Vehicle braking control method and electronic equipment

Abstract

The invention discloses a brake control method of a vehicle and electronic equipment. The mode relates to the field of vehicle braking control, and the method comprises the steps that in the vehicle running process, in response to a received braking signal, the current vehicle speed parameter of a vehicle is compared with a preset vehicle speed threshold value, and a target comparison result is obtained; under the condition that the target comparison result is that the current vehicle speed parameter is smaller than or equal to the preset vehicle speed threshold value, the vehicle is braked through a main braking system; and under the condition that the target comparison result is that the current vehicle speed parameter is larger than the preset vehicle speed threshold value, the vehicle is braked through an auxiliary braking mode, and the auxiliary braking mode is used for representing that the auxiliary braking system participates in braking of the vehicle. The technical problems that the intervention time of the main braking system and the auxiliary braking system of the vehicle is not clear, the efficiency of cooperatively braking the vehicle is low, and the abrasion degree of the main braking system is high in the related technology are solved.

Description

Technical Field

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

[0002] With the development of the transportation industry, the control of vehicle operation costs has become the focus of attention of drivers and transportation enterprises. Due to their transportation characteristics, vehicles such as heavy commercial vehicles frequently and intensively use the main braking system, resulting in increased wear of brake pads and brake discs, which not only increases the vehicle's maintenance costs but also shortens the service life of the braking system. Especially in the case of high-speed driving or heavy loads, the heat load of the main braking system increases and the braking performance decreases, posing a threat to driving safety.

[0003] Currently, in the related art, the braking control of vehicles usually mainly relies on the main braking system. The intervention timing of the main braking system and the auxiliary braking system is not clear, and the utilization efficiency and intelligent level of the auxiliary braking system are relatively low, resulting in a relatively high degree of wear on the main braking system. The efficiency of the main braking system and the auxiliary braking system working together to brake the vehicle is relatively low, causing the intervention timing of the main braking system and the auxiliary braking system in the related art to be unclear, the efficiency of working together to brake the vehicle to be relatively low, and the degree of wear on the main braking system to be relatively high.

[0004] In response to the above problems, no effective solution has been proposed yet. Summary of the Invention

[0005] Embodiments of the present invention provide a braking control method and an electronic device for a vehicle, so as to at least solve the technical problems in the related art that the intervention timing of the main braking system and the auxiliary braking system of the vehicle is not clear, the efficiency of working together to brake the vehicle is relatively low, and the degree of wear on the main braking system is relatively high.

[0006] According to one aspect of the embodiments of the present invention, a braking control method for a vehicle is provided. The vehicle includes a main braking system and an auxiliary braking system, and the braking response speed of the main braking system for braking the vehicle is greater than the braking response speed of the auxiliary braking system for braking the vehicle. The method includes: during the driving of the vehicle, in response to receiving a braking signal, comparing the current vehicle speed parameter of the vehicle with a preset vehicle speed threshold to obtain a target comparison result; in the case where the target comparison result is that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, braking the vehicle through the main braking system; in the case where the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, braking the vehicle through an auxiliary braking mode, where the auxiliary braking mode is used to indicate that the auxiliary braking system participates in braking the vehicle.

[0007] In an embodiment of the present invention, when the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, the vehicle is braked through the auxiliary braking mode, including: determining the braking pedal stepping speed of the vehicle based on the braking signal; determining the auxiliary braking level for braking the vehicle through the auxiliary braking mode based on the braking pedal stepping speed; and braking the vehicle through the participation of the auxiliary braking system based on the auxiliary braking level.

[0008] In an embodiment of the present invention, determining the auxiliary braking level for braking the vehicle through the auxiliary braking mode based on the braking pedal stepping speed includes: when the braking pedal stepping speed is less than the first preset stepping speed threshold, determining that the auxiliary braking level is the first auxiliary braking level; when the braking pedal stepping speed is greater than or equal to the first preset stepping speed threshold and less than the second preset stepping speed threshold, determining that the auxiliary braking level is the second auxiliary braking level, where the second preset stepping speed threshold is greater than the first preset stepping speed threshold, and the requirement for the braking response speed of the second auxiliary braking level is greater than the requirement for the braking response speed of the first auxiliary braking level; when the braking pedal stepping speed is greater than or equal to the second preset stepping speed threshold, determining that the auxiliary braking level is the third auxiliary braking level, where the requirement for the braking response speed of the third auxiliary braking level is greater than the requirement for the braking response speed of the second auxiliary braking level.

[0009] In an embodiment of the present invention, the auxiliary braking system at least includes: an engine and a retarder. The engine brakes the vehicle through the engine braking mode. Braking the vehicle through the participation of the auxiliary braking system based on the auxiliary braking level includes: when the auxiliary braking level is the first auxiliary braking level, braking the vehicle through the retarder; when the auxiliary braking level is the second auxiliary braking level, braking the vehicle through the engine and the retarder, where the requirement for the braking response speed of the second auxiliary braking level is greater than the requirement for the braking response speed of the first auxiliary braking level; when the auxiliary braking level is the third auxiliary braking level, braking the vehicle through the engine, the retarder and the main braking system, where the requirement for the braking response speed of the third auxiliary braking level is greater than the requirement for the braking response speed of the second auxiliary braking level.

[0010] In an embodiment of the present invention, braking the vehicle through the retarder includes: determining the braking pedal displacement of the vehicle based on the braking signal; and controlling the braking torque of the retarder based on the braking pedal displacement to brake the vehicle.

[0011] In an embodiment of the present invention, braking the vehicle through the engine and the retarder includes: determining the braking pedal displacement of the vehicle based on the braking signal; controlling the engine to be in a braking saturation state; and controlling the braking torque of the retarder based on the braking pedal displacement to brake the vehicle.

[0012] In an embodiment of the present invention, the vehicle is braked by an engine, a retarder, and a main braking system, including: determining the displacement of the vehicle's brake pedal based on a braking signal; controlling the engine and the retarder to be in a braking saturation state; and controlling the braking torque of the main braking system based on the displacement of the brake pedal to brake the vehicle.

[0013] In an embodiment of the present invention, the method further includes: when the vehicle is in an auxiliary braking mode, in response to the activation of the vehicle's anti-lock braking system, exiting the auxiliary braking mode; and braking the vehicle through the main braking system.

[0014] In an embodiment of the present invention, the method further includes: in response to the vehicle being in an auxiliary braking mode, displaying the auxiliary braking parameters of the vehicle on a display instrument for interacting with the vehicle driver, where the auxiliary braking parameters at least include one of the following: braking signal, retarder state parameter, engine state parameter, and main braking system state parameter.

[0015] According to another aspect of the embodiments of the present invention, there is also provided a braking control device for a vehicle, which is applied to a vehicle. The vehicle includes: a main braking system and an auxiliary braking system, and the braking response speed of the main braking system for braking the vehicle is greater than that of the auxiliary braking system for braking the vehicle. The device includes: a comparison module, configured to compare a current vehicle speed parameter of the vehicle with a preset vehicle speed threshold in response to receiving a braking signal during the driving of the vehicle to obtain a target comparison result; a first braking module, configured to brake the vehicle through the main braking system when the target comparison result is that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold; and a second braking module, configured to brake the vehicle through an auxiliary braking mode when the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, where the auxiliary braking mode is used to indicate that the auxiliary braking system participates in braking the vehicle.

[0016] According to another aspect of the embodiments of the present invention, there is also provided an electronic device, including: a memory storing an executable program; and a processor configured to run the program, where when the program runs, it executes the methods in the various embodiments of the present invention.

