Braking method and related device and system

Abstract

The braking method is applied to a vehicle and comprises the steps that a threshold value of braking energy recovery torque is determined according to a driving mode of the vehicle; acquiring a braking request; according to the braking request, a braking energy recovery torque value is determined, and the braking energy recovery torque value is smaller than or equal to a threshold value; braking torque is output, the braking torque is determined based on the total energy recovery torque value, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the sliding energy recovery torque value. According to the braking method, due to the fact that the braking torque output when the motor conducts braking can be reduced through the threshold value of the braking energy recovery torque, the probability of wheel locking can be reduced, the probability of triggering the chassis function is reduced, and the experience of a driver is improved. The invention further discloses a braking device, a vehicle, a computer readable storage medium and a computer program product related to the braking method.

Description

Braking method and related device and system Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a braking method and related devices and systems. Background Art

[0002] Electric vehicles often have an energy recovery function. When braking or coasting, this function can recover the mechanical energy of the electric vehicle's movement and convert it into electrical energy for storage. The energy recovery in the motor generates reverse torque, which can be used to brake the electric vehicle.

[0003] The braking system of electric vehicles can achieve a braking effect by combining the energy recovery torque of the motor and the hydraulic braking torque. However, the current electric vehicle braking experience is not good when driving on rough roads.

[0004] Summary of the Invention

[0005] The present application provides a braking method and related devices and systems, which can reduce the probability of triggering chassis functions, thereby improving the driver's experience.

[0006] In a first aspect, the present application provides a braking method applied to a vehicle, the method comprising: determining a threshold value of a braking energy recovery torque according to a driving mode of the vehicle; obtaining a braking request; determining a braking energy recovery torque value according to the braking request, the braking energy recovery torque value being less than or equal to the threshold value; and outputting a braking torque, the braking torque being determined based on a total energy recovery torque value, the total energy recovery torque value being the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0007] In this embodiment, the regenerative braking torque refers to the torque applied to the motor due to regenerative braking, not the torque applied to coasting. In other words, the regenerative braking torque in this embodiment refers to the torque applied to the shaft of the motor in the vehicle after a braking request is received.

[0008] This embodiment does not limit the method for obtaining a braking request. For example, when the vehicle is manually driven, the braking request may be triggered by the driver stepping on the brake pedal. For another example, when the vehicle is autonomous, the braking request may be a braking request generated by the vehicle itself, such as a braking request generated by the vehicle through perception, planning, and decision-making.

[0009] In this embodiment, the threshold value of the braking energy recovery torque is used to limit the allowable value of braking energy recovery, wherein the allowable value of braking energy recovery refers to the value of the braking energy recovery torque determined based on the capabilities of the vehicle's battery and motor. The threshold value of the braking energy recovery torque is used to limit the allowable value of braking energy recovery, which can be understood as follows: when determining the value of the braking energy recovery torque (referred to as the braking energy recovery torque value), the determined braking energy recovery torque value, in addition to being required to be less than or equal to the allowable value of braking energy recovery, also needs to be less than or equal to the threshold value of the braking energy recovery torque. In other words, in this embodiment, the braking energy recovery torque value ultimately determined is less than or equal to the minimum value of the allowable value of braking energy recovery and the threshold value of braking energy recovery torque.

[0010] The response speed of electric braking is faster than that of hydraulic braking. Therefore, when the vehicle brakes, if the wheel is in a momentary state of being airborne, the friction acting on the wheel disappears, causing the wheel to lock and triggering the chassis function. However, if the technical solution of the present application is used, the threshold value of the braking energy recovery torque determined according to the vehicle's driving mode can be set to be less than the allowable braking energy recovery value before triggering the chassis function. In other words, the braking energy recovery torque value allocated to the motor is reduced and the hydraulic braking torque value allocated to the hydraulic device is increased. This reduces the probability of wheel locking, thereby reducing the probability of triggering the chassis function and improving the driver's experience.

[0011] In combination with the first aspect, in one possible implementation, determining the braking energy recovery torque value according to the braking request includes: determining an allowable braking energy recovery value, the allowable braking energy recovery value being less than or equal to a threshold value; determining the braking energy recovery torque value according to the braking request, the braking energy recovery torque value being less than or equal to the allowable braking energy recovery value.

[0012] That is, in this implementation, when the vehicle controller in the vehicle indicates the permissible braking energy regeneration value to the chassis controller, the indicated permissible braking energy regeneration value is less than or equal to the threshold braking energy regeneration torque. Accordingly, when the chassis controller determines the braking energy regeneration torque, the braking energy regeneration torque determined by the chassis controller is less than or equal to the permissible braking energy regeneration value.

[0013] In combination with the first aspect, in a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0014] Optionally, the threshold value corresponding to the first driving mode is the same as the threshold value corresponding to the second driving mode.

[0015] Optionally, the threshold value corresponding to the first driving mode is different from the threshold value corresponding to the second driving mode.

[0016] It should be noted that the driving modes can include more. For example, driving mode 1 is defined as a coasting energy recovery intensity greater than 0.17G, driving mode 2 is defined as a coasting energy recovery intensity greater than 0.12G but less than or equal to 0.17G, and driving mode 3 is defined as a coasting energy recovery intensity less than or equal to 0.12G.

[0017] In combination with the first aspect, in one possible implementation, the first driving mode is a mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0018] In combination with the first aspect, in a possible implementation, determining a threshold value of the braking energy recovery torque according to a driving mode of the vehicle includes: determining the threshold value according to a road surface condition and a driving mode.

[0019] Exemplarily, the road surface condition includes any one of the following: high adhesion road surface (adhesion coefficient greater than 0.7), medium adhesion road surface (adhesion coefficient greater than 0.4 and less than or equal to 0.7), low adhesion road surface (adhesion coefficient greater than 0.25 and less than or equal to 0.4), and extremely low adhesion road surface (adhesion coefficient less than or equal to 0.25).

[0020] In this implementation, when determining the threshold value of the braking energy recovery torque, the driving mode and the road condition are also taken into consideration, thereby improving the accuracy of the determined threshold value of the braking energy recovery torque.

[0021] In combination with the first aspect, in a possible implementation, when the vehicle is in an unstable state, the method further includes: adjusting the braking torque so that the output braking torque is within the range of a preset value and a total energy recovery torque value.

[0022] The instability state described herein refers to a state in which the chassis is instability but the chassis function has not yet been triggered. In this application, the vehicle being in an instability state is also referred to as the vehicle being in a chassis instability state.

[0023] Generally, the braking torque output by the motor includes not only the braking energy recovery torque but also the sliding energy recovery torque, wherein the value of the braking torque output by the motor is equal to the sum of the braking energy recovery torque value and the sliding energy recovery torque value (also called the sliding energy recovery torque value).

[0024] It should be noted that the preset value described herein is not fixed. For example, the preset value may be updated through an update. In this case, the preset value described herein refers to the value obtained after the update. For example, the vehicle may update the preset value through over-the-air (OTA) technology.

[0025] In this implementation, the motor's braking torque can be further reduced by adjusting the coasting regenerative torque. This reduces the vehicle's total braking torque (hydraulic braking torque + regenerative braking torque + coasting regenerative torque), further reducing the probability of wheel lock and, consequently, the likelihood of chassis function activation.

[0026] In combination with the first aspect, in a possible implementation, the method further includes: if the vehicle is still in the unstable state, lowering the preset value to obtain a lowered preset value; continuing to adjust the braking torque so that the output braking torque value is within the range of the lowered preset value and the total energy recovery torque value.

