Vehicle brake assist system control method, ECU controller, medium and products

Abstract

The present invention discloses a vehicle brake boost system control method, ECU controller, medium, and product, relating to the field of data processing. The method, applied to the ECU controller of a vehicle brake boost system, includes: determining a target brake pressure based on brake pedal displacement and speed, and then calculating a feedforward target position of a master cylinder push rod; obtaining actual pressure via a pressure sensor and comparing it with the target pressure to determine a corrected target position, thereby obtaining a final target position; calculating a feedforward target current for a boost motor based on the final target position; obtaining an actual position signal using a motor angle sensor, comparing it with the final target position, and determining a corrected target current; and finally determining and transmitting the final target current to the boost motor to drive the master cylinder push rod to apply braking force. The present invention can improve the stability and reliability of the braking system, thereby enhancing the braking performance and safety of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of data processing technology, and in particular to a vehicle brake booster system control method, an ECU controller, a medium and a product. Background Art

[0002] Electric Brake Boost (EHB) systems have become a mainstream alternative to traditional vacuum boosters. Using an electric motor instead of a traditional vacuum booster, EHB provides braking assistance to the driver, offering advantages such as faster response and higher control precision. Its core control logic uses an electric motor to drive the master cylinder piston pushrod, building hydraulic pressure within the master cylinder. Position feedback from the master cylinder pushrod regulates the output of the boost motor.

[0003] The current common control strategy is to control the motor output by monitoring the master cylinder pushrod position. However, factors such as brake system aging, pipe softening, and bubble accumulation can affect the effectiveness of this control strategy, leading to reduced stability and reliability of the brake assist system, affecting braking force, and posing a safety risk. Summary of the Invention

[0004] In response to the above-mentioned technical problems and defects, the purpose of the present invention is to provide a vehicle brake booster system control method, ECU controller, medium and product, which can improve the stability and reliability of the brake system, thereby improving the braking performance and safety of the vehicle.

[0005] To achieve the above-mentioned objectives, in the first aspect, the present invention provides a vehicle brake booster system control method, which is applied to an ECU controller of a vehicle brake booster system, wherein the vehicle brake booster system also includes a brake pedal, a brake master cylinder, a master cylinder pressure sensor, a master cylinder push rod, a power-boosting motor and a motor angle sensor; when the vehicle brakes, the power-boosting motor is connected to the master cylinder push rod, and the master cylinder push rod is connected to the brake master cylinder; the method comprises: determining a target brake pressure of the brake fluid in the brake master cylinder according to the displacement and speed of the brake pedal; determining a feedforward target position of the master cylinder push rod based on the target brake pressure; obtaining the actual brake pressure of the brake master cylinder through the master cylinder pressure sensor force; determine the corrected target position of the master cylinder push rod based on the actual braking pressure and the target braking pressure; determine the final target position of the master cylinder push rod based on the feedforward target position and the corrected target position; determine the feedforward target current of the power-assisted motor based on the final target position; obtain the actual position signal of the master cylinder push rod through the motor angle sensor; determine the corrected target current of the power-assisted motor based on the actual position signal and the final target position; determine the final target current based on the feedforward target current and the corrected target current; transmit the final target current to the power-assisted motor, so that the power-assisted motor drives the master cylinder push rod to apply force to the brake master cylinder.

[0006] The present invention achieves refined control of the braking process by accurately calculating the target brake pressure, dynamically adjusting the position of the master cylinder push rod, and optimizing the current of the power-assisted motor. First, the target brake pressure of the brake fluid in the master cylinder is accurately determined based on the displacement and speed of the brake pedal, providing an accurate benchmark for subsequent control. Second, the actual brake pressure is obtained in real time through a pressure sensor and compared with the target pressure. The corrected target position of the master cylinder push rod is dynamically adjusted to ensure accurate tracking of the brake pressure. Third, based on the feedforward target position and the corrected target position, the final target position of the master cylinder push rod is determined, and the feedforward target current of the power-assisted motor is calculated accordingly to achieve precise control of the power-assisted motor. In addition, the actual position signal of the master cylinder push rod is obtained through a motor angle sensor, and the corrected target current of the power-assisted motor is further adjusted. Finally, the final target current is determined and transmitted to the power-assisted motor to ensure that the master cylinder applies accurate force. The present invention improves the response speed and control accuracy of the braking system, enhances the stability and reliability of the brake assist system, improves the braking performance and safety of the vehicle, and provides a strong guarantee for the safe driving of the vehicle.

[0007] In combination with some embodiments of the first aspect, in some embodiments, the corrected target position of the master cylinder push rod is determined based on the actual braking pressure and the target braking pressure, including: calling a preset pressure robust PI control module, processing the actual braking pressure and the target braking pressure, and obtaining the corrected target position.

[0008] By employing the technical solutions of the aforementioned embodiments and invoking a pre-defined pressure-robust PI control module, this method accurately processes the deviation between actual and target brake pressures, thereby dynamically adjusting the master cylinder pushrod's corrected target position. This advanced control strategy not only improves the braking system's responsiveness and control accuracy, but also enhances the system's adaptability to various operating conditions, such as temperature fluctuations and brake fluid aging, ensuring stable and reliable braking.

[0009] In combination with some embodiments of the first aspect, in some embodiments, the corrected target current of the power-assisted motor is determined based on the actual position signal and the final target position, including: calling a preset current robust PI control module, processing the actual position signal and the final target position, and obtaining the corrected target current.

[0010] The technical solution of the above embodiment utilizes a current robust PI control module to compensate for the deviation between the master cylinder pushrod's actual position and the final target position in real time, calculating a corrected target current. This control mechanism significantly improves the power assist motor's control accuracy over the master cylinder pushrod, reducing position error, thereby optimizing braking effectiveness, improving driving safety, and potentially extending the life of the motor and braking system.

[0011] In combination with some embodiments of the first aspect, in some embodiments, after the final target current is transmitted to the power-assisted motor so that the power-assisted motor drives the master cylinder push rod to apply force to the brake master cylinder, it also includes: obtaining the current push rod position and expected position range of the master cylinder push rod, and the expected position range is determined based on the final target current; judging whether there is an abnormality in the brake master cylinder based on the current push rod position and the expected position range; if so, issuing an alarm prompt to the driver.

[0012] Using the technical solution of the above embodiment, after delivering the final target current to the power-assist motor, the system further monitors the current position of the master cylinder push rod and its expected position range. By comparing the current push rod position with the expected position range, this method accurately determines whether there is an abnormality in the master cylinder. If an abnormality is detected, the system promptly issues an alarm to the driver. This safety mechanism is crucial for preventing brake failure and improving driving safety.