[0017] According to another aspect of the embodiments of the present invention, there is also provided a vehicle, which includes the above-mentioned electronic device, a main braking system, and an auxiliary braking system, where the braking response speed of the main braking system for braking the vehicle is greater than that of the auxiliary braking system for braking the vehicle.

[0018] According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium, which includes a stored executable program. When the executable program runs, it controls the device where the computer-readable storage medium is located to execute the methods in the various embodiments of the present invention.

[0019] According to another aspect of the embodiments of the present invention, there is also provided a computer program product, including a computer program, which implements the methods in the various embodiments of the present invention when executed by a processor.

[0020] According to another aspect of the embodiments of the present invention, there is also provided a computer program product, including a non-volatile computer-readable storage medium. The non-volatile computer-readable storage medium stores a computer program, which implements the methods in the various embodiments of the present invention when executed by a processor.

[0021] According to another aspect of the embodiments of the present invention, there is also provided a computer program, which implements the methods in the various embodiments of the present invention when executed by a processor.

[0022] In an embodiment of the present invention, a vehicle is equipped with a main braking system and an auxiliary braking system, and the braking response speed of the main braking system is faster than that of the auxiliary braking system. During the driving of the vehicle, when a braking signal is received, the current vehicle speed parameter of the vehicle is compared with a preset vehicle speed threshold to obtain a target comparison result. When the comparison result indicates that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, the vehicle is braked by the main braking system; when the comparison result indicates that the current vehicle speed parameter is greater than the preset vehicle speed threshold, the vehicle is braked by an auxiliary braking mode, and the auxiliary braking system participates in the braking process of the vehicle in the auxiliary braking mode. It is easy to notice that in the case where the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, the vehicle can be braked only by the main braking system, which can significantly reduce the starting frequency of the auxiliary braking system while ensuring less wear on the main braking system and avoiding unnecessary frequent participation of the auxiliary braking system in braking. In the case where the current vehicle speed parameter is greater than the preset vehicle speed threshold, the auxiliary braking system can be controlled to participate in braking, which can effectively disperse or bear the braking force demand of the main braking system, thereby reducing the wear of the main braking system. According to the comparison between the current vehicle speed parameter and the preset vehicle speed threshold, the braking mode is intelligently selected to realize the intelligent allocation of the action timing of different braking systems, so that the timing of different braking systems intervening in braking is closely matched with the vehicle speed and braking demand, the auxiliary braking system can be fully utilized, the braking force can be reasonably distributed, which not only meets the braking efficiency requirements but also reduces the excessive dependence on the main braking system, and improves the overall braking efficiency and safety. By logically judging the relationship between the current vehicle speed parameter and the preset vehicle speed threshold, the timing of different braking systems intervening is clarified, and the efficient cooperation of the main braking system and the auxiliary braking system is realized. This not only reduces the wear of the main braking system and extends its service life, but also improves the overall braking efficiency and safety, improves the allocation of braking resources, and thus solves the technical problems in the related art that the intervention timing of the main braking system and the auxiliary braking system of the vehicle is not clear, the efficiency of jointly braking the vehicle is low, and the degree of wear on the main braking system is high. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0024] Figure 1 is a flowchart of a braking control method for a vehicle according to an embodiment of the present invention;

[0025] Figure 2 is a schematic diagram of an optional braking control process of a vehicle according to an embodiment of the present invention;

[0026] Figure 3It is a schematic diagram of an optional braking control based on a vehicle controller according to an embodiment of the present invention;

[0027] Figure 4 It is a schematic diagram of a braking control device of a vehicle according to an embodiment of the present invention. Detailed implementation manners

[0028] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0029] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily need to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0030] According to one aspect of the embodiments of the present invention, a braking control method for a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And, although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that here.

[0031] The vehicle includes: a main braking system and an auxiliary braking system, and the braking response speed of the main braking system for braking the vehicle is greater than the braking response speed of the auxiliary braking system for braking the vehicle.

[0032] The above-mentioned vehicle may refer to a transportation tool having an auxiliary braking system and a main braking system, and may include, but is not limited to, commercial vehicles such as trucks, semi-trailer tractors, etc. Such vehicles usually have a large mass and strong inertia, and an effective and safe braking system is required to ensure controllability and safety during driving. The specific type of the vehicle can be determined according to actual needs and is not limited here.

[0033] The above-mentioned main braking system can refer to the primary braking system on a vehicle, which can be directly associated with the driver's operation, can drive a hydraulic or pneumatic braking mechanism by the brake pedal, act on the vehicle's wheels or tires to generate frictional force to slow down or stop the vehicle. The braking response speed of the main braking system is relatively fast, and it can quickly provide sufficient braking force in case of emergency to ensure driving safety.

[0034] The above-mentioned auxiliary braking system can refer to using the engine or other mechanisms that do not directly contact the road surface to provide additional braking force. The auxiliary braking system can include engine braking, that is, generating resistance by adjusting the engine speed and exhaust back pressure, and retarders, that is, an independent hydraulic or eddy current braking device, etc. The braking response time of the auxiliary braking system is slower than that of the main braking system, but in scenarios such as long downhill slopes that require continuous deceleration, it can reduce the burden on the main braking system and extend the service life of the main braking system.

[0035] The above-mentioned braking response speed can refer to the time elapsed from when the driver activates the braking system, such as stepping on the brake pedal, to when the vehicle actually starts braking. The braking response speed of the main braking system is relatively fast, which means that braking force can be quickly generated after the driver's action; the braking response speed of the auxiliary braking system is relatively slow.

[0036] Figure 1 It is a flowchart of a braking control method for a vehicle according to an embodiment of the present invention, as Figure 1 shown. The method includes the following steps:

[0037] Step S102, during the driving of the vehicle, in response to receiving a braking signal, compare the current vehicle speed parameter of the vehicle with a preset vehicle speed threshold to obtain a target comparison result.

[0038] The above-mentioned braking signal can refer to an electronic signal generated when the driver operates the brake pedal, indicating the activation of the braking system, and then triggering the braking process of the main braking system and / or the auxiliary braking system. The intensity and duration of the braking signal can reflect the driver's braking intention and emergency level.

[0039] The above-mentioned current vehicle speed parameter can refer to the actual driving speed of the vehicle at a certain moment, which can be measured by the vehicle's speed sensor and updated in real time. In the combined braking control method, the current vehicle speed can be used as the data basis for enabling the auxiliary braking system.

[0040] The above-mentioned preset speed threshold may refer to a speed value pre-set according to vehicle characteristics, road conditions and design requirements. For example, when the mass of the vehicle is large, the wear on the main brake is large during braking, and a smaller preset speed threshold may be set to sensitively activate the auxiliary brake system; when the mass of the vehicle is small, the wear on the main brake is small during braking, and a larger preset speed threshold may be set to avoid the use of the auxiliary brake system as much as possible. For another example, when the vehicle is going downhill with a large slope or a long downhill distance, the wear on the main brake is large during braking, and a smaller preset speed threshold may be set to sensitively activate the auxiliary brake system; when the vehicle is going downhill with a small slope or a short downhill distance, the wear on the main brake is small during braking, and a larger preset speed threshold may be set to avoid the use of the auxiliary brake system as much as possible. When the current speed parameter of the vehicle exceeds the preset speed threshold, the control system will automatically or give priority to activating the auxiliary brake system to reduce the burden on the main brake system, improve braking efficiency and reduce wear.