[0027] Specifically, in this implementation, if the vehicle is determined to be unstable, the preset value is lowered. This reduces the vehicle's total braking torque (hydraulic braking torque + regenerative braking torque + coasting regenerative torque) compared to its pre-set value, further reducing the probability of wheel lock and, consequently, the likelihood of chassis function activation.

[0028] In combination with the first aspect, in a possible implementation, the threshold value is zero, and the total energy recovery torque value is equal to the coasting energy recovery torque value.

[0029] In combination with the first aspect, in one possible implementation, the threshold value is greater than zero. After outputting the braking torque, the method further includes: if the vehicle is still in an unstable state, adjusting the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0030] For example, when the threshold value is adjusted, when the vehicle is in an unstable state, the first threshold value is updated to the second threshold value, and the second threshold value is used as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the last adjustment of the threshold value, and the second threshold value is smaller than the first threshold value.

[0031] In combination with the first aspect, in a possible implementation method, when the vehicle is out of the unstable state, the threshold value of the braking energy recovery torque is determined according to the driving mode of the vehicle, including: updating the first threshold value to a third threshold value, and using the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the last adjustment of the threshold value, and the third threshold value is greater than the first threshold value.

[0032] In a second aspect, the present application provides a braking method, which is applied to a motor controller, which is configured in a vehicle. The method includes: obtaining a total energy recovery torque value, which is the sum of a braking energy recovery torque value and a coasting energy recovery torque value; controlling the motor to output a braking torque, which is determined based on the total energy recovery torque value; and when the vehicle is in an unstable state, adjusting the braking torque so that the output braking torque is within the range of a preset value and the total energy recovery torque value.

[0033] In combination with the second aspect, in a possible implementation, the method further includes: if the vehicle is still in an unstable state, lowering the preset value to obtain a lowered preset value; adjusting the braking torque so that the output braking torque value is within the range of the lowered preset value and the total energy recovery torque value.

[0034] In a third aspect, the present application provides a braking method, which is applied to a vehicle controller, and the vehicle controller is configured in the vehicle. The method includes: determining a threshold value of the braking energy recovery torque according to the driving mode of the vehicle; obtaining a braking energy recovery torque value, the braking energy recovery torque value is determined based on a braking request, and the braking energy recovery torque value is less than or equal to the threshold value; indicating the total energy recovery torque value to the motor controller so that the motor controller controls the motor to output the braking torque, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0035] In combination with the third aspect, in one possible implementation, after determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle, the method also includes: indicating the braking energy recovery allowable value to the chassis controller of the vehicle, and the braking energy recovery allowable value is less than or equal to the threshold value; obtaining the braking energy recovery torque value, including: obtaining the braking energy recovery torque value from the chassis controller, and the braking energy recovery torque value is less than or equal to the braking energy recovery allowable value.

[0036] In combination with the third aspect, in a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0037] In combination with the third aspect, in one possible implementation, the first driving mode is a mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0038] In combination with the third aspect, in a possible implementation, determining a threshold value of the braking energy recovery torque according to a driving mode of the vehicle includes: determining the threshold value according to a road surface condition and a driving mode.

[0039] In combination with the third aspect, in one possible implementation, the threshold value is greater than zero. After indicating the total energy recovery torque value to the motor controller, the method also includes: if the vehicle is still in an unstable state, adjusting the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0040] In combination with the third aspect, in one possible implementation method, the threshold value of the braking energy recovery torque is determined according to the driving mode of the vehicle, including: when the vehicle is in the unstable state, the first threshold value is updated to the second threshold value, and the second threshold value is used as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the second threshold value is less than the first threshold value.

[0041] In combination with the third aspect, in one possible implementation, when the vehicle is out of an unstable state, the threshold value of the braking energy recovery torque is determined according to the driving mode of the vehicle, including: updating the first threshold value to a third threshold value, and using the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the third threshold value is greater than the first threshold value.

[0042] In a fourth aspect, the present application provides a braking device, which includes: a processing module for determining a threshold value of a braking energy recovery torque according to a driving mode of a vehicle; an acquisition module for obtaining a braking request; the processing module is also used to determine a braking energy recovery torque value according to the braking request, and the braking energy recovery torque value is less than or equal to the threshold value; the processing module is also used to output a braking torque, and the braking torque is determined based on a total energy recovery torque value, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0043] In combination with the fourth aspect, in one possible implementation, the processing module is also used to: determine the allowable value of braking energy recovery, which is less than or equal to the threshold value; determine the braking energy recovery torque value according to the braking request, which is less than or equal to the allowable value of braking energy recovery.

[0044] In combination with the fourth aspect, in a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0045] In combination with the fourth aspect, in one possible implementation, the first driving mode is a driving mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a driving mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0046] In conjunction with the fourth aspect, in a possible implementation, the processing module is further used to: determine a threshold value according to a road surface condition and a driving mode.

[0047] In combination with the fourth aspect, in one possible implementation, when the vehicle is in an unstable state, the processing module is further used to: adjust the braking torque so that the output braking torque is within the range of a preset value and a total energy recovery torque value.

[0048] In combination with the fourth aspect, in one possible implementation, the processing module is also used to: if the vehicle is still in an unstable state, reduce the preset value to obtain a reduced preset value; adjust the braking torque so that the output braking torque value is within the range of the reduced preset value and the total energy recovery torque value.

[0049] In combination with the fourth aspect, in a possible implementation, the threshold value is zero, and the total energy recovery torque value is equal to the coasting energy recovery torque value.

[0050] In combination with the fourth aspect, in one possible implementation method, the threshold value is greater than zero, and after the output braking torque, the processing module is also used to: when the vehicle is in an unstable state, adjust the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0051] In combination with the fourth aspect, in a possible implementation method, the processing module is also used to: when the vehicle is in an unstable state, update the first threshold value to a second threshold value, and use the second threshold value as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the last adjustment of the threshold value, and the second threshold value is less than the first threshold value.

[0052] In combination with the fourth aspect, in a possible implementation method, when the vehicle is out of the unstable state, the processing module is also used to: when the vehicle is out of the unstable state, update the first threshold value to a third threshold value, and use the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the third threshold value is greater than the first threshold value.

[0053] In a fifth aspect, the present application provides a braking device, which is applied to a motor controller, which is configured in a vehicle. The device includes: an acquisition module, which is used to obtain the total energy recovery torque value, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value; a processing module, which is used to control the motor output braking torque, and the braking torque is determined based on the total energy recovery torque value; the processing module is also used to adjust the braking torque when the vehicle is in an unstable state, so that the output braking torque is within the range of a preset value and the total energy recovery torque value.

[0054] In combination with the fifth aspect, in one possible implementation, the processing module is also used to: if the vehicle is still in an unstable state, lower the preset value to obtain a lowered preset value; adjust the braking torque so that the output braking torque value is within the range of the lowered preset value and the total energy recovery torque value.

[0055] In a sixth aspect, the present application provides a braking device, which is applied to a vehicle controller, and the vehicle controller is configured in the vehicle. The device includes: a processing module, which is used to determine the threshold value of the braking energy recovery torque according to the driving mode of the vehicle; an acquisition module, which is used to obtain the braking energy recovery torque value, and the braking energy recovery torque value is determined based on the braking request, and the braking energy recovery torque value is less than or equal to the threshold value; the processing module is also used to indicate the total energy recovery torque value to the motor controller, so that the motor controller controls the motor to output the braking torque, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0056] In combination with the sixth aspect, in a possible implementation method, after determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle, the processing module is also used to: indicate the braking energy recovery allowable value to the chassis controller of the vehicle, and the braking energy recovery allowable value is less than or equal to the threshold value; the acquisition module is also used to: obtain the braking energy recovery torque value from the chassis controller, and the braking energy recovery torque value is less than or equal to the braking energy recovery allowable value.

