Vehicle braking control method and device, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicles, and particularly discloses a brake control method and device of a vehicle, the vehicle and a storage medium. According to the brake control method of the vehicle, the current position of a brake pedal is continuously obtained, whether the brake pedal is stepped down or not is judged, and when it is judged that the brake pedal is stepped down, service brake is executed firstly; then the opening degree change rate a of a brake pedal is obtained and compared with the set change rate a1, when a is larger than or equal to a1, the opening degree K of the brake pedal is obtained and compared with the emergency braking threshold value K1, and when K is larger than or equal to K1, it is indicated that a driver continues to increase hydraulic braking and engine auxiliary braking on the basis of executing emergency braking and traveling braking at the moment; through cooperative braking of three braking modes, the maximum braking force can be provided, and driving safety is guaranteed; and hydraulic braking is utilized, so that the braking force is increased, the abrasion of the service braking system is reduced, and the service life of the service braking system is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a braking control method, device, vehicle and storage medium for a vehicle. Background Art

[0002] The braking load of a vehicle is usually borne by the service braking system, which can cause the brake drum and brake friction linings to overheat, resulting in a decrease in braking performance and even a complete loss of braking ability.

[0003] In response to this, in the prior art, such as the previous patent with the application number CN202310756858.X, a combined braking method of service braking and in-cylinder engine auxiliary braking is provided. Four elements, namely the driving speed of the target vehicle, engine speed, throttle opening, and brake pedal state, are introduced. According to the preset conditions satisfied by the four elements, the in-cylinder engine auxiliary braking is turned on or off, so as to automatically enter the combined braking mode of service braking and in-cylinder engine auxiliary braking, ensuring good braking performance of the vehicle. However, for a vehicle equipped with an HMCVT (hydro-mechanical continuously variable transmission), the engine also outputs power through the cooperation of a hydraulic pump and a hydraulic motor. This braking method does not consider the impact of the hydraulic system on the braking performance of the vehicle, and how to form braking force from the hydraulic system and perform coordinated control with the existing service braking and engine auxiliary braking.

[0004] Therefore, there is an urgent need for a braking control method, device, vehicle and storage medium for a vehicle to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a braking control method for a vehicle. For a vehicle equipped with an HMCVT, the hydraulic system is fully utilized to perform braking to improve the braking performance of the vehicle.

[0006] On the one hand, the present invention provides a braking control method for a vehicle. The vehicle includes an engine, a hydro-mechanical continuously variable transmission, and a deceleration knob. The hydro-mechanical continuously variable transmission includes a variable pump and a fixed-displacement motor that constitute a hydraulic circuit. The hydro-mechanical continuously variable transmission can perform power transmission and hydraulic braking. When the hydro-mechanical continuously variable transmission performs power transmission, the variable pump drives the fixed-displacement motor to rotate through hydraulic oil under the drive of the engine. When the hydro-mechanical continuously variable transmission performs hydraulic braking, the fixed-displacement motor drives the fixed-displacement pump to rotate through hydraulic oil under the drive of an actuator. The deceleration knob is used to set the maximum deceleration of the vehicle. The braking control method for the vehicle includes:

[0007] S100: Continuously obtain the current position of the brake pedal and determine whether the brake pedal is depressed;

[0008] If so, execute S110;

[0009] S110: Execute service braking;

[0010] S120: Obtain the opening change rate a of the brake pedal;

[0011] S130: Compare the opening change rate a of the brake pedal with the set change rate a1;

[0012] If a ≥ a1, execute S140;

[0013] S140: Obtain the opening K of the brake pedal;

[0014] S150: Compare the opening K of the brake pedal with the emergency braking threshold K1;

[0015] If K ≥ K1, execute S160;

[0016] S160: Execute hydraulic braking and execute engine auxiliary braking.

[0017] As a preferred technical solution of the vehicle braking control method, the vehicle braking control method further includes, before the step of determining that the brake pedal is depressed:

[0018] S10: Set the opening of the deceleration knob;

[0019] In S130, when comparing the opening change rate a of the brake pedal with the set change rate a1, if a < a1; and, in S150, when comparing the opening K of the brake pedal with the emergency braking threshold K1, if K < K1, both execute S170;

[0020] S170: Compare the opening K of the brake pedal with the first composite braking threshold K2 and the second composite braking threshold K3, where K3 < K2 < K1;

[0021] If K ≥ K2, execute S180;

[0022] S180: Obtain the first current speed V of the vehicle 11 and the opening W of the deceleration knob;

[0023] S190: Compare the first current speed V of the vehicle 11 with the first set vehicle speed V1, and compare the current opening W of the deceleration knob with the first set opening threshold W1;

[0024] If V 11 > V1 and W > W1, execute S200;

[0025] S200: Execute engine auxiliary braking.

[0026] As a preferred technical solution of the braking control method for a vehicle, in S170, when comparing the opening degree K of the brake pedal with the first composite braking threshold K2 and the second composite braking threshold K3;

[0027] If K3 ≤ K < K2, then execute S210;

[0028] S210: Obtain the first current speed V of the vehicle 11 and the opening degree W of the deceleration knob;

[0029] S220: Compare the first current speed V of the vehicle 11 with the first set vehicle speed V2, and the current opening degree W of the deceleration knob with the second set opening degree threshold W2, where V2 < V1 and W2 < W1;

[0030] If V 11 > V2 and W > W2; then execute S230;

[0031] S230: Execute hydraulic braking.

[0032] As a preferred technical solution of the braking control method for a vehicle, the braking control method of the vehicle further includes the following steps after steps S160, S200, and S230:

[0033] S240: Determine whether the position of the brake pedal has changed;

[0034] If so, return to step S100; if not, then execute S250;

[0035] S250: Obtain the engine speed S and the second current speed V of the vehicle 21 ;

[0036] S260: Based on the engine speed S and the second current speed V of the vehicle 21 evaluate whether to exit hydraulic braking and whether to exit engine-assisted braking.