[0041] In an optional embodiment, the braking decision during the vehicle driving process can be realized by an intelligent control strategy. After detecting the driver's braking intention, that is, receiving the braking signal, it can be evaluated based on the current vehicle speed parameters whether the vehicle needs to adopt a high-response speed main braking system, or can rely on a slower-response but more economical auxiliary braking system, so as to achieve a balance between safety and economy in vehicle braking control, and facilitate the realization of an efficient and low-loss braking method. Specifically, when the vehicle is moving, the braking signal is triggered by the driver's braking action, such as stepping on the brake pedal, and is converted into an electrical signal by the on-board sensor and transmitted to the controller. After receiving the braking signal, the controller can read the current vehicle speed parameter of the vehicle; here, the current vehicle speed parameter of the vehicle can be obtained in real time during the vehicle driving process. In response to receiving the braking signal, the current vehicle speed parameter can be compared with a preset vehicle speed threshold. Here, there is no limitation on the timing of obtaining the current vehicle speed parameter; the current vehicle speed parameter can be compared with the preset vehicle speed threshold, and the preset vehicle speed threshold can be set based on factors such as vehicle type, load condition, road condition and characteristics of the braking system. Next, if the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, the wear on the main brake during braking is small, and the auxiliary brake system can be avoided to avoid frequent calls to the auxiliary brake system. If the current vehicle speed parameter is greater than the preset vehicle speed threshold, the wear on the main brake during braking is large, and the auxiliary brake system can be activated at this time. The auxiliary brake system participates in the braking process to disperse the load of the main brake system and avoid performance degradation and durability problems caused by excessive use of the main brake system.

[0042] During the above process, the auxiliary braking system, especially engine braking, can recover some kinetic energy without consuming additional chemical energy. For large transport vehicles, this can not only reduce fuel consumption but also reduce the heat generated by frequent braking, indirectly reducing the energy consumption of the cooling system and achieving the goal of energy conservation and emission reduction. By reasonably allocating the use of the main braking system and the auxiliary braking system, the service life of the entire braking system can be extended. This hierarchical braking control strategy intelligently coordinates the action timing of different braking systems, achieving maximum braking efficiency and economy while ensuring vehicle safety.

[0043] Step S104, when the target comparison result is that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, brake the vehicle through the main braking system.

[0044] In an optional embodiment, when the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, that is, when the vehicle is traveling at a low speed, due to the low vehicle speed, the friction and heat generation during braking are relatively small, and the wear on the main braking system such as brake pads and brake discs is small. The vehicle can be braked only using the main braking system. During low-speed braking, the friction and heat generation during braking are relatively small. The main braking system is preferentially used. While ensuring less wear on the main braking system, the startup frequency of the auxiliary braking system can be significantly reduced, avoiding unnecessary frequent participation of the auxiliary braking system in braking, achieving intelligent coordination of the action timing of different braking systems, and extending the service life of the entire braking system and reducing maintenance costs.

[0045] Step S106, when the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, brake the vehicle through the auxiliary braking mode.

[0046] Among them, the auxiliary braking mode is used to indicate that the auxiliary braking system participates in braking the vehicle.

[0047] The above-mentioned auxiliary braking mode can refer to the process of the auxiliary braking system participating in braking when the vehicle is traveling, which can include using only the auxiliary braking system, as well as the mixed use of the auxiliary braking system and the main braking system. The participation of the auxiliary braking system in braking can share the pressure of the main braking system, especially in situations such as long-time braking or long downhill where continuous deceleration is required.

[0048] In an alternative embodiment, when the current vehicle speed parameter is detected to be higher than a preset vehicle speed threshold, the control system can no longer rely solely on the main braking system, but can control the auxiliary braking system to participate in braking, that is, enter the auxiliary braking mode. The braking requirements of the vehicle at high speeds are more complex. While the main braking system provides high braking force, it is also accompanied by relatively high heat loads and wear. Especially in the case of long downhill slopes or heavy loads, over-reliance on the main brake will lead to a significant decrease in braking efficiency. At this time, the auxiliary braking system can be used to participate in braking the vehicle. When driving at high speeds, by having the auxiliary braking system participate in braking, the braking force requirements of the main braking system can be effectively dispersed or borne, significantly reducing the heat load during the main braking process, thereby reducing the wear of the main braking system components such as brake pads and brake discs, and extending the service life of the main braking system. The participation of the auxiliary braking system can provide additional braking force without directly acting on the tire friction, which helps the vehicle to decelerate more quickly and smoothly at high speeds or in emergency situations, improving braking efficiency and driving safety.

[0049] In an embodiment of the present invention, the vehicle is equipped with a main braking system and an auxiliary braking system, and the braking response speed of the main braking system is faster than that of the auxiliary braking system. During the driving of the vehicle, when a braking signal is received, the current vehicle speed parameter of the vehicle is compared with a preset vehicle speed threshold to obtain a target comparison result. When the comparison result indicates that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, the vehicle is braked by the main braking system; when the comparison result indicates that the current vehicle speed parameter is greater than the preset vehicle speed threshold, the vehicle is braked by an auxiliary braking mode, and the auxiliary braking system participates in the braking process of the vehicle in the auxiliary braking mode. It is easy to notice that in the case where the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, the vehicle can be braked only by the main braking system. While ensuring less wear on the main braking system, the start frequency of the auxiliary braking system can be significantly reduced, avoiding unnecessary frequent participation of the auxiliary braking system in braking. And in the case where the current vehicle speed parameter is greater than the preset vehicle speed threshold, the auxiliary braking system can be controlled to participate in braking, which can effectively disperse or bear the braking force demand of the main braking system, thereby reducing the wear of the main braking system. According to the comparison of the current vehicle speed parameter and the preset vehicle speed threshold, the braking mode is intelligently selected to realize the intelligent allocation of the action timing of different braking systems, so that the timing of different braking systems intervening in braking is closely matched with the vehicle speed and braking demand, and the auxiliary braking system can be fully utilized, and the braking force can be reasonably distributed, which not only meets the demand for braking efficiency, but also reduces the over-reliance on the main braking system, improving the overall braking efficiency and safety. By logically judging the relationship between the current vehicle speed parameter and the preset vehicle speed threshold, the timing of different braking systems intervening is clarified, realizing the efficient cooperation of the main braking system and the auxiliary braking system. This not only reduces the wear of the main braking system and extends its service life, but also improves the overall braking efficiency and safety, improves the allocation of braking resources, and thus solves the technical problems in the related art that the intervention timing of the main braking system and the auxiliary braking system of the vehicle is not clear, the efficiency of jointly braking the vehicle is low, and the degree of wear on the main braking system is high.

[0050] In an embodiment of the present invention, when the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, braking the vehicle by an auxiliary braking mode includes: determining the braking pedal stepping speed of the vehicle based on the braking signal; determining an auxiliary braking level for braking the vehicle by the auxiliary braking mode based on the braking pedal stepping speed; and participating in braking the vehicle by the auxiliary braking system based on the auxiliary braking level.

[0051] The above-mentioned braking pedal stepping speed may refer to the speed when the driver steps on the braking pedal, that is, the rate from the pedal stationary state to the driver applying force to step it down. The braking pedal stepping speed can be measured by a sensor installed inside the pedal or on its connecting rod and can be converted into an electrical signal to reflect the driver's braking urgency.

[0052] The above-mentioned auxiliary braking level may refer to the intensity or level of the vehicle's auxiliary braking system participating in the braking process, which can be determined based on the braking pedal depression speed and other relevant parameters. The setting of the auxiliary braking level can be divided into multiple different levels. Different auxiliary braking levels can correspond to different auxiliary braking combination methods with different braking response speeds. This hierarchical control strategy can make the intervention of the auxiliary braking system more intelligent, and can provide an appropriate amount of auxiliary braking effect according to actual needs. The auxiliary braking level can specifically include the first auxiliary braking level, the second auxiliary braking level, the third auxiliary braking level, etc. Here, the number of levels of the auxiliary braking level can be determined according to actual needs and is not limited here.