[0057] In combination with the sixth aspect, in a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0058] In combination with the sixth aspect, in one possible implementation, the first driving mode is a mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0059] In combination with the sixth aspect, in a possible implementation, the processing module is further used to: determine the threshold value according to the road surface condition and the driving mode.

[0060] In combination with the sixth aspect, in one possible implementation, the threshold value is greater than zero. After indicating the total energy recovery torque value to the motor controller, the processing module is also used to: if the vehicle is still in an unstable state, adjust the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0061] In combination with the sixth aspect, in a possible implementation method, the processing module is also used to: when the vehicle is in an unstable state, update the first threshold value to a second threshold value, and use the second threshold value as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the last adjustment of the threshold value, and the second threshold value is smaller than the first threshold value.

[0062] In combination with the sixth aspect, in a possible implementation method, when the vehicle leaves the unstable state, the processing module is also used to: update the first threshold value to a third threshold value, and use the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the last adjustment of the threshold value, and the third threshold value is greater than the first threshold value.

[0063] In the seventh aspect, an embodiment of the present application provides a braking device, comprising: a memory, a processor and a communication interface; the memory is used to store program instructions; the processor is used to call the program instructions in the memory to execute the method described in the first aspect or the second aspect or the third aspect or any possible implementation thereof.

[0064] In an eighth aspect, the present application provides a vehicle comprising the braking device as described in the fourth aspect, the fifth aspect, the sixth aspect, or the seventh aspect.

[0065] In the ninth aspect, an embodiment of the present application provides a chip comprising at least one processor and a communication interface, wherein the communication interface and the at least one processor are interconnected through lines, and the at least one processor is used to run a computer program or instruction to perform a method as described in the first aspect, the second aspect, the third aspect, or any possible implementation thereof.

[0066] In a tenth aspect, the present application provides a computer-readable medium, which stores a program code for computer execution, wherein the program code includes instructions for executing the method described in the first aspect, the second aspect, the third aspect, or any possible implementation thereof.

[0067] In the eleventh aspect, the present application provides a computer program product, which includes computer program code. When the computer program code is run on a computer, the computer implements the method described in the first aspect, the second aspect, the third aspect, or any possible implementation thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] FIG1 is a schematic diagram of the architecture of a braking system provided by the present application;

[0069] FIG2 is a schematic diagram of an application scenario applicable to the braking control method provided in this application;

[0070] FIG3 is a schematic diagram of a process of a braking method provided by the present application;

[0071] FIG4 is a schematic diagram of the architecture of another braking system provided by the present application;

[0072] FIG5 is a schematic diagram of the process of another braking method provided by the present application;

[0073] FIG6 is a structural schematic diagram of a braking device provided by the present application;

[0074] FIG7 is a structural schematic diagram of another braking device provided in this application. DETAILED DESCRIPTION

[0075] To facilitate understanding, the terms involved in the embodiments of the present application are first explained.

[0076] 1. Vehicle Control Unit (VCU)

[0077] The VCU is the central control unit of new energy vehicles and the core of the control system. It collects motor and battery status, accelerator pedal signals, brake pedal signals, actuator and sensor signals, comprehensively analyzes and makes corresponding decisions based on the driver's intentions, and monitors the operation of underlying component controllers. It is responsible for normal vehicle operation, brake energy feedback, energy management of the vehicle engine and power battery, network management, fault diagnosis and handling, and vehicle status monitoring, ensuring the normal and stable operation of the vehicle with optimal power, high economy, and reliability.

[0078] 2. Braking energy recovery

[0079] When the driver steps on the brake pedal, the recovery system recovers the excess energy released by the vehicle during braking.

[0080] 3. Braking energy recovery torque

[0081] The torque applied to the motor shaft due to braking energy recovery is called braking energy recovery torque.

[0082] 4. Coasting energy recovery

[0083] The accelerator pedal and brake pedal are released and energy is recovered during the vehicle's coasting.

[0084] 5. Coasting energy recovery torque

[0085] The torque applied to the motor shaft due to coasting energy recovery is called coasting energy recovery torque.

[0086] 6. Allowable value of brake energy recovery

[0087] Due to low temperatures and other conditions, the battery's recharging capacity is limited. To prevent the battery from overcharging, the motor's recovery power must be limited. The VCU will determine the maximum value of the braking energy recovery torque based on the current battery and motor capabilities. This value can also be called the braking energy recovery torque limit value.

[0088] The technical solution in this application will be described below with reference to the accompanying drawings.

[0089] As a rapidly developing vehicle type, new energy vehicles have a direct impact on traffic safety. Braking is the process of forcibly slowing down or even stopping a moving vehicle according to the requirements of the driver or controller.

[0090] Figure 1 is a schematic diagram of the braking system architecture of a vehicle provided in this application. As shown in Figure 1 , the braking system 100 includes a brake pedal 101 , an electronic brake booster 102 , a first controller 103 , a hydraulic brake device 104 , a second controller 105 , and a third controller 106 .

[0091] In this application, description is made by taking the first controller 103 as the chassis controller 103 , the second controller 105 as the vehicle controller 105 , and the third controller 106 as the motor controller 106 as an example.

[0092] For the braking system 100 shown in FIG1 , the braking principle is as follows:

[0093] When the driver steps on the brake pedal 101 , the electronic brake booster 102 of the chassis is triggered to send a braking request to the chassis controller 103 .

[0094] When the chassis controller 103 receives a braking request, it determines the value of the hydraulic braking torque and the value of the braking energy recovery torque based on the allowable value of braking energy recovery previously sent by the vehicle controller, and indicates the determined value of the hydraulic braking torque to the hydraulic braking device 104 and the determined value of the braking energy recovery torque to the vehicle controller 105.

[0095] When the hydraulic braking device 104 receives the value of the hydraulic braking torque indicated by the chassis controller 103 , it performs hydraulic braking based on the value of the hydraulic braking torque.

[0096] For the vehicle controller 105, when receiving the value of the braking energy recovery torque indicated by the chassis controller 103, the value of the total energy recovery torque (also called the value of the total electric braking torque) is determined in combination with the calculated value of the sliding energy recovery torque, and the value of the total electric braking torque is indicated to the motor controller 106, wherein the value of the total electric braking torque is equal to the sum of the value of the braking energy recovery torque and the value of the sliding energy recovery torque.

[0097] When the motor controller 106 receives the value of the total electric braking torque indicated by the vehicle controller 105 , it controls the motor to output the electric braking torque based on the value of the total electric braking torque to perform motor braking.

[0098] It can be seen that for the braking system shown in Figure 1, when the vehicle is braking, the total braking torque applied to the wheels is the sum of the hydraulic braking torque, the braking energy recovery torque and the coasting energy recovery torque.

[0099] To put it another way, when a vehicle brakes, the total braking torque applied to the wheels can be composed of two components: total regenerative torque (also known as total electric braking torque) and hydraulic braking torque. The total regenerative torque (also known as total electric braking torque) comprises both braking regenerative torque and coasting regenerative torque.

[0100] When chassis controller 103 in Figure 1 determines the hydraulic braking torque and the regenerative braking torque based on the regenerative braking permissible value previously indicated by the vehicle controller, it generally adheres to the principle of optimal regenerative energy. Specifically, when determining the hydraulic braking torque and the regenerative braking torque based on the regenerative braking permissible value previously indicated by the vehicle controller, the regenerative braking torque is prioritized. For example, when the deceleration request is less than 0.3G, braking is permitted entirely by the motor.

