under low relative sliding speed and high external load conditions. At the moment of dynamic-static conversion, since the static friction is greater than the dynamic friction, the change in acceleration causes impact vibration, which will generate noise. When this process occurs repeatedly (stationary and moving repeatedly), stick-slip and continuous noise will occur.

[0101] In the process of stick-slip vibration, the dynamic friction coefficient decreases with the increase of relative speed. The variation trend of the friction coefficient with speed is shown in formula (1):

[0102]

[0103] Where μ k is the dynamic friction coefficient; μs is the static friction coefficient; α is the exponential decay factor of the Stribeck friction model; vr is the speed. Therefore, the friction force also changes with the speed, and its change trend is shown in formula (2):

[0104] F(v)=sign(v)μ(v)N (2)

[0105] Where F is friction, N is hydraulic pressure, and v is velocity. Combining Newton's second law, the mathematical expression of this physical model can be obtained (3):

[0106]

[0107] By solving and analyzing the above model, we can systematically study the influence of key parameters such as hydraulic pressure, movement speed and system stiffness on the stick-slip vibration effect; the research results show that when the system parameters meet the conditions described by formula (4), the system damping characteristics present a negative value.

[0108] Under the negative damping state, external energy input will cause the system vibration amplitude to gradually increase, thus inducing self-excited vibration. This self-excited vibration will further aggravate the dynamic instability of the system, and under certain conditions, it will couple with the natural frequency of the system to form a resonance effect. Under the resonance state, the system vibration energy is significantly amplified, and eventually manifests as strong mechanical vibration and noise, that is, abnormal sound. This process reveals the inherent relationship between stick-slip vibration and system parameters, and provides a theoretical basis for suppressing vibration and noise.

[0109]

[0110] The present application proposes a software-based braking control method, including adjusting the braking torque and idle torque of the vehicle simultaneously according to braking parameters to perform braking control. The present application can cover the braking noise problem generated under different braking pressure conditions, and at the same time has more advantages in terms of update iteration rate, cost and design complexity.

[0111] This application provides a method for braking control. Figure 3 The braking control method provided in the embodiment of the present application includes step 100, which is described in detail below.

[0112] Step 100: When the braking parameter satisfies a first condition, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0113] The braking control method in the embodiment of the present application is applied to a vehicle, and the vehicle is provided with at least one of a controller, a braking control device, a computer-readable storage medium and a computer program product.

[0114] In the embodiment of the present application, the vehicle obtains braking parameters, which include but are not limited to: vehicle speed, braking depth, braking duration, travel parameters of the braking device, hydraulic pressure of the hydraulic brake, braking torque and idle torque, etc.

[0115] The vehicle in the implementation of the present application obtains the travel parameters of the brake device, wherein the brake device refers to a device related to brake control, and the brake device in the embodiment of the present application includes a brake pedal and / or a brake push rod in the vehicle, wherein,

[0116] The brake pedal is a key component of the vehicle's braking system. The driver controls the vehicle's deceleration and stopping by stepping on the brake pedal. The brake pedal is used to transmit braking force: the brake pedal converts the braking force applied by the driver into hydraulic pressure through the brake push rod in the brake master cylinder, which then acts on the brake and controls the vehicle's speed: by adjusting the pedal force, the driver can accurately control the degree of deceleration of the vehicle.

[0117] The brake push rod connects the brake pedal and the master cylinder piston. When the driver steps on the brake pedal, the brake push rod transmits this force to the master cylinder piston, thereby pushing the brake fluid into the brake line and generating hydraulic pressure. The brake push rod plays a key role in the braking process. The brake push rod is used to transmit force: the main function of the brake push rod is to transmit the mechanical force generated when the driver steps on the brake pedal to the brake master cylinder, thereby generating hydraulic pressure; the brake push rod is also used for force conversion: through the movement of the push rod, the linear force is converted into the pressure required by the hydraulic system.

[0118] The travel parameters of the brake device in the embodiment of the present application include: the pedal travel of the brake pedal and / or the push rod travel of the brake push rod. The pedal travel of the brake pedal and the push rod travel of the brake push rod in the embodiment of the present application are associated with each other. The pedal travel of the brake pedal refers to the distance the pedal moves when the driver steps on the brake pedal, and the push rod travel refers to the distance the brake push rod in the master cylinder moves during the braking process. The relationship between the two is affected by multiple factors, including:

[0119] Lever ratio: The brake pedal is usually connected to the brake pushrod by a lever mechanism. The leverage ratio affects the proportional relationship between pedal travel and pushrod travel.

[0120] Brake system design: Different brake system designs may result in different travel relationships. For example, a vacuum booster or electric booster system may change the relationship between pedal travel and push rod travel.

[0121] Wear and Adjustment: As the brake system wears, pedal travel may change. In addition, the adjustment of the brake system will also affect the travel relationship.

[0122] Since the brake pedal stroke and push rod stroke are related, the specific stroke parameters need to be determined based on the vehicle's braking system design and status. It can be understood that the pedal stroke of the brake pedal and / or the push rod stroke of the brake push rod are used to characterize the user's braking demand for vehicle control. The relative relationship between the pedal stroke of the brake pedal and / or the push rod stroke of the brake push rod is not limited in the embodiments of the present application.

[0123] The vehicle obtains hydraulic pressure from hydraulic brakes, where the hydraulic brake system uses the incompressibility of brake fluid in a closed system to transmit the force of the brake pedal to the brake. When the driver steps on the brake pedal, the brake push rod in the master cylinder guides the piston to push the brake fluid, and the pressure is transmitted to the brake calipers or brake drums of each wheel through the brake pipes.

[0124] In the embodiment of the present application, the vehicle determines whether the first condition is satisfied based on the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake, wherein the first condition is determined based on a pre-calibrated braking noise condition. For example, when the vehicle brakes, if the vehicle has braking noise, the stroke parameters and hydraulic pressure of the vehicle noise are recorded to form the first condition.

[0125] That is, the stroke parameter of the braking device satisfies the stroke range, and the hydraulic pressure of the hydraulic brake satisfies the hydraulic range; it is determined that the braking parameter satisfies the first condition; wherein the stroke range represents the interval corresponding to the stroke parameter where the braking noise exists, and the hydraulic range represents the interval corresponding to the hydraulic pressure where the braking noise exists.

[0126] Reference Figure 4 , Figure 4 It is a schematic diagram of the travel-hydraulic relationship in a braking control method provided in an exemplary embodiment of the present application. In the embodiment of the present application, the situation where the vehicle has brake noise is pre-calibrated as follows: the travel interval is X1 mm to X2 mm, and the hydraulic interval is Y1 bar to Y2 bar, wherein X1 mm to X2 mm is determined according to the brake device position interval where the brake noise exists, and Y1 bar to Y2 bar is the hydraulic pressure interval where the brake noise exists. For example, referring to Figure 4 The middle stroke range is X1 mm to X2 mm, and the hydraulic range is Y1 bar to Y2 bar. It should be noted that the attached Figure 4 There is only one travel interval and its corresponding hydraulic interval in the stroke hydraulic relationship. Depending on different vehicles and different application scenarios, there may be multiple travel intervals and their corresponding hydraulic intervals in the stroke hydraulic relationship.