[0053] In an alternative embodiment, when a braking signal is triggered, the vehicle's controller can activate a response mechanism. It can obtain the braking pedal depression speed through a sensor installed on the brake pedal. The sensor can accurately measure the movement rate of the pedal from rest to being depressed and then convert it into an electronic signal. A larger braking pedal depression speed can indicate an urgent deceleration requirement, and a smaller braking pedal depression speed can indicate a smooth deceleration requirement. By analyzing the braking pedal depression speed, the controller can judge the intensity of the driver's braking intention to determine an appropriate auxiliary braking level. Then, based on the braking pedal depression speed, the controller can calculate and determine the auxiliary braking level, which can be determined by fuzzy logic control or a hierarchical decision-making algorithm. For example, fuzzy logic control can be performed based on the braking pedal depression speed to divide the driver's braking action into three levels: mild, moderate, and severe. Each auxiliary braking level can correspond to a different auxiliary braking intervention strategy. Finally, according to the determined auxiliary braking level, the corresponding auxiliary braking system can be called, such as engine braking, retarder braking, and the main braking system, etc. For example, at a lower auxiliary braking level, only retarder braking can be used; at a medium level, engine braking and retarder braking can be called simultaneously; at a severe level, the auxiliary braking system and the main braking system can intervene simultaneously to provide greater braking force to ensure that the vehicle can decelerate quickly.

[0054] In the above process, by accurately measuring the braking pedal depression speed and intelligently adjusting the auxiliary braking level, the vehicle can provide appropriate and timely braking methods under different driving conditions. Determine the auxiliary braking level based on the braking pedal depression speed, and call the auxiliary braking system to adopt corresponding different braking methods to achieve intelligent braking control. Different auxiliary braking levels correspond to different braking force distribution strategies, and can provide smooth or rapid braking feedback according to the driver's depression speed, improving the driving experience and making the braking process more controllable and comfortable.

[0055] In an embodiment of the present invention, determining an auxiliary braking level for braking a vehicle through an auxiliary braking mode based on the braking pedal depression speed includes: when the braking pedal depression speed is less than a first preset depression speed threshold, determining that the auxiliary braking level is a first auxiliary braking level; when the braking pedal depression speed is greater than or equal to the first preset depression speed threshold and less than a second preset depression speed threshold, determining that the auxiliary braking level is a second auxiliary braking level, where the second preset depression speed threshold is greater than the first preset depression speed threshold, and the demand for braking response speed of the second auxiliary braking level is greater than that of the first auxiliary braking level; when the braking pedal depression speed is greater than or equal to the second preset depression speed threshold, determining that the auxiliary braking level is a third auxiliary braking level, where the demand for braking response speed of the third auxiliary braking level is greater than that of the second auxiliary braking level.

[0056] The above-mentioned first preset depression speed threshold may refer to a preset lower boundary of the braking pedal depression speed, which is used to distinguish the first auxiliary braking level from other higher-level auxiliary braking levels. When the driver's braking action is gentle and the braking pedal depression speed is lower than the first preset depression speed threshold, it can be determined that the driver needs mild braking force, and the auxiliary braking level can be the first auxiliary braking level. At this time, relatively mild braking force can be provided based on the auxiliary braking system to reduce the burden on the main braking system and ensure the vehicle decelerates smoothly.

[0057] The above-mentioned second preset depression speed threshold may refer to a preset higher boundary of the braking pedal depression speed. Here, the second preset depression speed threshold is greater than the first preset depression speed threshold. The second preset depression speed threshold can be used to distinguish the second auxiliary braking level from other higher-level auxiliary braking levels, and the second preset depression speed threshold can be specifically determined according to actual needs and is not limited here.

[0058] In an alternative embodiment, sensors can be provided at the brake pedal position of the vehicle. These sensors can monitor the depression speed of the brake pedal in real time. When the driver depresses the brake pedal, the sensors can respond to the monitored depression speed of the brake pedal, convert the depression speed into an electrical signal, and transmit it to the vehicle's controller. In the controller, a first preset depression speed threshold and a second preset depression speed threshold can be preset. The setting of the first preset depression speed threshold and the second preset depression speed threshold can be determined based on the braking characteristics of the vehicle, road safety standards, driving habits, etc. The first preset depression speed threshold is relatively low and can be applicable to the situation when the driver lightly depresses the brake pedal. The second preset depression speed threshold can be set higher, corresponding to the judgment of medium to strong braking requirements. When the brake pedal depression speed is lower than the first preset depression speed threshold, the controller can set the auxiliary braking level to the first auxiliary braking level. The auxiliary braking at the first auxiliary braking level will participate with a relatively low braking response speed and can be used to assist in smooth deceleration and reduce the wear of the main braking system. When the brake pedal depression speed exceeds the first preset depression speed threshold but does not reach the second preset depression speed threshold, the auxiliary braking level can be set to the first auxiliary braking level. At this time, the auxiliary braking at the second auxiliary braking level can participate with a higher braking response speed. For example, the specific way in which the auxiliary braking system participates in braking can be adjusted. When the brake pedal depression speed is equal to or greater than the second preset depression speed threshold, that is, when the driver needs to take immediate emergency braking measures, the auxiliary braking level can be set to the first auxiliary braking level. At this time, the auxiliary braking at the second auxiliary braking level can participate with a higher braking response speed to ensure that the vehicle can achieve safe deceleration in a shorter time.

[0059] In the embodiment of the present invention, the auxiliary braking system at least includes: an engine and a retarder. The engine brakes the vehicle through the engine braking mode; based on the auxiliary braking level, the auxiliary braking system participates in braking the vehicle, including: in the case where the auxiliary braking level is the first auxiliary braking level, braking the vehicle through the retarder; in the case where the auxiliary braking level is the second auxiliary braking level, braking the vehicle through the engine and the retarder, wherein the requirement degree of the second auxiliary braking level for the braking response speed is greater than the requirement degree of the first auxiliary braking level for the braking response speed; in the case where the auxiliary braking level is the third auxiliary braking level, braking the vehicle through the engine, the retarder and the main braking system, wherein the requirement degree of the third auxiliary braking level for the braking response speed is greater than the requirement degree of the second auxiliary braking level for the braking response speed.

[0060] In an alternative embodiment, the hierarchical control of the auxiliary braking system can be designed based on the vehicle's demand for braking response speed, and different braking resources can be intelligently invoked according to the auxiliary braking level to achieve a more appropriate braking force distribution. The specific implementation process can be as follows: Sensors on the vehicle continuously monitor braking signals, which can include the speed of stepping on the brake pedal, etc., and then determine the appropriate auxiliary braking level, which can include the first auxiliary braking level, the second auxiliary braking level, and the third auxiliary braking level, etc. Here, the hierarchical data of the auxiliary braking level can be determined according to actual needs and is not limited here. When the system determines that the auxiliary braking level is at the first auxiliary braking level, it can be determined that the driver's demand for braking response speed is relatively low. At this time, only the retarder can be enabled for braking. The retarder consumes kinetic energy by increasing the friction of the axle, reducing the dependence on the main braking system, and can be applied to smooth deceleration or mild braking requirements, effectively reducing the wear of the brake pads and extending the service life of the main braking system. When the auxiliary braking level is at the second auxiliary braking level, engine braking and retarder braking can be invoked simultaneously. Engine braking absorbs part of the vehicle's kinetic energy by changing the working state of the engine, such as reversing or using the drag force, while the retarder can continue to provide braking force. This combined braking mode can provide a stronger braking response speed, meet the driver's response speed in the case of medium braking requirements, and further protect the main braking system from being overused by dispersing the braking force. When the auxiliary braking level is at the third auxiliary braking level, engine braking, retarder braking, and the main braking system can be invoked. The main braking system can respond immediately and work in coordination with the auxiliary braking system to provide a greater braking force and a shorter braking distance. The braking response speed requirement at the third auxiliary braking level is higher, which can ensure the safe stop of the vehicle in an emergency. At the same time, with the assistance of engine braking and the retarder, the heat load of the main braking system during emergency braking is reduced, avoiding performance degradation and safety hazards.