[0013] In conjunction with some embodiments of the first aspect, in some embodiments, determining the target brake pressure of the brake fluid in the master cylinder based on the displacement and speed of the brake pedal includes: inputting the displacement and speed of the brake pedal into a preset displacement-speed-pressure function to obtain the target brake pressure, where the displacement-speed-pressure function includes:

[0014] ;

[0015] in, P ( x,v ) represents the hydraulic pressure in the brake master cylinder, x represents the displacement of the brake pedal, v represents the speed of the brake pedal, C1, C2, C3, and C4 are constant coefficients, V0 represents the initial volume of the inner cavity of the brake master cylinder, and A represents the cross-sectional area of ​​the brake master cylinder.

[0016] Using the technical solution of the above embodiment, the target brake pressure can be accurately calculated by inputting the brake pedal displacement and velocity into a preset displacement-velocity-pressure function. This step is crucial for controlling the entire brake assist system, as it provides a precise initial target pressure value for subsequent master cylinder pushrod position control and assist motor current control, thereby ensuring smooth and effective braking.

[0017] In conjunction with some embodiments of the first aspect, in some embodiments, determining the feedforward target position of the master cylinder push rod based on the target brake pressure includes: inputting the target brake pressure into a preset pressure-position function to obtain the feedforward target position, where the pressure-position function includes:

[0018]

[0019] in, L ( P ) represents the displacement of the master cylinder push rod, P represents the hydraulic pressure of the brake master cylinder, a、b、c、d、m、f、 g、h、i、j are constant coefficients, e is a natural constant, and P1 and P2 are preset pressure thresholds.

[0020] The technical solution of the above embodiment utilizes a pressure-position function to determine the feedforward target position of the master cylinder pushrod, ensuring a precise mapping from target brake pressure to pushrod position. This precise control is crucial for achieving optimal braking performance, as it directly influences brake fluid distribution and pressure buildup in the master cylinder, ultimately impacting vehicle braking performance and driving comfort.

[0021] In conjunction with some embodiments of the first aspect, in some embodiments, determining the feedforward target current of the power-assisted motor according to the final target position includes: inputting the final target position into a preset position-current function to obtain the feedforward target current, where the position-current function includes:

[0022] ;

[0023] Where, I(L) represents the feedforward target current, a、β、γ、δ、ϵ、ζ、η、θ、ι、κ、λ are constant coefficients respectively, L represents the final target position, L 1 and L 2 is the position segmentation point.

[0024] The technical solution of the above embodiment determines the feedforward target current for the power-assist motor using a position-current function, providing the motor with a precise current command to drive the master cylinder pushrod to its final target position. This process is critical for ensuring the brake-assist system efficiently and accurately responds to the driver's braking requests, thereby improving braking performance and overall vehicle safety.

[0025] In second aspect, an embodiment of the present invention provides an ECU controller, comprising: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the ECU controller to execute the method described in the first aspect or the second aspect, and any possible implementation of the first aspect or the second aspect.

[0026] In a third aspect, the present invention provides a computer-readable storage medium comprising instructions, which, when executed on the ECU controller, cause the ECU controller to execute the method described in the first aspect or the second aspect, and any possible implementation of the first aspect or the second aspect.

[0027] In a fourth aspect, the present invention provides a computer program product comprising instructions, which, when the computer program product is run on the ECU controller, enables the ECU controller to execute the method described in the first aspect or the second aspect, and any possible implementation of the first aspect or the second aspect.

[0028] It is understood that the ECU controller provided in the second aspect, the storage medium provided in the third aspect, and the computer program product provided in the fourth aspect are all used to execute the method provided by the present invention. Therefore, the beneficial effects achievable by these methods can be referenced to the beneficial effects of the corresponding methods and will not be further elaborated here.

[0029] One or more technical solutions provided by the present invention have at least the following technical effects or advantages:

[0030] 1. By precisely calculating the target brake pressure in the master cylinder and dynamically adjusting the master cylinder pushrod position using a pressure-robust PI control module, precise control of brake pressure is achieved. This precise pressure control not only ensures reliable and stable braking but also improves the timeliness of braking response, providing effective driver safety in emergency situations.

[0031] 2. The position-current function and current robust PI control module work together to optimize the power-assist motor's response to the master cylinder pushrod position. By adjusting the power-assist motor's current in real time, the master cylinder pushrod quickly and accurately reaches the desired position. This directly improves the efficiency and performance of the braking system, while also reducing energy consumption and increasing vehicle fuel economy.

[0032] 3. The combined use of pressure-robust PI control and current-robust PI control strategies enhances the robustness of the brake assist system. The system adapts to various operating conditions, such as brake fluid leaks and pipeline aging, by promptly adjusting the control strategy to compensate for system deviations and prevent brake failure. Furthermore, by monitoring the master cylinder pushrod position and issuing an alarm when an anomaly occurs, system safety is further enhanced, ensuring the safety of the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present invention, and together with the specification, are used to explain the principles of the present invention. Obviously, the drawings described below are only some embodiments of the present invention, and those skilled in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0034] Figure 1 1 is a schematic diagram of the architecture of a vehicle brake assist system according to an embodiment of the present invention;

[0035] Figure 2 is a flow chart of a vehicle brake boosting system control method according to an embodiment of the present invention;

[0036] Figure 3 It is a schematic diagram of the architecture of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0037] The terms used in the following embodiments of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. As used in the specification of the present invention, the singular expressions "a," "an," "above," "the," and "this" are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used in the present invention refers to any and all possible combinations of one or more of the listed items.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying relative importance or implicitly indicating the quantity of the technical features indicated. Thus, a feature designated "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present invention, unless otherwise specified, "plurality" means two or more.

[0039] It should also be noted that, unless otherwise clearly specified and limited, in the embodiments of the present invention, terms such as "setting" and "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal connection of two components; it can be a wired communication connection or a wireless communication connection. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances. The embodiments of the present invention are described in detail below.

[0040] The embodiment of the present invention provides a vehicle brake boosting system, such as Figure 1As shown, it includes an ECU controller 101, a brake pedal 102, a brake master cylinder 103, a master cylinder pressure sensor 104, a master cylinder push rod 105, a power-assisting motor 106 and a motor angle sensor 107. When the vehicle brakes, the power-assisting motor 106 is connected to the master cylinder push rod 105, and the master cylinder push rod 105 is connected to the brake master cylinder 103.

[0041] The ECU (electronic control unit), also known as the onboard computer, primarily controls the vehicle's driving state and implements its various functions. In this embodiment, the ECU controller 101 is the core control unit of the vehicle's brake assist system, responsible for receiving and processing signals from the brake pedal 102, the master cylinder pressure sensor 104, and the motor angle sensor 107. Based on these signals, the ECU controller 101 calculates the target brake pressure, target position, and target current using a preset control algorithm. It then makes real-time adjustments based on deviations between the actual measured values ​​and the target values ​​to ensure precise control and stable operation of the braking system.

[0042] Brake pedal 102 is the driver's direct interface with the vehicle's braking system. Its displacement and speed reflect the driver's braking intent. When the driver depresses brake pedal 102, the displacement and speed signals are collected by sensors and transmitted to ECU controller 101, which uses them as a basis for calculating the target brake pressure.