[0127] In the embodiment of the present application, the vehicle compares the stroke parameters of the braking device with the calibrated stroke range, and compares the hydraulic pressure of the hydraulic brake with the calibrated hydraulic range. If the stroke parameters of the braking device satisfy the stroke range, and the hydraulic pressure of the hydraulic brake satisfies the hydraulic range, the braking torque and idle torque of the vehicle are adjusted simultaneously to achieve the best braking effect.

[0128] In the embodiment of the present application, the braking torque and idle torque of the vehicle are adjusted simultaneously, including: the braking torque and the idle torque are adjusted at the same time, but the values ​​of the braking torque and the idle torque adjustment are not limited. For example, the braking torque and the idle torque are adjusted at the same time, and the values ​​of the two adjustments are different.

[0129] That is, in the embodiment of the present application, the braking torque and the idle torque of the vehicle are adjusted simultaneously according to the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake. In this way, by optimizing the software of the existing braking system, the braking pressure can be accurately adjusted to maintain the stability of the braking deceleration, thereby effectively avoiding the frequency generated by resonance, reducing the braking noise, and ensuring the reliability of the braking performance.

[0130] Specifically, in the embodiment of the present application, the travel parameters of the braking device are compared with the pre-calibrated travel range, and the hydraulic pressure of the brake hydraulics is compared with the pre-calibrated hydraulic range to adjust the braking strategy of the vehicle.

[0131] In the embodiment of the present application, the stroke interval refers to the process from the presence of braking noise to the disappearance of braking noise, in which the stroke parameter of the vehicle braking device is recorded as X1 mm to X2 mm. The specific values ​​of X1 mm to X2 mm are determined according to the position interval of the braking device where the braking noise exists and are not limited. For example, when there is braking noise in the vehicle, the stroke of the brake pedal is recorded as X1 mm, and the stroke of the brake pedal increases until the stroke of the brake pedal is X2 mm, and the braking noise of the vehicle disappears. Then the stroke interval is X1mm-X2mm.

[0132] In the embodiment of the present application, the hydraulic interval refers to the process from the presence of braking noise to the disappearance of braking noise, in which the hydraulic pressure of the vehicle's hydraulic brake is recorded as Y1bar to Y2bar. The Y1bar to Y2bar is the hydraulic pressure interval in which braking noise exists, and the specific values ​​are not limited. For example, when the vehicle has braking noise, the hydraulic pressure is recorded as Y1bar, and the hydraulic pressure increases until the hydraulic pressure reaches Y2bar, when the vehicle's braking noise disappears. In the embodiment of the present application, the stroke interval of X1mm-X2mm can correspond to the hydraulic interval of Y1bar-Y2bar.

[0133] It can be understood that the travel range and the hydraulic range in the embodiment of the present application are calibrated correlation relationships when the vehicle has braking noise, and the specific numerical values ​​given in the embodiment of the present application do not constitute a limitation on the technical solution of the present application.

[0134] When the travel parameter of the brake device satisfies a pre-calibrated travel range and the hydraulic pressure of the brake hydraulic pressure satisfies a pre-calibrated hydraulic pressure range, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0135] Among them, the stroke parameter of the braking device satisfies a pre-calibrated stroke range including: when there is only one stroke range, the stroke parameter of the braking device is within the stroke range, and it is determined that the stroke parameter of the braking device satisfies the pre-calibrated stroke range; or, if there are multiple stroke ranges, the stroke ranges are aggregated to obtain a target stroke range, the stroke parameter of the braking device is within the target stroke range, and it is determined that the stroke parameter of the braking device satisfies the pre-calibrated stroke range.

[0136] The hydraulic pressure of the brake hydraulics satisfies the hydraulic range including: when there is only one hydraulic range, the hydraulic pressure is within the hydraulic range, and it is determined that the hydraulic pressure of the brake hydraulics satisfies the hydraulic range; or, if there are multiple hydraulic ranges, the hydraulic ranges are aggregated to obtain a target hydraulic range, and the hydraulic pressure of the brake hydraulics is within the target hydraulic range, and it is determined that the hydraulic pressure of the brake hydraulics satisfies the hydraulic range.

[0137] In the embodiment of the present application, the braking torque and the idle torque are adjusted simultaneously according to the braking parameters to maintain the stability of the braking deceleration, thereby effectively avoiding the frequency generated by resonance. The technical solution is based on the intelligent recognition and regulation of the working state of the braking system, and adopts the optimization design of the hydraulic pressure that avoids the resonance. When the system recognizes that the vehicle is in a state of low braking pressure, the braking system will simultaneously increase or decrease the braking torque and idle torque that may cause abnormal noise in this state. It should be noted that while increasing or decreasing both, the braking deceleration is maintained stable, and the idle torque must not be lower than its minimum value, thereby effectively avoiding the frequency generated by resonance.

[0138] In the embodiment of the present application, the stroke-pressure relationship is pre-calibrated, that is, when there is braking noise in the vehicle, the stroke parameter of the braking device and the hydraulic pressure of the hydraulic brake are calibrated to obtain the stroke-pressure relationship.

[0139] For example, in the stroke-pressure relationship given by the brake control method in the embodiment of the present application, when the push rod stroke of the brake push rod is in the calibrated stroke range and the hydraulic pressure is in the calibrated hydraulic range, the natural frequency of the system tends to overlap with the rotation frequency more easily under the working conditions of low speed and continuous braking. This frequency overlap will cause resonance between the friction disc and the friction plate, which will in turn cause the generation of brake noise. According to the curve relationship, the stroke range is set to X1mm-X2mm, and the hydraulic range is set to Y1bar-Y2bar.

[0140] In the embodiment of the present application, the travel range and hydraulic range corresponding to the braking noise are marked on the existing braking characteristic curve; the travel parameters of the braking device and the real-time hydraulic pressure of the hydraulic brake are compared with the travel range and hydraulic range calibrated by the braking curve, so that the braking torque and idle torque of the vehicle are adjusted at the same time, the frequency generated by resonance is effectively avoided, and the braking noise is reduced.

[0141] The stroke interval in this embodiment is positively correlated with the hydraulic interval. When it is determined that the stroke parameter of the braking device during the vehicle braking process satisfies the stroke interval in the stroke-pressure relationship, and the hydraulic pressure of the hydraulic brake during the vehicle braking process satisfies the hydraulic interval in the stroke-pressure relationship, the braking torque and idle torque of the vehicle are adjusted simultaneously until the stroke parameter of the braking device during the vehicle braking process does not satisfy the stroke interval in the stroke-pressure relationship, or the hydraulic pressure of the hydraulic brake during the vehicle braking process does not satisfy the hydraulic interval in the stroke-pressure relationship.