[0101] Here, G represents the acceleration due to gravity, 1G = 9.80665 m / s². Therefore, 0.3G = 0.3*9.8 m / s² = 2.94 m / s².

[0102] However, current vehicles encounter the following problem during braking: When braking, the wheels may become momentarily airborne. For example, as shown in Figure 2, when the vehicle is braking over a rough road, the wheels may briefly become airborne. During this airborne state, the friction acting on the wheels disappears, and they are only subject to the total braking torque (the sum of the hydraulic braking torque, the braking energy recovery torque, and the coasting energy recovery torque). This can cause the wheels to lock, triggering vehicle chassis functions such as the antilock brake system (ABS) or vehicle stability systems such as dynamic traction control (DTC).

[0103] When the chassis function is triggered, the vehicle will exit the energy recovery function and directly clear the values ​​of the braking energy recovery torque and the coasting energy recovery torque to 0, so that the total braking torque acting on the wheels is reduced. However, this will cause the deceleration of the vehicle during braking to be inconsistent with the driver's needs, causing the driver to rush forward, thereby affecting the driver's experience. In addition, when the vehicle exits the energy recovery function, it takes a long time (for example, 30 seconds) to return to the state before exiting the energy recovery function. In this case, if the deceleration consistency is to be maintained, the driver is required to actively step on the brake pedal deeply. If the driver does not operate in time, it will affect the handling safety and may cause serious accidents such as skidding and rear-end collisions.

[0104] In view of this, the present application provides a braking method and related devices and systems to reduce the probability of triggering chassis functions, thereby improving the driver's experience.

[0105] The braking method provided by the present application is described below with reference to Figure 3. The braking method can be performed by a vehicle.

[0106] It should be noted that this embodiment does not limit the specific form of the vehicle. For example, it can be a pure electric vehicle, a hybrid vehicle, a public transportation vehicle, a car, a passenger vehicle, or an autonomous vehicle.

[0107] The method can be executed by a braking system in a vehicle, which includes a vehicle controller, a motor controller and a chassis controller.

[0108] As shown in FIG3 , the method includes S301 , S302 , S303 and S304 .

[0109] S301, determining a threshold value of the braking energy recovery torque according to the vehicle driving mode.

[0110] This step may be performed by a vehicle controller in the vehicle, for example, by the vehicle controller 105 in the braking system shown in FIG1 .

[0111] Vehicles powered by electric motors usually have energy recovery functions, including coasting energy recovery and braking energy recovery.

[0112] Coasting energy recovery refers to the vehicle recovering the energy generated during coasting when the brake pedal is released, while braking energy recovery refers to the vehicle recovering the energy generated during braking.

[0113] In this embodiment, the braking energy recovery torque refers to the torque applied to the motor due to the above-mentioned braking energy recovery, rather than the torque applied to the coasting energy recovery. In other words, the braking energy recovery torque in this embodiment refers to the torque applied to the shaft of the motor in the vehicle after receiving a braking request. In the case of human driving, the braking energy recovery torque in this embodiment refers to the torque applied to the shaft of the motor in the vehicle after the driver steps on the brake pedal.

[0114] In this embodiment, the vehicle controller determines the threshold value of the braking energy recovery torque according to the vehicle's driving mode.

[0115] Specifically, the regenerative braking torque threshold is used to limit the permissible regenerative braking torque. The permissible regenerative braking torque is the regenerative braking torque value determined by the vehicle controller based on the vehicle's battery and motor capabilities. For details on how to determine the regenerative braking torque value based on the vehicle's battery and motor capabilities, please refer to the relevant literature and will not be further elaborated here.

[0116] The use of the regenerative braking torque threshold to limit the regenerative braking allowable value can be understood as follows: when determining the regenerative braking torque value based on the regenerative braking allowable value, the determined regenerative braking torque value must not only be less than or equal to the regenerative braking allowable value but also be less than or equal to the regenerative braking torque threshold value. In other words, in this embodiment, the ultimately determined regenerative braking torque value is less than or equal to the minimum of the regenerative braking allowable value and the regenerative braking torque threshold value.

[0117] In this embodiment, for the convenience of description, the value of the braking energy recovery torque is also referred to as the braking energy recovery torque value.

[0118] For example, if the threshold value of the braking energy recovery torque determined according to the vehicle's driving mode is 10 Newtons / meters, and the allowable value of braking energy recovery is 20 Newtons / meters, then the braking energy recovery torque value cannot be greater than 10 Newtons / meters.

[0119] For example, if the regenerative braking torque threshold, determined based on the vehicle's driving mode, is 0 N / m, and the permissible regenerative braking torque is 20 N / m, then the regenerative braking torque cannot be greater than 0 N / m. In other words, in this case, the total braking torque generated by the motor is considered to exclude regenerative braking torque.

[0120] For another example, if the braking energy recovery torque value determined according to the vehicle's driving mode is 20 Newtons / meters, and the allowable braking energy recovery value is 10 Newtons / meters, then the braking energy recovery torque value cannot be greater than 10 Newtons / meters.

[0121] It should be noted that this embodiment does not limit how the driving mode is defined.

[0122] For example, the vehicle controller may determine the driving mode according to the coasting energy recovery intensity during coasting energy recovery.

[0123] For example, the coasting energy recovery intensity greater than 0.17G is called driving mode 1, the coasting energy recovery intensity greater than 0.12G but less than or equal to 0.17G is called driving mode 2, and the coasting energy recovery intensity less than or equal to 0.12G is called driving mode 3.

[0124] The 0.17G, 0.12G, 10N / m, 10N / m, and 0N / m in the above examples are merely examples and may be replaced with other numbers, which do not constitute a limitation of the present application.

[0125] In addition, it is also noted here that driving mode 1, driving mode 2 and driving mode 3 in this example are also just example names. For example, driving mode 1 can also be called high energy recovery driving mode, driving mode 2 can be called medium energy recovery driving mode, and driving mode 3 can be called low energy recovery driving mode.

[0126] Optionally, the driving mode in this embodiment includes a first driving mode and a second driving mode, wherein the first driving mode is a driving mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a driving mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0127] It should be noted that this embodiment does not limit how the vehicle controller determines the threshold value of the braking energy recovery torque according to the vehicle driving mode.

[0128] In a first embodiment, a first mapping relationship between driving modes and a threshold value for the regenerative braking torque may be established. Optionally, different driving modes correspond to different threshold values. Then, when the vehicle brakes, the vehicle controller may determine the current driving mode and use the threshold value corresponding to the current driving mode in the first mapping relationship as the threshold value for the regenerative braking torque described in this step.

[0129] In a second embodiment, a second mapping relationship between driving modes and an allowable coefficient for the allowable value of regenerative braking can be set. Then, when the vehicle brakes, the vehicle controller, after determining the current driving mode, uses the product of the allowable coefficient corresponding to the current driving mode in the second mapping relationship and the allowable value of regenerative braking as the threshold value for the regenerative braking torque described in this step.

[0130] Optionally, when determining the threshold value for the regenerative braking torque, the vehicle controller considers not only the driving mode but also the road conditions during the vehicle's travel. That is, the vehicle controller determining the threshold value for the regenerative braking torque based on the vehicle's driving mode includes determining the threshold value for the regenerative braking torque based on the vehicle's driving mode and the road conditions during the vehicle's travel. It should be noted that the road conditions described herein are merely exemplary and may be replaced by other influencing factors.