[0043] The master cylinder 103 is a key component in the braking system. The hydraulic pressure within it directly determines the vehicle's braking force. The master cylinder 103 is connected to a power-assisted motor 106 via a master cylinder push rod 105. When the power-assisted motor 106 drives the master cylinder push rod 105, the hydraulic pressure within the master cylinder 103 changes, thereby increasing the brake fluid pressure and delivering braking force.

[0044] The master cylinder pressure sensor 104 is mounted on the brake master cylinder 103 and is used to monitor the actual hydraulic pressure in the brake master cylinder 103 in real time. The sensor feeds the measured pressure signal back to the ECU controller 101 for comparison with the target brake pressure and pressure adjustment based on the deviation.

[0045] The master cylinder push rod 105 is a key component connecting the power-assist motor 106 to the master cylinder 103. Its function is to convert the rotational motion of the power-assist motor 106 into linear motion, thereby pushing the piston in the master cylinder 103 and changing the hydraulic pressure within the master cylinder 103. The position signal of the master cylinder push rod 105 is fed back to the ECU controller 101 via the motor angle sensor 107 for precise control of the motion of the power-assist motor 106.

[0046] The power-assist motor 106 is the power source in the brake assist system. Its primary function is to drive the master cylinder push rod 105 according to commands from the ECU controller 101. The output torque and speed of the power-assist motor 106 directly affect the movement speed of the master cylinder push rod 105 and the hydraulic pressure within the master cylinder 103, thereby determining the vehicle's braking force.

[0047] The motor angle sensor 107 is connected to the power-assisted motor 106 and is used to monitor the rotation angle of the power-assisted motor 106 in real time, thereby indirectly reflecting the position of the master cylinder push rod 105. The sensor feeds the measured angle signal back to the ECU controller 101 for comparison with the target position and position adjustment based on the deviation.

[0048] In some embodiments, the system also includes a pedal feel simulator, which simulates the hydraulic pressure feedback in a traditional braking system, providing the driver with a familiar braking feel. A pedal position sensor monitors and records pedal displacement in real time, representing the depth of the driver's pedal press. The pedal position sensor converts the displacement signal into an electrical signal and transmits it to the ECU. The controller calculates the target brake pressure based on this signal and controls the power-assisted motor to generate the corresponding braking force. This structural design ensures the responsiveness and precision of the braking system, as well as driver comfort.

[0049] This embodiment provides a vehicle brake boost system control method, applicable to the ECU controller of the aforementioned vehicle brake boost system (hereinafter referred to as the system). This embodiment achieves precise control of the master cylinder pushrod position and boost motor current by combining feedforward and feedback control, significantly improving the braking system's response speed and control accuracy. Specifically, the target brake pressure is first determined based on the displacement and speed of the brake pedal. The feedforward target position of the master cylinder pushrod is then determined based on the target brake pressure. The actual brake pressure is obtained via a master cylinder pressure sensor, and a corrected target position is determined based on the difference between the actual pressure and the target pressure. Finally, the feedforward target position and the corrected target position are combined to determine the master cylinder pushrod's final target position. Simultaneously, the method also obtains the master cylinder pushrod's actual position signal via a motor angle sensor, and a corrected target current is determined based on the difference between the actual position signal and the final target position. Finally, the feedforward target current and the corrected target current are combined to determine the final target current of the boost motor. This integrated control strategy not only enables rapid response to the driver's braking demands but also effectively compensates for system uncertainties and interference, ensuring the stability and reliability of the braking system, thereby significantly improving the vehicle's braking performance and safety.

[0050] The following is combined with Figure 2 The method of this embodiment is specifically described, which includes the following steps:

[0051] Step 201: Determine the target brake pressure of the brake fluid in the master cylinder according to the displacement and speed of the brake pedal.

[0052] Specifically, sensors installed on the brake pedal first collect real-time brake pedal displacement and speed signals, which reflect the driver's braking intention and the intensity of the braking demand. The vehicle's brake assist system's electronic control unit (ECU) then receives these signals and processes them according to pre-set control strategies and algorithms.

[0053] In this embodiment, the ECU controller uses a preset mathematical model or a lookup table to map the brake pedal displacement and speed to the target brake pressure. This model or table is pre-set based on the vehicle's braking characteristics, the driver's braking habits, and the performance requirements of the braking system. The mathematical model can establish a formula for calculating the target brake pressure based on the brake pedal displacement and speed, applying physical principles and system characteristics. The lookup table method, on the other hand, uses a pre-established table to find the target value. In a vehicle's brake assist system, a table can be pre-established through experiments or simulations, recording the target brake pressure values ​​for different combinations of brake pedal displacement and speed. When the target brake pressure needs to be determined, the ECU controller searches the table for the corresponding target brake pressure value based on the real-time collected brake pedal displacement and speed signals. The advantages of the lookup table method are its simplicity, intuitiveness, and ease of implementation. This method can provide a relatively accurate target brake pressure value, especially when the system characteristics are complex or difficult to describe using a simple mathematical model.

[0054] When calculating the target brake pressure, the ECU considers brake pedal displacement, speed, and potential braking scenarios to ensure the brake pressure meets braking requirements while ensuring comfort and safety during braking. Ultimately, the ECU determines the target brake pressure for the brake fluid in the master cylinder based on the calculated results, which serves as a reference for subsequent control processes.

[0055] Step 202: Determine a feedforward target position of the master cylinder push rod based on the target brake pressure.

[0056] Specifically, a pre-set pressure-position relationship can be utilized. This relationship is based on the physical characteristics of the master cylinder and system design. The ECU controller uses this pressure-position relationship to map the target brake pressure to the corresponding master cylinder pushrod position. This feedforward target position is the position the system expects the master cylinder pushrod to reach in order to generate the desired target brake pressure.

[0057] In this embodiment, the pressure-position correspondence is obtained mainly through two methods: experimental testing and theoretical modeling. In the experimental test, the brake master cylinder is installed on a special test bench, and a known target brake pressure is gradually applied. At the same time, a high-precision displacement sensor is used to measure the corresponding master cylinder push rod position. After recording multiple sets of pressure and position data, a pressure-position curve is obtained by data fitting. In terms of theoretical modeling, based on the structural parameters of the brake master cylinder, such as cylinder diameter, piston area, initial volume, etc., combined with the physical properties of the brake fluid, the principles of fluid mechanics and elastic mechanics are used to establish a mathematical model describing the relationship between pressure and position, and then the pressure-position correspondence is generated through simulation or analytical calculation. These two methods complement each other. Experimental testing provides actual data verification, and theoretical modeling is used for prediction and optimization. Ultimately, an accurate pressure-position correspondence is obtained, providing a key basis for the precise control of the braking system.

[0058] Step 203: Acquire the actual brake pressure of the master cylinder through the master cylinder pressure sensor.