[0142] Based on the above examples, in one embodiment of the present application, the steps of calibrating the stroke pressure relationship include:

[0143] 1. When there is braking noise in the vehicle, obtain the travel range of the braking device and the hydraulic pressure corresponding to the travel range;

[0144] 2. Adjust the hydraulic pressure until the braking noise of the vehicle disappears, thereby obtaining a hydraulic pressure range;

[0145] 3. Associating the stroke interval with the hydraulic interval to obtain the stroke pressure relationship.

[0146] That is, in the embodiment of the present application, when there is braking noise in the vehicle, the travel range of the braking device and the hydraulic pressure corresponding to the travel range are obtained, wherein the travel range in the embodiment of the present application may be one or more, and when there are multiple travel ranges, the travel range may be connected or discontinuous, which is not limited in the embodiment of the present application. In the embodiment of the present application, when there is braking noise, the travel range is recorded, and the hydraulic pressure corresponding to the travel range is obtained, and then the braking torque and idle torque of the vehicle are adjusted simultaneously by adjustment, wherein the manner of simultaneously adjusting the braking torque and idle torque of the vehicle is not limited, for example, simultaneously adjusting the braking torque and idle torque of the vehicle may be increasing the braking torque and idle torque, or may be reducing the braking torque and idle torque, until the braking noise of the vehicle disappears, and the hydraulic pressure in the process from the existence of the braking noise to the disappearance of the braking noise is obtained as the hydraulic range, and the travel range and the hydraulic range are associated to obtain the travel-pressure relationship.

[0147] In some embodiments, the stroke parameter of the braking device is compared with the stroke interval in the stroke-pressure relationship, and the hydraulic pressure of the hydraulic brake is compared with the hydraulic interval in the stroke-pressure relationship. When the stroke parameter matches the stroke interval in the stroke-pressure relationship, and the hydraulic pressure matches the hydraulic interval in the stroke-pressure relationship, it is determined that the braking parameter satisfies the first condition. Furthermore, according to the calibrated torque relationship, the braking torque and the idle torque of the vehicle are adjusted simultaneously; wherein the torque relationship is a correlation relationship between the braking torque and the idle torque that is pre-calibrated in the case of braking noise.

[0148] In the embodiment of the present application, the specific implementation method of adjusting the braking torque and the idle torque of the vehicle at the same time according to the calibrated torque relationship is not limited, for example,

[0149] Implementation method one: The torque relationship in the embodiment of the present application records the braking torque and idle torque in which braking noise exists. The vehicle compares the braking torque collected in real time in the braking parameters with the braking torque preset in the torque relationship, and the vehicle compares the idle torque collected in real time in the braking parameters with the idle torque preset in the torque relationship; if the braking torque collected in real time matches the braking torque preset in the torque relationship, and the vehicle matches the idle torque collected in real time in the braking parameters with the idle torque preset in the torque relationship, then the braking torque and idle torque of the vehicle are adjusted simultaneously.

[0150] Implementation method 2: The torque relationship in the embodiment of the present application records the braking depth at which braking noise exists, as well as the braking torque and idle torque corresponding to the braking depth. If the braking depth in the braking parameters of the vehicle is the same as the braking depth in the torque relationship, the braking torque and idle torque of the vehicle are adjusted at the same time.

[0151] In one embodiment of the present application, the braking torque and the idle torque of the vehicle are adjusted simultaneously according to the calibrated torque relationship, including: according to the torque relationship and the braking depth of the vehicle, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0152] The technical solution of the present application is to dynamically adjust the pressure-building behavior of the braking system by avoiding the braking pressure range generated by abnormal noise, ensure the stability and comfort of the braking process, and minimize the noise generation. The specific implementation plan is as follows: First, the system needs to monitor the presence of abnormal noise in real time. When the abnormal noise frequency is detected to be lower than 3000Hz and the sound pressure level exceeds 60 decibels, the system will automatically record the parameters of the current vehicle, including vehicle speed, braking torque, idle torque, push rod stroke and master cylinder pressure. Subsequently, the system calculates and evaluates the damping characteristics under the current working conditions in real time based on the above-mentioned dynamic model and related formulas. When the system parameters meet the conditions described by formula (4), the system damping value presents a negative characteristic, indicating that the system is in a dynamically unstable state. Under this negative damping condition, the external energy input cannot be effectively dissipated, but will be absorbed by the system and converted into vibration energy, thereby inducing stick-slip vibration.

[0153] In this case, according to Figure 5-Figure 7 As shown, the adjustment strategy shown, the system will reduce the braking torque and the idle torque at the same time to ensure that the vehicle's deceleration is consistent with that before adjustment. For example, in the initial state, when the braking depth is c1%, the idle torque is a1Nm and the braking torque is b1Nm; under the small pressure braking condition, if the braking depth is maintained at c1%, the idle torque and the braking torque will be reduced to a2Nm and b2Nm respectively. On the contrary, when the system needs to increase the idle torque and the braking torque at the same time, at the same c1% braking depth, the idle torque and the braking torque will be increased to a3Nm and b3Nm respectively.

[0154] In the embodiment of the present application, by adjusting the braking torque and the idle torque at the same time, the vehicle deceleration can be ensured to remain stable, while effectively avoiding the original abnormal noise braking pressure range, thereby avoiding the abnormal noise caused by the stick-slip resonance of the brake disc and brake pad in a specific pressure range. Through this series of dynamic adjustments, the purpose of optimizing the vehicle braking performance and improving driving comfort is achieved.

[0155] In the embodiments of the present application, specific numerical values ​​may be combined, for example, continue to refer to Figures 5 to 7 In the embodiment of the present application, the calibrated torque relationship pre-calibrates the braking depth of the vehicle with braking noise, and records the braking torque and idle torque corresponding to the braking depth. When the braking torque and idle torque of the vehicle are adjusted, the corresponding braking torque and idle torque can be avoided according to the braking depth according to the information in the torque relationship. Figure 5 is the torque relationship in the embodiment of the present application, Figure 5 When the braking depth is 5%, there is braking noise. At this time, when the braking depth is 5%, the idle torque is 80Nm and the braking torque is 50Nm; refer to Figure 6When the system needs to increase the idle torque and braking torque at the same time, at the same 5% braking depth, the idle torque and braking torque will be increased to 90Nm and 60Nm respectively; on the contrary, refer to Figure 7 Under low-pressure braking conditions, if the braking depth is maintained at 5%, the idle torque and braking torque will be reduced to 50Nm and 20Nm respectively.

[0156] In this embodiment, the vehicle deceleration can be ensured to remain stable, while effectively avoiding the original abnormal noise braking pressure range, thereby avoiding the abnormal noise caused by the resonance of the brake disc and brake pad in a specific pressure range; through this series of dynamic adjustments, the purpose of optimizing the vehicle braking performance and improving driving comfort is achieved.