[0061] During the above process, based on the hierarchical braking strategy of the auxiliary braking level, various resources in the auxiliary braking system are intelligently invoked according to different driving conditions and braking requirements. For example, engine braking, retarder braking, and collaborative operation with the main braking system can improve the effective braking efficiency and safety. At the first auxiliary braking level, only the retarder participates in braking. The retarder generates braking force by increasing the reverse torque of the hub motor, which can be applied to scenarios of mild deceleration or stable vehicle speed, effectively avoiding unnecessary losses of the main braking system and extending its service life. The second auxiliary braking level introduces engine braking, which works in collaboration with the retarder, enhancing the braking force and improving the braking response speed. It is suitable for more urgent deceleration requirements. Engine braking not only provides additional braking force but also enables kinetic energy recovery, improving energy utilization efficiency. At the third auxiliary braking level, engine braking, retarder braking, and the main braking system intervene collaboratively to ensure that the vehicle can stop quickly and safely in case of emergency, thus improving driving safety. By preferentially using the auxiliary braking system for mild to moderate braking requirements, the usage frequency and intensity of the main braking system are significantly reduced, the wear of components such as brake pads and brake discs is decreased, and the safety risks caused by braking system failures are lowered. The hierarchical braking strategy can intelligently adjust the distribution of braking force according to the force and speed input by the driver, making the braking process smoother, reducing the impact caused by sudden braking, and enhancing driving comfort. The intelligent braking control enhances the vehicle's response ability to emergencies.

[0062] In an embodiment of the present invention, braking the vehicle by a retarder includes: determining the displacement of the vehicle's brake pedal based on a braking signal; controlling the braking torque of the retarder based on the displacement of the brake pedal to brake the vehicle.

[0063] In an alternative embodiment, sensors on the vehicle can be used to monitor the displacement of the brake pedal. When the driver presses the brake pedal, the sensors can detect the displacement change of the brake pedal and convert it into an electrical signal, which is transmitted to the vehicle's controller. After receiving the brake pedal displacement signal, the controller can analyze the driver's braking force requirement through the built-in algorithm module. Based on the magnitude of the brake pedal displacement, the controller calculates the target value of the corresponding retarder braking torque to ensure that the braking effect is consistent with the driver's braking intention. Then, according to the target value of the braking torque calculated by the controller, the motor or hydraulic system of the retarder makes corresponding adjustments to output precise braking force. The retarder achieves braking by increasing the wheel rotation resistance. The magnitude of the braking torque can affect the strength of the braking effect. At the first auxiliary braking level, the braking torque of the retarder can have a linear correspondence with the brake pedal displacement. As the pedal displacement increases, the braking torque of the retarder can also increase accordingly. This correspondence can ensure that the driver can intuitively control the deceleration force of the vehicle.

[0064] During the above process, the braking intention expressed by the driver through the pedal displacement can be accurately recognized by the vehicle and converted into the corresponding retarder braking torque, which can ensure the precise control of the braking process, enhance the vehicle's maneuverability. The linear correspondence of the retarder braking torque makes the braking process smoother, reduces the bumpiness caused by uneven braking force, and improves the ride comfort. Under mild braking requirements, the retarder can independently undertake the braking task, reduce the dependence on the main braking system, avoid the wear caused by frequent use of the main brake, extend the service life of the main braking system, and reduce the maintenance cost.

[0065] In the embodiment of the present invention, the vehicle is braked by the engine and the retarder, including: determining the displacement of the vehicle's brake pedal based on the braking signal; controlling the engine to be in a braking saturation state; and controlling the braking torque of the retarder based on the brake pedal displacement to brake the vehicle.

[0066] In an alternative embodiment, when the vehicle is in the second auxiliary braking level, the sensors equipped on the vehicle can continuously monitor the driver's operation of the brake pedal. When the braking signal is triggered, the displacement information of the brake pedal can be detected, and the brake pedal displacement can reflect the driver's demand for the braking force. The vehicle controller can adjust the engine to enter the braking saturation state. In this state, the engine stops outputting power and generates braking force by increasing the internal resistance, such as changing the valve timing or using the back-dragging force to absorb the vehicle's kinetic energy. The engine braking mode can provide a relatively large braking torque to ensure that the vehicle can decelerate quickly under medium braking requirements. While the engine braking is activated, the vehicle controller can calculate the braking torque that the retarder should provide according to the magnitude of the brake pedal displacement. The controller can send an instruction to the retarder to adjust the working state of the retarder to ensure that the braking torque of the retarder is coordinated with the braking effect of the engine and jointly acts on the vehicle deceleration. At the second auxiliary braking level, the engine can be in the braking saturation state, and the remaining braking requirements can be provided by the retarder. The braking torque of the retarder can have a linear correspondence with the brake pedal displacement, and as the pedal displacement increases, the braking torque of the retarder can also increase accordingly.

[0067] During the above process, by dynamically distributing the engine braking and retarder braking torques, the refined control of the braking force can be achieved, enabling the braking process to more precisely match the driver's operation intention, improving the predictability and safety of driving. At the second auxiliary braking level, the braking forces provided by the engine braking and the retarder can significantly reduce the usage frequency and intensity of the main braking system, thereby reducing the wear of the brake pads and brake discs, extending the service life of the main braking system, and reducing the maintenance cost.

[0068] In an embodiment of the present invention, the vehicle is braked by an engine, a retarder, and a main braking system, including: determining the displacement of the vehicle's brake pedal based on a braking signal; controlling the engine and the retarder to be in a braking saturation state; and controlling the braking torque of the main braking system based on the displacement of the brake pedal to brake the vehicle.

[0069] In an alternative embodiment, when the vehicle is in the third auxiliary braking level, that is, under a relatively urgent braking requirement, the vehicle's controller can control the engine to enter the braking saturation state, the engine no longer outputs power, and maximizes its braking torque by changing the internal working mode to provide additional power for vehicle deceleration. Synchronous with the engine braking, the retarder can also enter the braking saturation state and use the maximum braking torque of the retarder to participate in the vehicle's emergency braking. The retarder achieves this by increasing the wheel rotation resistance. In the third auxiliary braking level, the main braking system can also intervene in the braking process simultaneously. According to the displacement signal of the brake pedal, the controller calculates the braking torque that the main braking system should output to ensure sufficient braking force can be provided in an emergency and quickly shorten the vehicle's braking distance. The braking torque is distributed and increased among the engine braking, the retarder braking, and the main braking system to ensure the full utilization of braking resources. At the same time, considering the smoothness and vehicle stability during the braking process, the braking torque of the main braking system can increase linearly with the displacement of the brake pedal.