[0059] Specifically, the master cylinder pressure sensor converts the detected pressure signal into an electrical signal and transmits this electrical signal to the ECU controller. After receiving the signal, the ECU controller processes and analyzes the electrical signal to obtain the actual brake pressure value in the brake master cylinder.

[0060] Step 204 : determining a corrected target position of the master cylinder push rod according to the actual brake pressure and the target brake pressure.

[0061] Specifically, the ECU compares the difference between actual brake pressure and target brake pressure to calculate a corrected target position. For example, the ECU adjusts the master cylinder pushrod position based on the pressure error (target brake pressure minus actual brake pressure) to compensate for the difference. This corrected target position is calculated using a pre-set control algorithm (such as a PI control algorithm). This algorithm dynamically adjusts the master cylinder pushrod position based on the magnitude and trend of the pressure error to ensure the brake system accurately reaches the target brake pressure.

[0062] Step 205 : Determine the final target position of the master cylinder push rod based on the feedforward target position and the corrected target position.

[0063] Specifically, the ECU combines the feedforward target position with the corrected target position to determine the master cylinder pushrod's final target position. The feedforward target position is an initial position calculated directly from the target brake pressure, while the corrected target position is a compensated position adjusted based on the difference between the actual brake pressure and the target brake pressure. The final target position is the combined result of these two positions. This is calculated by adding the feedforward and corrected target positions or using a fusion algorithm to ensure that the master cylinder pushrod accurately reaches the desired position, thereby achieving precise braking control.

[0064] In some embodiments, this step may specifically include: calling a preset pressure robust PI control module, processing the actual braking pressure and the target braking pressure, and obtaining the corrected target position.

[0065] Specifically, the pressure-robust PI control module first receives the actual brake pressure and the target brake pressure as input signals and evaluates the current state of the braking system by calculating the difference between the two, namely the pressure error. The module then uses preset proportional and integral gains to perform proportional and integral operations on the pressure error, generating a control signal that is proportional to the pressure error and takes into account historical error accumulation. After processing, this control signal serves as the basis for correcting the target position and is used to adjust the position of the master cylinder push rod to compensate for the deviation between the actual brake pressure and the target brake pressure. In this way, the pressure-robust PI control module can dynamically adjust the position of the master cylinder push rod to ensure that the braking system can accurately reach the target brake pressure under various operating conditions, thereby achieving a stable and reliable braking effect.

[0066] The pressure-robust PI control module operates based on a proportional-integral (PI) control strategy. It monitors and adjusts the pressure in the brake system in real time to ensure the master cylinder pushrod reaches its target position, thereby achieving precise control of brake pressure. The following is the detailed operating principle of the pressure-robust PI control module:

[0067] (1) Pressure error calculation: Obtain the actual brake pressure P through the master cylinder pressure sensor actual and the target brake pressure P target Compare and calculate the pressure error e P :e P =P target −P actual .

[0068] (2) Proportional control: According to the pressure error e P , through the proportional gain K p Perform proportional control and generate proportional control output u p :u p =K p⋅e P The role of proportional control is to quickly respond to pressure errors, allowing the system to quickly adjust the position of the master cylinder push rod.

[0069] (3) Integral control: In order to eliminate the steady-state error, the integral gain K i Pressure error e P Integrate to generate integral control output u i :u i =K i ⋅∫e P The function of integral control is to accumulate historical errors to ensure that the system can eliminate pressure errors over a long period of time and achieve steady-state accuracy.

[0070] (4) Robust design: In order to cope with the uncertainty and disturbance in the system, the pressure robust PI control module adopts a robust control algorithm. This algorithm optimizes the controller parameters so that the system can maintain good control performance under the conditions of parameter changes, external disturbances and model uncertainty. Specifically, the robust control algorithm dynamically adjusts the proportional gain K according to the actual response of the system. p and integral gain K i To ensure that the system can operate stably under different working conditions.

[0071] (5) Correct target position calculation: Change the proportional control output u p And integral control output u i Add together to get the total control output u total :u total =u p +u i Then, according to the total control output u total , adjust the feedforward target position L of the master cylinder push rod ff , get the corrected target position L corrected :L corrected =L ff +u total .

[0072] (6) Output the corrected target position: Finally, the corrected target position L corrected The output is used by the subsequent position control module to ensure that the master cylinder push rod can accurately reach the target position and achieve precise control of the brake pressure.

[0073] Through the above steps, the pressure-robust PI control module can monitor and adjust the pressure in the brake system in real time, ensuring that the position of the master cylinder push rod can accurately reach the target position, thereby achieving precise control of the brake pressure and improving the performance and safety of the brake system.

[0074] Step 206 : Determine the feedforward target current of the power-assisting motor according to the final target position.

[0075] Specifically, a pre-established position-current mapping relationship can be utilized. This mapping describes the correspondence between the master cylinder pushrod position and the current required by the power assist motor. The ECU controller converts the final target position into the corresponding feedforward target current through a table lookup or mathematical model. The feedforward target current is the initial current required by the power assist motor without feedback correction, which is used to drive the master cylinder pushrod to the final target position.

[0076] Among them, the position-current mapping relationship can be established through a combination of experimental testing and theoretical analysis. First, in the experimental stage, the power-assisting motor is connected to the master cylinder push rod, and by controlling the motor to output different current values, the actual displacement of the master cylinder push rod under different currents is measured. These data points form a set of position-current correspondences. Then, using these experimental data, combined with the motor's characteristic curve and the physical model of the braking system, an accurate mapping function is established through mathematical fitting or table lookup. This function can directly convert the target position of the master cylinder push rod into the feedforward target current required by the power-assisting motor. In actual operation, the ECU controller quickly calculates the corresponding feedforward target current based on the final target position of the master cylinder push rod through this mapping relationship, thereby achieving precise control of the power-assisting motor and ensuring efficient and stable operation of the braking system.

[0077] Step 207: Acquire the actual position signal of the master cylinder push rod through the motor angle sensor.

[0078] The motor angle sensor, installed on the power-assisted motor, monitors the motor's rotation angle in real time. The motor's rotation angle refers to the position of the motor's rotor relative to the stator, typically measured in degrees (°) or radians (rad). In a vehicle's brake-assisted system, the motor angle sensor measures the motor's rotation angle and converts it into an electrical signal, enabling real-time monitoring and precise control of the motor's motion.

[0079] When the power-assist motor drives the master cylinder pushrod, the motor angle sensor converts the detected angle change into an electrical signal and transmits it to the ECU. Based on the power-assist motor's transmission ratio and the mechanical connection between the master cylinder pushrod and the motor angle, the ECU converts the motor angle signal into the master cylinder pushrod's actual position. This process ensures the system can obtain precise, real-time position information for the master cylinder pushrod, providing data support for subsequent position feedback control.

[0080] Step 208 : Determine a corrected target current of the power assist motor according to the actual position signal and the final target position.