[0037] As a preferred technical solution of the braking control method for a vehicle, in S260, evaluating whether to exit hydraulic braking and whether to exit engine-assisted braking based on the engine speed S and the second current speed V of the vehicle 21 includes:

[0038] S2601: Determine the magnitude of the engine speed S compared with the preset engine speed S1, and the magnitude of the current vehicle speed compared with the second set vehicle speed V3 and the third set vehicle speed V4; V4 < V3 < V2;

[0039] When V4 ≤ V 21When V≤V3 or S<S1, execute S2602; when V 21 <V4, execute S2603;

[0040] S2602: Exit the engine auxiliary brake and return to step S240;

[0041] S2603: Exit the hydraulic brake.

[0042] As a preferred technical solution of the vehicle braking control method, the vehicle braking control method further includes the following steps after S2603:

[0043] S270: Obtain the opening of the brake pedal and determine whether the opening of the brake pedal is zero;

[0044] If so, execute S280; if not, return to step S120;

[0045] S280: Exit the service brake.

[0046] As a preferred technical solution of the vehicle braking control method, in step S220, when comparing the current speed V of the vehicle with the first set vehicle speed V2, and the current opening W of the deceleration knob with the second set opening threshold W2;

[0047] If V≤V2 and W≤W2; then execute S270.

[0048] In a second aspect, the present invention provides a vehicle braking control device. The vehicle includes an engine, a hydro-mechanical continuously variable transmission, and a deceleration knob. The hydro-mechanical continuously variable transmission includes a variable pump and a fixed-displacement motor that constitute a hydraulic circuit. The hydro-mechanical continuously variable transmission can perform power transmission and hydraulic braking. When the hydro-mechanical continuously variable transmission performs power transmission, the variable pump drives the fixed-displacement motor to rotate through hydraulic oil under the drive of the engine; when the hydro-mechanical continuously variable transmission performs hydraulic braking, the fixed-displacement motor drives the fixed-displacement pump to rotate through hydraulic oil under the drive of the actuator. The deceleration knob is used to set the maximum deceleration of the vehicle; the vehicle braking control device includes:

[0049] A pedal braking judgment module, configured to obtain the position of the brake pedal and determine whether the brake pedal is depressed;

[0050] A service brake execution module: configured to execute the service brake when the pedal is depressed;

[0051] A pedal opening change rate acquisition module, configured to acquire the opening change rate a of the brake pedal;

[0052] A pedal opening change rate comparison module, configured to compare the opening change rate a of the brake pedal with the set change rate a1;

[0053] A pedal opening acquisition module, configured to acquire the opening K of the brake pedal when a≥a1;

[0054] A first brake pedal opening comparison module, configured to compare the opening K of the brake pedal with the emergency braking threshold K1;

[0055] An emergency braking execution module, configured to perform hydraulic braking and engine auxiliary braking when K≥K1.

[0056] In a third aspect, the present invention provides a vehicle, which includes:

[0057] One or more processors;

[0058] A storage device, configured to store one or more programs;

[0059] When the one or more programs are executed by the one or more processors, the one or more processors are caused to control the vehicle to implement the vehicle braking control method as described in any of the above solutions.

[0060] In a fourth aspect, the present invention provides a storage medium, on which a computer program is stored, and when the program is executed by a processor, the vehicle is caused to implement the vehicle braking control method as described in any of the above solutions.

[0061] The beneficial effects of the present invention are as follows:

[0062] The present invention provides a vehicle braking control method, device, vehicle and storage medium. The vehicle braking control method continuously acquires the current position of the brake pedal and determines whether the brake pedal is depressed. When it is determined that the brake pedal is depressed, it indicates that braking is required at this time. Therefore, service braking is first performed, and then the opening change rate a of the brake pedal is acquired and compared with the set change rate a1. When a≥a1, the opening K of the brake pedal is acquired and compared with the emergency braking threshold K1. When K≥K1, it indicates that the driver expects the vehicle to stop at the fastest speed at this time. Therefore, hydraulic braking is continued and engine auxiliary braking is performed. At this time, hydraulic braking, engine auxiliary braking and service braking are all turned on simultaneously and cooperate to brake, which can provide the maximum braking force to make the vehicle stop as soon as possible, meet the driver's driving expectations, and improve the safety performance of the vehicle. And the use of hydraulic braking not only increases the braking force, but also reduces the braking wear of the friction plates in the service braking system, and improves the service life of the service braking system. In addition, during the hydraulic braking process, by utilizing the characteristics of the hydraulic mechanical continuously variable transmission to quickly, continuously, accurately and flexibly adjust the speed ratio, the hydraulic speed ratio and the transmission ratio of the gearbox can be quickly adjusted during emergency braking, which can make the braking force increase rapidly and ensure driving safety. Description of the Drawings

[0063] Figure 1 is the first process schematic diagram of a braking control method for a vehicle provided by an embodiment of the present invention;

[0064] Figure 2 is the second process schematic diagram of a braking control method for a vehicle provided by an embodiment of the present invention;

[0065] Figure 3 is the third process schematic diagram of a braking control method for a vehicle provided by an embodiment of the present invention;

[0066] Figure 4 is the structural schematic diagram of a braking control device for a vehicle in an embodiment of the present invention;

[0067] Figure 5 is the structural schematic diagram of a control system for a vehicle provided by an embodiment of the present invention.