[0070] In the above process, when the vehicle is in the third auxiliary braking level, that is, under a relatively high-intensity braking requirement, the intervention of the engine braking and the retarder braking can reduce the working burden of the main braking system, avoid the increase in heat load caused by excessive use of brake pads and brake discs, and ensure the long-term stability and safety of the braking system. The engine braking and the retarder braking can recover kinetic energy during the braking process and convert it into electrical energy or other forms of energy, which can reduce energy consumption and improve energy utilization efficiency. By comprehensively adjusting the braking torques of different braking resources, the braking process can maintain high smoothness and stability. The combined braking control strategy at the third auxiliary braking level can significantly improve the safety and efficiency of emergency braking by making full use of the braking forces of the engine braking, the retarder braking, and the main braking system.

[0071] In an embodiment of the present invention, the method further includes: when the vehicle is in the auxiliary braking mode, in response to the activation of the vehicle's anti-lock braking system, exiting the auxiliary braking mode; and braking the vehicle through the main braking system.

[0072] In an alternative embodiment, in the vehicle's auxiliary braking mode, when the Anti-lock Braking System (ABS) detects potential signs of tire lock-up and is activated, the system can automatically switch to the control of the main braking system to ensure better road adhesion and braking performance. After the vehicle's controller receives the activation signal of the anti-lock braking, it can determine that the vehicle requires higher braking control precision to prevent tire lock-up. At this time, the controller can interrupt the auxiliary braking mode and convert the vehicle's braking method to braking based on the main braking system. After receiving the controller's instruction, the main braking system can independently control the braking force distribution of the vehicle. By adjusting the braking torque on each wheel, it ensures good contact between the tires and the ground and avoids slippage during braking, thus ensuring the stability and controllability of the vehicle. While the main braking system takes over, the anti-lock braking system can continuously monitor the wheel speed and prevent each wheel from entering the locked state by quickly adjusting the braking pressure, improving the braking effect of each wheel and ensuring that the vehicle can still maintain direction control and turning ability under emergency braking.

[0073] During the above process, in the emergency braking state where the anti-lock braking is activated, the controller can interrupt the auxiliary braking mode and convert the vehicle's braking method to braking based on the main braking system. The main braking system can more precisely control the braking force of each wheel, avoid tire lock-up, and improve the braking safety and stability of the vehicle on wet or uneven roads. The anti-lock braking system can ensure good steering ability and straight-line driving stability of the vehicle during braking by adjusting the braking force. Even in an emergency, the driver can better control the vehicle direction and improve the emergency avoidance ability. With the assistance of the anti-lock braking, the main braking system can make the most of the friction between the tires and the ground, avoid the friction loss caused by tire lock-up, thereby shortening the braking distance of the vehicle and improving the efficiency of emergency braking.

[0074] In the embodiment of the present invention, the method further includes: in response to the vehicle being in the auxiliary braking mode, displaying the auxiliary braking parameters of the vehicle on the display instrument for interaction between the vehicle and the vehicle driver, where the auxiliary braking parameters at least include one of the following: braking signal, retarder status parameter, engine status parameter, and main braking system status parameter.

[0075] In an alternative embodiment, in the vehicle's auxiliary braking mode, the auxiliary braking parameters can be displayed in real time on the instrument panel where the vehicle interacts with the driver, which can enhance the driver's perception of the vehicle's braking state and improve driving safety and efficiency. The vehicle's controller can collect various braking-related signals and parameters in real time, which can include but are not limited to braking signals, retarder state parameters such as braking torque, temperature, working status; engine state parameters such as rotational speed, load, braking mode; and main braking system state parameters such as brake pad thickness, liquid level, pressure, etc. These parameters are analyzed and converted in real time by the controller's data processing module to form a format that is easy to understand and display. The processed auxiliary braking parameters can be sent to the vehicle's instrument display system through the vehicle's network communication protocol, such as the Controller Area Network (CAN) bus. After receiving these data, the instrument system can convert these auxiliary braking parameters into visual information, such as numbers, icons, color coding, etc., for the driver to quickly interpret. The instrument display interface can design a dedicated auxiliary braking status indicator area according to the characteristics of the auxiliary braking mode, which can include a dynamic bar graph showing the intervention degree of the retarder and engine braking; or a digital display screen showing the specific braking torque value; it can also include warning lights or text prompts to inform the driver of the current auxiliary braking status and matters that need attention. The display instrument can update the display of the auxiliary braking parameters in real time according to the change of the auxiliary braking level. For example, in the third auxiliary braking level, the state parameters of engine braking and retarder braking will be highlighted to remind the driver of the emergency braking situation.

[0076] During the above process, the real-time display of the auxiliary braking parameters enables the driver to intuitively understand the operating state of the braking system, including the braking torque of the retarder, the intervention degree of engine braking, etc., which helps the driver evaluate the current braking efficiency and make more reasonable driving decisions. When the driver sees the high-load state of the retarder or engine braking, they can appropriately adjust the braking force or driving mode according to the situation, avoid unnecessary excessive braking, reduce the abnormal wear of the braking system, and also help to quickly identify the braking mode in an emergency and respond in a timely manner. The human-machine interface design on the display instrument not only provides the necessary feedback on the auxiliary braking state but also promotes the communication between the driver and the vehicle control system, enabling the driver to better understand the vehicle's auxiliary braking strategy.

[0077] The technical solution proposed in this application will be described below in combination with an optional embodiment. This application proposes a combined braking control method for vehicle auxiliary braking. The combined braking control method for vehicle auxiliary braking proposed in this application includes obtaining relevant signals such as vehicle speed signal, engine braking signal, retarder braking signal, braking pedal depression displacement signal, and braking pedal depression speed based on a controller. The controller judges the braking state of the vehicle, and when appropriate conditions are met, the controller allows the activation of the combined braking control method. The combined braking control method has a relatively high priority in the vehicle control. The vehicle controller obtains the depression speed of the braking pedal and makes a hierarchical fuzzy control judgment on the depression speed. The levels are divided into three levels: the first level, the second level, and the third level. The braking force distribution of the vehicle combined braking is different at different levels.

[0078] The controller can call the retarder braking and engine braking. The retarder braking called is 0%-100%, which can be in a proportional correspondence with the displacement size of the brake pedal; when the vehicle anti-lock braking system is activated, the combined braking control mode exits, and only the normal brake pedal braking control mode is turned on. The controller preferentially judges the vehicle speed. When the vehicle speed is lower than the set vehicle speed V0, where the set vehicle speed V0 is also the preset vehicle speed threshold, the normal brake pedal braking control mode is turned on. When the vehicle speed is greater than the set vehicle speed V0, the vehicle turns on the auxiliary braking combined control mode, that is, brakes the vehicle through the auxiliary braking mode. The vehicle controller obtains the depression speed of the braking pedal and judges the depression speed Vbx. When Vbx is less than the set value Vb1, where the set value Vb1 is also the first preset depression speed threshold, the system determines that the current is the first level in the combined braking control mode, that is, determines the auxiliary braking level as the first auxiliary braking level. When Vbx is greater than or equal to the set value Vb1 and less than Vb2, where Vb2 is also the second preset depression speed threshold, the system determines that the current is the second level in the combined braking control mode, that is, determines the auxiliary braking level as the second auxiliary braking level. When Vbx is greater than or equal to the set value Vb2, the system determines that the current is the third level in the combined braking control mode, that is, determines the auxiliary braking level as the first auxiliary braking level.