[0157] Alternatively, the braking depth of the vehicle with braking noise is pre-calibrated in the torque relationship calibrated in the technical solution of the present application, and the braking torque and idle torque corresponding to the braking depth are recorded. During the vehicle calibration process, the braking torque and idle torque are adjusted until the vehicle braking noise disappears. The braking torque and idle torque without braking noise are recorded in the calibrated torque relationship. During the vehicle braking process, the braking torque and idle torque are adjusted simultaneously according to the braking depth in the torque relationship.

[0158] In one embodiment of the present application, different types of torque relationships are pre-marked. When the vehicle is braked, the corresponding torque relationship can be selected according to the specific situation. Specifically, according to the torque relationship and the braking depth of the vehicle, the braking torque and the idle torque of the vehicle are adjusted simultaneously, including:

[0159] 1. Determine a target torque relationship from at least two torque relationships according to the current braking torque and idle torque of the vehicle;

[0160] 2. According to the target torque relationship and the braking depth, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0161] In the embodiment of the present application, the current braking torque, idle torque, and torque change of the vehicle are obtained, wherein the torque change includes the change of braking torque and the change of idle torque, and the torque change user measures the braking control change, for example, the braking torque increases and the idle torque remains unchanged, and determines that the braking demand of the vehicle increases, etc.; according to the current braking torque, idle torque, and torque change of the vehicle, a target torque relationship is determined from at least two torque relationships, for example, at least two torque relationships include: one torque relationship is a torque relationship for increasing braking demand, and the other torque relationship is a torque relationship for decreasing braking demand; the current braking torque, idle torque, and torque change are compared with the braking torque and idle torque in the torque relationship, and the target torque relationship is determined from at least two torque relationships.

[0162] The vehicle adjusts the braking torque and the idle torque of the vehicle simultaneously according to the target torque relationship and the braking depth, specifically:

[0163] When the target torque relationship is the first torque relationship, the braking torque and the idle torque are increased simultaneously according to the braking depth; or,

[0164] When the target torque relationship is the second torque relationship, the braking torque and the idle torque are simultaneously reduced according to the braking depth.

[0165] In the embodiment of the present application, the vehicle increases the braking torque and the idle torque at the same time for adjustment according to the first torque relationship and the braking depth, and the increase range of the braking torque and the idle torque is the same, for example, Figure 5 In the normal state braking torque and idle torque relationship diagram, when the braking depth is 5%, the idle torque is 80Nm, the braking torque is 50Nm, and there is braking noise. Figure 6 By increasing the braking torque and idle torque at the same time, at the same 5% braking depth, the idle torque and braking torque will be increased to 90Nm and 60Nm respectively. This will increase the braking torque and idle torque at the same time to ensure that the vehicle's deceleration remains consistent with that before adjustment.

[0166] In the embodiment of the present application, the vehicle reduces the braking torque and the idle torque simultaneously according to the second torque relationship and the braking depth, and the reduction range of the braking torque and the idle torque is the same, for example, Figure 5 In the normal state braking torque and idle torque relationship diagram, when the braking depth is 5%, the idle torque is 80Nm, the braking torque is 50Nm, and there is braking noise. Figure 7 By increasing the braking torque and the idle torque at the same time, at the same 5% braking depth, the idle torque and the braking torque will be reduced to 50Nm and 20Nm respectively. This will reduce the braking torque and the idle torque at the same time to ensure that the vehicle's deceleration remains consistent with that before adjustment.

[0167] It should be noted that when increasing or decreasing these two, the braking deceleration should be kept stable and the idle torque should not be lower than its minimum value, so as to effectively avoid the frequency generated by resonance.

[0168] The system reduces the risk of resonance or friction noise under certain working conditions by dynamically controlling the brake hydraulic pressure, thereby optimizing the vehicle's NVH performance; the technical solution adjustment of this application is not only aimed at significantly reducing the output of brake noise, but also at improving the stability of the overall braking system and the user's comfort. By achieving dynamic adjustment of mechanical response, this technical solution is expected to meet and exceed consumers' expectations for NVH performance while improving vehicle performance.

[0169] Reference Figure 6 , when the target torque relationship is the first torque relationship, in the process of the braking depth increasing from 0 to the target depth, the braking torque increases according to the first mode, and the idle torque decreases according to the second mode; the relative relationship between the vehicle braking torque and the idle torque is determined according to the braking depth, and at the first braking depth, the braking torque and the idle torque are equal in magnitude, wherein the first braking depth is determined according to the vehicle performance. In the embodiment of the present application, the braking torque and the idle torque corresponding to different braking depths are marked to facilitate vehicle braking control. In the embodiment of the present application, the first mode includes at least one of a linear change mode and a nonlinear change mode; the second mode includes at least one of a linear change mode and a nonlinear change mode.

[0170] Reference Figure 7 , when the target torque relationship is the second torque relationship, in the process of the braking depth increasing from 0 to the target depth, the idle torque decreases according to the third mode, and the braking torque increases according to the fourth mode. As the braking depth increases, the increasing rate of the braking torque accelerates. The third mode includes at least one of a linear change mode and a nonlinear change mode; the fourth mode includes at least one of a linear change mode and a nonlinear change mode.

[0171] For example, the idle torque decreases linearly, the braking torque increases nonlinearly, and as the braking depth increases, the rate of increase of the braking torque accelerates; the relative relationship between the vehicle braking torque and the idle torque is determined according to the braking depth, and at the second braking depth, the braking torque and the idle torque are equal in magnitude, wherein the second braking depth is determined according to the vehicle performance. In the embodiment of the present application, the braking torque and the idle torque corresponding to different braking depths are marked to facilitate vehicle braking control.

[0172] In this embodiment Figure 6 and Figure 7 The corresponding relationship between the braking torque and the idle torque recorded based on the same braking depth can be predicted when the vehicle braking parameters meet the first condition. The vehicle can then Figure 6 While keeping the braking depth unchanged, the braking torque and the idle torque can be increased at the same time; or the vehicle can Figure 7 On the basis of keeping the braking depth unchanged, the braking torque and idling torque are reduced at the same time, which can ensure that the vehicle deceleration remains stable and effectively avoid the original abnormal noise braking pressure range, thereby avoiding the abnormal noise caused by the resonance of the brake disc and brake pad in a specific pressure range. Through this series of dynamic adjustments, the purpose of optimizing vehicle braking performance and improving driving comfort is achieved.

[0173] In the embodiments of the present application, refer to Figure 8 When the difference between the braking torque and the idle torque is constant, the vehicle deceleration can be ensured to remain stable. However, it is easy to have abnormal noise caused by resonance between the brake disc and the brake pad in a specific pressure range. Therefore, during the braking adjustment process, it is necessary to ensure that the vehicle deceleration remains stable and adjust the braking torque and the idle torque at the same time, that is, during the braking time, the difference between the braking torque and the idle torque still needs to remain constant during the adjustment process.