[0068] In the figure:

[0069] 10. Pedal braking judgment module; 11. Service braking execution module; 12. Pedal opening change rate acquisition module; 13. Pedal opening change rate comparison module; 14. Pedal opening acquisition module; 15. First brake pedal opening comparison module; 16. Emergency braking execution module;

[0070] 100. Terminal device; 110. Processor; 120. ROM; 130. RAM; 140. Bus; 150. I / O interface; 160. Input unit; 170. Output unit; 180. Storage unit; 190. Communication unit. Specific embodiments

[0071] Next, the technical solutions of the present invention will be described clearly and completely in conjunction with the accompanying drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0072] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions. Moreover, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature has a higher horizontal height than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or simply indicating that the first feature has a lower horizontal height than the second feature.

[0073] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "connected" and "coupled" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0074] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, in which the same or similar reference numerals indicate the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0075] Embodiment 1

[0076] Service braking: The braking torque is generated by the frictional action between the fixed part and the rotating part. Among them, the fixed part is statically frictionally arranged on the brake caliper, the rotating part is a dynamic friction plate arranged on the wheel hub, the brake caliper drives the static friction plate and the dynamic friction plate to contact, and provides the active braking force by means of friction.

[0077] Engine auxiliary braking: It is divided into in-cylinder braking and exhaust braking. Among them, in-cylinder braking is achieved by not injecting fuel into the burner or by opening the exhaust valve during the compression stroke so that the cylinder cannot do work, thereby causing the engine not to output power. Exhaust braking is achieved by closing the exhaust butterfly valve installed at the exhaust manifold to increase the exhaust back pressure of the engine, thereby restricting the engine from outputting power. Vehicles are usually equipped with engine retarders to achieve engine auxiliary braking.

[0078] Hydraulic braking: By adjusting the swash plate angle of the variable pump and increasing the transmission ratio of the gearbox, the roles of the variable pump and the fixed-displacement motor are interchanged, so that the pump applies an active load to the engine to generate braking force. Specifically, the variable pump and the fixed-displacement motor form a circulating circuit through two oil circuits. During driving, the engine provides power and transmits it to the variable pump. The variable pump rotates actively and drives the oil to flow through the fixed-displacement motor, causing the fixed-displacement motor to rotate and output power externally to maintain the current speed of the actuator. When performing hydraulic braking, the swash plate angle of the variable pump is actively adjusted and the transmission ratio of the gearbox is increased, so that the pump speed of the variable pump is greatly reduced under the drive of the engine, while the fixed-displacement motor still maintains the current speed under the drive of the external load inertia. Thus, the fixed-displacement motor drives the oil to enter the variable pump, and the variable pump outputs resistance to the engine to generate active braking force.

[0079] This embodiment also provides a braking control method for a vehicle. This braking control method for the hybrid vehicle is applicable to the situation of braking the vehicle. This braking control method for the vehicle can be executed by the braking control device of the vehicle. The braking control device of the vehicle can be implemented in software and / or hardware and integrated in the vehicle.

[0080] The vehicle includes an engine, a hydro-mechanical continuously variable transmission, and a deceleration knob. Among them, the engine is integrated with an engine retarder, which can achieve engine auxiliary braking. The hydro-mechanical continuously variable transmission includes a gearbox and a variable pump and a fixed-displacement motor that form a hydraulic circuit. The hydro-mechanical continuously variable transmission can perform power transmission and hydraulic braking. When the hydro-mechanical continuously variable transmission performs power transmission, the variable pump drives the fixed-displacement motor to rotate through hydraulic oil under the drive of the engine. When the hydro-mechanical continuously variable transmission performs hydraulic braking, the fixed-displacement motor drives the fixed-displacement pump to rotate through hydraulic oil under the drive of the actuator. The deceleration knob is used to set the maximum value of the vehicle's deceleration. When the vehicle brakes, in the case of non-emergency braking, the vehicle's deceleration will not exceed this maximum value. It is prior art and will not be elaborated here.

[0081] In addition, as is well known to those skilled in the art, among the conventional components of a vehicle, the vehicle also includes a brake pedal for controlling the vehicle to brake, a service braking system for performing service braking on a moving vehicle, a speed sensor for collecting the vehicle speed, an engine speed sensor for detecting the engine speed, a pedal position sensor for detecting the pedal position, etc. The specific structures of the above components will not be elaborated here.

[0082] Please refer to Figure 1 , the brake control method of the vehicle includes the following steps.

[0083] S100: Continuously obtain the current position of the brake pedal and determine whether the brake pedal is depressed.

[0084] If so, execute S110.

[0085] Specifically, the current position of the brake pedal is collected by a pedal position sensor provided on the brake pedal. The controller compares whether the current position of the brake pedal is the same as the initial position of the brake pedal (the position when the brake is not depressed). If they are not the same, it indicates that the brake pedal is depressed. If they are the same, it indicates that the brake pedal is not depressed.

[0086] Continuously obtaining the current position of the brake pedal can be at set time intervals, and the current position of the brake pedal is collected by the pedal position sensor.

[0087] S110: Perform service braking.

[0088] Perform service braking on the vehicle through the service braking system. It can be understood that as long as the brake pedal is depressed, it indicates that the driver expects the vehicle speed to decrease. Therefore, direct service braking is performed. Among them, the braking force of the service braking is positively correlated with the opening of the brake pedal.

[0089] S120: Obtain the opening change rate a of the brake pedal.

[0090] Specifically, a mapping relationship between the current position of the brake pedal and the opening of the brake pedal is pre-set in the memory. By obtaining the current position of the brake pedal and this mapping relationship, the current opening of the brake pedal can be determined. Furthermore, during the continuous period of the vehicle's brake control method, an opening of the brake pedal can be obtained every set interval.

[0091] The opening change rate of the brake pedal can be obtained by calculating the ratio of the difference between the openings of the brake pedal obtained twice adjacent to each other within the set time to the set time.