[0131] Optionally, when determining the threshold value of the regenerative braking torque based on the vehicle's driving mode and the road surface condition during travel, in a first embodiment, a third mapping relationship may be established between the driving mode, the road surface condition during travel, and the threshold value of the regenerative braking torque. Then, when the vehicle brakes, the vehicle controller may determine the current driving mode and the road surface condition during travel and use the threshold value corresponding to the current driving mode and the road surface condition in the third mapping relationship as the threshold value of the regenerative braking torque in this step.

[0132] Optionally, when determining the threshold value of the regenerative braking torque based on the vehicle's driving mode and the road conditions during travel, in a second embodiment, a fourth mapping relationship may be provided between the driving mode, the road conditions during travel, and an allowable coefficient for the allowable value of regenerative braking capacity. Then, when the vehicle brakes, the vehicle controller, after determining the current driving mode and road conditions during travel, may use the product of the allowable coefficient corresponding to the current driving mode and road conditions in the fourth mapping relationship and the allowable value of regenerative braking capacity as the threshold value of the regenerative braking torque described in this step.

[0133] As an example, assuming the driving modes are Driving Mode 1, Driving Mode 2, and Driving Mode 3, and the roadside conditions are High Adhesion Road (adhesion coefficient greater than 0.7), Medium Adhesion Road (adhesion coefficient greater than 0.4 and less than or equal to 0.7), Low Adhesion Road (adhesion coefficient greater than 0.25 and less than or equal to 0.4), and Very Low Adhesion Road (adhesion coefficient less than or equal to 0.25), the mapping relationship between driving modes, road conditions, and allowable coefficients is shown in Table 1.

[0134] Table 1

[0135] At this time, if the vehicle controller determines that the current driving mode is driving mode 1 and the road condition is a low-adhesion road, it can first determine the corresponding allowable value as 0 based on Table 1, and then use 0*the default braking capacity recovery allowable value as the threshold value of the braking energy recovery torque described in this step.

[0136] S302: Obtain a braking request.

[0137] This step may be performed by a chassis controller in the vehicle.

[0138] It should be noted that this embodiment does not limit the source of the vehicle braking request.

[0139] For example, when the vehicle is manually driven, the braking request may be a braking request generated after the driver steps on the brake pedal. In this embodiment, the generated braking request is also referred to as a triggered braking request.

[0140] For example, when the vehicle is in autonomous driving mode, the braking request is a request generated by the vehicle itself. This braking request is likely generated by the vehicle through perception, planning, and decision-making. For example, if the vehicle determines based on collected information that the traffic light at the intersection ahead is red and the vehicle is traveling too fast, requiring braking, the vehicle will generate a braking request.

[0141] S303: Determine a braking energy recovery torque value according to the braking request, and the braking energy recovery torque value is less than or equal to a threshold value.

[0142] This step may be performed by a chassis controller.

[0143] Typically, when a vehicle receives a braking request, the chassis controller determines the value of the hydraulic braking torque assigned to the hydraulic brake device and the value of the braking energy recovery torque assigned to the motor based on the braking request, so that the hydraulic brake device performs hydraulic braking and / or the motor performs motor braking.

[0144] In this embodiment, for the convenience of description, the value of the hydraulic braking torque is also referred to as the hydraulic braking torque value.

[0145] In this embodiment, when the chassis controller allocates the hydraulic braking torque value and the braking energy recovery torque value to the motor, the allocated braking energy recovery torque value, as described in S501, needs to meet the minimum value of less than or equal to the threshold value of the braking energy recovery torque and the braking energy recovery allowable value.

[0146] It should be noted that this embodiment does not limit how the chassis controller specifically distributes the braking energy recovery torque value.

[0147] In one implementation, after determining the allowable value for braking energy recovery and the threshold value for braking energy recovery, the vehicle controller indicates the allowable value for braking energy recovery and the threshold value for braking energy recovery to the chassis controller respectively. Then, when determining the braking energy recovery torque, the chassis controller ensures that the determined braking energy recovery torque is less than or equal to the minimum value between the threshold value for braking energy recovery torque and the allowable value for braking energy recovery.

[0148] For example, after receiving a braking request, the chassis controller analyzes that the sum of the hydraulic braking torque value and the motor braking energy recovery torque value is 100, and the vehicle controller indicates to it that the threshold value of the braking energy recovery torque is 20 and the allowable value of braking energy recovery is 15. At this time, the chassis controller first determines that 15 is the minimum value, and then makes the braking energy recovery torque value allocated to the motor less than or equal to 15.

[0149] In another implementation scheme, the vehicle controller also considers the threshold value of the braking energy recovery torque when determining the braking energy recovery allowable value, that is, the vehicle controller determines the braking energy recovery allowable value based on the battery, motor and braking energy recovery torque threshold value, wherein the determined braking energy recovery allowable value is less than or equal to the threshold value of the braking energy recovery torque; then, the vehicle controller only indicates the braking energy recovery allowable value to the chassis controller. In this second implementation scheme, the braking energy recovery allowable value has already been limited by the braking energy recovery torque threshold value, but this step is completed by the vehicle controller. Accordingly, after receiving the braking energy recovery allowable value indicated by the vehicle controller, the chassis controller allows the braking energy recovery torque value allocated to the motor to be less than or equal to the braking energy recovery allowable value.

[0150] For example, upon receiving a braking request, the sum of the hydraulic braking torque and the motor's regenerative braking torque is parsed to be 100. The vehicle controller determines the regenerative braking torque threshold is 0 and the regenerative braking allowable value is 15. It then instructs the chassis controller to set the regenerative braking allowable value to 0. The chassis controller then sets the regenerative braking torque allocated to the motor to less than or equal to 0. In this example, the entire 100 is allocated to the hydraulic brake. Furthermore, assuming the slip regenerative braking torque is 0, the vehicle's braking is solely hydraulic, with no motor braking.

[0151] S304: Output braking torque. The braking torque is determined based on the total energy recovery torque value. The total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0152] This step may be performed by a motor controller and motor in the vehicle.

[0153] In this step, the motor controller controls the braking torque output by the motor, and this braking torque is also called electric braking torque.

[0154] Typically, after the chassis controller determines the braking energy recovery torque value, it will indicate the braking energy recovery torque value to the vehicle controller, and then the vehicle controller will determine the value of the total energy recovery torque in combination with the calculated coasting energy recovery torque value (for example, calculated based on "PedalMAP") and indicate the value of the total energy recovery torque to the motor controller, wherein the value of the total energy recovery torque is equal to the sum of the braking energy recovery torque value and the coasting energy recovery torque value. Accordingly, when the motor controller receives the value of the total energy recovery torque indicated by the vehicle controller, it will control the motor to output the braking torque. The value of the braking torque output by the motor is equal to the total energy recovery torque value.

[0155] For the convenience of description, in this embodiment, the value of the coasting energy recovery torque is also referred to as the coasting energy recovery torque value, and the value of the total energy recovery torque is also referred to as the total energy recovery torque value.

[0156] Optionally, when the threshold value of the braking energy recovery torque determined according to the driving mode of the vehicle is 0, the total energy recovery torque value at this time is equal to the coasting energy recovery torque value.

[0157] It can be seen that in the braking method provided in this embodiment, when the vehicle brakes, the vehicle controller in the vehicle determines the braking energy recovery torque value allocated to the motor. In addition to being less than or equal to the braking energy recovery allowable value, the braking energy recovery torque value allocated to the motor must also be less than or equal to the braking energy recovery torque threshold value. In other words, in this embodiment, the braking energy recovery torque value allocated to the motor is less than or equal to the minimum of the braking energy recovery allowable value and the braking energy recovery torque threshold value.

