Vehicle and braking control method, device and system thereof

Abstract

The embodiment of the invention provides a vehicle and a brake control method, device and system thereof, and belongs to the technical field of vehicle control. The vehicle comprises a driving motor and a braking system, and the braking control method comprises the steps that under the condition that a single-pedal mode is started and the vehicle is in a braking state, target acceleration used for braking the vehicle is obtained; based on the target acceleration, target wheel end torque used for braking the vehicle is determined; the maximum energy recovery torque of the driving motor is obtained; and based on the target wheel end torque and the maximum energy recovery torque, the energy recovery torque distributed to the driving motor and the braking torque distributed to the braking system are determined. Compared with a common single-pedal energy recovery system, single-pedal control of the vehicle has stable speed reduction capacity in various use scenes, the vehicle is more stable in the use scenes from speed reduction to stop or slow-speed crawling, operation is easy, driving experience is better, and safety is higher.

Description

Technical Field

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

[0002] Generally, vehicles with a single-pedal control mode can control the acceleration and braking of the vehicle through the accelerator pedal. When the accelerator pedal is lifted, the energy recovery system of the drive motor can provide deceleration torque. The driver does not need to frequently switch between the accelerator pedal and the brake pedal, and the operation is simple. However, in a vehicle with a single-pedal control, in the single-pedal mode, deceleration and braking through energy recovery may result in untimely braking or insufficient braking force, which poses a safety hazard. Summary of the invention

[0003] The present application provides a vehicle and a braking control method, a control device and a control system thereof to solve the technical problem that the deceleration ability of a general single-pedal mode vehicle is unstable and there are safety hazards.

[0004] In a first aspect, an embodiment of the present application provides a braking control method for a vehicle, wherein the vehicle includes a drive motor and a braking system, and the braking control method includes:

[0005] When the single-pedal mode is turned on and the vehicle is in a braking state, obtaining a target acceleration for braking the vehicle;

[0006] determining a target wheel-end torque for braking the vehicle based on the target acceleration;

[0007] Obtaining the maximum energy recovery torque of the drive motor;

[0008] Based on the target wheel-end torque and the maximum energy recovery torque, the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system are determined.

[0009] In the above technical scheme, according to the braking control method provided in the embodiment of the present application, by obtaining the target acceleration and target wheel-end torque, and distributing the target wheel-end torque to the drive motor and the braking system, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, whether it is decelerating to a stop or slow creeping, it is more stable, simple to operate, with a better driving experience and higher safety.

[0010] In some embodiments, determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque includes:

[0011] When the target wheel-end torque is greater than the maximum energy recovery torque, a first request is sent to the drive motor and a second request is sent to the braking system, the first request carries energy recovery torque information allocated to the drive motor, and the second request carries braking torque information allocated to the braking system.

[0012] In the above technical solution, when the target wheel-end torque is greater than the maximum energy recovery torque of the drive motor, requests are sent to the drive motor and the braking system respectively so that the vehicle can achieve the target acceleration braking deceleration effect. The driver's operation is simple, the braking force is sufficient, and the safety is high.

[0013] In some embodiments, the energy recovery torque allocated to the drive motor is equal to the maximum energy recovery torque of the drive motor.

[0014] In the above technical solution, the energy recovery torque of the drive motor is made equal to the maximum energy recovery torque of the drive motor, so as to increase the cruising range of the vehicle power battery and save energy.

[0015] In some embodiments, determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque includes:

[0016] When the target wheel-end torque is less than or equal to the maximum energy recovery torque, a first request is sent to the drive motor, the first request carries energy recovery torque information allocated to the drive motor, and the energy recovery torque information allocated to the drive motor is equal to the target wheel-end torque.

[0017] In the above technical solution, when the target wheel-end torque is less than or equal to the maximum energy recovery torque, the target wheel-end torque can be achieved by simply controlling the drive motor to output the energy recovery torque, which is simple to control and saves electric energy.

[0018] In some embodiments, determining a target wheel-end torque for braking the vehicle based on the target acceleration includes:

[0019] Get the slope of the road where the vehicle is located;

[0020] Get the resistance force of the vehicle;

[0021] A target wheel end torque for braking the vehicle is determined based on the target acceleration, the resistance resultant force, and the slope.

[0022] In the above technical solution, the longitudinal acceleration of the vehicle can be obtained through the inertial sensor, the slope of the road where the vehicle is located can be calculated, and then the target wheel-end torque of the vehicle can be determined.

[0023] In some embodiments, after determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system, the method further includes:

[0024] When the vehicle decelerates to a stop, sending a third request to the braking system, wherein the third request is used to instruct the braking system to provide a braking force to keep the vehicle stationary;

[0025] When the vehicle remains stationary for a first target time, sending a fourth request to the parking brake system, wherein the fourth request is used to instruct the parking brake system to perform a parking action;

[0026] When the parking brake system performs a parking action, a fifth request is sent to the brake system, where the fifth request is used to instruct the brake system to release the braking force.

[0027] In the above technical solution, after the vehicle comes to a stop, the braking system and the parking brake system are controlled to operate, thereby ensuring the safety and stability of the vehicle.

[0028] In some embodiments, when the single-pedal mode is turned on and the vehicle is in a braking state, obtaining a target acceleration for braking the vehicle includes:

[0029] Acquiring the opening information of the accelerator pedal of the vehicle;

[0030] Based on the opening degree information of the accelerator pedal, a target acceleration for braking the vehicle is determined.

[0031] In the above technical solution, the target acceleration for braking the vehicle can be determined by obtaining the vehicle's opening information and looking up a table, and the determination method is fast and accurate.

[0032] In some embodiments, the obtaining the opening information of the accelerator pedal of the vehicle includes:

[0033] Based on the opening change speed of the accelerator pedal of the vehicle, obtaining the opening change rate of the accelerator pedal of the vehicle;

[0034] The step of determining a target acceleration for braking the vehicle based on the opening information of the accelerator pedal comprises:

[0035] A target acceleration for braking the vehicle is determined based on a rate of change of the opening degree of the accelerator pedal and a current vehicle speed of the vehicle.

[0036] In the above technical solution, the target acceleration is determined by obtaining the opening change rate of the accelerator pedal, which makes the driver's driving intention more accurate, safer and provides a better driving experience.

[0037] In some embodiments, obtaining a target acceleration for braking the vehicle includes:

[0038] When the vehicle is in an automatic deceleration-to-stop mode, obtaining environmental information of a road on which the vehicle is located;

[0039] Based on the environmental information, identifying the scene type of automatic deceleration to stop, the scene type including the following vehicle to stop scene and the leading vehicle to stop scene;

[0040] Based on the scenario type, a target acceleration for braking the vehicle is obtained.

[0041] In the above technical solution, the process of decelerating the vehicle to a stop can be smoother, reducing the sense of frustration, making the passengers in the vehicle experience more comfortable, and the timing and distance of stopping can be more accurate.

[0042] In some embodiments, the acquiring the target acceleration for braking the vehicle based on the scenario type includes: determining the target acceleration based on a first constraint condition, wherein the first constraint condition includes:

[0043] a) the collision time between the vehicle and the preceding vehicle is greater than a first time threshold;

[0044] b) the distance between the vehicle and the preceding vehicle after the vehicle stops is in a first distance interval;

[0045] c) The rate of change of the acceleration of the vehicle is less than a first acceleration change rate threshold.

[0046] In the above technical solution, the vehicle has high safety and parking is smoother and more comfortable.

[0047] In some embodiments, the acquiring, based on the scenario type, a target acceleration for braking the vehicle comprises determining the target acceleration based on a second constraint condition, wherein the second constraint condition comprises:

[0048] d) the absolute value of the acceleration of the vehicle is less than a first acceleration threshold;

[0049] e) after the vehicle stops, the distance between the vehicle and the stop line is in the second distance interval;

[0050] f) The rate of change of the acceleration of the vehicle is less than a second acceleration change rate threshold.

[0051] In the above technical solution, the vehicle has high safety and parking is smoother and more comfortable.

[0052] In a second aspect, an embodiment of the present application provides a control device for a vehicle, the vehicle comprising a drive motor and a brake system, the control device comprising:

[0053] A first acquisition module, configured to acquire a target acceleration for braking the vehicle when the single-pedal mode is turned on and the vehicle is in a braking state;

[0054] A first determination module, configured to determine a target wheel-end torque for braking the vehicle based on the target acceleration;

[0055] A second acquisition module, used to acquire the maximum energy recovery torque of the drive motor;

[0056] The second determination module is used to determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel end torque and the maximum energy recovery torque.

[0057] In the above technical scheme, compared with the control device of the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios. Whether it is decelerating to a stop or slow crawling, it is more stable, simple to operate, with a better driving experience and higher safety.