[0174] In an embodiment of the present application, when there is braking noise in a vehicle, the braking torque and the idle torque of the vehicle are calibrated to obtain a torque relationship, including:

[0175] Determine the braking depth in the case of a vehicle with brake noise;

[0176] The braking torque and the idle torque are adjusted simultaneously according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining the torque relationship.

[0177] In the embodiment of the present application, when the vehicle has braking noise, the braking depth is determined; wherein the braking depth refers to the distance between the brake pad and the brake disc or the distance between the brake shoe and the brake drum when the vehicle brakes, and the magnitude of the braking depth will be affected by factors such as the degree of wear of the brake shoe or brake shoe, the degree of wear of the brake disc or brake drum, etc. In the embodiment of the present application, the braking depth is ensured to remain unchanged, and the braking torque and the idle torque are adjusted at the same time until the braking noise of the vehicle disappears, and the torque relationship is obtained, so as to perform braking control according to the torque relationship.

[0178] In one embodiment of the present application, the braking torque and the idle torque are adjusted simultaneously according to the braking depth until the vehicle braking noise disappears, and the torque relationship is obtained, including:

[0179] The braking torque and the idle torque are increased by the same amplitude according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining a first torque relationship; or the braking torque and the idle torque are reduced by the same amplitude according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining a second torque relationship.

[0180] In the embodiment of the present application, the braking depth is ensured to remain unchanged, and the braking torque and the idle torque are adjusted at the same time until the vehicle braking noise disappears. Obtaining the torque relationship may include at least two methods, for example:

[0181] According to the braking depth, the braking torque and the idle torque are increased at the same amplitude until the vehicle braking noise disappears, thereby obtaining a first torque relationship. In the embodiment of the present application, the first torque relationship can be used in the scenario of enhanced vehicle braking to facilitate subsequent braking adjustments.

[0182] According to the braking depth, the braking torque and the idle torque are reduced by the same amplitude at the same time until the vehicle braking noise disappears, thereby obtaining a second torque relationship. In the embodiment of the present application, the second torque relationship can be used in the scenario where the vehicle braking is weakened to facilitate the subsequent braking adjustment.

[0183] In the embodiment of the present application, the difference between the braking torque and the idle torque remains constant during the braking time, which includes: in the first braking time interval, the braking torque and the idle torque increase simultaneously, and the increase amounts of the braking torque and the idle torque are the same; in the second braking time interval, the braking torque and the idle torque remain unchanged; in the third braking time interval, the braking torque and the idle torque decrease simultaneously, and the decrease amounts of the braking torque and the idle torque are the same; wherein, the first braking time interval, the second braking time interval and the third braking time interval are continuous time intervals.

[0184] Reference Fig. 9 Before the first braking time interval in the embodiment of the present application, it is detected that the vehicle may have braking abnormality. In order to avoid abnormal braking noise of the vehicle and increase the braking torque and idle torque at the same time, the first braking time interval in the embodiment of the present application is not limited and can be determined according to the specific braking scenario.

[0185] After braking balance, the vehicle maintains a constant difference between the braking torque and the idle torque for braking adjustment within a second braking time interval, wherein the second braking time interval is determined according to a specific scenario, that is, the second braking time interval is the time interval after the braking torque and the idle torque increase to before the braking torque and the idle torque decrease.

[0186] After the vehicle reduces the braking demand, within the third braking time interval, the braking torque and the idle torque are reduced at the same time, and the reduction amounts of the braking torque and the idle torque are the same, so that the vehicle stops after smooth deceleration. The length of the third braking time interval in the embodiment of the present application is not limited. When the vehicle braking torque change amplitude is the same, the first braking time interval and the third braking time interval are the same.

[0187] In the embodiment of the present application, in order to avoid abnormal noise caused by resonance of the brake disc and the brake pad in a specific pressure range, the braking torque and the idle torque can be increased simultaneously during the adjustment process of the braking torque and the idle torque. Furthermore, in the second braking time interval, after the vehicle braking is balanced, the user reduces the braking torque, and then the vehicle braking torque is reduced and the idle torque remains constant.

[0188] Reference Fig. 9The core idea of ​​the technical solution of this application is to dynamically adjust the pressure-building behavior of the braking system by avoiding the braking pressure range generated by abnormal noise, to ensure the stability and comfort of the braking process, and to minimize the noise output. The specific implementation plan is as follows: First, the system needs to obtain the working status of the vehicle in real time, including determining whether the current vehicle speed is lower than the preset threshold, and confirming whether the braking torque is maintained within a specific range for a certain period of time. Based on the above judgment, the system recognizes that the vehicle is in a low-speed continuous braking condition. In this state, if Fig. 9 As shown, the braking torque (T _break ) and idle torque (T _idling ), while keeping the difference between the two constant, the increase of the two will follow the following relationship:

[0189]

[0190] Among them, ΔT1 and ΔT2 are the adjustment amounts. In this process, the vehicle speed can be ensured to remain stable, while effectively avoiding the original abnormal noise brake pressure range, thereby avoiding the abnormal noise caused by the resonance of the brake disc and brake pad. Subsequently, in the process of continuing to reduce the brake pressure, the braking torque can decrease at a faster rate, thereby further shortening the system's action time in the abnormal noise pressure range, reducing the probability and duration of abnormal noise, and through this series of dynamic adjustments, the purpose of optimizing vehicle braking performance and improving driving comfort is achieved.

[0191] It should be noted that ΔT1 and ΔT2 are different, but they start adjustment at the same time. The adjustment values ​​are different. The ultimate goal is to ensure that the deceleration and vehicle speed before and after adjustment are consistent when braking.

[0192] In some examples, in the embodiments of the present application, when the noise frequency is less than or equal to the noise threshold and the noise value is greater than or equal to the noise threshold, it is determined whether the braking parameters meet the first condition. In the embodiments of the present application, it is necessary to pre-define the braking noise. When the noise frequency is less than or equal to the noise threshold and the noise value is greater than or equal to the noise threshold, the noise threshold is set according to the vehicle situation, for example, the noise threshold is set to 3000Hz; the noise threshold is set according to the specific scenario, for example, the noise threshold is set to 60 decibels, that is, the sound frequency during vehicle braking is less than or equal to 3000Hz and greater than or equal to 60 decibels, which indicates that the vehicle generates noise; in the embodiments of the present application, the braking parameters are judged according to the braking noise to determine whether the braking parameters meet the first condition, and then according to the calibrated torque relationship, the braking torque and the idle torque are adjusted at the same time to avoid abnormal noise caused by resonance of the brake disc and the brake pad.

[0193] In the braking control process of the embodiment of the present application, the braking noise does not exceed a noise threshold, and the noise threshold is set to 60 decibels.