[0092] S130: Compare the opening change rate a of the brake pedal with the set change rate a1.

[0093] If a ≥ a1, then execute S140.

[0094] Specifically, the set change rate a1 can be set according to the specific model of the vehicle. In this embodiment, the set change rate is the minimum threshold in the case where the vehicle needs to perform an emergency brake. When a≥a1, it indicates that the driver is stepping on the brake pedal hard and expects the vehicle to stop as soon as possible.

[0095] S140: Obtain the opening degree K of the brake pedal.

[0096] S150: Compare the opening degree K of the brake pedal with the emergency braking threshold K1.

[0097] If K≥K1, then execute S160.

[0098] Specifically, the emergency braking threshold K1 can be set according to the specific model of the vehicle. In this embodiment, the emergency braking threshold K1 is the minimum threshold in the case where the vehicle needs to perform an emergency brake. When K≥K1, it indicates that the driver steps on the brake pedal with a large amplitude and expects to obtain the maximum braking force to stop the vehicle as soon as possible.

[0099] By comparing the change rate a of the opening degree of the brake pedal with the set change rate a1, and comparing the opening degree K of the brake pedal with the emergency braking threshold K1, when a≥a1 and K≥K1 are satisfied, it indicates that at this time the driver expects the vehicle to stop at the fastest speed, and at this time, there may be an unexpected situation or due to operational requirements.

[0100] S160: Execute hydraulic braking and execute engine auxiliary braking.

[0101] In step S160, hydraulic braking and engine auxiliary braking are simultaneously executed, and in step S110, service braking has also been activated. Thus, at this time, hydraulic braking, engine auxiliary braking, and service braking are all activated simultaneously, which can provide the maximum braking force to make the vehicle stop as soon as possible and meet the driver's driving expectation.

[0102] The vehicle control method provided in this embodiment continuously obtains the current position of the brake pedal and determines whether the brake pedal is depressed. When it is determined that the brake pedal is depressed, it indicates that braking is required at this time. Therefore, service braking is first performed. Then, the opening change rate a of the brake pedal is obtained, and the opening change rate a of the brake pedal is compared with the set change rate a1. When a≥a1, the opening K of the brake pedal is obtained, and the opening K of the brake pedal is compared with the emergency braking threshold K1. When K≥K1, it indicates that the driver expects the vehicle to stop at the fastest speed at this time. Therefore, hydraulic braking is continued, and engine auxiliary braking is performed. At this time, hydraulic braking, engine auxiliary braking, and service braking are all turned on simultaneously and cooperate to brake, which can provide the maximum braking force to make the vehicle stop as soon as possible, meet the driver's driving expectations, and improve the safety performance of the vehicle. In addition, the use of hydraulic braking increases the braking force while reducing the braking wear of the friction plates in the service braking system and improving the service life of the service braking system. Moreover, during the hydraulic braking process, by utilizing the characteristics of the rapid, continuous, accurate, and flexible adjustment of the speed ratio of the hydro-mechanical continuously variable transmission, the hydraulic speed ratio (the swash plate angle of the variable pump) and the transmission ratio of the gearbox can be quickly adjusted during emergency braking, enabling the braking force to increase rapidly and ensuring driving safety.

[0103] Embodiment 2

[0104] The vehicle braking control method provided in this embodiment is a further refinement based on the vehicle braking control method provided in Embodiment 1.

[0105] Please refer to Figure 2 , the vehicle braking control method includes the following steps:

[0106] S10: Set the opening of the deceleration knob.

[0107] The deceleration knob is used to set the maximum value of the vehicle's deceleration. When the vehicle is braking, in the case of non-emergency braking, the vehicle's deceleration will not exceed this maximum value. That is, during non-emergency braking, at the initial stage of braking, as the opening of the brake pedal increases, the braking forces of service braking and hydraulic braking increase linearly, and the vehicle's deceleration is collected simultaneously. When the deceleration reaches the threshold of the deceleration knob, the braking forces of service braking and hydraulic braking will no longer increase.

[0108] The opening of the deceleration knob is usually set according to the vehicle's operating conditions when the driver starts the vehicle. For example, when plowing the field, the vehicle speed is usually slow, and a relatively large value is set to facilitate immediate stopping. When driving on the road, the vehicle speed is fast, and a relatively small value is set to ensure driving safety.

[0109] S100: Continuously obtain the current position of the brake pedal and determine whether the brake pedal is depressed.

[0110] If so, execute S110; if not, return to step S100.

[0111] Among them, when the brake pedal is not depressed, the vehicle is in a normal driving state.

[0112] S110: Execute service braking.

[0113] S120: Obtain the opening change rate a of the brake pedal.

[0114] S130: Compare the opening change rate a of the brake pedal with the set change rate a1.

[0115] If a ≥ a1, execute S140; if a < a1, execute S170.

[0116] S140: Obtain the opening K of the brake pedal.

[0117] S150: Compare the opening K of the brake pedal with the emergency braking threshold K1.

[0118] If K ≥ K1, execute S160; if K < K1, execute S170.

[0119] S160: Execute hydraulic braking and execute engine auxiliary braking.

[0120] It can be understood that when a < a1 or K < K1, it indicates that the vehicle does not encounter a working condition that requires emergency braking at this time. The brake pedal of the vehicle is depressed, which may be when the vehicle is in a coasting process, or it may be in the process of avoiding during road travel or normal operation. However, the combination of braking methods and braking forces to be matched under different working conditions also vary. Therefore, it is necessary to continue to judge the specific working conditions of the vehicle through conditions such as the opening of the brake pedal, and then match the appropriate braking force to meet the braking requirements of the driver.

[0121] S170: Compare the opening K of the brake pedal with the first composite braking threshold K2 and the second composite braking threshold K3.