[0058] In a third aspect, an embodiment of the present application provides a vehicle control system, including:

[0059] A control device for a vehicle as described in the above scheme;

[0060] an accelerator pedal sensor, the accelerator pedal sensor being electrically connected to the control device and configured to send pedal opening information to the control device;

[0061] A motor control system, the motor control system is electrically connected to the control device, and the motor control system is used to control the drive motor;

[0062] A braking control system is electrically connected to the control device, and the braking control system is used to control the braking system.

[0063] In the above technical solution, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has stable deceleration capabilities in various usage scenarios. Whether it is decelerating to a stop or slow crawling, it is more stable, simple to operate, with better driving experience and higher safety.

[0064] In a fourth aspect, an embodiment of the present application provides a vehicle, including:

[0065] A control system for a vehicle as described in the above scheme;

[0066] A drive motor, the drive motor is electrically connected to the motor control system;

[0067] A braking system is electrically connected to the braking control system.

[0068] In the above technical scheme, by setting up a vehicle control system as mentioned above, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, whether it is decelerating to a stop or slow crawling, it is more stable, simple to operate, with a better driving experience and higher safety.

[0069] In a fifth aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a vehicle braking control method as described in any of the above technical solutions is implemented.

[0070] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the braking control method of the vehicle as described in any of the above technical solutions is implemented.

[0071] In a seventh aspect, the present application provides a chip, comprising a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run a program or instruction to implement the vehicle braking control method as described in the first aspect.

[0072] In an eighth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the vehicle braking control method as described in any of the above technical solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0074] Figure 1 A schematic flow chart of a vehicle braking control method provided in some embodiments of the present application;

[0075] Figure 2 One of the working principle diagrams of the vehicle control device provided in some embodiments of the present application;

[0076] Figure 3 A second working principle diagram of a vehicle control device provided in some embodiments of the present application;

[0077] Figure 4A schematic diagram of the structure of a vehicle control system provided in some embodiments of the present application;

[0078] Figure 5 One of the schematic diagrams of the vehicle-machine interaction interface provided by some embodiments of the present application;

[0079] Figure 6 A second schematic diagram of a vehicle-machine interaction interface provided in some embodiments of the present application;

[0080] Figure 7 A third schematic diagram of a vehicle-machine interaction interface provided in some embodiments of the present application;

[0081] Figure 8 A schematic diagram of the structure of a vehicle control device provided in some embodiments of the present application;

[0082] Fig. 9 A schematic diagram of the structure of an electronic device provided for some embodiments of the present application.

[0083] Reference numerals:

[0084] Control system 400 , control device 410 , accelerator pedal sensor 420 , motor control system 430 , brake control system 440 , intelligent driving system 450 , human-computer interaction system 460 , parking brake system 470 , inertial sensor 480 . DETAILED DESCRIPTION

[0085] The following will be combined with the drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments in the present application belong to the scope of protection of this application.

[0086] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here, and the objects distinguished by "first", "second", etc. are generally of one type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0087] When a driver drives a vehicle on the road, he needs to constantly accelerate or decelerate, so he needs to constantly switch back and forth between the accelerator pedal and the brake pedal. Especially in congested road conditions, the driver switches between the two pedals more frequently, which is prone to misoperation and untimely switching. At the same time, on electric vehicles without brake energy recovery, stepping on the brake pedal will convert the vehicle's kinetic energy into heat energy, causing energy loss, which is not conducive to the economy of electric vehicles. The single-pedal energy recovery control method is a control method that combines acceleration and braking. When the driver steps on the accelerator pedal, the vehicle accelerates. When the accelerator pedal is slightly lifted, the vehicle decelerates through the energy recovery of the motor. When the accelerator pedal is completely lifted, the vehicle performs maximum energy recovery to achieve maximum deceleration. The single-pedal control method generally also provides two modes: creep mode and brake stop mode. The creep mode is that the vehicle maintains a low speed and drives slowly after releasing the accelerator pedal; the brake stop mode is that the vehicle gradually decelerates to a stop after releasing the accelerator pedal.

[0088] The general vehicle braking control method is usually implemented by the vehicle control device, such as the vehicle controller. The vehicle controller obtains the accelerator pedal opening and the current vehicle speed, and uses specific calibration parameters to calculate the required braking torque. The calibration parameters include the accelerator pedal opening, the current vehicle speed and the driving torque / energy recovery torque, that is, at a certain pedal opening and vehicle speed, a corresponding driving torque / energy recovery torque is obtained. When it is detected that the accelerator pedal opening is reduced, the calculated required torque is a negative value, that is, the vehicle braking is in energy recovery mode at this time. After calculating the required braking torque, the vehicle controller sends a torque request to the motor controller. The motor controller controls the drive motor to achieve the desired torque. When the torque is negative, the motor is in power generation mode, and the generated electrical energy can be stored in the power battery of the electric vehicle.

[0089] However, fixed calibration parameters are difficult to adapt to complex road conditions and driving habits of different drivers. Therefore, some vehicles adjust the energy recovery strength by adding correction coefficients to optimize the driver's experience of controlling the vehicle with a single pedal.

[0090] However, in the related technologies, the energy recovery technology of the vehicle's single-pedal mode still does not provide a good experience in providing deceleration capability, which is specifically manifested in the following problems:

[0091] First, when driving downhill on a steep road, the energy recovery of the drive motor in single-pedal mode may not provide the same deceleration capability as on flat ground, and cannot ensure the vehicle's stable creeping, or cannot slow the vehicle down to a stop, requiring the driver to decelerate by pressing the brake pedal. Because when the power battery is at a high level, the vehicle controller will limit the energy recovery power to avoid overcharging the power battery and affecting the battery life, thereby limiting the deceleration capability. When a serious fault related to energy recovery occurs, the system may completely stop energy recovery, and the system cannot provide any deceleration capability through energy recovery.

[0092] Secondly, in scenarios where the vehicle needs to slow down to a stop, such as at a stop line at an intersection or when the vehicle in front stops, it is difficult for unskilled drivers to master the operation of the accelerator pedal. If the accelerator pedal is released too early or too quickly, the vehicle may have stopped at a long distance from the stop line of the traffic light or the vehicle in front, requiring the driver to step on the accelerator pedal again to drive forward for a distance, increasing the complexity of driving operations. If the accelerator pedal is released too late or too slowly, the vehicle may not have stopped when approaching the stop line of the traffic light or the parking space of the vehicle in front, requiring the driver to urgently step on the brake pedal for braking. The entire process is cumbersome to operate, and there are certain safety risks, resulting in a poor user experience.

[0093] In combination with the accompanying drawings, the vehicle braking control method, vehicle braking control system, vehicle braking control system, vehicle, electronic device and readable storage medium provided in the embodiments of the present application are described in detail through specific embodiments and their application scenarios.

[0094] Among them, the vehicle braking control method can be applied to a terminal, and can be specifically executed by hardware or software in the terminal.

[0095] The terminal includes but is not limited to a vehicle computer with a touch-sensitive surface (e.g., a touch screen display and / or a touch pad) or a portable communication device such as a mobile phone or a tablet computer paired with the vehicle computer. It should also be understood that in some embodiments, the terminal may not be a portable communication device, but a desktop computer or a vehicle computer controller with a touch-sensitive surface (e.g., a touch screen display and / or a touch pad).

[0096] In the following various embodiments, a terminal including a display and a touch-sensitive surface is described. However, it should be understood that the terminal may include one or more other physical user interface devices such as a physical keyboard, a mouse and a joystick.

[0097] The braking control method for a vehicle provided in an embodiment of the present application may be executed by an electronic device or a functional module or functional entity in the electronic device that can implement the braking control method for the vehicle. The electronic devices mentioned in the embodiment of the present application include but are not limited to vehicle controllers, mobile phones, tablet computers, computers, cameras, and wearable devices. The braking control method for a vehicle provided in an embodiment of the present application is described below using an electronic device that is a vehicle controller as an example of an execution subject.

[0098] According to some embodiments of the present application, the vehicle may include a drive motor, a brake system, and a vehicle control system 400, and the drive motor and the brake system of the vehicle are respectively electrically connected to a control device 410 of the control system 400, and the operation of the drive motor and the brake system is guided by the control device 410. It is understood that the vehicle also includes at least one accelerator pedal.

[0099] like Figure 4 As shown, according to some embodiments of the present application, the present application provides a control system 400 for a vehicle, which may include a control device 410, an accelerator pedal sensor 420, a motor control system 430 and a brake control system 440, and the control device 410 may be a vehicle controller of the vehicle.

[0100] The accelerator pedal sensor 420 is electrically connected to the control device 410. The accelerator pedal sensor 420 is used to send pedal opening information to the control device 410. The accelerator pedal sensor 420 is installed in the vehicle to obtain the opening information of the accelerator pedal and send the opening information of the accelerator pedal to the control device 410. Specifically, the accelerator pedal can collect the stroke of the accelerator pedal and convert the stroke of the accelerator pedal into a voltage signal and output it to the control device 410. The control device 410 is used to determine the driver's acceleration and braking intentions based on the opening information of the accelerator pedal.