[0079] The first level in the combined braking control mode of vehicle auxiliary braking. The controller calls all retarder braking according to the brake pedal displacement signal. Different brake pedal displacement values correspond to different actual retarder braking torque percentages. The brake pedal displacement is linearly corresponding to the actual output braking torque of the retarder. The second level in the combined braking control mode of vehicle auxiliary braking. The controller can call retarder braking and engine braking to decelerate according to the brake pedal displacement signal. When the vehicle is in this mode, the engine braking is 100% involved, and the residual braking torque compensation is achieved through retarder braking. Different brake pedal displacement values correspond to different actual retarder braking torque percentages. The third level in the combined braking control mode of vehicle auxiliary braking, the controller calls retarder braking, engine braking, and main braking according to the brake pedal displacement signal to decelerate. The engine braking is 100% involved, the retarder braking is 100% involved, and the residual braking torque compensation is achieved through the main brake. The braking torque response mode of the main brake is the same as the normal brake pedal braking control mode, and the brake braking torque is output according to the feedback of the brake pedal stepping displacement value. When the vehicle enters the combined braking control mode, the controller sends the current different mode states to the vehicle instrument through the CAN bus for human-machine interaction prompts. Based on the above method, the use frequency and duration of the main brake can be reduced, the wear of the vehicle's brake system can be reduced, and thus the vehicle's operating costs can be reduced.

[0080] Figure 2 is a schematic diagram of an optional vehicle braking control process according to an embodiment of the present invention, such as Figure 2As shown, the braking control process starts. During the vehicle's driving, in response to receiving a braking signal, it is determined whether the current vehicle speed parameter VX is greater than a preset vehicle speed threshold V0. When the current vehicle speed parameter VX is greater than the preset vehicle speed threshold V0, the vehicle is braked through the main braking system. When the current vehicle speed parameter VX is less than or equal to the preset vehicle speed threshold V0, the vehicle is braked through the auxiliary braking mode. It is determined whether the braking pedal stepping speed Vbx is less than a first preset stepping speed threshold Vb1. When the braking pedal stepping speed Vbx is less than the first preset stepping speed threshold Vb1, the auxiliary braking level is determined as the first auxiliary braking level, and the braking torque of the retarder is controlled based on the braking pedal displacement to brake the vehicle. When the braking pedal stepping speed Vbx is greater than or equal to the first preset stepping speed threshold Vb1, it is determined whether the braking pedal stepping speed Vbx is less than a second preset stepping speed threshold Vb2. When the braking pedal stepping speed Vbx is less than the second preset stepping speed threshold Vb2, the auxiliary braking level is determined as the second auxiliary braking level, and the engine is controlled to be in a braking saturation state; the braking torque of the retarder is controlled based on the braking pedal displacement to brake the vehicle. When the braking pedal stepping speed Vbx is greater than or equal to the second preset stepping speed threshold Vb2, the auxiliary braking level is determined as the third auxiliary braking level, and the engine and the retarder are controlled to be in a braking saturation state; the braking torque of the main braking system is controlled based on the braking pedal displacement to brake the vehicle. The braking control process ends.

[0081] Figure 3 is a schematic diagram of an optional braking control based on a vehicle controller according to an embodiment of the present invention, as Figure 3 shown, the controller can obtain the current vehicle speed parameter, the braking pedal stepping speed, and the braking pedal displacement through the controller area network bus, and can control the braking of the retarder and the engine braking.

[0082] According to another aspect of the embodiments of the present invention, a braking control device for a vehicle is further provided, which is applied to a vehicle. The vehicle includes: a main braking system and an auxiliary braking system. The braking response speed of the main braking system for braking the vehicle is greater than that of the auxiliary braking system for braking the vehicle. The device can execute the braking control method of the vehicle in the above embodiments. The specific implementation method and the preferred application scenario are the same as those in the above embodiments and will not be elaborated here.

[0083] Figure 4 is a schematic diagram of a braking control device for a vehicle according to an embodiment of the present application, as Figure 4 shown, the device includes the following: a comparison module 402, a first braking module 404, and a second braking module 406.

[0084] Among them, the comparison module 402 is configured to compare the current vehicle speed parameter with a preset vehicle speed threshold during the vehicle's driving in response to receiving a braking signal, so as to obtain a target comparison result; the first braking module 404 is configured to brake the vehicle through the main braking system when the target comparison result is that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold; the second braking module 406 is configured to brake the vehicle through an auxiliary braking mode when the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, where the auxiliary braking mode is used to indicate that the auxiliary braking system participates in braking the vehicle.

[0085] Among them, the second braking module is further configured to determine the braking pedal stepping speed of the vehicle based on the braking signal; determine the auxiliary braking level for braking the vehicle through the auxiliary braking mode based on the braking pedal stepping speed; and participate in braking the vehicle through the auxiliary braking system based on the auxiliary braking level.

[0086] Among them, the second braking module is further configured to determine that the auxiliary braking level is the first auxiliary braking level when the braking pedal stepping speed is less than the first preset stepping speed threshold; determine that the auxiliary braking level is the second auxiliary braking level when the braking pedal stepping speed is greater than or equal to the first preset stepping speed threshold and less than the second preset stepping speed threshold, where the second preset stepping speed threshold is greater than the first preset stepping speed threshold, and the requirement for the braking response speed of the second auxiliary braking level is greater than that of the first auxiliary braking level; determine that the auxiliary braking level is the third auxiliary braking level when the braking pedal stepping speed is greater than or equal to the second preset stepping speed threshold, where the requirement for the braking response speed of the third auxiliary braking level is greater than that of the second auxiliary braking level.

[0087] Among them, the auxiliary braking system at least includes: an engine and a retarder, and the engine brakes the vehicle through an engine braking mode; among them, the second braking module is further configured to brake the vehicle through the retarder when the auxiliary braking level is the first auxiliary braking level; brake the vehicle through the engine and the retarder when the auxiliary braking level is the second auxiliary braking level, where the requirement for the braking response speed of the second auxiliary braking level is greater than that of the first auxiliary braking level; brake the vehicle through the engine, the retarder and the main braking system when the auxiliary braking level is the third auxiliary braking level, where the requirement for the braking response speed of the third auxiliary braking level is greater than that of the second auxiliary braking level.

[0088] Among them, the second braking module is further configured to determine the braking pedal displacement of the vehicle based on the braking signal; control the braking torque of the retarder based on the braking pedal displacement to brake the vehicle.

[0089] Wherein, the second braking module is further configured to determine the displacement of the vehicle's brake pedal based on a braking signal; control the engine to be in a braking saturation state; and control the braking torque of the retarder based on the brake pedal displacement to brake the vehicle.

[0090] Wherein, the second braking module is further configured to determine the displacement of the vehicle's brake pedal based on a braking signal; control the engine and the retarder to be in a braking saturation state; and control the braking torque of the main braking system based on the brake pedal displacement to brake the vehicle.

[0091] Wherein, the second braking module is further configured to, when the vehicle is in an auxiliary braking mode, exit the auxiliary braking mode in response to the activation of the vehicle's anti-lock braking system; and brake the vehicle through the main braking system.

[0092] The second braking module is further configured to, in response to the vehicle being in an auxiliary braking mode, display the auxiliary braking parameters of the vehicle on a display instrument for interacting with the vehicle driver, where the auxiliary braking parameters at least include one of the following: braking signal, retarder state parameter, engine state parameter, and main braking system state parameter.

[0093] An embodiment of the present application further provides an electronic device, including: a memory storing an executable program; a processor for running the program, wherein when the program runs, it executes the methods in various embodiments of the present invention.