[0158] The response speed of electric braking is faster than that of hydraulic braking. Therefore, when the vehicle brakes, if the wheel is in a momentary state of being airborne, the friction acting on the wheel disappears, causing the wheel to lock and triggering the chassis function. However, if the technical solution of the present application is used, the threshold value of the braking energy recovery torque determined according to the vehicle's driving mode can be set to be less than the allowable braking energy recovery value before triggering the chassis function. In other words, the braking energy recovery torque value allocated to the motor is reduced and the hydraulic braking torque value allocated to the hydraulic device is increased. This reduces the probability of wheel locking, thereby reducing the probability of triggering the chassis function and improving the driver's experience.

[0159] As described in the above embodiment, the braking torque output by the motor includes not only the braking energy recovery torque but also the sliding energy recovery torque, wherein the value of the braking torque output by the motor is equal to the sum of the braking energy recovery torque value and the sliding energy recovery torque value.

[0160] Therefore, as an optional embodiment, after the vehicle outputs braking torque through the braking method described in Figure 3, if the vehicle is still in an unstable state, the braking torque output by the motor can also be adjusted so that the output braking torque is within the range of the preset value and the total energy recovery torque value.

[0161] It should be noted that the unstable state described in this application refers to the instability before the chassis function is triggered. Alternatively, the unstable state of the vehicle can be understood as the instability before the chassis function is triggered.

[0162] Optionally, when the motor controller adjusts the braking torque output by the motor so that the output braking torque is within the range of a preset value and a total energy recovery torque value, it may adjust the braking torque output by the motor within a preset time length so that the output braking torque is within the range of a preset value and a total energy recovery torque value.

[0163] For example, if the preset value is 20, and the braking torque value received by the motor controller is 70, and the braking torque is entirely derived from coasting energy regeneration (the braking energy regeneration torque threshold is 0), then if it is determined that the vehicle is in an unstable state, the motor controller can control the braking torque value output by the motor to be within the range of [20, 70].

[0164] That is, in this embodiment, the motor controller can further reduce the braking torque output by the motor by adjusting (or temporarily adjusting) the coasting energy regeneration torque output by the motor. In this way, the vehicle's total braking torque (hydraulic braking torque + brake energy regeneration torque + coasting energy regeneration torque) is also reduced, thereby further reducing the probability of wheel locking and, consequently, the probability of triggering chassis functions.

[0165] It should be noted that the above-mentioned preset value and braking torque value of 70 are only an example and can be replaced with other numbers, which does not constitute a limitation of this application.

[0166] Optionally, after adjusting the braking torque output by the motor, the method of the present application may further include: if the vehicle is still in an unstable state, lowering the preset value to obtain a lowered preset value; adjusting the braking torque so that the value of the output braking torque is within the range of the lowered preset value and the total energy recovery torque value.

[0167] For example, let's assume the preset value is 20, the braking torque received by the motor controller is 70, and this braking torque comes entirely from coasting energy regeneration (the braking energy regeneration torque threshold is 0). If the vehicle remains unstable after the adjustment, the motor controller can reduce the value from 20 to 10. The motor controller can then control the motor's output braking torque to be within the range [10, 70] for the preset duration.

[0168] Specifically, in this embodiment, while the vehicle is still unstable, the motor controller further reduces the braking torque output by the motor by lowering the preset value. This reduces the vehicle's total braking torque (hydraulic braking torque + regenerative braking torque + coasting regenerative torque) compared to the pre-set value. This further reduces the probability of wheel lock and, consequently, the likelihood of chassis function activation.

[0169] Alternatively, the braking torque output by the motor may be adjusted when the threshold value of the braking energy recovery torque is 0. In other words, when the threshold value of the braking energy recovery torque is 0, the braking torque output by the motor may be adjusted by temporarily adjusting the value of the recovery torque.

[0170] When the threshold limit of the braking energy recovery torque is 0, the total energy recovery torque value is equal to the coasting energy recovery torque value.

[0171] It should be noted that this embodiment does not limit the method for determining instability. For example, instability can be determined based on the equivalent moment of inertia of the motor of the vehicle and / or the slip rate of the wheels of the vehicle.

[0172] If the equivalent moment of inertia of the motor exceeds a certain threshold, it is considered that the chassis is unstable (the vehicle is unstable).

[0173] 4 and 5 , a detailed embodiment of the braking method provided by the present application is described below.

[0174] 4 is a schematic diagram of a system architecture provided by the present application that can execute the braking method of the present application, and FIG. 5 is a schematic diagram of a braking method provided in combination with FIG. 4 .

[0175] As shown in FIG4 , the system architecture includes a brake pedal 401 , an electronic brake booster 402 , a chassis controller 403 , a vehicle controller 404 , a motor controller 405 and a hydraulic brake device 406 .

[0176] For example, the hydraulic brake device 405 may include a master brake cylinder, a left front wheel cylinder, a right rear wheel cylinder, a right front wheel cylinder, and a left rear wheel cylinder. The hydraulic brake device 405 can output a hydraulic braking torque and apply the hydraulic braking torque to the drive shaft of the vehicle.

[0177] The motor controller 405 may control the motor to output a motor torque and apply the motor torque to a drive shaft of the vehicle.

[0178] For the system architecture shown in FIG4 , the braking method of the present application includes:

[0179] S501: The vehicle controller determines a threshold value of the braking energy recovery torque based on the driving mode.

[0180] For example, in a high energy recovery driving mode, such as energy-saving mode or single-pedal mode, based on stability considerations, the threshold value of the braking energy recovery torque is directly set to 0 to limit the electric braking function and increase the proportion of hydraulic pressure in the braking torque.

[0181] For a detailed description of this part, reference may be made to the description of S301 in the embodiment shown in FIG. 3 .

[0182] S502: The vehicle controller determines a braking energy recovery allowable value based on a threshold value of the braking energy recovery torque and indicates it to the vehicle controller.

[0183] In this embodiment, the determined braking energy recovery allowable value is less than or equal to the threshold value of the braking energy recovery torque in S501.

[0184] For example, if the threshold value of the braking energy recovery torque is determined to be 0 in the high energy recovery driving mode, then the braking energy recovery allowable value indicated to the vehicle controller is 0.

[0185] S503: When the electronic brake booster detects that the driver has stepped on the brake pedal, it sends a braking request to the chassis controller based on the degree of opening and closing of the brake pedal and / or the piston pressure of the brake master cylinder.

[0186] S504: The chassis controller indicates the allocated hydraulic braking torque value to the hydraulic brake device and the allocated braking energy recovery torque value to the motor brake to the vehicle controller based on the braking energy recovery allowable value indicated by the vehicle controller.

[0187] The vehicle controller is instructed that the braking energy recovery torque value allocated to the motor braking is less than or equal to the braking energy recovery allowable value.

[0188] For example, when the regenerative braking torque threshold is determined to be 0 based on the driving mode, the chassis controller instructs the vehicle controller to set the regenerative braking torque value for the motor brake to 0. In other words, the chassis controller allocates the entire regenerative braking torque value derived from the brake pedal to the hydraulic brake system.

[0189] S505: The vehicle controller determines a total energy recovery torque value based on the braking energy recovery torque value indicated by the chassis controller.

[0190] The total energy recovery torque value is equal to the sum of the braking energy recovery torque value and the calculated coasting energy recovery torque.

[0191] For example, when the threshold value of the braking energy recovery torque is determined to be 0 based on the driving mode, the total energy recovery torque value is equal to the calculated coasting energy recovery torque value.

[0192] S506: The vehicle controller coordinates with the motor controller to make a short-term adjustment to the coasting energy recovery torque.

[0193] Optionally, during implementation, this step may be to make a short-term adjustment to the coasting energy recovery torque when the threshold value of the braking energy recovery torque is 0.