[0101] The motor control system 430 is electrically connected to the control device 410, and the motor control system 430 is used to control the drive motor according to the control device 410. The motor control system 430 is also electrically connected to the drive motor, and the motor control system 430 can convert the internal motor torque request and the external motor torque request into the phase current of the drive motor to drive the drive motor. Specifically, the motor control system 430 can receive information such as the motor mode request and the motor torque request sent by the control device 410, and the motor control system 430 can feedback information such as the motor working mode of the drive motor, the current actual torque of the drive motor, and the current actual speed of the drive motor to the control device 410.

[0102] The brake control system 440 is electrically connected to the control device 410, and the brake control system 440 is used to control the brake system according to the control device 410. The brake control system 440 is also electrically connected to the brake system, and the brake system can be a hydraulic brake system or a mechanical brake system. Taking the brake system as a hydraulic brake system as an example, the brake control system 440 can convert the internal brake torque request and the external brake torque request into the pressure of the hydraulic brake unit of the brake system to realize the deceleration braking function of the vehicle. Specifically, the control device 410 can send the brake torque request information to the brake control system 440, and the brake control system 440 can provide the control device 410 with information such as the real-time speed and real-time acceleration of the vehicle.

[0103] In some embodiments, Figure 4 As shown, the vehicle control system 400 may further include an intelligent driving system 450 , a human-computer interaction system 460 , a parking brake system 470 , and an inertial sensor 480 .

[0104] The intelligent driving system 450 can be electrically connected to the control device 410, and the intelligent driving system 450 can provide the control device 410 with environmental information about the surroundings of the vehicle, including surrounding vehicle information and traffic information on the road. Specifically, the intelligent driving system 450 can send information such as the distance and speed of surrounding vehicles, the distance between the traffic lights and the stop line ahead to the control device 410, and the control device 410 can feedback information such as the accelerator pedal opening to the intelligent driving system 450.

[0105] The human-machine interaction system 460 may be electrically connected to the control device 410, and the human-machine interaction system 460 may be used to provide visual or auditory reminders, as well as function selection or switch settings to the driver and passengers on the vehicle. Specifically, the human-machine interaction system 460 may send the driver or passenger's setting information for the single-pedal function to the control device 410, and the control device 410 may feedback to the human-machine interaction system 460 whether the single-pedal function setting is successful or not.

[0106] The parking brake system 470 may be electrically connected to the control device 410, and may be used to perform a parking action after the vehicle is stationary, and to release the parking action when the vehicle starts, etc. For example, the parking action may be to control the parking caliper to clamp so that the vehicle remains stationary. Specifically, the parking brake system 470 may receive a parking caliper clamping or releasing request sent by the control device 410, and control the parking caliper to work according to the request. The parking brake system 470 sends the parking caliper clamping or releasing state and working state to the control device 410.

[0107] The inertial sensor 480 may be electrically connected to the control device 410, and the inertial sensor 480 may be used to detect the lateral acceleration, longitudinal acceleration, and yaw rate of the vehicle. Specifically, the inertial sensor 480 may send the lateral acceleration, longitudinal acceleration, and yaw rate information to the control device 410. The model of the inertial sensor 480 is not limited here.

[0108] like Figure 1-Figure 3 As shown, according to some embodiments of the present application, the present application also provides a braking control method for a vehicle, and the braking control method may include: step 110, step 120, step 130 and step 140.

[0109] Step 110: When the single-pedal mode is turned on and the vehicle is in a braking state, a target acceleration for braking the vehicle is obtained;

[0110] The driver turns on the single-pedal mode of the vehicle, so that the vehicle can control the acceleration and braking of the vehicle only through the accelerator pedal, and judges the driver's driving intention according to the change of the opening of the accelerator pedal. When the accelerator pedal is lifted up to reduce the opening of the accelerator pedal, it is judged that the driver has the intention to decelerate and the vehicle is in a braking state. When the vehicle is in a braking state, the target acceleration for braking the vehicle is obtained. The target acceleration of the vehicle refers to the acceleration at which the vehicle can gradually stop, or the acceleration at which the vehicle can achieve the deceleration effect desired by the driver.

[0111] Step 120: determining a target wheel-end torque for braking the vehicle based on the target acceleration;

[0112] The target wheel-end torque of the vehicle can be calculated based on the target acceleration. The target wheel-end torque is the torque applied to the wheels to achieve vehicle deceleration. When the target wheel-end torque is applied, the vehicle can decelerate at the target acceleration.

[0113] Step 130, obtaining the maximum energy recovery torque of the drive motor;

[0114] The maximum energy recovery torque is the maximum torque that the drive motor can provide to the wheels in the energy recovery mode. The maximum energy recovery torque is obtained to determine the torque that the drive motor can provide.

[0115] It should be noted that the calculation of the maximum energy recovery torque of the drive motor can be obtained by comprehensive calculation based on multiple parameters, including but not limited to: the maximum allowable recovery power of the current power battery and the external characteristics of the drive motor. Among them, the maximum allowable recovery power of the power battery can be calculated based on parameters such as the battery model and the SOC (State Of Charge) of the power battery, and the external characteristics of the drive motor can be calculated based on the speed and torque of the drive motor. It can be understood that the calculation method of the maximum energy recovery torque is a well-known technology and will not be described in detail here.

[0116] Step 140: Determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque.

[0117] The control device 410 can determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel end torque and the maximum energy recovery torque, wherein the sum of the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system is equal to the target wheel end torque, so that the acceleration of the vehicle reaches the target acceleration. Specifically, due to calculation errors and information collection errors, the sum of the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system can be approximately equal to the target wheel end torque.

[0118] In actual implementation, when the maximum energy recovery torque that the drive motor can provide is insufficient, the excess wheel-end torque can be distributed to the braking system, ensuring that the vehicle has sufficient braking capacity. The driver only needs to lift the accelerator pedal without having to operate the braking system separately, making the operation simple.

[0119] According to the braking control method provided in the embodiment of the present application, by obtaining the target acceleration and target wheel-end torque, and distributing the target wheel-end torque to the drive motor and the braking system, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, whether it is decelerating to a stop or slow creeping, it is more stable, simple to operate, with a better driving experience and higher safety.

[0120] According to the vehicle control system 400 provided in the embodiment of the present application, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, and the usage scenarios are more stable whether it is decelerating to a stop or slow crawling, and the operation is simple, the driving experience is better, and the safety is higher.

[0121] According to the vehicle provided in the embodiment of the present application, by setting up the vehicle control system 400 as described above, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, and the usage scenario is more stable whether it is decelerating to a stop or slow crawling, and the operation is simple, the driving experience is better, and the safety is higher.

[0122] like Figure 5 As shown, in some embodiments, the parking mode of the single-pedal mode may include the following three sub-modes. The display screen of the human-computer interaction system 460 may display the on-off status of the single-pedal function and the selection status of the three sub-modes of the parking mode, wherein the three sub-modes are respectively a creeping mode, a manual deceleration to a stop mode and an automatic deceleration to a stop mode. It should be noted that only one of the three sub-modes can be selected. When the single-pedal mode is on, the parking mode may default to the creeping mode.

[0123] When the creep mode is on, after the driver completely releases the accelerator pedal and the brake pedal, the control system 400 can gradually decelerate the vehicle by driving the motor's energy recovery and the braking system until the vehicle speed is reduced to less than 10 km / h. For example, the vehicle can be maintained at a low speed of about 8 km / h.

[0124] When the manual deceleration to stop mode is on, as the driver gradually releases the accelerator pedal, the control device 410 controls the drive motor and the braking system to gradually decelerate the vehicle until it stops. The entire process is manually operated by the driver.

[0125] When the automatic deceleration to stop mode is on, as the driver gradually releases the accelerator pedal, the intelligent driving system 450 obtains environmental information and determines that there is a scenario where deceleration to a stop is required, and a reminder interface is displayed on the display screen of the human-computer interaction system 460. At this time, the driver can completely release the accelerator pedal, and the control device 410 automatically controls the deceleration until the vehicle stops behind the vehicle in front or before the stop line, without the need for human intervention by the driver.

[0126] The single pedal mode can be turned on or off, and the three sub-modes can be selected in a variety of ways, including but not limited to:

[0127] First, touch operations, including but not limited to click operations, sliding operations, and pressing operations.

[0128] In this implementation, receiving a touch operation from a user may be receiving a touch operation from a user in a display area of ​​a vehicle display screen.

[0129] In order to reduce the user error rate, the touch operation area can be limited to a specific area, such as the upper middle area of ​​the single-pedal mode interface; or when the single-pedal mode interface is displayed, the target control is displayed on the current interface, and the touch operation can be achieved by touching the target control; or the touch operation can be set to a continuous multiple tapping operation on the display area within a target time interval.

[0130] Second, physical button input.

[0131] In this embodiment, physical buttons corresponding to the single-pedal mode and the three sub-modes are provided on the body of the vehicle computer, and the user's physical button input is received, which can be the operation of receiving the user pressing the corresponding physical button; the physical button input can also be a combination operation of pressing multiple physical buttons at the same time.