[0122] If K ≥ K2, execute S180. If K3 ≤ K < K2, execute S210.

[0123] Among them, K3 < K2 < K1. When K ≥ K3, it indicates that the braking force expected by the driver at this time is still relatively large, and the vehicle's independent service braking may not meet the driving expectation. It is necessary to further consider the vehicle speed and determine the specific working conditions of the vehicle based on the setting position of the deceleration knob. According to the specific working conditions of the vehicle, the corresponding braking mode combination and the corresponding braking force are matched.

[0124] In this embodiment, the magnitudes of the first composite braking threshold K2 and the second composite braking threshold K3 can be set according to the specific model of the vehicle.

[0125] S180: Obtain the first current speed V of the vehicle 11 and the opening degree W of the deceleration knob.

[0126] The first current speed of the vehicle can be detected by a speed sensor.

[0127] S190: Compare the first current speed V of the vehicle 11 with the magnitude of the first set vehicle speed V1, and the current opening degree W of the deceleration knob with the magnitude of the first set opening degree threshold W1.

[0128] If V 11 > V1 and W > W1; then execute S200; if V 11 ≤ V1 or W ≤ W1, execute S230.

[0129] S200: Execute engine assisted braking.

[0130] In the case of K ≥ K2, when V 11 > V1, it indicates that the vehicle speed is relatively high at this time, and thus the inertial force of the vehicle is also relatively high. A higher braking force needs to be matched. When W > W1, it indicates that the vehicle is in a high-load working condition. When both conditions are met, the vehicle needs to match a larger braking force, which is less than the braking requirement of emergency braking. Specifically, a composite braking method combining engine assisted braking and service braking is adopted.

[0131] S210: Obtain the first current speed V of the vehicle 11 and the opening degree W of the deceleration knob.

[0132] S220: Compare the first current speed V of the vehicle 11 with the magnitude of the second set vehicle speed V2, and the current opening degree W of the deceleration knob with the magnitude of the second set opening degree threshold W2.

[0133] Among them, V2 < V1, W2 < W1. The magnitudes of the second set vehicle speed V2 and the second set opening degree threshold W2 can be set according to the specific model of the vehicle.

[0134] If V11 > V2 and W > W2; then execute S230; if V ≤ V2 and W ≤ W2; then execute S270.

[0135] S230: Execute hydraulic braking.

[0136] Specifically, at this time, hydraulic braking and mechanical braking are synchronously activated. The hydraulic speed ratio and the transmission ratio of the gearbox can be linearly adjusted based on the position of the brake pedal, so that the braking force generated by hydraulic braking changes linearly. At the same time, the braking force of the service brake is linearly adjusted based on the position of the brake pedal, so that the speed of the vehicle drops rapidly and smoothly, improving the driving and riding experience and ensuring driving safety.

[0137] On the one hand, when K ≥ K2, when V 11 ≤ V1 or W ≤ W1, it indicates that the braking force required by the vehicle at this time will be too large by combining engine auxiliary braking and service braking, and this braking combination will cause a strong sense of bumpiness for the driver. When driving safety can be satisfied, a softer braking method should be adopted, that is, a composite braking method combining hydraulic braking and service braking to enhance the driving and riding experience of the driver.

[0138] On the other hand, when K3 ≤ K < K2, when V1 > V 11 > V2, it indicates that the speed of the vehicle is moderate at this time, and thus the inertial force of the vehicle is also moderate, and a moderate braking force needs to be matched. When W1 > W > W2, it indicates that the vehicle is in a working condition with a moderate load. When both are satisfied, the vehicle needs to match a moderate braking force. Specifically, a composite braking method combining engine auxiliary braking and hydraulic braking is adopted, which can not only meet the braking expectation of the driver but also improve the driving and riding experience of the driver.

[0139] In addition, it should be noted that when K ≥ K2, when V ≤ V2 and W ≤ W2, it indicates that the braking force required by the vehicle at this time can be satisfied by the service brake, and the vehicle may be in a working condition with relatively low braking force requirements such as a coasting condition. Therefore, it is only necessary to keep the service brake on.

[0140] Optionally, please refer to Figure 3 , after steps S160, S200, and S230, execute the following steps:

[0141] S240: Determine whether the position of the brake pedal has changed.

[0142] Specifically, the position of the brake pedal detected currently is compared with the position of the brake pedal detected last time. If they are different, it indicates that the position of the pedal has changed.

[0143] If so, return to step S100; if not, execute S250.

[0144] When the position of the brake pedal changes, it indicates that the driver has a new demand for braking at this time. Therefore, it is necessary to return to S100 to re-evaluate whether the braking method needs to be adjusted according to the driver's driving demand.

[0145] It should be noted that when returning to step S100, the hydraulic braking and / or engine-assisted braking has been activated. Therefore, in the next control cycle, if step S160 is being executed, the hydraulic braking and engine-assisted braking that have been activated will remain activated, and those that have not been activated will be activated again. If S200 is being executed, when both the hydraulic braking and engine-assisted braking are activated, the hydraulic braking will be turned off and the engine-assisted braking will remain activated; when the hydraulic braking is off and the engine-assisted braking is activated, it remains unchanged; when the hydraulic braking is activated and the engine-assisted braking is off, the hydraulic braking will be activated and the engine-assisted braking will be turned off. If S250 is being executed, when both the hydraulic braking and engine-assisted braking are activated, the hydraulic braking will remain activated and the engine-assisted braking will be turned off; when the hydraulic braking is activated and the engine-assisted braking is off, it remains unchanged; when the hydraulic braking is off and the engine-assisted braking is activated, the hydraulic braking will be activated and the engine-assisted braking will be turned off.

[0146] S250: Obtain the engine speed S and the second current speed V of the vehicle 21 .