[0194] Among them, the description of how to perform short-term adjustment on the coasting energy recovery torque can be referred to the description in the aforementioned embodiment and will not be repeated here.

[0195] As can be seen, in this embodiment, the braking energy regeneration torque threshold can be used to reduce the proportion of braking energy regeneration torque and increase the proportion of hydraulic braking torque, thereby reducing the probability of triggering chassis functions. Furthermore, the proportion of coasting energy regeneration torque can be reduced by temporarily adjusting the coasting energy regeneration torque. Therefore, by reducing the proportion of braking energy regeneration torque, the total braking torque value (hydraulic braking torque value + braking energy regeneration torque value + coasting energy regeneration torque value) can be further reduced, further reducing the probability of triggering chassis functions.

[0196] The above is only performed once. Optionally, the method of the present application may further include:

[0197] S507: The vehicle controller and the motor controller implement closed-loop adjustment based on the feedback of the vehicle's driving status (used to determine whether instability occurs).

[0198] The closed-loop adjustment mentioned here specifically includes one or more of the following:

[0199] 1) When the previously determined threshold value of the braking energy recovery torque is greater than 0, if it is determined that the vehicle is still in an unstable state, the threshold value of the braking energy recovery torque is further adjusted, wherein each adjusted threshold value is used to adjust the total energy recovery torque value.

[0200] Exemplarily, in one adjustment method, if the vehicle is determined to be still in an unstable state, then determining the threshold value of the braking energy recovery torque based on the vehicle's driving mode includes: updating the first threshold value to a second threshold value; using the second threshold value as the threshold value of the braking energy recovery torque; wherein the first threshold value is the threshold value after the threshold value was last adjusted, and the second threshold value is less than the first threshold value.

[0201] For example, if the vehicle controller previously determined the regenerative braking torque threshold to be 40 and indicated this to the chassis controller, the chassis controller would then assign a hydraulic braking torque value of 60 to the hydraulic brake and a hydraulic braking torque value of 40 to the electric motor. At this point, if the vehicle controller determines that the vehicle is still showing signs of instability, it would continue to lower the threshold.

[0202] Through this adjustment method, the proportion of the hydraulic braking torque value can be further increased, thereby further reducing the probability of wheel locking, thereby further reducing the probability of triggering the chassis function.

[0203] 2) When the previously determined threshold value of the braking energy recovery torque is 0, if it is determined that the vehicle is still in an unstable state, the coasting energy recovery torque continues to be adjusted for a short period of time.

[0204] For example, if the vehicle controller previously determined the threshold values ​​of the braking energy recovery torque to be 0 and the coasting energy recovery torque to be 20, then if it is determined that the vehicle is still prone to instability, the vehicle controller will reduce 20 to 0.

[0205] Through this adjustment method, the total braking torque value (hydraulic braking torque value + braking energy recovery torque value + coasting energy recovery torque value) can be further reduced, thereby further reducing the probability of triggering the chassis function.

[0206] The above 1) and 2) can also be combined. That is, if after the adjustment, if it is determined that the vehicle is still in an unstable state, the threshold value can be adjusted, and the coasting energy recovery torque can also be temporarily adjusted.

[0207] Optionally, the method in the present application may further include: if the vehicle is out of an unstable state, for example, after the vehicle has been airborne, then determining the threshold value of the braking energy recovery torque based on the vehicle's driving mode includes: updating the first threshold value to a third threshold value; using the third threshold value as the threshold value of the braking energy recovery torque; wherein the first threshold value is the threshold value after the threshold value was last adjusted, and the third threshold value is less than the first threshold value.

[0208] For example, if the vehicle controller previously determined the regenerative braking torque threshold to be 20 and indicated this to the chassis controller, the chassis controller would then assign a hydraulic braking torque value of 80 to the hydraulic brake and a hydraulic braking torque value of 20 to the motor. If the vehicle then determines that the vehicle has escaped an unstable state, the vehicle controller would increase the regenerative braking torque threshold, for example, from 20 to 40.

[0209] In this way, the braking effect of the vehicle can be guaranteed without the vehicle becoming unstable.

[0210] Optionally, for the embodiment shown in FIG. 5 , when the chassis controller determines that the vehicle is unstable, it may also exit the braking energy recovery and convert it into hydraulic braking torque.

[0211] Optionally, after leaving the unstable state (for example, after passing through an unstable road surface), a hysteresis time of a certain length can be set to prevent driving inconsistency and discomfort caused by frequent and rapid adjustments in a short period of time.

[0212] Optionally, feedforward pre-aiming adjustment can be performed through fusion sensing technology. When it is detected that the vehicle is about to pass an unstable road ahead, electric braking energy recovery is completely prohibited and deceleration is achieved entirely by hydraulics, which can effectively improve braking stability.

[0213] Below, an example is described based on the braking method described in the embodiment of Figure 5: when the vehicle is driving, if the vehicle controller determines that the current driving mode is high energy recovery, then the vehicle controller determines the threshold value of the braking energy recovery torque to 0 and limits the allowable value of braking energy recovery to 0, and indicates 0 to the chassis controller; thereafter, when the vehicle brakes, the chassis controller allocates all the braking torque based on the brake pedal analysis to the hydraulic braking device to increase the proportion of hydraulic braking; in addition, after the vehicle controller indicates the calculated coasting energy recovery torque to the motor controller, the motor controller also quickly adjusts the value of the coasting energy recovery torque for a short time to reduce the braking torque output by the motor, thereby achieving the effect of reducing the total braking torque.

[0214] In this example, since the proportion of hydraulic braking is increased and the proportion of braking energy recovery torque is reduced, the probability of triggering the chassis function can be reduced; in addition, since the coasting energy recovery torque is also briefly adjusted to reduce the total braking torque, the probability of triggering the chassis function can be further reduced, thereby improving the driver's experience.

[0215] This example describes only one short-term adjustment. Multiple adjustments can also be performed by real-time detection of instability. This does not constitute a limitation of this application.

[0216] The above, in conjunction with Figures 3 to 5, illustrates the braking method provided by an embodiment of the present application. For example, Table 2 provides a comparison of the present application's approach of limiting the permissible value of regenerative braking without using a threshold value for regenerative braking torque, and using regenerative braking torque to limit the permissible value of regenerative braking.

[0217] Table 2

[0218] Table 2 shows that using the regenerative braking torque to limit the permissible regenerative braking value effectively reduces the probability of triggering the antilock brake system (ABS) and dynamic traction control (DTC) on speed bumps and mixed surfaces, lowers the standard deviation of longitudinal acceleration changes, and reduces electro-hydraulic conversion delay, thereby improving vehicle stability.

[0219] The braking device provided by the present application is described below with reference to FIG6 and FIG7 .

[0220] FIG6 is a schematic structural diagram of a braking device provided in an embodiment of the present application. As shown in FIG6 , the device 600 includes: an acquisition module 601 and a processing module 602 .

[0221] In a first embodiment, the braking device is applied to a vehicle.

[0222] The processing module 602 is used to determine the threshold value of the braking energy recovery torque according to the driving mode of the vehicle; the acquisition module 601 is used to obtain the braking request; the processing module 602 is also used to determine the braking energy recovery torque value according to the braking request, and the braking energy recovery torque value is less than or equal to the threshold value; the processing module 602 is also used to output the braking torque, and the braking torque is determined based on the total energy recovery torque value, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0223] In one possible implementation, the processing module 602 is further used to: determine a braking energy recovery allowable value, which is less than or equal to the threshold value; and determine a braking energy recovery torque value according to a braking request, which is less than or equal to the braking energy recovery allowable value.