[0132] Third, voice input.

[0133] In this implementation, the terminal may trigger display of the single-pedal mode interface upon receiving a voice message such as "start single-pedal mode".

[0134] According to some embodiments of the present application, step 140, determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque, may include:

[0135] When the target wheel-end torque is greater than the maximum energy recovery torque, a first request is sent to the drive motor and a second request is sent to the braking system, the first request carries the energy recovery torque information allocated to the drive motor, and the second request carries the braking torque information allocated to the braking system.

[0136] In this embodiment, when the target wheel-end torque is greater than the maximum energy recovery torque of the drive motor, it indicates that the target acceleration cannot be achieved by using the output torque of the drive motor alone. At this time, the control device 410 can send a first request to the drive motor, and the first request is a motor torque request. The first request can carry energy recovery torque information allocated to the drive motor. At the same time, the control device 410 can send a second request to the braking system. The second request is a braking force request. The second request can carry braking torque information allocated to the braking system.

[0137] The control device 410 sends the first request and the second request, so that the drive motor and the braking system work simultaneously and output energy recovery torque and braking torque respectively to achieve the required target wheel-end torque, so that the vehicle can achieve braking deceleration under the target acceleration.

[0138] According to the braking control method of an embodiment of the present application, when the target wheel-end torque is greater than the maximum energy recovery torque of the drive motor, requests are sent to the drive motor and the braking system respectively so that the vehicle can achieve the target acceleration braking deceleration effect. The driver's operation is simple, the braking force is sufficient, and the safety is high.

[0139] According to some embodiments of the present application, the energy recovery torque allocated to the drive motor may be equal to the maximum energy recovery torque of the drive motor.

[0140] In this embodiment, because the drive motor can reverse charge the power battery in the energy recovery working mode, and the target wheel-end torque is greater than the maximum energy recovery torque, the vehicle will not decelerate too much even if the drive motor recovers energy to the maximum extent. Therefore, by setting the actual energy recovery torque allocated to the drive motor equal to the maximum energy recovery torque of the drive motor under the current situation, the drive motor can recover energy to the maximum extent and charge the power battery, thereby improving the vehicle's cruising range and saving energy.

[0141] According to the braking control method of the embodiment of the present application, the energy recovery torque of the drive motor is made equal to the maximum energy recovery torque of the drive motor, so as to improve the cruising range of the vehicle power battery and save energy.

[0142] According to some embodiments of the present application, step 140, determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque, may include:

[0143] When the target wheel-end torque is less than or equal to the maximum energy recovery torque, a first request is sent to the drive motor, the first request carries energy recovery torque information allocated to the drive motor, and the energy recovery torque information allocated to the drive motor is equal to the target wheel-end torque.

[0144] In this embodiment, when the target wheel-end torque is less than or equal to the maximum energy recovery torque, the energy recovery torque provided by the drive motor in the energy recovery mode can enable the vehicle to reach the target acceleration. Therefore, the drive motor can be controlled to only send a first request to the drive motor. The first request is the motor torque request. The first request can carry the energy recovery torque information allocated to the drive motor, so that the energy recovery torque allocated to the drive motor is equal to the target wheel-end torque, and the braking system does not need to work.

[0145] According to the braking control method of the embodiment of the present application, when the target wheel-end torque is less than or equal to the maximum energy recovery torque, the target wheel-end torque can be achieved by simply controlling the drive motor to output the energy recovery torque, which is simple to control and saves electric energy.

[0146] According to some embodiments of the present application, step 120, determining a target wheel-end torque for braking the vehicle based on the target acceleration, may include:

[0147] Get the slope of the road where the vehicle is located;

[0148] Get the resistance force of the vehicle;

[0149] A target wheel end torque for braking the vehicle is determined based on the target acceleration, the resistance resultant force, and the slope.

[0150] When determining the target wheel end torque for braking the vehicle, it is necessary to consider the slope of the road the vehicle is currently on, wherein the slope of the road the vehicle is on can be obtained in at least two ways as follows.

[0151] First, the control device 410 can obtain the longitudinal acceleration of the vehicle through the inertial sensor 480 of the vehicle. The inertial sensor 480 can be an IMU (Inertial Measurement Unit). The longitudinal acceleration information output by the inertial sensor 480 to the control device 410 includes the slope component of the road surface on which the vehicle is currently located. The real kinematic acceleration of the vehicle can be obtained by derivation of the vehicle speed. The slope of the road surface on which the vehicle is currently located can be calculated based on the longitudinal acceleration of the vehicle and the kinematic acceleration of the vehicle.

[0152] For example, the calculation formula of the slope of the road where the vehicle is currently located is as follows:

[0153] θ=arcsin((a x,m -a x ) / g);

[0154] Among them, θ is the slope of the road where the vehicle is currently located, a x,m is the longitudinal acceleration, a x is the kinematic acceleration and g is the gravitational acceleration.

[0155] Secondly, the slope information of the road on the high-precision map can be obtained through the control device 410. The high-precision map can include road information and road slope information. The slope of the road where the vehicle is currently located can be determined based on the positioning of the vehicle on the high-precision map.

[0156] It should be noted that the combined force of the resistance experienced by the vehicle may include the sum of air resistance, tire rolling resistance, slope resistance, acceleration resistance, and the like.

[0157] The target wheel end torque for braking the vehicle can be determined based on the longitudinal dynamics model of the vehicle. The calculation formula is as follows:

[0158] Mtarget,total,grad =(a target *m+F resistance +m*g*sin(θ))*R;

[0159] Among them, M target,total,grad is the target wheel end torque, a target is the target acceleration for braking the vehicle, m is the vehicle mass, F resistance is the resultant force of the resistance acting on the vehicle, and R is the tire radius of the vehicle.

[0160] According to the braking control method of the embodiment of the present application, the longitudinal acceleration of the vehicle can be obtained through the inertial sensor 480, the slope of the road on which the vehicle is located can be calculated, and then the target wheel-end torque of the vehicle can be determined.

[0161] According to some embodiments of the present application, after determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system in step 140, the braking control method may further include:

[0162] When the vehicle decelerates to a stop, a third request may be sent to the braking system, the third request being used to instruct the braking system to provide a braking force to keep the vehicle stationary;

[0163] When the vehicle remains stationary for a first target time, a fourth request is sent to the parking brake system 470, where the fourth request may be used to instruct the parking brake system 470 to perform a parking action;

[0164] When the parking brake system 470 performs a parking action, a fifth request is sent to the brake system, and the fifth request can be used to instruct the brake system to release the braking force.

[0165] When the vehicle decelerates to a stop, in order to ensure the safety of the vehicle and the occupants therein, the control device 410 may send a third request to the braking system, and the third request may be used to instruct the braking system to provide a braking force to keep the vehicle stationary, so as to keep the vehicle stationary.

[0166] When the vehicle is stationary for a first target time, the control device 410 determines that the vehicle is parked for a long time. For example, the first target time may be 2 minutes, 3 minutes, 4 minutes, 5 minutes, or other time not less than 2 minutes, which is not limited here. To relieve the pressure of the brake system, the control device 410 may send a fourth request to the parking brake system 470. The fourth request may be used to instruct the parking brake system 470 to perform a parking action. For example, the parking action may be to control the parking caliper to clamp to keep the vehicle stable.

[0167] When the caliper of the parking brake system 470 is clamped, the control device 410 can send a fifth request to the brake system, and the fifth request can be used to instruct the brake system to release the braking force and stop working. For example, the brake system can release the hydraulic brake pressure to release the brake.

[0168] According to the braking control method provided in the embodiment of the present application, after the vehicle comes to a stop, the braking system and the parking brake system 470 are controlled to operate, thereby ensuring the safety and stability of the vehicle.

[0169] According to some embodiments of the present application, step 110, when the single-pedal mode is turned on and the vehicle is in a braking state, obtaining a target acceleration for braking the vehicle may include:

[0170] Obtaining the opening information of the vehicle's accelerator pedal;

[0171] Based on the opening degree information of the accelerator pedal, a target acceleration for braking the vehicle is determined.

[0172] According to the description of the above embodiment, when the driver lifts the accelerator pedal and the opening of the accelerator pedal becomes smaller, it is determined that the driver intends to decelerate and the vehicle enters the braking state. Specifically, the accelerator pedal opening information can be obtained through the accelerator pedal sensor 420. The opening information is the change information of the accelerator pedal opening, which can be the change value of the span of the accelerator pedal or the change rate of the accelerator pedal opening, which is not limited here.

[0173] During the vehicle production process, the accelerator pedal opening information, the vehicle's current speed and the target acceleration relationship table can be obtained through experiments. Based on the accelerator pedal opening information and the vehicle's current speed, the target acceleration for braking the vehicle can be determined by looking up the table.