[0147] The engine speed can be detected by an engine speed sensor.

[0148] S260: Based on the engine speed S and the second current speed V of the vehicle 21 Evaluate whether to exit the hydraulic braking and whether to exit the engine-assisted braking.

[0149] It can be understood that as the engine speed decreases and the current speed of the vehicle decreases, the braking force demand required by the vehicle will also decrease. Therefore, it is necessary to adjust the braking method combination at any time.

[0150] Specifically, in S260, based on the engine speed S and the second current speed V of the vehicle 21 Evaluating whether to exit the hydraulic braking and whether to exit the engine-assisted braking includes the following steps:

[0151] S2601: Judge the magnitude of the engine speed S and the preset engine speed S1, and the magnitude of the current speed of the vehicle and the second set vehicle speed V3 and the third set vehicle speed V4; V4 < V3 < V2.

[0152] When V4 ≤ V 21 ≤ V3, or when S < S1, execute S2602; when V 21 < V4, execute S2603.

[0153] S2602: Exit the engine auxiliary brake and return to step S240.

[0154] S2603: Exit the hydraulic brake.

[0155] According to the engine speed and vehicle speed, when either of them reaches the condition for exiting the engine auxiliary brake, the engine auxiliary brake can be exited; when either of them reaches the condition for exiting the hydraulic brake, the hydraulic brake is exited.

[0156] It should be noted that it is possible that only one of the engine auxiliary brake and the hydraulic brake is turned on when step S2601 is executed. Taking the engine auxiliary brake being turned on as an example, when V4 ≤ V 21 ≤ V3, or when S < S1 is first satisfied, the engine auxiliary brake is exited. After returning to S240 and re - executing S260, if the engine auxiliary brake remains off, it is considered that the engine auxiliary brake has been exited. By repeating steps S240 to S260 until V 21 < V4, execute step S2603. Since the hydraulic brake is already off, when in step S2603, just keep the hydraulic brake off and continue to execute the subsequent step S270.

[0157] S270: Obtain the opening of the brake pedal and determine whether the opening of the brake pedal is zero.

[0158] If so, execute S280; if not, return to step S120.

[0159] S280: Exit the service brake.

[0160] When the brake pedal is fully released, the service brake is exited, and at this time the vehicle is driving normally.

[0161] The braking control method of the vehicle provided in this embodiment, after the vehicle is started, sets the opening degree of the deceleration knob, continuously obtains the current position of the brake pedal, and when the brake pedal is depressed, performs service braking, obtains the opening change rate a of the brake pedal and the opening degree K of the brake pedal. When the opening change rate a of the brake pedal ≥ the set change rate a1 and the opening degree K of the brake pedal ≥ the emergency braking threshold K1, performs hydraulic braking and performs engine assisted braking; when the opening change rate a of the brake pedal < the set change rate a1 or the opening degree K of the brake pedal < the emergency braking threshold K1, compares the opening degree K of the brake pedal with the first composite braking threshold K2 and the second composite braking threshold K3. When K3 < K2 < K1, obtains the first current speed V of the vehicle 11 and the opening degree W of the deceleration knob. When the first current speed V of the vehicle 11 > the first set vehicle speed V1 and the current opening degree W of the deceleration knob > the first set opening degree threshold W1, performs engine assisted braking; when V 11 ≤ V1 or W ≤ W1, performs hydraulic braking; when K3 ≤ K < K2, obtains the first current speed V of the vehicle 11 and the opening degree W of the deceleration knob, compares the first current speed V of the vehicle 11 with the first set vehicle speed V1 and the current opening degree W of the deceleration knob with the first set opening degree threshold W1. When V 11 > V2 and W > W2, performs hydraulic braking. And after performing hydraulic braking and / or engine assisted braking, when the position of the brake pedal does not change, obtains the engine speed S and the second current speed V of the vehicle 21 , evaluates whether to exit hydraulic braking and whether to exit engine assisted braking based on the engine speed S and the second current speed V of the vehicle 21 . After both engine assisted braking and hydraulic braking are exited and when the opening degree of the brake pedal is zero, exits service braking. It fully considers the coordinated control of service braking, hydraulic braking and engine assisted braking, can accurately match the driver's braking expectation, and through the coordinated control of service braking, hydraulic braking and engine assisted braking according to different braking requirements, achieves the control effect of intelligent coordinated braking of the HMCVT powertrain, and can take into account braking safety and comfort during the control process.

[0162] Embodiment III

[0163] This embodiment provides a braking control device for a vehicle. The braking control device for the vehicle is used to execute the braking control method of the vehicle described in any of the above solutions.

[0164] Please refer to Figure 4, the braking control device of the vehicle includes a pedal braking judgment module 10, a service braking execution module 11, a pedal opening change rate acquisition module 12, a pedal opening change rate comparison module 13, a pedal opening acquisition module 14, a first brake pedal opening comparison module 15, and an emergency braking execution module 16. Among them, the pedal braking judgment module 10 is used to obtain the position of the brake pedal and judge whether the brake pedal is depressed; the service braking execution module 11 is used to execute service braking when the pedal is depressed; the pedal opening change rate acquisition module 12 is used to obtain the opening change rate a of the brake pedal; the pedal opening change rate comparison module 13 is used to compare the opening change rate a of the brake pedal with the set change rate a1; the pedal opening acquisition module 14 is used to obtain the opening K of the brake pedal when a≥a1; the first brake pedal opening comparison module 15 is used to compare the brake pedal opening K with the emergency braking threshold K1; the emergency braking execution module 16 is used to execute hydraulic braking and engine auxiliary braking when K≥K1.