[0081] Specifically, the ECU controller calculates a corrected target current based on the difference between the master cylinder push rod's actual position signal and the final target position. Specifically, the ECU controller uses a position feedback control algorithm (such as the PI control algorithm) to compare the actual position and the final target position to determine the position error. Based on the magnitude and trend of the position error, the ECU controller dynamically adjusts the output current of the power assist motor to compensate for the deviation between the actual and target positions. The corrected target current, calculated based on the position error, is used to adjust the power assist motor's output to ensure that the master cylinder push rod accurately reaches the final target position.

[0082] In some embodiments, this step may include: calling a preset current robust PI control module to process the actual position signal and the final target position to obtain the corrected target current.

[0083] Specifically, the current robust PI control module can dynamically adjust the output current of the power assist motor based on the deviation between the actual position signal of the master cylinder push rod and the final target position. The following is the working principle of the current robust PI control module:

[0084] (1) Signal input: The current robust PI control module receives two main input signals: the actual position signal of the master cylinder push rod and the final target position signal. The actual position signal is obtained in real time through the motor angle sensor and reflects the current precise position of the master cylinder push rod. The final target position is calculated by combining the feedforward target position and the corrected target position and represents the desired master cylinder push rod position.

[0085] (2) Error calculation: The control module first calculates the position error between the actual position signal and the final target position. This error signal is the basis of position feedback control and is used to evaluate whether the current motor output meets the expected position requirement.

[0086] (3) Proportional control (P): Based on the magnitude of the position error, the proportional control component immediately generates a control output proportional to the error. The proportional gain (Kp) determines the strength of the proportional control. A larger proportional gain can make the system respond more quickly to errors, but too high a gain may cause system oscillation.

[0087] (4) Integral Control (I): The integral control component is responsible for eliminating steady-state errors. It integrates the position error over time and generates a control output proportional to the integral of the error. The integral gain (Ki) determines the strength of the integral control. Through integral control, even in the presence of small steady-state errors, the system can gradually adjust the motor output to keep the master cylinder push rod position close to the final target position.

[0088] (5) Anti-interference design: To cope with disturbances and uncertainties in the system, the current robust PI control module adopts a robust control algorithm. This algorithm can adapt to parameter changes, external disturbances, and model uncertainties to a certain extent, ensuring that the system's control performance is not affected. Specifically, the robust control algorithm optimizes the controller parameters to ensure that the system maintains good control accuracy and stability under different operating conditions.

[0089] (6) Control output: The current robust PI control module generates a corrected target current by combining the outputs of proportional and integral control. This current signal is used to further adjust the output of the power assist motor to bring the actual position of the master cylinder push rod closer to the final target position. After the current target pressure stabilizes, this input position should be within a predetermined range. If it exceeds this range, it may indicate a brake fluid leak or insufficient hydraulic pressure, and fault diagnosis is required.

[0090] The current robust PI control module of this embodiment ensures that the power-assisting motor can effectively drive the master cylinder push rod through precise position feedback and intelligent control algorithms, achieving precise braking control, thereby improving the performance and safety of the vehicle's braking system.

[0091] Step 209 : determining a final target current based on the feedforward target current and the corrected target current.

[0092] Specifically, the ECU combines the feedforward target current and the corrected target current to determine the final target current for the power assist motor. The feedforward target current is an initial current calculated directly from the master cylinder pushrod's final target position, while the corrected target current is a compensation current adjusted based on the difference between the actual position and the final target position. The final target current is the combined result of these two currents, calculated by weighted addition of the feedforward and corrected target currents or through a fusion algorithm.

[0093] This process ensures that the output current of the power-assisting motor can meet both the initial control requirements and the real-time feedback adjustment requirements, thereby achieving precise braking control.

[0094] In some embodiments, the final target current can be calculated using a target current function. The mathematical expression of the target current function is as follows:

[0095]

[0096] Among them, I final represents the final target current;

[0097] I ff is the feedforward target current; I corr is the corrected target current;

[0098] α 、 β 、 c and d are the control factors; among them, α Used to adjust the degree of nonlinear fusion, β Used to control the comprehensive strength of the feedforward target current and the corrected target current, c Used to adjust the weight of the feedforward current, d Used to correct the current sensitivity, so as to achieve precise control of the power assist motor output current. α 、 β 、 c and d, The parameter range can be preliminarily determined through theoretical modeling and numerical simulation, and then fine-tuned through experimental testing and optimization algorithms.

[0099] In the target current function, the hyperbolic tangent function tanh and the natural logarithm function ln are nonlinear functions that can handle the complex interaction between feedforward and correction current. They can not only respond quickly to small deviations, but also achieve saturation and stability when the current command is large, thereby effectively balancing dynamic response and steady-state accuracy, ensuring precise current control under different operating conditions.

[0100] exist In this term, the hyperbolic tangent function tanh normalizes the input value to the range of (−1,1), so that the feedforward target current I ff and corrected target current I corr The sum of changes linearly in a smaller range and tends to saturation in a larger range. I ff + I corr When it is large, the output of the tanh function tends to saturate, preventing excessive current and protecting the motor. α The contribution of this part to the final target current can be adjusted. β Control I ff and I corr comprehensive strength.

[0101] exist In this term, the logarithmic function ln increases rapidly when the input is close to 1, and the growth rate slows down as the input increases, reflecting the correction target current I corr The contribution to the final target current is gradually reduced to avoid overcorrection. Adjust the contribution of this part to the final target current. c Adjust the sensitivity of the corrected target current, d Controls the input range of the logarithm function.

[0102] The target current function of this embodiment utilizes the nonlinear characteristics of the hyperbolic tangent function and the logarithmic function to better simulate the changing characteristics of the target current, effectively combining the rapid response of feedforward control and the precise adjustment of feedback control, and at the same time enhancing the flexibility and adaptability of the control strategy by introducing adjustable parameters.

[0103] Step 210 : delivering the final target current to the power-assisting motor so that the power-assisting motor drives the master cylinder push rod to apply a force to the brake master cylinder.

[0104] Specifically, the ECU controller transmits the calculated final target current to the power assist motor. Based on the received current signal, the power assist motor adjusts its output torque and speed, thereby driving the master cylinder push rod to apply force to the brake master cylinder. This process ensures that the master cylinder push rod accurately reaches the final target position and achieves the required braking pressure.

[0105] By precisely controlling the output current of the power-assist motor, the system can quickly respond to the driver's braking needs, improve the response speed and control accuracy of the braking system, and ensure that the vehicle can achieve safe and reliable braking under various operating conditions.