[0194] In some examples, when the vehicle speed is less than a speed threshold, it is determined whether the braking parameters meet the first condition based on the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake. When the braking parameters meet the first condition, the braking torque and the idle torque of the vehicle are adjusted at the same time, wherein the speed threshold is the maximum speed of the vehicle when there is braking noise. For example, the speed threshold is 30 km / h. In the embodiment of the present application, braking control is performed after the vehicle is at a low speed, which can ensure that the problem of abnormal noise generated when new energy vehicles start is solved. In the embodiment of the present application, an innovative solution for the specific situation of low-speed braking is proposed, which aims to effectively reduce the probability of abnormal noise under low speed and continuous braking, improve the NVH performance of the vehicle, and allow the driver to enjoy a quieter and more comfortable driving experience.

[0195] The main reason for the abnormal noise caused by low-speed braking in the embodiment of the present application is the matching of the disc resonance frequency. The dynamic characteristics of the braking system determine the existence of the resonance frequency. When the frequency of wheel rotation matches a certain natural frequency of the braking system, resonance may be induced, resulting in noise amplification. In the current braking control strategy, when the vehicle speed is below a certain threshold, the system will switch to relying entirely on hydraulic braking to provide the required braking force, and the regenerative braking function will be disabled.

[0196] Such frequency overlap may cause resonance between the friction disc and the friction plate, thereby causing brake noise. It is determined whether the brake parameters meet the first condition. If the brake parameters meet the first condition, the brake torque and idle torque of the vehicle are adjusted at the same time, thereby reducing the brake noise.

[0197] It is understandable that the risk of resonance under low-speed driving and continuous braking is reduced, thereby improving the stability and noise control of the braking system. The technical solution of this application realizes a precise adjustment function by optimizing the existing braking system, and simultaneously adjusts the braking torque and idle torque of the vehicle to ensure the reliability of the braking performance. Through the technical solution of this application, the braking system can maintain better acoustic performance and higher operating comfort under different working conditions.

[0198] In some embodiments of the present application, when the braking duration of the vehicle is greater than a duration threshold, it is determined whether the braking parameters meet a first condition based on the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake; when the braking parameters meet the first condition, the braking torque and idle torque of the vehicle are adjusted simultaneously; wherein the duration threshold is the minimum duration for which the vehicle generates braking noise.

[0199] In the embodiment of the present application, in the case where continuous braking generates brake noise, by monitoring the braking duration, when the braking duration of the vehicle is greater than a duration threshold, the braking torque and idle torque of the vehicle are adjusted simultaneously according to the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake; brake noise caused by inaccurate hydraulic pressure due to long-term hydraulic braking can be avoided.

[0200] In the embodiment of the present application, when performing braking control, the braking time and vehicle speed can be combined for control to effectively reduce braking noise.

[0201] In one embodiment of the present application, when the stroke parameter of the brake device does not match the stroke interval, or the hydraulic pressure does not match the hydraulic interval, and the brake parameter does not meet the first condition, the brake control is performed by the intelligent brake integrated control system. That is, in the embodiment of the present application, when the stroke parameter of the brake device does not match the stroke interval, or the hydraulic pressure does not match the hydraulic interval, the brake control is continued to be performed by the intelligent brake integrated control system (IPB, full name is Integrated Power Brake, Chinese full name is "integrated power brake system"), effectively ensuring the braking accuracy.

[0202] For ease of understanding, the entire process from stroke pressure relationship calibration to brake control in the embodiment of the present application is described, with reference to Fig.10 and Fig.11 , Fig.10 In the embodiment of the present application, when it is identified that the abnormal sound frequency of the vehicle braking noise is below 3000 Hz and the noise value is greater than 60 decibels, the vehicle speed, push rod stroke, and the hydraulic pressure, braking torque and idle torque of the hydraulic master cylinder are recorded, the torque relationship is calibrated, and then the calibrated torque relationship is saved. During the real-time braking of the vehicle, the working condition of the vehicle is identified, and it is determined whether the push rod stroke of the real-time brake push rod of the vehicle is in the calibrated stroke range X1mm to X2mm, and whether the brake hydraulic pressure of the vehicle hydraulic brake is in the calibrated hydraulic range Y1bar to Y2bar. When it is determined that the vehicle push rod stroke is in the calibrated stroke range X1 mm to X2mm, and the brake hydraulic pressure of the vehicle hydraulic brake is in the calibrated hydraulic range Y1bar to Y2bar, the braking torque and the idle torque are adjusted simultaneously to avoid the abnormal sound caused by resonance of the brake disc and the brake pad; when it is determined that the vehicle push rod stroke is not in the calibrated stroke range X1 mm to X2mm, or the brake fluid pressure of the vehicle's hydraulic brake is not in the calibrated hydraulic range of Y1bar to Y2bar, the original braking strategy is maintained.

[0203] That is, reference Fig.11 , Fig.11In the embodiment of the present application, the pedal travel and hydraulic pressure information under the abnormal noise working condition are obtained; the working condition of the vehicle is obtained, and it is determined whether the vehicle speed is less than the set threshold, and whether the pedal travel is in the set travel range, so as to identify that the vehicle belongs to the working condition of low-speed continuous braking. At this time, the integrated intelligent brake control unit sends a signal to the electronic control unit (ECU), and by adjusting the braking torque and idle torque at the same time, the abnormal noise caused by the resonance of the brake disc and the brake pad is avoided, and the contact relationship between the brake disc and the friction material is ensured to be more uniform and stable, thereby significantly reducing the noise caused by resonance. In the embodiment of the present application, the system can intelligently adjust the braking response to avoid the resonance caused by hydraulic instability during low-speed braking.

[0204] According to a first aspect of the present application, the present application provides a braking control device, comprising: an adjustment module, for simultaneously adjusting the braking torque and idle torque of the vehicle when a braking parameter satisfies a first condition.

[0205] In the embodiment of the present application, in the technical solution of the present application, when the braking parameters meet the first condition, the braking torque and the idle torque of the vehicle are adjusted at the same time. By adjusting the braking torque and the idle torque at the same time according to the braking parameters, the stability of the braking deceleration is maintained, thereby effectively avoiding the frequency generated by resonance and reducing braking noise.

[0206] In some embodiments, the brake control device is further configured to:

[0207] The braking parameters include: travel parameters of the braking device and hydraulic pressure of the hydraulic brake.

[0208] In some embodiments, the braking control device executes the braking parameter to meet the first condition including:

[0209] The travel parameter of the brake device satisfies the travel range, and the hydraulic pressure of the hydraulic brake satisfies the hydraulic range;

[0210] The travel interval represents an interval corresponding to a travel parameter in which the brake noise exists, and the hydraulic interval represents an interval corresponding to a hydraulic pressure in which the brake noise exists.