[0165] For the braking control method and device of the vehicle provided in this embodiment, the pedal braking judgment module 10 is used to obtain the position of the brake pedal and judge whether the brake pedal is depressed; when the pedal is depressed, the service braking execution module 11 is used to execute service braking; the pedal opening change rate acquisition module 12 is used to obtain the opening change rate a of the brake pedal; the pedal opening change rate comparison module 13 is used to compare the opening change rate a of the brake pedal with the set change rate a1; when a≥a1, the pedal opening acquisition module 14 is used to obtain the opening K of the brake pedal; the first brake pedal opening comparison module 15 is used to compare the brake pedal opening K with the emergency braking threshold K1; when K≥K1, the emergency braking execution module 16 is used to execute hydraulic braking and engine auxiliary braking. At this time, the hydraulic braking, engine auxiliary braking, and service braking are all turned on simultaneously and cooperate to brake, which can provide the maximum braking force to make the vehicle stop as soon as possible, meet the driver's driving expectations, and improve the safety performance of the vehicle; and the use of hydraulic braking not only increases the braking force but also reduces the braking wear of the friction pads in the service braking system and improves the service life of the service braking system; in addition, during the hydraulic braking process, taking advantage of the characteristics of the rapid, continuous, accurate, and flexible adjustment of the speed ratio of the hydraulic mechanical continuously variable transmission, when performing emergency braking, the hydraulic speed ratio and the transmission ratio of the gearbox can be quickly adjusted, which can make the braking force increase rapidly and ensure driving safety.

[0166] Optionally, the braking control method and device of the vehicle further includes:

[0167] A second brake pedal opening comparison module, which is used to compare the opening K of the brake pedal with the first composite braking threshold K2 and the second composite braking threshold K3;

[0168] A vehicle speed and deceleration knob opening acquisition module, configured to acquire the first current speed V of the vehicle 11 and the opening W of the deceleration knob;

[0169] A first vehicle speed and deceleration knob opening comparison module, configured to compare the first current speed V of the vehicle 11 with the first set vehicle speed V1, and the current opening W of the deceleration knob with the first set opening threshold W1;

[0170] An engine auxiliary execution module, when V 11 > V1 and W > W1, is configured to perform engine auxiliary braking.

[0171] Optionally, the braking control method device of the vehicle further includes:

[0172] A second vehicle speed and deceleration knob opening comparison module, comparing the first current speed V of the vehicle 11 with the first set vehicle speed V2, and the current opening W of the deceleration knob with the second set opening threshold W2;

[0173] A hydraulic braking execution module, configured to perform hydraulic braking when V 11 > V2 and W > W2.

[0174] When the braking control method device of the vehicle provided by the embodiments of the present invention executes the braking control method of the vehicle provided by any embodiment of the present invention, it has the function modules and beneficial effects corresponding to the execution method.

[0175] Embodiment 4

[0176] Figure 5 is a schematic structural diagram of a control system of a vehicle provided by an embodiment of the present invention. The vehicle (or referred to as the terminal device) is intended to represent various forms of digital computers, such as, a laptop computer, a desktop computer, a workbench, a personal digital assistant, a server, a blade server, a mainframe computer, and other suitable computers. The terminal device can also represent various forms of mobile devices, such as, a personal digital processor, a cellular phone, a smart phone, a wearable device (such as a helmet, glasses, a watch, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0177] Such as Figure 5As shown, the terminal device 100 includes one or more processors 110, and a storage device communicatively connected to the processors 110, such as ROM 120, random access RAM 130, etc. Among them, the storage device stores computer programs executable by one or more processors. The processors 110 can execute various appropriate actions and processes according to the computer programs stored in ROM 120 or the computer programs loaded from the storage unit 180 into the random access RAM 130. In the RAM 130, various programs and data required for the operation of the terminal device 100 can also be stored. The processors 110, ROM 120, and RAM 130 are connected to each other through a bus 140. The I / O interface 150 is also connected to the bus 140.

[0178] Multiple components in the terminal device 100 are connected to the I / O interface 150, including: an input unit 160, such as a keyboard, a mouse, etc.; an output unit 170, such as various types of displays, speakers, etc.; a storage unit 180, such as a disk, an optical disc, etc.; and a communication unit 190, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 190 allows the terminal device 100 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0179] The processors 110 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processors 110 include but are not limited to a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processors 110 execute the various methods and processes described above, such as the braking control method of a vehicle.

[0180] In some embodiments, the braking control method of a vehicle can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 180. In some embodiments, part or all of the computer program can be loaded and / or installed onto the terminal device 100 via the ROM 120 and / or the communication unit 190. When the computer program is loaded into the RAM 130 and executed by the processors 110, one or more steps of the braking control method of the vehicle described above can be executed. Alternatively, in other embodiments, the processors 110 can be configured to execute the braking control method of the vehicle in any other appropriate manner (e.g., by means of firmware).

[0181] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that receives data and instructions from, and transmits data and instructions to, a storage system, at least one input device, and at least one output device.

[0182] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer programs can be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

[0183] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0184] To provide interaction with a user, the systems and techniques described herein can be implemented on a terminal device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the terminal device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0185] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0186] The computing system can include a client and a server. The client and the server are generally remote from each other and typically perform interaction through a communication network. The client-server relationship is generated by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, and solves the defects of large management difficulty and weak business scalability existing in traditional physical hosts and VPS services.

[0187] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is imposed herein.