[0174] According to the braking control method of the embodiment of the present application, the target acceleration for braking the vehicle can be determined by obtaining the vehicle's opening information and looking up the table, and the determination method is fast and accurate.

[0175] According to some embodiments of the present application, the step of obtaining the opening information of the accelerator pedal of the vehicle may include:

[0176] Based on the speed of change of the opening degree of the accelerator pedal of the vehicle, the opening degree change rate of the accelerator pedal of the vehicle may be acquired.

[0177] In this embodiment, the accelerator pedal opening information may be the accelerator pedal opening change rate, which may be calculated based on the accelerator pedal opening change speed. Specifically, the accelerator pedal opening change rate may be calculated based on the accelerator pedal opening change value and change time.

[0178] For example, take the case where the driver lifts the accelerator pedal for a certain stroke, reducing the opening of the accelerator pedal from 50° to 20°: if the opening change rate of the accelerator pedal is high, it means that the driver takes a shorter time to lift the accelerator pedal for a certain stroke. According to normal driving habits, it can be determined that the driver's intention to decelerate is more urgent, then the absolute value of the vehicle's target acceleration is larger, that is, the vehicle enters an emergency braking state; if the opening change rate of the accelerator pedal is low, it means that the driver takes a longer time to lift the accelerator pedal for the same stroke. According to normal driving habits, it can be determined that the driver's intention to decelerate is relatively gentle, then the absolute value of the vehicle's target acceleration is smaller, that is, the vehicle decelerates slowly.

[0179] Based on the accelerator pedal opening information, the step of determining the target acceleration for braking the vehicle may include:

[0180] Based on the rate of change of the opening degree of the accelerator pedal and the current speed of the vehicle, a target acceleration for braking the vehicle is determined.

[0181] Based on the rate of change of the opening degree of the accelerator pedal and the current speed of the vehicle, the target acceleration for braking the vehicle can be determined by looking up a table.

[0182] According to the braking control method of the embodiment of the present application, the target acceleration is determined by obtaining the opening change rate of the accelerator pedal, which makes the driver's driving intention more accurate, safer and providing a better driving experience.

[0183] According to some embodiments of the present application, the step of acquiring a target acceleration for braking the vehicle may include:

[0184] When the vehicle is in an automatic deceleration-to-stop mode, obtaining environmental information of the road on which the vehicle is located;

[0185] Based on environmental information, the type of scenario for automatic deceleration to a stop can be identified, which can include the following vehicle to stop scenario and the leading vehicle to stop scenario;

[0186] Based on the scenario type, a target acceleration for braking the vehicle is obtained.

[0187] In this embodiment, the single pedal mode of the vehicle may include an automatic deceleration to stop mode. When the vehicle is in the automatic deceleration to stop mode, the vehicle may obtain the environmental information of the road in real time through the intelligent driving system 450, and the environmental information may include obstacle information and road information, etc. Obstacle information may include obstacles such as motor vehicles, non-motor vehicles, pedestrians, and the distance, speed, acceleration information of obstacles, etc.; road information may include the status of traffic lights (traffic lights), the distance from the stop line of the intersection, the road lane change indication (straight lane, left turn lane, right turn lane, etc.), lane line information, etc., wherein the lane line information may include the lane lines (solid or dotted lines) on both sides of the vehicle, etc.

[0188] Based on the environmental information acquired by the above vehicle in real time, the scene type of automatic deceleration to stop can be identified, and the scene type may include the following vehicle to stop scene and the leading vehicle to stop scene. The following vehicle to stop scene is a scene where a vehicle in front of the vehicle decelerates and stops or has already stopped, such as a scene where a vehicle in front gradually decelerates and stops; the leading vehicle to stop scene is a scene where there is no vehicle in front of the vehicle that needs to decelerate and stop, such as a scene where the red light or yellow light is on at the intersection ahead.

[0189] In this implementation, the scene type is determined using the acquired environmental information as a constraint condition.

[0190] For example, the constraints of scenario 1, following the vehicle to stop scenario, include:

[0191] 1) The lane lines on both sides of the lane where the vehicle is located are clear;

[0192] 2) The lane where the vehicle is located is a straight lane;

[0193] 3) There is a vehicle in front of the vehicle, and the vehicle in front is slowing down to a stop, that is, the speed of the vehicle in front is less than 10km / h and the acceleration is less than 0m / s 2 , or the vehicle in front has completed deceleration, that is, the speed of the vehicle in front is 0km / h and the acceleration is 0m / s 2 .

[0194] 4) There are no other vehicles in front of this vehicle entering the lane where this vehicle is located from other lanes, that is, no other vehicles are cutting in.

[0195] For example, the constraints of scenario 2, the head vehicle arrival scenario, include:

[0196] 5) The lane lines on both sides of the lane where the vehicle is located are clear;

[0197] 6) The lane where the vehicle is located is a straight lane or a left-turn lane;

[0198] 7) There is no vehicle in front of the vehicle;

[0199] 8) There is a traffic intersection ahead of the vehicle, and the traffic light at the intersection is yellow or red.

[0200] In the automatic deceleration to stop mode, the vehicle can obtain the target acceleration for braking the vehicle based on different scenario types, and take over the driver's operations, so that the vehicle automatically decelerates to a stop according to the calculated target acceleration. This can make the vehicle's deceleration to a stop process smoother, reduce the sense of frustration, make the vehicle's passengers experience more comfortable, and make the timing and distance of stopping more accurate.

[0201] In actual implementation, the driver can select the automatic deceleration to stop mode in the single-pedal mode through the human-computer interaction system 460 and send it to the control device 410. When the control device 410 determines that the scenario type meets the automatic deceleration to stop, the control device 410 takes over the driver's operation, and the driver can completely release the accelerator pedal. The control device 410 automatically controls the vehicle to decelerate at the target acceleration and stop at the rear side of the vehicle in front or in front of the stop line at the intersection, without the need for human intervention by the driver.

[0202] According to the braking control method of the embodiment of the present application, the process of decelerating the vehicle to a stop can be smoother, the sense of frustration can be reduced, the passenger experience in the vehicle can be more comfortable, and the timing and distance of stopping can be more accurate.

[0203] After the step of identifying the scene type of automatic deceleration to stop based on the environmental information, where the scene type may include a following vehicle to stop scene and a leading vehicle to stop scene, the vehicle braking control method may further include:

[0204] The control device 410 sends the identified scene type information to the human-computer interaction system 460, and issues prompt information according to the scene type information through the human-computer interaction system 460, wherein the prompt information may include at least one of image prompt information and sound prompt information.

[0205] like Figure 6 As shown, the image prompt information may include displaying a reminder interface on the display screen of the human-computer interaction system 460. Exemplarily, in the following vehicle to stop scenario, the reminder interface may include text prompts and image prompts, the text prompts may include "the system will automatically decelerate to stop following the front vehicle", and the image prompts may include "the image of the rear end of the front vehicle", wherein the image of the rear end of the front vehicle may be a real-life image of the front vehicle taken by the front camera of the vehicle, or a virtual image of the rear end of the vehicle; in the leading vehicle to stop scenario, the text prompts may include "the system will automatically decelerate to stop at the stop line", and the image prompts may include a schematic diagram of the stop line, which may be a real-life image taken by the front camera of the vehicle, or a virtual image of the stop line, or a text box that only displays "stop line".

[0206] The sound prompt information may include a prompt voice automatically broadcast by the human-computer interaction system 460. For example, in a following vehicle to stop scenario, the prompt voice may be "the system will automatically decelerate to a stop following the front vehicle"; in a leading vehicle to stop scenario, the prompt voice may be "the system will automatically decelerate to a stop at the stop line."

[0207] According to the braking control method of the embodiment of the present application, after the control device 410 recognizes the above two scenarios, the scene information is sent to the human-machine interaction system 460 to remind the driver to recognize the information and take over the longitudinal control of the vehicle, which provides a convenient and safe user experience.

[0208] According to some embodiments of the present application, based on the scenario type, the step of obtaining a target acceleration for braking the vehicle may include:

[0209] The target acceleration is determined based on the first constraint condition, and the first constraint condition may include:

[0210] a) The collision time between the vehicle and the preceding vehicle is greater than the first time threshold;

[0211] b) After the vehicle stops, the distance between the vehicle and the vehicle ahead is in the first distance interval;

[0212] c) The rate of change of the vehicle's acceleration is less than a first acceleration change rate threshold.

[0213] Based on the identified scene type, corresponding motion planning can be performed during the automatic deceleration to stop process. The control device 410 can calculate the target acceleration a of the vehicle according to the corresponding motion planning. target In this embodiment, the vehicle is identified in the following vehicle to stop scene, and the target acceleration a is required target Satisfy the three constraints a), b), and c) above.

[0214] In constraint a), by making the collision time TTC (Time to Collision) between the vehicle and the vehicle in front greater than the first time threshold T, the driver will have sufficient reaction time to perform emergency braking when the vehicle in front brakes suddenly, so as to reduce the probability of collision. TTC = S / (v1-v2), where S is the distance between the vehicle and the vehicle in front, v1 is the speed of the vehicle, and v2 is the speed of the vehicle in front. It can be understood that the collision time TTC between the vehicle and the vehicle in front is calculated in real time.