[0106] Based on the above method steps, this embodiment forms a control architecture in which a pressure loop is nested within a position loop. The target pressure of the pressure PI control module is dynamically adjusted through the actual pressure feedback from the pressure sensor, and the master cylinder push rod displacement is converted according to the motor angle to ensure the closed-loop stability of the position PI control module. Specifically, the pressure loop serves as the outer loop, and according to the difference between the target braking pressure and the actual braking pressure, the output current of the power-assisting motor is adjusted through the pressure PI controller to quickly respond to the driver's braking needs and accurately control the braking pressure. The position loop serves as the inner loop, and according to the difference between the target position and the actual position of the master cylinder push rod, the output of the power-assisting motor is further fine-tuned through the position PI controller to ensure that the master cylinder push rod can accurately reach the target position. This nested control architecture makes full use of the feedback information of the pressure sensor and the motor angle sensor to achieve precise control and stable operation of the braking system.

[0107] At the same time, in this embodiment, the target pressure stability judgment logic is a key step in ensuring the normal operation of the system and the timely detection of potential faults. Specifically, after the system pressure is established and stabilized, the input position of the master cylinder push rod should be within a predetermined range. If the input position of the master cylinder push rod exceeds the predetermined range, it may indicate a brake fluid leak or insufficient hydraulic pressure. At this time, the system will promptly issue an alarm to remind the driver or maintenance personnel to conduct inspections and maintenance. This judgment logic can effectively detect abnormal conditions in the system by monitoring the position of the master cylinder push rod in real time, ensuring the safety and reliability of the braking system.

[0108] In this embodiment, once the system pressure reaches a stable state, the actual position of the master cylinder push rod is compared with a preset reasonable range. If the master cylinder push rod input position exceeds the reasonable fluctuation range of the estimated range, this may indicate a problem with the braking system, such as a brake fluid leak, air bubble accumulation, or other malfunction. These problems may lead to poor braking performance or even failure. Therefore, the braking system will promptly issue an alarm to the driver or the intelligent driving system to prompt the user to inspect and perform maintenance.

[0109] When the electric brake booster is installed on a system with unknown pressure-volume (PV) characteristics during initial installation or when insufficient brake fluid is present, the master cylinder pressure may not reach the target due to a lack of brake fluid. If pressure closed-loop control is relied upon alone, the motor may continue to rotate, causing the master cylinder pushrod to continue advancing. This could result in damage to the master cylinder or the motor burning out due to overcurrent.

[0110] However, the control logic of this embodiment embeds a closed-loop position control loop after the pressure loop. Before the master cylinder push rod reaches its maximum travel, the system diagnoses deterioration in PV characteristics using the pressure-position curve. This information is fed back to the pressure loop, controlling the motor to maintain its travel at the maximum allowable displacement corresponding to that pressure. Therefore, even in the event of insufficient brake fluid, hardware damage is prevented, protecting the master cylinder and motor. Furthermore, if some brake fluid remains in the system, this travel distance can maintain a certain level of braking force, preventing a complete loss of power assistance.

[0111] In some embodiments, after step 210, the following steps are further included:

[0112] Step 211 : obtaining the current push rod position and the expected position interval of the master cylinder push rod, where the expected position interval is determined according to the final target current.

[0113] Specifically, the ECU controller first accurately measures the current actual position of the master cylinder pushrod using the motor angle sensor. Next, based on the previously calculated final target current, it uses the current-position mapping relationship to infer an expected position range. This expected position range takes into account the system's allowable error range, ensuring that the system remains functional even with small deviations. This expected position range is determined for comparison with the actual position to assess whether the master cylinder pushrod is moving correctly as instructed.

[0114] Step 212: Determine whether the master brake cylinder has an abnormality according to the current push rod position and the expected position range.

[0115] Specifically, the ECU compares the master cylinder pushrod's current actual position with the previously determined expected position range. If the actual position falls outside the expected range, this could indicate an abnormality in the master cylinder, such as a hydraulic leak, a malfunctioning booster motor, or other mechanical issue. This comparison is a crucial step in brake system health monitoring, helping to promptly identify and address potential faults.

[0116] If it is determined that the brake master cylinder is abnormal, the process proceeds to step 213 .

[0117] If the master cylinder is determined to be operating normally, the system will continue to monitor the master cylinder pushrod position and compare the real-time feedback signal with the final target position. The ECU controller uses this information to continuously fine-tune the power assist motor output by calculating the feedforward target current and the corrected target current, ensuring that the master cylinder pushrod position accurately tracks the desired trajectory. Simultaneously, the system continuously evaluates braking performance to ensure stable and reliable braking force under all driving conditions, thereby ensuring vehicle safety and driving comfort. Furthermore, the system is prepared to respond to the driver's next braking request, ensuring the braking system is always in optimal working condition.

[0118] Step 213: Send an alarm to the driver.

[0119] Specifically, if the ECU controller detects an abnormality in the brake master cylinder through comparison, it activates an alarm mechanism and alerts the driver through the vehicle's warning system. This alarm may include visual warnings (such as a warning light on the dashboard), auditory warnings (such as an alarm sound), or tactile feedback (such as an abnormal feel in the brake pedal) to ensure that the driver is aware of the problem and can take appropriate measures, such as stopping for inspection or contacting a professional repair service. This step is crucial for ensuring driving safety and timely maintenance of the brake system.

[0120] In some embodiments, step 201 may further specifically include: inputting the displacement and speed of the brake pedal into a preset displacement-speed-pressure function to obtain the target brake pressure, where the displacement-speed-pressure function includes:

[0121] ;

[0122] in, P ( x,v ) represents the hydraulic pressure in the brake master cylinder, x represents the displacement of the brake pedal, v represents the speed of the brake pedal, C1, C2, C3, and C4 are constant coefficients, V0 represents the initial volume of the inner cavity of the brake master cylinder, and A represents the cross-sectional area of ​​the brake master cylinder.

[0123] It can be understood that in the specific calculation process, the displacement and speed of the brake pedal are obtained after normalization. x and v .

[0124] Specifically, This term describes the displacement x The static effect on pressure, based on Boyle's law, states that as the displacement x increases, the volume inside the master cylinder decreases and the pressure increases.

[0125] C2 v This term describes the linear effect of velocity v on pressure, meaning that as pedal velocity increases, pressure increases linearly, compensating for dynamic effects.

[0126] C3 xv This term describes the displacement x and speed v The coupling effect of indicates that pedal displacement and speed jointly affect the pressure, capturing the synergistic effect.

[0127] C4log(1+ v ) This item describes the speed v The logarithmic function means that pressure increases with speed, but the rate of increase slows down at high speeds, simulating the nonlinear effect of pedal feel.

[0128] This example uses simulation software (such as MATLAB or AMESim) to build a system model based on the physical characteristics and mathematical model of the braking system. Parameter sweeps and optimization are then performed to preliminarily determine the values ​​of C1, C2, C3, and C4. Then, in an experimental environment, the brake pedal displacement and speed are varied, and the actual brake pressure is measured. Regression analysis is used to fit the experimental data to the displacement-velocity-pressure function P(x, v), thereby accurately determining the values ​​of C1, C2, C3, and C4.

[0129] The displacement-velocity-pressure function of this embodiment captures both static and dynamic behaviors in the braking system, combines linear and nonlinear effects, and considers coupling between parameters.