[0211] In some embodiments, the brake control device is further configured to:

[0212] The stroke range is X1 mm to X2 mm, and the hydraulic range is Y1 bar to Y2 bar, wherein X1 mm to X2 mm is determined according to the brake device position range where the brake noise exists, and Y1 bar to Y2 bar is the hydraulic pressure range where the brake noise exists.

[0213] In some embodiments, the brake control device is further configured to:

[0214] The simultaneously adjusting the braking torque and the idle torque of the vehicle comprises:

[0215] adjusting the braking torque and the idle torque of the vehicle simultaneously according to the calibrated torque relationship;

[0216] The torque relationship is a correlation relationship between the braking torque and the idle torque that is pre-calibrated in the case of braking noise.

[0217] In some embodiments, the brake control device performs the calibrated torque relationship and adjusts the braking torque and idle torque of the vehicle at the same time, including:

[0218] According to the torque relationship and the braking depth of the vehicle, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

[0219] In some embodiments, the torque relationship includes at least two;

[0220] The brake control device is also used to perform the simultaneous adjustment of the braking torque and the idle torque of the vehicle according to the torque relationship and the braking depth of the vehicle, including:

[0221] determining a target torque relationship from at least two torque relationships according to a current braking torque and an idle torque of the vehicle;

[0222] The braking torque and the idle torque of the vehicle are adjusted simultaneously according to the target torque relationship and the braking depth.

[0223] In some embodiments, the brake control device is further used to perform the simultaneous adjustment of the braking torque and the idle torque of the vehicle according to the target torque relationship and the braking depth, including:

[0224] When the target torque relationship is the first torque relationship, the braking torque and the idle torque are increased simultaneously according to the braking depth; or,

[0225] When the target torque relationship is the second torque relationship, the braking torque and the idle torque are simultaneously reduced according to the braking depth.

[0226] In some embodiments, the brake control device is further configured to, when the target torque relationship is the first torque relationship, increase the braking torque according to a first mode and decrease the idle torque according to a second mode during a process in which the braking depth increases from 0 to the target depth.

[0227] In some embodiments, the brake control device is further configured to, when the target torque relationship is the first torque relationship, increase the braking torque according to a first mode and decrease the idle torque according to a second mode during a process in which the braking depth increases from 0 to the target depth.

[0228] In some embodiments, the brake control device is further configured to accelerate a rate of reduction of the idle torque as the braking depth increases.

[0229] In some embodiments, the brake control device is further configured to:

[0230] The first mode includes at least one of a linear change mode and a nonlinear change mode;

[0231] The second mode includes at least one of a linear change mode and a nonlinear change mode.

[0232] In some embodiments, the brake control device is further configured to, when the target torque relationship is the second torque relationship, reduce the idle torque according to the third mode and increase the braking torque according to the fourth mode during the process of the braking depth increasing from 0 to the target depth.

[0233] In some embodiments, the brake control device is further configured to:

[0234] As the braking depth increases, the rate of increase of the braking torque accelerates.

[0235] In some embodiments, the brake control device is further configured to:

[0236] The third mode includes at least one of a linear change mode and a nonlinear change mode;

[0237] The fourth mode includes at least one of a linear change mode and a nonlinear change mode.

[0238] In some embodiments, the brake control device is further configured to:

[0239] When a vehicle has braking noise, the braking torque and the idle torque of the vehicle are calibrated to obtain a torque relationship.

[0240] In some embodiments, the brake control device is further used to: calibrate the braking torque and idle torque of the vehicle to obtain a torque relationship when the vehicle has brake noise, including:

[0241] Determine the braking depth in the case of a vehicle with brake noise;

[0242] The braking torque and the idle torque are adjusted simultaneously according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining the torque relationship.

[0243] In some embodiments, the brake control device is further configured to:

[0244] The step of simultaneously adjusting the braking torque and the idle torque according to the braking depth until the vehicle braking noise disappears and obtaining the torque relationship includes:

[0245] increasing the braking torque and the idle torque simultaneously according to the braking depth until the vehicle braking noise disappears to obtain a first torque relationship; or,

[0246] The braking torque and the idle torque are reduced simultaneously according to the braking depth until the vehicle braking noise disappears, thereby obtaining a second torque relationship.

[0247] In some embodiments, the brake control device is further configured to:

[0248] When the noise frequency is less than or equal to the noise threshold and the noise value is greater than or equal to the noise threshold, it is determined whether the braking parameter satisfies a first condition.

[0249] In some embodiments, the brake control device is further configured to:

[0250] When the vehicle speed is less than a vehicle speed threshold, determining whether the braking parameter satisfies a first condition;

[0251] The vehicle speed threshold is the maximum vehicle speed when the vehicle has braking noise.

[0252] In some embodiments, the brake control device is further configured to:

[0253] When the braking time of the vehicle is greater than a time threshold, determining whether the braking parameter satisfies a first condition;

[0254] The duration threshold is the minimum duration for the vehicle to generate braking noise.

[0255] In some embodiments, the brake control device is further configured to:

[0256] The brake device comprises a brake pedal of the vehicle and / or a brake push rod in a brake pump in the vehicle;

[0257] The stroke parameters include: pedal stroke and / or push rod stroke.

[0258] In some embodiments, the brake control device is further configured to:

[0259] When the braking parameters do not meet the first condition, braking control is performed through the intelligent braking integrated control system.

[0260] In some embodiments, the brake control device is further configured to:

[0261] During the braking control, the braking noise does not exceed a noise threshold.

[0262] In some embodiments, the noise threshold is 60 decibels.

[0263] A schematic diagram of the structure of a brake control device provided in an embodiment of the present application. The specific implementation of these modules and more details in the embodiment of the present application can be found in the corresponding method part, which will not be repeated here.

[0264] An embodiment of the present application also provides a computer-readable storage medium, on which instructions are stored. When the instructions are executed by a processor, the processor is configured to execute the above-mentioned braking control method.

[0265] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0266] The methods, devices (systems) and computer program products of the embodiments of the present application are described by flowcharts and / or block diagrams. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0267] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0268] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0269] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0270] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0271] Computer readable media include permanent and non-permanent, removable and non-removable media, and can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated communication signals and carrier waves.

[0272] In an embodiment of the present application, a controller is provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above method are implemented. In an embodiment of the present application, the controller adjusts the braking torque and the idle torque of the vehicle according to the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake at the same time. Through the above technical solution, by optimizing the software of the braking system, the hydraulic pressure is precisely adjusted according to the stroke parameters and the hydraulic pressure through the feedback braking solution, so as to avoid unnecessary resonance effects and reduce braking noise.

[0273] A vehicle is proposed in an embodiment of the present application, comprising a braking control device, a computer-readable storage medium, and at least one of a controller. The vehicle adjusts the braking torque and the idle torque of the vehicle simultaneously according to the stroke parameters of the braking device and the hydraulic pressure of the hydraulic brake. Through the above-mentioned technical solution, by optimizing the software of the braking system, the hydraulic pressure is accurately adjusted according to the stroke parameters and the hydraulic pressure through the feedback braking solution, so as to avoid unnecessary resonance effects and reduce braking noise.