[0215] Exemplarily, TTC-T=ΔT, ΔT≥1s. Specifically, ΔT can be 1s, 1.5s, 1.7s, 2s, 2.2s, 2.5s, etc., which is not limited here.

[0216] In constraint condition b), the distance between the vehicle and the vehicle in front after the vehicle stops is in the first distance interval, so that the distance between the vehicle and the vehicle in front is within a reasonable range after the automatic control stops. That is, when V1=0m / s and V2=0m / s, the distance between the vehicle and the vehicle in front will not be too far or too close, and the driver does not need to readjust the vehicle position, and safety can be ensured.

[0217] Exemplarily, the first spacing interval may be [3m-5m].

[0218] In constraint condition c), the rate of change of the vehicle's acceleration is less than the first acceleration rate threshold, so that the acceleration change of the vehicle in the automatic deceleration stage is smoother, the frustration of the vehicle is reduced, and the riding experience is improved. The first acceleration rate threshold is calibrated according to the driving experience.

[0219] According to some embodiments of the present application, based on the scenario type, the step of obtaining the target acceleration for braking the vehicle may include: determining the target acceleration with a second constraint condition, and the second constraint condition may include:

[0220] d) the absolute value of the acceleration of the vehicle is less than the first acceleration threshold;

[0221] e) After the vehicle stops, the distance between the vehicle and the stop line is in the second distance interval;

[0222] f) The rate of change of the vehicle's acceleration is less than a second acceleration change rate threshold.

[0223] In this embodiment, based on the recognized scene type, a corresponding motion plan for the automatic deceleration to stop process can be performed, and the control device 410 can calculate the target acceleration a of the vehicle according to the corresponding motion plan. target In this embodiment, the vehicle is identified as being in the head vehicle to stop scene, and the target acceleration a target Satisfy the three target constraints d), e) and f) above.

[0224] In the target constraint condition d), the absolute value of the acceleration of the vehicle is limited to be less than the first acceleration threshold value so as to ensure the comfort of the occupants in the vehicle.

[0225] In the target constraint condition e), when v1=0 m / s, the distance between the vehicle and the stop line at the intersection is in the second distance interval, and the distance between the vehicle and the stop line is neither too far nor too close, and the driver does not need to readjust the vehicle position.

[0226] Exemplarily, the second spacing interval may be [1m-3m].

[0227] In the target constraint condition f), the rate of change of the vehicle's acceleration is less than the second acceleration rate change threshold, so that the acceleration change of the vehicle in the automatic deceleration stage is smoother, the frustration of the vehicle is reduced, and the riding experience is improved. The second acceleration rate change threshold is calibrated according to the driving experience.

[0228] In some embodiments, Figure 7 As shown, in the automatic deceleration-to-stop mode, after the vehicle decelerates to stop and the vehicle is completely stationary, the vehicle braking control method also includes:

[0229] The control device 410 sends control completion prompt information to the human-computer interaction system 460 , wherein the control completion prompt information may include at least one of image prompt information and sound prompt information.

[0230] like Figure 7 As shown, the image prompt information may include displaying a reminder interface on the display screen of the human-computer interaction system 460. Exemplarily, in the following vehicle to stop scenario, the reminder interface may include text prompts and image prompts, the text prompts may include "the deceleration to stop task has been completed", and the image prompts may include "the image of the rear end of the preceding vehicle", wherein the image of the rear end of the preceding vehicle may be a real-life image of the preceding vehicle taken by the front camera of the vehicle, or a virtual image of the rear end of the vehicle; in the leading vehicle to stop scenario, the text prompts may include "the deceleration to stop task has been completed", and the image prompts may include a schematic diagram of the stop line, which may be a real-life image taken by the front camera of the vehicle, or a virtual image of the stop line, or a text box showing only "stop line".

[0231] The sound prompt information may include a prompt voice automatically broadcast by the human-computer interaction system 460. For example, in the following vehicle to stop scenario, the prompt voice may be "The deceleration to stop task has been completed"; in the leading vehicle to stop scenario, the prompt voice may be "The deceleration to stop task has been completed."

[0232] The vehicle braking control method provided in the embodiment of the present application may be executed by the vehicle control device 410. In the embodiment of the present application, the vehicle control device 410 executing the vehicle braking control method is taken as an example to illustrate the vehicle control device 410 provided in the embodiment of the present application.

[0233] According to the first embodiment of the present application, referring to Figure 2 As shown, the vehicle braking control method may include steps 110 to 140 .

[0234] Step 110: When the single-pedal mode is turned on and the vehicle is in a braking state, a target acceleration for braking the vehicle is obtained;

[0235] The control device 410 obtains the setting information sent by the human-computer interaction system 460, and starts the single-pedal mode of the vehicle according to the setting information, wherein the parking modes of the single-pedal mode include a creeping mode, a manual deceleration to a stop mode, and an automatic deceleration to a stop mode. After the single-pedal mode of the vehicle is started, the vehicle enters one of the creeping mode, the manual deceleration to a stop mode, and the automatic deceleration to a stop mode.

[0236] The control device 410 obtains the electrical signal sent by the accelerator pedal sensor 420, and calculates and determines the opening information of the accelerator pedal according to the electrical signal sent by the accelerator pedal sensor 420;

[0237] The control device 410 determines the opening change rate of the accelerator pedal according to the opening information of the accelerator pedal, determines the driver's intention to accelerate when the opening change rate is positive, and determines the driver's intention to decelerate when the opening change rate is negative, and determines the target acceleration based on the opening change rate of the accelerator pedal and the current vehicle speed when the opening change rate is negative;

[0238] Step 120: determining a target wheel-end torque for braking the vehicle based on the target acceleration;

[0239] The control device 410 obtains the longitudinal acceleration of the vehicle through the inertial sensor 480 of the vehicle, and calculates and determines the slope of the current road where the vehicle is located according to the longitudinal acceleration of the vehicle and the kinematic acceleration of the vehicle, wherein the kinematic acceleration of the vehicle can be obtained by derivation of the current speed of the vehicle, and the calculation formula of the slope of the current road where the vehicle is located is as follows:

[0240] θ=arcsin((a x,m -a x ) / g);

[0241] Among them, θ is the slope of the road where the vehicle is currently located, a x,m is the longitudinal acceleration, a x is the kinematic acceleration and g is the gravitational acceleration.

[0242] Get the resistance force of the vehicle;

[0243] The control device 410 determines the target wheel end torque of the vehicle based on the target acceleration of the vehicle, the resistance force and the slope of the road the vehicle is currently on. The calculation formula of the target wheel end torque of the vehicle is as follows:

[0244] M target,total,grad =(a target *m+F resistance +m*g*sin(θ))*R;

[0245] Among them, M target,total,grad is the target wheel end torque, a target is the target acceleration for braking the vehicle, m is the vehicle mass, F resistance is the resultant resistance force acting on the vehicle, and R is the tire radius of the vehicle.

[0246] Step 130, obtaining the maximum energy recovery torque of the drive motor;

[0247] The maximum energy recovery torque of the drive motor can be calculated based on a variety of parameters, including but not limited to: the maximum allowable recovery power of the current power battery and the external characteristics of the drive motor. Among them, the maximum allowable recovery power of the power battery can be calculated based on the battery model and the SOC (State Of Charge) of the power battery, and the external characteristics of the drive motor can be calculated based on the speed and torque of the drive motor.

[0248] Step 140: Determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque of the vehicle;

[0249] When the target wheel-end torque is greater than the maximum energy recovery torque, a motor torque request is sent to the drive motor, and a brake torque request is sent to the brake system, wherein the energy recovery torque of the drive motor is equal to the maximum energy recovery torque, and the sum of the maximum energy recovery torque of the drive motor and the brake torque of the brake system is equal to the target wheel-end torque;

[0250] When the maximum energy recovery torque is greater than the target wheel-end torque, all the target wheel-end torques are distributed to the drive motor so that the target wheel-end torque is equal to the energy recovery torque of the drive motor.

[0251] According to the second embodiment of the present application, referring to Figure 1 and 3 As shown, it should be noted that Figure 3 The step of distributing the target wheel-end torque to the braking control system 440 through torque coordination is omitted, and the vehicle braking control method may include steps 110 to 140.

[0252] Step 110: When the single-pedal mode is turned on and the vehicle is in a braking state, a target acceleration for braking the vehicle is obtained;

[0253] The control device 410 obtains the setting information sent by the human-machine interaction system 460, and activates the automatic deceleration to the stop mode in the parking mode in the single-pedal mode of the vehicle according to the setting information;

[0254] The control device 410 obtains environmental information of the road on which the vehicle is located through the intelligent driving system 450, wherein the environmental information may include obstacle information and road information, and the obstacle information may include obstacles such as motor vehicles, non-motor vehicles, pedestrians, and the distance, speed, acceleration information, etc. of the obstacles; the road information may include the status of traffic lights (traffic lights), the distance from the stop line at the intersection, road lane change instructions (straight lane, left turn lane, right turn lane, etc.), lane line information, etc., wherein the lane line information may include lane lines on both sides of the vehicle (solid lines or dashed lines), etc.