[0130] The displacement-velocity-pressure function combines displacement and velocity in a manner consistent with the physical behavior of the braking system. Displacement directly affects the volume within the master cylinder, while velocity introduces dynamic effects. Furthermore, a logarithmic function introduces nonlinearity, consistent with human perception and the nonlinear response of mechanical systems. The product of displacement and velocity allows the system to respond to the combined effects of pedal displacement and velocity, creating a coupled effect.

[0131] In some embodiments, step 202 may further specifically include: inputting the target brake pressure into a preset pressure-position function to obtain the feedforward target position, where the pressure-position function includes:

[0132]

[0133] in, L ( P ) represents the displacement of the master cylinder push rod, P represents the hydraulic pressure of the brake master cylinder, a、b、c、d、m、f、 g、h、i、j are constant coefficients, e is a natural constant, and P1 and P2 are preset pressure thresholds.

[0134] The pressure-position function L ( P ) is used to adjust the hydraulic pressure of the brake master cylinder P Calculate the displacement of the master cylinder push rod L The function is a piecewise function, according to the pressure P Different expressions are used to describe the displacement in different ranges L and pressure P The relationship between them.

[0135] The first part of the pressure-position function: 0≤P <P1,L(P)=a⋅ +b⋅P. In the low pressure range, the relationship between displacement and pressure is usually nonlinear. Use the square root term a⋅ It can capture the rapid changes in displacement at low pressures, while the linear term b⋅P provides a basic linear relationship. This combination can better fit the behavior of actual systems at low pressures.

[0136] Part 2: P1≤P <P2, In the medium pressure range, the relationship between displacement and pressure becomes more complicated, and the fractional term Describes the saturation effect of displacement when pressure increases, that is, as pressure increases, the growth rate of displacement gradually slows down. m⋅ln(1+f⋅P) This captures the nonlinear variation of displacement as pressure increases, providing additional flexibility to fit real data.

[0137] Part III: P≥P2, , in the high pressure range, the relationship between displacement and pressure tends to be stable; the logarithmic term g⋅ln(1+h⋅P) Continue to capture the nonlinear change of displacement when pressure increases, while the exponential term It describes the saturation effect of displacement under high pressure, ensuring that the displacement does not increase indefinitely, but gradually tends to a stable value.

[0138] a、b、c、d、m、f、g、h、i、jThese constant coefficients are used to adjust the shape of the function to fit the characteristics of the actual system. They can be determined through experimental data or system modeling. Preset pressure thresholds P1 and P2 are used to define different pressure ranges, ensuring that the function within each range accurately describes the relationship between displacement and pressure. P1 and P2 are determined through experimental measurement, theoretical analysis, or simulation optimization. These values ​​correspond to the critical points where pressure changes within the brake master cylinder cause significant changes in the master cylinder push rod displacement characteristics. These values ​​are used to define different control strategies to adapt the dynamic response of the brake assist system at different pressure stages.

[0139] The pressure-position function of this embodiment uses a segmented approach, combining various nonlinear functions (such as square roots, logarithms, and exponentials) to accurately describe the complex relationship between the master cylinder pushrod displacement and the hydraulic pressure in the brake master cylinder. The functional form within each segment is designed to capture the physical properties within a specific pressure range, ensuring precise displacement control across the entire pressure range. This design not only improves system control accuracy but also enhances its robustness and adaptability.

[0140] In some embodiments, step 206 may specifically include: inputting the final target position into a preset position-current function to obtain the feedforward target current, where the position-current function includes:

[0141] ;

[0142] Where, I(L) represents the feedforward target current, a、β、γ、δ、ϵ、ζ、η、θ、ι、κ、λ are constant coefficients respectively, L represents the final target position, L 1 and L 2 is the position segmentation point.

[0143] The first part of the position current function: 0≤L <L1, αe βL +γL 2 +δL , through the index term αe βL To simulate the characteristics of the current in the low position area increasing rapidly with the increase of position. γL 2 The first-order term δL further refines the relationship between current and position, providing a smoother transition.

[0144] Part 2: L1≤L <L2, ϵln(1+ζL)+ηL+θ , through the logarithmic function ϵln(1+ζL) It is used to capture the nonlinear characteristics of current growth as the position increases, especially in the mid-position area. The linear term ηL and the constant term θ ensure the continuity and stability of the current.

[0145] Part III: L≥L2, In this section, a fractional exponential term is used to simulate the saturation characteristics of the current in the high position region, that is, the current does not increase indefinitely. The constant term λ ensures that the current remains at a constant value in the high position region.

[0146] The position-current function adapts to the needs of the brake assist system at different operating stages through three different mathematical models, thereby providing optimal performance across the entire operating range. The use of logarithmic and exponential functions to simulate the nonlinear relationship between current and position better reflects the characteristics of the actual physical system. The function is continuous between different intervals, ensuring a smooth transition of current, avoiding sudden changes, and improving system stability. Constant coefficient a、β、γ、δ、ϵ、ζ、η、θ、ι、κ、λ It can be obtained through experimental calibration, theoretical analysis or numerical optimization methods to ensure that the position-current function can accurately reflect the relationship between the master cylinder push rod position and the power assist motor current.

[0147] L 1 and L 2 can be determined based on the specific performance requirements and actual operating conditions of the braking system. They can be determined through experimental testing, system modeling analysis, or expert experience. In experimental testing, the braking system's response is measured at different positions to identify critical locations where the system response changes significantly. In system modeling analysis, the braking process is simulated using simulation software and the system output is observed to identify these critical locations. Expert experience relies on historical data and in-depth understanding of similar systems to estimate these values. These methods help ensure that the segmentation points accurately reflect the operating characteristics of the brake assist system and are therefore correctly applied in the control algorithm.

[0148] The vehicle brake booster system control method provided in this embodiment achieves precise control of the target brake pressure of the brake fluid in the master cylinder, the position of the master cylinder push rod, and the current of the booster motor through precise calculation and dynamic adjustment.

[0149] First, a target brake pressure is calculated based on the displacement and velocity of the brake pedal using a preset displacement-velocity-pressure function, providing a precise pressure reference for subsequent control. Next, based on the target brake pressure, the feedforward target position of the master cylinder pushrod is determined using a pressure-position function. A pressure-robust PI control module calculates a revised target position based on the difference between the actual brake pressure and the target brake pressure, ensuring that the master cylinder pushrod accurately reaches the desired position. Subsequently, the feedforward target position and the revised target position are combined to determine the master cylinder pushrod's final target position, which is then used to calculate the feedforward target current for the power assist motor. Simultaneously, the actual position signal of the master cylinder pushrod is acquired via a motor angle sensor. A current-robust PI control module calculates a revised target current based on the difference between the actual position and the final target position. The final target current is then determined and delivered to the power assist motor, driving the master cylinder pushrod to accurately apply force to the master cylinder. Furthermore, after delivering the final target current, the method also includes determining the master cylinder pushrod's current position and the expected position range, determining whether there is any abnormality in the master cylinder, and issuing an alarm to the driver if necessary.