[0094] The above-mentioned memory may refer to a device inside a computer for storing data and programs, and may include a memory, a hard disk, etc. Among them, the memory can be used for temporarily storing running programs and data, and the hard disk can be used for long-term storage of programs and data. The memory can be used to enable the computer to read and write data and execute programs; the above-mentioned processor can be responsible for executing instructions in the computer program and performing data processing, and can be responsible for controlling and executing various operations, including arithmetic operations, logical operations, data transmission, etc.

[0095] An embodiment of the present application further provides a vehicle, which includes the above-mentioned electronic device, a main braking system, and an auxiliary braking system, wherein the braking response speed of the main braking system for braking the vehicle is greater than the braking response speed of the auxiliary braking system for braking the vehicle.

[0096] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program runs, it controls the device where the computer-readable storage medium is located to execute the methods in various embodiments of the present invention.

[0097] The above computer storage medium may refer to a medium in a computer memory for storing certain discontinuous physical quantities. The main computer storage media include semiconductors, magnetic cores, magnetic drums, magnetic tapes, laser discs, etc.; the computer-readable storage medium includes stored programs, which can be a set of instructions that a computer can recognize and execute, running on an electronic computer, and is an information-based tool to meet certain human needs.

[0098] Embodiments of the present application further provide a computer program product, including a computer program, and when the computer program is executed by a processor, the methods in various embodiments of the present invention are implemented.

[0099] The above computer program product may refer to a software program that has been written, tested, and released, and can run on a computer or other devices. The computer program product may include application programs, operating systems, tool software, etc., and is used to implement specific functions or solve specific problems.

[0100] Embodiments of the present application further provide a computer program product, including a non-volatile computer-readable storage medium, where the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the methods in various embodiments of the present invention are implemented.

[0101] The above non-volatile computer-readable storage medium may refer to a medium for storing data. The non-volatile computer-readable storage medium can keep data from being lost when powered off and can be used to store data for long-term preservation, such as operating systems, application programs, and user files. The non-volatile storage medium may include hard disk drives, solid-state drives, optical discs, and flash storage devices, etc.

[0102] Embodiments of the present application further provide a computer program, and when the computer program is executed by a processor, the methods in the above various embodiments of the present invention are implemented.

[0103] The above computer program may refer to a set of instructions for telling a computer to perform specific tasks or operations. The computer program can be written by a programmer using a specific programming language and may include contents such as algorithms, data structures, logic, and control flows. The computer program can be used for various purposes, including application software, operating systems, etc.

[0104] In the above embodiments of the present invention, the descriptions of the various embodiments each have their own focuses. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0105] In several embodiments provided by the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of the units can be a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the couplings or direct couplings or communication connections shown or discussed with each other can be through some interfaces. The indirect couplings or communication connections of units or modules can be in electrical or other forms.

[0106] The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they can be located in one place or distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0107] In addition, in each embodiment of the present invention, the functional units can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

[0108] If the above-mentioned integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the methods described in each embodiment of the present invention. The foregoing storage medium includes: USB flash drives, read-only memories (ROMs), random access memories (RAMs), mobile hard disks, magnetic disks or optical discs and other various media that can store program codes.

[0109] The above is only the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can still be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A braking control method for a vehicle, characterized in that, The vehicle includes: a main braking system and an auxiliary braking system. The braking response speed of the main braking system for braking the vehicle is greater than that of the auxiliary braking system for braking the vehicle. The method includes: During the driving of the vehicle, in response to receiving a braking signal, comparing the current vehicle speed parameter of the vehicle with a preset vehicle speed threshold to obtain a target comparison result; When the target comparison result is that the current vehicle speed parameter is less than or equal to the preset vehicle speed threshold, braking the vehicle through the main braking system; When the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, braking the vehicle through an auxiliary braking mode, where the auxiliary braking mode is used to indicate that the auxiliary braking system participates in braking the vehicle.

2. The braking control method of a vehicle according to claim 1, characterized in that, When the target comparison result is that the current vehicle speed parameter is greater than the preset vehicle speed threshold, braking the vehicle through an auxiliary braking mode includes: Based on the braking signal, determining the braking pedal stepping speed of the vehicle; Based on the braking pedal stepping speed, determining an auxiliary braking level for braking the vehicle through the auxiliary braking mode; Based on the auxiliary braking level, the auxiliary braking system participates in braking the vehicle.

3. The braking control method for a vehicle according to claim 2, characterized in that, Based on the braking pedal stepping speed, determining an auxiliary braking level for braking the vehicle through the auxiliary braking mode includes: When the braking pedal stepping speed is less than a first preset stepping speed threshold, determining that the auxiliary braking level is a first auxiliary braking level; When the braking pedal stepping speed is greater than or equal to the first preset stepping speed threshold and less than a second preset stepping speed threshold, determining that the auxiliary braking level is a second auxiliary braking level, where the second preset stepping speed threshold is greater than the first preset stepping speed threshold, and the demand for braking response speed of the second auxiliary braking level is greater than that of the first auxiliary braking level; When the braking pedal stepping speed is greater than or equal to the second preset stepping speed threshold, determining that the auxiliary braking level is a third auxiliary braking level, where the demand for braking response speed of the third auxiliary braking level is greater than that of the second auxiliary braking level.

4. The braking control method of a vehicle according to claim 2, characterized in that, At least the following are included in the auxiliary braking system: an engine and a retarder. The engine brakes the vehicle through an engine braking mode. Based on the auxiliary braking level, the auxiliary braking system participates in braking the vehicle, including: When the auxiliary braking level is the first auxiliary braking level, braking the vehicle through the retarder; When the auxiliary braking level is the second auxiliary braking level, braking the vehicle through the engine and the retarder, where the demand for braking response speed of the second auxiliary braking level is greater than that of the first auxiliary braking level; When the auxiliary braking level is the third auxiliary braking level, the vehicle is braked by the engine, the retarder and the main braking system, wherein the demand for the braking response speed of the third auxiliary braking level is greater than that of the second auxiliary braking level.

5. The braking control method for a vehicle according to claim 4, characterized in that, Braking the vehicle by the retarder includes: Determining the displacement of the brake pedal of the vehicle based on the braking signal; Controlling the braking torque of the retarder based on the displacement of the brake pedal to brake the vehicle.

6. The braking control method of a vehicle according to claim 4, characterized in that, Braking the vehicle by the engine and the retarder includes: Determining the displacement of the brake pedal of the vehicle based on the braking signal; Controlling the engine to be in a braking saturation state; Controlling the braking torque of the retarder based on the displacement of the brake pedal to brake the vehicle.

7. The braking control method of a vehicle according to claim 4, wherein Braking the vehicle by the engine, the retarder and the main braking system includes: Determining the displacement of the brake pedal of the vehicle based on the braking signal; Controlling the engine and the retarder to be in a braking saturation state; Controlling the braking torque of the main braking system based on the displacement of the brake pedal to brake the vehicle.

8. The braking control method of a vehicle according to any one of claims 1 to 7, characterized in that, The method further includes: When the vehicle is in the auxiliary braking mode, in response to the activation of the anti-lock braking system of the vehicle, exiting the auxiliary braking mode; Braking the vehicle by the main braking system.

9. The braking control method of a vehicle according to any one of claims 1 to 7, characterized in that The method further includes: In response to the vehicle being in the auxiliary braking mode, displaying the auxiliary braking parameters of the vehicle on a display instrument for interacting with the vehicle driver, wherein the auxiliary braking parameters at least include one of the following: braking signal, retarder state parameter, engine state parameter, and main braking system state parameter.

10. An electronic device, characterized in that, Including: A memory storing an executable program; A processor for running the program, wherein when the program runs, it executes the vehicle braking control method according to any one of claims 1 to 9.

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