[0255] The control device 410 identifies the scene type of automatic deceleration to stop based on the environmental information. The scene type may include a following vehicle to stop scene and a leading vehicle to stop scene. The following vehicle to stop scene is a scene in which a vehicle in front of the vehicle decelerates and stops or has already stopped, such as a scene in which a vehicle in front gradually decelerates and stops; the leading vehicle to stop scene is a scene in which there is no vehicle in front of the vehicle that needs to decelerate to stop, such as a scene in which a red light or a yellow light is on at the intersection ahead;

[0256] The scene type is determined using the acquired environmental information as a constraint condition. When the following first objective constraint condition is met, the scene is identified as a vehicle-following-to-stop scene:

[0257] 1) The lane lines on both sides of the lane where the vehicle is located are clear;

[0258] 2) The lane where the vehicle is located is a straight lane;

[0259] 3) There is a vehicle in front of the vehicle, and the vehicle in front is slowing down to a stop, that is, the speed of the vehicle in front is less than 10km / h and the acceleration is less than 0m / s 2 , or the vehicle in front has completed deceleration, that is, the speed of the vehicle in front is 0km / h and the acceleration is 0m / s 2 .

[0260] 4) There are no other vehicles in front of this vehicle entering the lane where this vehicle is located from other lanes, that is, no other vehicles are cutting in.

[0261] When the following second objective constraints are met, the scene is identified as the lead vehicle arriving at the stop:

[0262] 5) The lane lines on both sides of the lane where the vehicle is located are clear;

[0263] 6) The lane where the vehicle is located is a straight lane or a left-turn lane;

[0264] 7) There is no vehicle in front of the vehicle;

[0265] 8) There is a traffic intersection ahead of the vehicle, and the traffic light at the intersection is yellow or red.

[0266] Furthermore, when the control device 410 identifies one of the two scene types, the control device 410 sends the identified scene type information to the human-computer interaction system 460, and issues prompt information according to the scene type information through the human-computer interaction system 460, wherein the prompt information may include image prompt information;

[0267] like Figure 6As shown, the image prompt information may include displaying a reminder interface on the display screen of the human-computer interaction system 460. Exemplarily, in the following vehicle to stop scenario, the reminder interface may include text prompts and image prompts, the text prompts may include "the system will automatically decelerate to stop following the front vehicle", and the image prompts may include "the image of the rear end of the front vehicle", wherein the image of the rear end of the front vehicle may be a real-life image of the front vehicle taken by the front camera of the vehicle, or a virtual image of the rear end of the vehicle; in the leading vehicle to stop scenario, the text prompts may include "the system will automatically decelerate to stop at the stop line", and the image prompts may include a schematic diagram of the stop line, which may be a real-life image taken by the front camera of the vehicle, or a virtual image of the stop line, or a text box that only displays "stop line".

[0268] The control device 410 may determine the target acceleration according to the first constraint condition when the scenario type is a following vehicle to stop scenario, and the control device 410 may also determine the target acceleration according to the second constraint condition when the scenario type is a leading vehicle to stop scenario;

[0269] When the scenario type is a vehicle-following-to-stop scenario, the first constraint condition may include:

[0270] a) The collision time between the vehicle and the vehicle in front is greater than the first time threshold, and the collision time between the vehicle and the vehicle in front TTC=S / (v1-v2), where S is the distance between the vehicle and the vehicle in front, v1 is the speed of the vehicle, and v2 is the speed of the vehicle in front, so that TTC>T. It can be understood that the collision time between the vehicle and the vehicle in front TTC is calculated in real time;

[0271] b) After the vehicle stops, the distance between the vehicle and the preceding vehicle is in the first distance interval, wherein the first distance interval may be [3m-5m], that is, when V1=0m / s and V2=0m / s, the distance between the vehicle and the preceding vehicle is in the first distance interval;

[0272] c) The rate of change of the vehicle's acceleration is less than a first acceleration change rate threshold.

[0273] When the scenario type is a head vehicle arrival scenario, the second constraint condition may include:

[0274] d) the absolute value of the acceleration of the vehicle is less than the first acceleration threshold;

[0275] e) After the vehicle stops, the distance between the vehicle and the stop line is in the second distance interval. When v1 = 0 m / s, the second distance interval may be [1 m-3 m];

[0276] f) The rate of change of the vehicle's acceleration is less than a second acceleration change rate threshold.

[0277] Step 120: determining a target wheel-end torque for braking the vehicle based on the target acceleration;

[0278] The control device 410 obtains the longitudinal acceleration of the vehicle through the inertial sensor 480 of the vehicle, and calculates and determines the slope of the current road where the vehicle is located according to the longitudinal acceleration of the vehicle and the kinematic acceleration of the vehicle, wherein the kinematic acceleration of the vehicle can be obtained by derivation of the current speed of the vehicle, and the calculation formula of the slope of the current road where the vehicle is located is as follows:

[0279] θ=arcsin((a x,m -a x ) / g);

[0280] Among them, θ is the slope of the road where the vehicle is currently located, a x,m is the longitudinal acceleration, a x is the kinematic acceleration and g is the gravitational acceleration.

[0281] Get the resistance force of the vehicle;

[0282] The control device 410 determines the target wheel end torque of the vehicle based on the target acceleration of the vehicle, the resistance force and the slope of the road the vehicle is currently on. The calculation formula of the target wheel end torque of the vehicle is as follows:

[0283] M target,total,grad =(a target *m+F resistance +m*g*sin(θ))*R;

[0284] Among them, M target,total,grad is the target wheel end torque, a target is the target acceleration for braking the vehicle, m is the vehicle mass, F resistance is the resultant resistance force acting on the vehicle, and R is the tire radius of the vehicle.

[0285] Step 130, the control device 410 obtains the maximum energy recovery torque of the drive motor;

[0286] Step 140: Determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel-end torque and the maximum energy recovery torque of the vehicle;

[0287] When the target wheel-end torque is greater than the maximum energy recovery torque, a motor torque request is sent to the drive motor, and a brake torque request is sent to the brake system, wherein the energy recovery torque of the drive motor is equal to the maximum energy recovery torque, and the sum of the maximum energy recovery torque of the drive motor and the brake torque of the brake system is equal to the target wheel-end torque;

[0288] When the maximum energy recovery torque is greater than the target wheel-end torque, all the target wheel-end torques are distributed to the drive motor so that the target wheel-end torque is equal to the energy recovery torque of the drive motor.

[0289] The embodiment of the present application also provides a vehicle control device 410.

[0290] like Figure 8 As shown, the control device 410 may include: a first acquisition module 411 , a first determination module 412 , a second acquisition module 413 and a second determination module 414 .

[0291] The first acquisition module 411 may be used to acquire a target acceleration for braking the vehicle when the single-pedal mode is turned on and the vehicle is in a braking state;

[0292] The first determination module 412 may be configured to determine a target wheel end torque for braking the vehicle based on the target acceleration;

[0293] The second acquisition module 413 may be used to acquire the maximum energy recovery torque of the driving motor;

[0294] The second determination module 414 may be configured to determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel end torque and the maximum energy recovery torque.

[0295] According to the vehicle control device 410 provided in the embodiment of the present application, by obtaining the target acceleration and target wheel-end torque, and distributing the target wheel-end torque to the drive motor and the braking system, compared with the general single-pedal energy recovery system, the single-pedal control of the vehicle has a stable deceleration capability in various usage scenarios, and the usage scenarios are more stable whether it is decelerating to a stop or slow creeping, and the operation is simple, the driving experience is better, and the safety is higher.

[0296] In some embodiments, the second determination module 414 can also be used to send a first request to the drive motor and a second request to the braking system when the target wheel-end torque is greater than the maximum energy recovery torque, the first request carrying energy recovery torque information allocated to the drive motor, and the second request carrying braking torque information allocated to the braking system.

[0297] In some embodiments, the second determination module 414 can also be used to send a first request to the drive motor when the target wheel-end torque is less than or equal to the maximum energy recovery torque, the first request carrying energy recovery torque information allocated to the drive motor, and the energy recovery torque information allocated to the drive motor is equal to the target wheel-end torque.

[0298] In some embodiments, the first determination module 412 may also be used to obtain the slope of the road on which the vehicle is located; obtain the resultant resistance force of the vehicle; and determine the target wheel end torque for braking the vehicle based on the target acceleration, the resultant resistance force and the slope.