[0274] like Fig.12 , which is a schematic diagram of a vehicle architecture provided in an embodiment of the present application. In this embodiment, the vehicle includes a brake device. In this embodiment, the vehicle may be a fuel vehicle, a plug-in hybrid vehicle, or a new energy vehicle, etc., and this application does not specifically limit this.

[0275] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0276] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0277] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0278] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A braking control method, characterized in that: The method is applied to a vehicle, and comprises: When the braking parameter satisfies a first condition, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

2. The method according to claim 1, characterized in that The braking parameters include: travel parameters of the braking device and hydraulic pressure of the hydraulic brake.

3. The method according to claim 2, characterized in that The braking parameters satisfying the first condition include: The travel parameter of the brake device satisfies the travel range, and the hydraulic pressure of the hydraulic brake satisfies the hydraulic range; The travel interval represents an interval corresponding to a travel parameter in which the brake noise exists, and the hydraulic interval represents an interval corresponding to a hydraulic pressure in which the brake noise exists.

4. The method according to claim 3, characterized in that The stroke range is X1 mm to X2 mm, and the hydraulic range is Y1 bar to Y2 bar, wherein X1 mm to X2 mm is determined according to the brake device position range where the brake noise exists, and Y1 bar to Y2 bar is the hydraulic pressure range where the brake noise exists.

5. The method according to claim 1, characterized in that: The simultaneously adjusting the braking torque and the idle torque of the vehicle comprises: adjusting the braking torque and the idle torque of the vehicle simultaneously according to the calibrated torque relationship; The torque relationship is a correlation relationship between the braking torque and the idle torque that is pre-calibrated in the case of braking noise.

6. The method according to claim 5, characterized in that The step of adjusting the braking torque and the idle torque of the vehicle simultaneously according to the calibrated torque relationship includes: According to the torque relationship and the braking depth of the vehicle, the braking torque and the idle torque of the vehicle are adjusted simultaneously.

7. The method according to claim 6, characterized in that The torque relationship includes at least two; The step of simultaneously adjusting the braking torque and the idle torque of the vehicle according to the torque relationship and the braking depth of the vehicle comprises: determining a target torque relationship from at least two torque relationships according to a current braking torque and an idle torque of the vehicle; The braking torque and the idle torque of the vehicle are adjusted simultaneously according to the target torque relationship and the braking depth.

8. The method according to claim 7, characterized in that The simultaneously adjusting the braking torque and the idle torque of the vehicle according to the target torque relationship and the braking depth includes: When the target torque relationship is the first torque relationship, the braking torque and the idle torque are increased simultaneously according to the braking depth; or, When the target torque relationship is the second torque relationship, the braking torque and the idle torque are simultaneously reduced according to the braking depth.

9. The method according to claim 8, characterized in that The method further comprises: When the target torque relationship is the first torque relationship, in the process that the braking depth increases from 0 to the target depth, the braking torque increases according to the first pattern, and the idle torque decreases according to the second pattern.

10. The method according to claim 9, characterized in that The method further comprises: As the braking depth increases, the rate of reduction of the idle torque increases.

11. The method according to claim 9, characterized in that The first mode includes at least one of a linear change mode and a nonlinear change mode; The second mode includes at least one of a linear change mode and a nonlinear change mode.

12. The method according to claim 8, characterized in that The method further comprises: When the target torque relationship is the second torque relationship, in the process that the braking depth increases from 0 to the target depth, the idle torque decreases according to the third pattern, and the braking torque increases according to the fourth pattern.

13. The method according to claim 12, characterized in that The method comprises: As the braking depth increases, the rate of increase of the braking torque accelerates.

14. The method according to claim 12, characterized in that The method comprises: The third mode includes at least one of a linear change mode and a nonlinear change mode; The fourth mode includes at least one of a linear change mode and a nonlinear change mode.

15. The method according to claim 5, characterized in that The method further comprises: When a vehicle has braking noise, the braking torque and the idle torque of the vehicle are calibrated to obtain a torque relationship.

16. The method according to claim 15, characterized in that When the vehicle has brake noise, calibrating the brake torque and idle torque of the vehicle to obtain a torque relationship includes: Determine the braking depth in the case of a vehicle with brake noise; The braking torque and the idle torque are adjusted simultaneously according to the braking depth until the braking noise of the vehicle disappears, thereby obtaining the torque relationship.

17. The method according to claim 16, characterized in that The step of simultaneously adjusting the braking torque and the idle torque according to the braking depth until the vehicle braking noise disappears and obtaining the torque relationship includes: increasing the braking torque and the idle torque simultaneously according to the braking depth until the vehicle braking noise disappears to obtain a first torque relationship; or, The braking torque and the idle torque are reduced simultaneously according to the braking depth until the vehicle braking noise disappears, thereby obtaining a second torque relationship.

18. The method according to claim 1, characterized in that The method further comprises: When the noise frequency is less than or equal to the noise threshold and the noise value is greater than or equal to the noise threshold, it is determined whether the braking parameter satisfies a first condition.

19. The method according to claim 1, characterized in that The method further comprises: When the vehicle speed is less than a vehicle speed threshold, determining whether the braking parameter satisfies a first condition; The vehicle speed threshold is the maximum vehicle speed when the vehicle has braking noise.

20. The method according to claim 1, characterized in that The method further comprises: When the braking time of the vehicle is greater than a time threshold, determining whether the braking parameter satisfies a first condition; The duration threshold is the minimum duration for the vehicle to generate braking noise.

21. The method according to claim 2, characterized in that The brake device comprises a brake pedal of the vehicle and / or a brake push rod in a brake pump in the vehicle; The stroke parameters include: pedal stroke and / or push rod stroke.

22. The method according to any one of claims 1 to 21, characterized in that: The method further comprises: When the braking parameters do not meet the first condition, braking control is performed through the intelligent braking integrated control system.

23. The method according to any one of claims 1 to 22, characterized in that: The method further comprises: During the braking control, the braking noise does not exceed a noise threshold.

24. The method according to claim 23, characterized in that The noise threshold is 60 decibels.

25. A brake control device, characterized in that: include: The adjustment module is used to adjust the braking torque and the idle torque of the vehicle simultaneously when the braking parameter meets the first condition.

26. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 24 are implemented.

27. A controller having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 24 are implemented.

28. A vehicle, characterized in that: Includes a braking device, and at least one of the braking control apparatus of claim 25 , the computer-readable storage medium of claim 26 , and the controller of claim 27 .

29. A computer program product, characterized in that The method comprises a computer program or an instruction, which, when executed by a processor, implements the steps of any one of the control methods described in claims 1 to 24.

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