[0188] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all implementation manners here. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. A vehicle braking control method, characterized in that: The vehicle includes an engine, a hydraulic mechanical continuously variable transmission and a deceleration knob. The hydraulic mechanical continuously variable transmission includes a variable pump and a quantitative motor constituting a hydraulic circuit. The hydraulic mechanical continuously variable transmission can perform power transmission and hydraulic braking. When the hydraulic mechanical continuously variable transmission performs power transmission, the variable pump drives the quantitative motor to rotate through hydraulic oil under the drive of the engine; when the hydraulic mechanical continuously variable transmission performs hydraulic braking, the quantitative motor drives the quantitative pump to rotate through hydraulic oil under the drive of the actuator. The deceleration knob is used to set the maximum deceleration of the vehicle. The vehicle's braking control method includes: S100: continuously obtaining the current position of the brake pedal and determining whether the brake pedal is depressed; If yes, execute S110; S110: Execute service braking; S120: Obtaining the opening change rate a of the brake pedal; S130: Compare the brake pedal opening change rate a with the set change rate a1; If a≥a1, then execute S140; S140: Obtaining the opening degree K of the brake pedal; S150: comparing the opening degree K of the brake pedal with the emergency braking threshold value K1; If K≥K1, execute S160; S160: Execute hydraulic braking and execute engine-assisted braking.

2. The vehicle braking control method according to claim 1, characterized in that: The vehicle braking control method further includes, before the step of determining that the brake pedal is depressed: S10: Set the opening size of the deceleration knob; In S130, when comparing the opening change rate a of the brake pedal with the set change rate a1; if a<a1; and in S150, when comparing the opening degree K of the brake pedal with the emergency brake threshold value K1, if K<K1; both execute S170; S170: Compare the opening degree K of the brake pedal with the first composite braking threshold value K2 and the second composite braking threshold value K3, where K3<K2<K1; If K≥K2, execute S180; S180: Obtaining the first current speed V of the vehicle 11 and the opening W of the deceleration knob; S190: Compare the first current speed V of the vehicle 11 and the first set vehicle speed V1, and the current opening W of the deceleration knob and the first set opening threshold W1; If V 11 >V1 and W>W1; then execute S200; S200: Execute engine-assisted braking.

3. The vehicle braking control method according to claim 2, characterized in that: In S170, when comparing the opening degree K of the brake pedal with the first composite braking threshold value K2 and the second composite braking threshold value K3; If K3≤K<K2, execute S210; S210: Obtaining the first current speed V of the vehicle 11 and the opening W of the deceleration knob; S220: Compare the first current speed V of the vehicle 11 and the first set vehicle speed V2, and the current opening W of the deceleration knob and the second set opening threshold W2, V2<V1, W2<W1; If V 11 >V2 and W>W2; then execute S230; S230: executing hydraulic braking; In step S190, the first current speed V of the vehicle is compared. 11 and the first set vehicle speed V1, and the current opening W of the deceleration knob and the first set opening threshold W1; if V 11 ≤V1 or W≤W1; then execute S230.

4. The vehicle braking control method according to claim 3, characterized in that: The vehicle braking control method further includes the following steps after steps S160, S200 and S230: S240: Determine whether the position of the brake pedal changes; If yes, then return to step S100, if no, then execute S250; S250: Obtaining the engine speed S and the second current speed V of the vehicle 21 ; S260: Based on the engine speed S and the second current speed V of the vehicle 21 Evaluate whether to exit hydraulic braking and whether to exit engine-assisted braking.

5. The vehicle braking control method according to claim 4, characterized in that: In S260, based on the engine speed S and the second current speed V of the vehicle 21 Evaluation of whether to exit hydraulic braking and engine-assisted braking includes: S2601: Determine the difference between the engine speed S and the preset engine speed S1, and the difference between the current speed of the vehicle and the second set speed V3 and the third set speed V4; V4<V3<V2; When V4≤V 21 ≤V3, or S<S1, execute S2602; when V 21 When <V4, execute S2603; S2602: exit engine auxiliary braking and return to step S240; S2603: Exit hydraulic braking.

6. The vehicle braking control method according to claim 5, characterized in that: The vehicle braking control method further includes the following steps after S2603: S270: Obtaining the opening of the brake pedal and determining whether the opening of the brake pedal is zero; If yes, execute S280; if no, return to step S120; S280: Exit service braking.

7. The vehicle braking control method according to claim 6, characterized in that: In step S220, when comparing the current speed V of the vehicle with the first set vehicle speed V2, and the current opening W of the deceleration knob with the second set opening threshold W2; If V≤V2 and W≤W2, execute S270.

8. A vehicle brake control device, characterized in that: The vehicle includes an engine, a hydraulic mechanical continuously variable transmission and a deceleration knob. The hydraulic mechanical continuously variable transmission includes a variable pump and a quantitative motor constituting a hydraulic circuit. The hydraulic mechanical continuously variable transmission can perform power transmission and hydraulic braking. When the hydraulic mechanical continuously variable transmission performs power transmission, the variable pump drives the quantitative motor to rotate through hydraulic oil under the drive of the engine; when the hydraulic mechanical continuously variable transmission performs hydraulic braking, the quantitative motor drives the quantitative pump to rotate through hydraulic oil under the drive of the actuator. The deceleration knob is used to set the maximum deceleration of the vehicle. The vehicle brake control device comprises: A pedal brake judgment module is used to obtain the position of the brake pedal and judge whether the brake pedal is pressed; Service brake execution module: used to execute service brake when the pedal is pressed; A pedal opening change rate acquisition module is used to acquire the opening change rate a of the brake pedal; A pedal opening change rate comparison module is used to compare the opening change rate a of the brake pedal with a set change rate a1; A pedal opening acquisition module is used to acquire the opening K of the brake pedal when a≥a1; The first brake pedal opening comparison module is used to compare the brake pedal opening K with the emergency braking threshold K1; The emergency brake execution module is used to execute hydraulic braking and engine auxiliary braking when K≥K1.

9. A vehicle, characterized in that: include: one or more processors; A storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors control the vehicle to implement the vehicle braking control method as described in any one of claims 1-7.

10. A storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle implements the vehicle braking control method as described in any one of claims 1 to 7.

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