[0299] In some embodiments, the first acquisition module 411 may also be used to send a third request to the braking system when the vehicle decelerates to a stop, the third request being used to instruct the braking system to provide a braking force to keep the vehicle stationary;

[0300] When the vehicle remains stationary for a first target time, a fourth request is sent to the parking brake system 470, where the fourth request is used to instruct the parking brake system 470 to perform a parking action;

[0301] When the caliper of the parking brake system 470 is clamped, a fifth request is sent to the brake system, the fifth request being used to instruct the brake system to release the braking force.

[0302] In some embodiments, the first acquisition module 411 may also be used to acquire the opening information of the accelerator pedal of the vehicle; based on the opening information of the accelerator pedal, determine the target acceleration for braking the vehicle.

[0303] In some embodiments, the first acquisition module 411 can also be used to obtain the opening change rate of the vehicle's accelerator pedal based on the opening change speed of the vehicle's accelerator pedal; based on the opening change rate of the accelerator pedal and the current speed of the vehicle, determine the target acceleration for braking the vehicle.

[0304] In some embodiments, the first acquisition module 411 can be used to obtain environmental information of the road on which the vehicle is located when the vehicle is in an automatic deceleration to stop mode; based on the environmental information, identify the scenario type of automatic deceleration to stop, the scenario type including the following vehicle to stop scenario and the leading vehicle to stop scenario; based on the scenario type, obtain the target acceleration for braking the vehicle.

[0305] The control device 410 of the vehicle in the embodiment of the present application can be an electronic device, or a component in the electronic device, such as an integrated circuit or a chip. The electronic device can be a terminal, or a device other than a terminal. Exemplarily, the electronic device can be an in-vehicle electronic device, a mobile phone, a tablet computer, a laptop computer, a PDA, a mobile Internet device (Mobile Internet Device, MID), an augmented reality (augmented reality, AR) / virtual reality (virtual reality, VR) device, a robot, a wearable device, an ultra-mobile personal computer (ultra-mobile personal computer, UMPC), a netbook or a personal digital assistant (personal digital assistant, PDA), etc. It can also be a server, a network attached storage (Network Attached Storage, NAS), a personal computer (personal computer, PC) The embodiment of the present application is not specifically limited.

[0306] The vehicle control device 410 in the embodiment of the present application may be a device having an operating system. The operating system may be a QNX operating system, a Linux operating system, an Android operating system, a Microsoft (Windows) operating system, an IOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0307] The vehicle control device 410 provided in the embodiment of the present application can achieve Figures 1 to 3 To avoid repetition, the various processes implemented by the method embodiment are not described here.

[0308] In some embodiments, Fig. 9 As shown, an embodiment of the present application also provides an electronic device 900, including a processor 901, a memory 902, and a computer program stored in the memory 902 and executable on the processor 901. When the program is executed by the processor 901, the various processes of the above-mentioned vehicle braking control method embodiment are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0309] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0310] An embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the various processes of the above-mentioned vehicle braking control method embodiment are implemented and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0311] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0312] An embodiment of the present application also provides a computer program product, including a computer program, which implements the above-mentioned vehicle braking control method when executed by a processor.

[0313] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0314] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned vehicle braking control method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0315] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0316] It should be noted that, in this article, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise one..." do not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0317] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, a disk, or an optical disk), and includes a number of instructions for a terminal (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0318] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

[0319] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0320] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle braking control method, characterized in that: The vehicle includes a drive motor and a brake system, and the brake control method includes: When the single-pedal mode is turned on and the vehicle is in a braking state, obtaining a target acceleration for braking the vehicle; determining a target wheel-end torque for braking the vehicle based on the target acceleration; Obtaining the maximum energy recovery torque of the drive motor; Based on the target wheel-end torque and the maximum energy recovery torque, the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system are determined.

2. The vehicle braking control method according to claim 1, characterized in that: The determining, based on the target wheel-end torque and the maximum energy recovery torque, the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system comprises: When the target wheel-end torque is greater than the maximum energy recovery torque, a first request is sent to the drive motor and a second request is sent to the braking system, the first request carries energy recovery torque information allocated to the drive motor, and the second request carries braking torque information allocated to the braking system.

3. The vehicle braking control method according to claim 2, characterized in that: The energy recovery torque allocated to the drive motor is equal to the maximum energy recovery torque of the drive motor.

4. The vehicle braking control method according to claim 1, characterized in that: The determining, based on the target wheel-end torque and the maximum energy recovery torque, the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system comprises: When the target wheel-end torque is less than or equal to the maximum energy recovery torque, a first request is sent to the drive motor, the first request carries energy recovery torque information allocated to the drive motor, and the energy recovery torque information allocated to the drive motor is equal to the target wheel-end torque.

5. The vehicle braking control method according to claim 1, characterized in that: The step of determining a target wheel-end torque for braking the vehicle based on the target acceleration comprises: Get the slope of the road where the vehicle is located; Get the resistance force of the vehicle; A target wheel end torque for braking the vehicle is determined based on the target acceleration, the resistance resultant force, and the slope.

6. The vehicle braking control method according to claim 1, characterized in that: After determining the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system, the braking control method further includes: When the vehicle decelerates to a stop, sending a third request to the braking system, wherein the third request is used to instruct the braking system to provide a braking force to keep the vehicle stationary; When the vehicle remains stationary for a first target time, sending a fourth request to the parking brake system, wherein the fourth request is used to instruct the parking brake system to perform a parking action; When the parking brake system performs a parking action, a fifth request is sent to the brake system, where the fifth request is used to instruct the brake system to release the braking force.

7. The vehicle braking control method according to any one of claims 1 to 6, characterized in that: The step of obtaining a target acceleration for braking the vehicle when the single-pedal mode is turned on and the vehicle is in a braking state includes: Acquiring the opening information of the accelerator pedal of the vehicle; Based on the opening degree information of the accelerator pedal, a target acceleration for braking the vehicle is determined.

8. The vehicle braking control method according to claim 7, characterized in that: The obtaining of the opening information of the accelerator pedal of the vehicle includes: Based on the opening change speed of the accelerator pedal of the vehicle, obtaining the opening change rate of the accelerator pedal of the vehicle; The step of determining a target acceleration for braking the vehicle based on the opening information of the accelerator pedal comprises: A target acceleration for braking the vehicle is determined based on a rate of change of the opening degree of the accelerator pedal and a current vehicle speed of the vehicle.

9. The vehicle braking control method according to any one of claims 1 to 6, characterized in that: The obtaining of a target acceleration for braking the vehicle comprises: When the vehicle is in an automatic deceleration-to-stop mode, obtaining environmental information of a road on which the vehicle is located; Based on the environmental information, identifying the scene type of automatic deceleration to stop, the scene type including the following vehicle to stop scene and the leading vehicle to stop scene; Based on the scenario type, a target acceleration for braking the vehicle is obtained.

10. The vehicle braking control method according to claim 9, characterized in that: The acquiring, based on the scenario type, a target acceleration for braking the vehicle includes: determining the target acceleration based on a first constraint condition, wherein the first constraint condition includes: a) the collision time between the vehicle and the preceding vehicle is greater than a first time threshold; b) the distance between the vehicle and the preceding vehicle after the vehicle stops is in a first distance interval; c) The rate of change of the acceleration of the vehicle is less than a first acceleration change rate threshold.

11. The vehicle braking control method according to claim 9, characterized in that: The acquiring, based on the scenario type, a target acceleration for braking the vehicle includes: determining the target acceleration based on a second constraint condition, wherein the second constraint condition includes: d) the absolute value of the acceleration of the vehicle is less than a first acceleration threshold; e) after the vehicle stops, the distance between the vehicle and the stop line is in the second distance interval; f) The rate of change of the acceleration of the vehicle is less than a second acceleration change rate threshold.

12. A vehicle control device, characterized in that: The vehicle includes a drive motor and a brake system, and the control device includes: A first acquisition module, configured to acquire a target acceleration for braking the vehicle when the single-pedal mode is turned on and the vehicle is in a braking state; A first determination module, configured to determine a target wheel-end torque for braking the vehicle based on the target acceleration; A second acquisition module, used to acquire the maximum energy recovery torque of the drive motor; The second determination module is used to determine the energy recovery torque allocated to the drive motor and the braking torque allocated to the braking system based on the target wheel end torque and the maximum energy recovery torque.

13. A vehicle control system, characterized in that: include: The control device for a vehicle as claimed in claim 12; an accelerator pedal sensor, the accelerator pedal sensor being electrically connected to the control device and configured to send pedal opening information to the control device; A motor control system, the motor control system is electrically connected to the control device, and the motor control system is used to control the drive motor; A braking control system is electrically connected to the control device, and the braking control system is used to control the braking system.

14. A vehicle, characterized in that: include: The vehicle control system as claimed in claim 13; A drive motor, the drive motor is electrically connected to the motor control system; A braking system is electrically connected to the braking control system.

15. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the braking control method of the vehicle as described in any one of claims 1-11 is implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the braking control method of the vehicle as described in any one of claims 1 to 11 is implemented.

17. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the braking control method of the vehicle as described in any one of claims 1-11 is implemented.

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