[0150] Through the above steps, the embodiment of the present invention not only achieves precise control of brake pressure, push rod position and motor current, improves the response speed and control accuracy of the braking system, but also enhances the robustness and safety of the system, providing a strong guarantee for the safe driving of the vehicle.

[0151] The method provided in the above embodiment can be executed by an ECU controller, which is an electronic device. The following describes the electronic device in the embodiment of the present invention from the perspective of hardware processing. Figure 3 , which is a schematic diagram of a physical device structure of an electronic device in an embodiment of the present invention.

[0152] It should be noted that Figure 3 The structure of the electronic device shown is only an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0153] like Figure 3As shown, the electronic device includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes, such as the methods described in the above embodiments, based on programs stored in a read-only memory (ROM) 402 or programs loaded from a storage unit 408 into a random access memory (RAM) 403. RAM 403 also stores various programs and data required for system operation. CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to bus 404.

[0154] The following components are connected to the I / O interface 405: an input section 406 including an audio input device, push button switches, and the like; an output section 407 including a liquid crystal display (LCD), an audio output device, indicator lights, and the like; a storage section 408 including a hard disk and the like; and a communication section 409 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. Removable media 411, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 410 as needed, so that computer programs read from the removable media can be installed in the storage section 408 as needed.

[0155] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for executing the methods illustrated in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409 and / or installed from removable media 411. When executed by central processing unit (CPU) 401, the computer program performs the various functions defined in the present invention.

[0156] It should be noted that specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0157] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings.

[0158] Specifically, the electronic device of this embodiment includes a processor and a memory, the memory is coupled to one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and one or more processors call the computer instructions to enable the electronic device to execute the method provided by the above embodiment.

[0159] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments, or may exist independently and not incorporated into the electronic device. The storage medium carries one or more computer programs, and when executed by a processor of the electronic device, the electronic device implements the methods provided in the above embodiments.

[0160] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments can still be modified, or some of the technical features thereof can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention.

[0161] As used in the above embodiments, the term “when” may be interpreted to mean “if” or “after” or “in response to determining that” or “in response to detecting that”, depending on the context. Similarly, the phrases “upon determining that” or “if (stated condition or event) is detected” may be interpreted to mean “if determining that” or “in response to determining that” or “upon detecting (stated condition or event)” or “in response to detecting (stated condition or event)”, depending on the context.

[0162] Those skilled in the art will appreciate that all or part of the process steps in the above-described method embodiments can be implemented by a computer program instructing the relevant hardware. The program can be stored in a computer-readable storage medium, and when executed, the program can include the process steps in the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A vehicle brake booster system control method, characterized in that: An ECU controller is applied to a vehicle brake booster system, wherein the vehicle brake booster system further includes a brake pedal, a brake master cylinder, a master cylinder pressure sensor, a master cylinder push rod, a booster motor, and a motor angle sensor; when the vehicle brakes, the booster motor is connected to the master cylinder push rod, and the master cylinder push rod is connected to the brake master cylinder; the method includes: determining a target brake pressure of the brake fluid in the master cylinder according to the displacement and speed of the brake pedal; Determining the feedforward target position of the master cylinder push rod based on the target brake pressure includes: inputting the target brake pressure into a preset pressure-position function to obtain the feedforward target position, wherein the pressure-position function includes: in, L ( P ) represents the displacement of the master cylinder push rod, P represents the hydraulic pressure of the brake master cylinder, a, b, c, d, m, f, g, h, i, j are constant coefficients, e is a natural constant, P1 and P2 are preset pressure thresholds; obtaining the actual brake pressure of the brake master cylinder through the master cylinder pressure sensor; determining a corrected target position of the master cylinder push rod according to the actual brake pressure and the target brake pressure; determining a final target position of the master cylinder push rod based on the feedforward target position and the corrected target position; determining a feedforward target current of the power-assist motor according to the final target position; Acquiring the actual position signal of the master cylinder push rod through the motor angle sensor; determining a corrected target current of the power assist motor according to the actual position signal and the final target position; determining a final target current based on the feedforward target current and the corrected target current; The final target current is delivered to the booster motor, so that the booster motor drives the master cylinder push rod to apply a force to the brake master cylinder.

2. The method according to claim 1, characterized in that Determining the corrected target position of the master cylinder push rod according to the actual brake pressure and the target brake pressure includes: A preset pressure robust PI control module is called to process the actual brake pressure and the target brake pressure to obtain the corrected target position.

3. The method according to claim 1, characterized in that The determining, based on the actual position signal and the final target position, a corrected target current of the power assist motor includes: A preset current robust PI control module is called to process the actual position signal and the final target position to obtain the corrected target current.

4. The method according to claim 1, wherein After delivering the final target current to the booster motor so that the booster motor drives the master cylinder push rod to apply force to the brake master cylinder, the method further includes: Obtaining a current push rod position and an expected position interval of the master cylinder push rod, wherein the expected position interval is determined according to the final target current; determining whether the master brake cylinder is abnormal according to the current push rod position and the expected position interval; If so, an alarm is issued to the driver.

5. The method according to any one of claims 1 to 4, characterized in that Determining the target brake pressure of the brake fluid in the master cylinder according to the displacement and speed of the brake pedal includes: The displacement and speed of the brake pedal are input into a preset displacement-speed-pressure function to obtain the target brake pressure. The displacement-speed-pressure function includes: in, P ( x,v ) represents the hydraulic pressure in the brake master cylinder, x represents the displacement of the brake pedal, v represents the speed of the brake pedal, C1, C2, C3, and C4 are constant coefficients respectively, V0 represents the initial volume of the inner cavity of the brake master cylinder, and A represents the cross-sectional area of ​​the brake master cylinder.

6. The method according to any one of claims 1 to 4, characterized in that Determining the feedforward target current of the power-assisted motor according to the final target position includes: The final target position is input into a preset position-current function to obtain the feedforward target current, wherein the position-current function includes: ; Wherein, I(L) represents the feedforward target current, α, β, γ, δ, , ζ, η, θ, ι, κ, λ are constant coefficients respectively, L represents the final target position, L 1 and L 2 is the position segmentation point.

7. An ECU controller, characterized in that: including one or more processors and memory; The memory is coupled to the one or more processors, and is used to store computer program codes, where the computer program codes include computer instructions. The one or more processors call the computer instructions to enable the ECU controller to execute the method according to any one of claims 1 to 6.

8. A computer-readable storage medium storing computer instructions, characterized in that: When the computer instructions are executed on the ECU controller, the ECU controller is caused to execute the method according to any one of claims 1 to 6.

9. A computer program product, characterized in that When the computer program product is run on an ECU controller, the ECU controller is caused to execute the method according to any one of claims 1 to 6.

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