[0224] In a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0225] In one possible implementation, the first driving mode is a driving mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a driving mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0226] In a possible implementation, the processing module 602 is further configured to determine a threshold value according to a road surface condition and a driving mode.

[0227] In a possible implementation, when the vehicle is in an unstable state, the processing module 602 is further configured to: adjust the braking torque so that the output braking torque is within a range between a preset value and a total energy recovery torque value.

[0228] In one possible implementation, the processing module 602 is also used to: if the vehicle is still in an unstable state, reduce the preset value to obtain a reduced preset value; adjust the braking torque so that the output braking torque value is within the range of the reduced preset value and the total energy recovery torque value.

[0229] In a possible implementation, the threshold value is zero, and the total energy recovery torque value is equal to the coasting energy recovery torque value.

[0230] In one possible implementation, the threshold value is greater than zero, and after the output braking torque, the processing module 602 is also used to: if the vehicle is still in the unstable state, adjust the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0231] In one possible implementation, the processing module 602 is also used to: when the vehicle is in an unstable state, update the first threshold value to a second threshold value, and use the second threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the second threshold value is less than the first threshold value.

[0232] In one possible implementation, when the vehicle exits the unstable state, the processing module 602 is also used to: update the first threshold value to a third threshold value, and use the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the third threshold value is greater than the first threshold value.

[0233] In a second embodiment, the device is specifically applied to a motor controller in a vehicle.

[0234] In this second embodiment, the acquisition module 601 is used to obtain the total energy recovery torque value, which is the sum of the braking energy recovery torque value and the coasting energy recovery torque value; the processing module 602 is used to control the motor output braking torque, which is determined based on the total energy recovery torque value; the processing module 602 is also used to adjust the braking torque when the vehicle is in an unstable state, so that the output braking torque is within the range of a preset value and the total energy recovery torque value.

[0235] In one possible implementation, after adjusting the braking torque, the processing module 602 is further used to: if the vehicle is still in a chassis instability state, reduce the preset value to obtain a reduced preset value; continue to adjust the braking torque so that the output braking torque value is within the range of the reduced preset value and the total energy recovery torque value.

[0236] In a third embodiment, the device is specifically applied to a vehicle controller in a vehicle.

[0237] In this second embodiment, the processing module 602 is used to determine the threshold value of the braking energy recovery torque according to the driving mode of the vehicle; the acquisition module 601 is used to obtain the braking energy recovery torque value, the braking energy recovery torque value is determined based on the braking request, and the braking energy recovery torque value is less than or equal to the threshold value; the processing module 602 is also used to indicate the total energy recovery torque value to the motor controller so that the motor controller controls the motor to output the braking torque, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

[0238] In one possible implementation, after determining the threshold value of the braking energy recovery torque based on the vehicle's driving mode, the processing module 602 is further used to: indicate the braking energy recovery allowable value to the vehicle's chassis controller, and the braking energy recovery allowable value is less than or equal to the threshold value; the acquisition module 601 is further used to: obtain the braking energy recovery torque value from the chassis controller, and the braking energy recovery torque value is less than or equal to the braking energy recovery allowable value.

[0239] In a possible implementation, the driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

[0240] In one possible implementation, the first driving mode is a mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

[0241] In a possible implementation, the processing module 602 is further configured to determine the threshold value according to a road surface condition and a driving mode.

[0242] In one possible implementation, the threshold value is greater than zero. After indicating the total energy recovery torque value to the motor controller, the processing module 602 is also used to: if the vehicle is still in an unstable state, adjust the threshold value until the vehicle is out of the unstable state; the threshold value after each adjustment is used to adjust the total energy recovery torque value.

[0243] In one possible implementation, the processing module 602 is also used to: when the vehicle is in an unstable state, update the first threshold value to a second threshold value, and use the second threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the second threshold value is smaller than the first threshold value.

[0244] In one possible implementation, when the vehicle exits the unstable state, the processing module 602 is further used to: update the first threshold value to a third threshold value, and use the third threshold value as the threshold value of the braking energy recovery torque, the first threshold value is the threshold value after the threshold value was last adjusted, and the third threshold value is greater than the first threshold value.

[0245] Figure 7 is a schematic structural diagram of a braking device provided in another embodiment of the present application. The device shown in Figure 7 can be used to execute the method described in any of the above embodiments.

[0246] As shown in Figure 7, the apparatus 700 of this embodiment includes a memory 701 and a processor 702. Optionally, the apparatus 700 further includes a communication interface 703 and a bus 704. The memory 701, the processor 702, and the communication interface 703 are connected to each other via the bus 704.

[0247] The memory 701 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 701 may store a program. When the program stored in the memory 701 is executed by the processor 702, the processor 702 is configured to perform each step of the method of Figures 3 to 5.

[0248] The processor 702 can be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits to execute relevant programs to implement the methods shown in Figures 3 to 5 of the present application.

[0249] The processor 702 may also be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the method of FIG3 to FIG5 of the embodiment of the present application may be completed by the hardware integrated logic circuit in the processor 702 or the software instruction.

[0250] The processor 702 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. The processor 702 may implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor or any conventional processor.

[0251] The steps of the method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 701, and the processor 702 reads the information in the memory 701 and, in combination with its hardware, completes the functions required to be performed by the units included in the device of the present application. For example, the various steps / functions of the embodiments shown in Figures 3 to 5 can be executed.

[0252] The communication interface 703 may use, but is not limited to, a transceiver or other transceiver device to implement communication between the apparatus 700 and other devices or a communication network.

[0253] The bus 704 may include a path for transmitting information between various components of the device 700 (eg, the memory 701 , the processor 702 , and the communication interface 703 ).

[0254] The device 700 shown in the embodiment of the present application may be an electronic device, or may be a chip configured in the electronic device.

[0255] The above embodiments can be implemented in whole or in part by software, hardware, firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer program are loaded or executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that contains one or more available media sets. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state drive.

[0256] The term "and / or" in this document simply describes a relationship between related objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. A and B can be singular or plural. Furthermore, the character " / " in this document generally indicates an "or" relationship between the related objects, but it can also indicate an "and / or" relationship. Please refer to the context for specific understanding.

[0257] In this application, "at least one" means one or more, and "plurality" means two or more. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or plural.

[0258] In various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0259] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0260] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0261] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as 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 mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0262] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0263] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0264] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk, or an optical disk.

Claims

1. A braking method, It is characterized in that Applied to a vehicle, the method comprises: Determining a threshold value of a braking energy recovery torque according to a driving mode of the vehicle; Get brake request; Determining a braking energy recovery torque value according to the braking request, wherein the braking energy recovery torque value is less than or equal to the threshold value; Output a braking torque, where the braking torque is determined based on a total energy recovery torque value, where the total energy recovery torque value is the sum of the braking energy recovery torque value and the gliding ability recovery torque value.

2. The method according to claim 1, It is characterized in that Determining the braking energy recovery torque value according to the braking request includes: Determining a braking energy recovery allowable value, wherein the braking energy recovery allowable value is less than or equal to the threshold value; The braking energy recovery torque value is determined according to the braking request, and the braking energy recovery torque value is less than or equal to the braking energy recovery allowable value.

3. The method according to claim 1 or 2, It is characterized in that The driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

4. The method according to claim 3, It is characterized in that The first driving mode is a driving mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a driving mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

5. The method according to any one of claims 1 to 4, It is characterized in that Determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: The threshold value is determined according to the road surface condition and the driving mode.

6. The method according to any one of claims 1 to 5, It is characterized in that When the vehicle is in an unstable state, the method further includes: The braking torque is adjusted so that the output braking torque is within the range of a preset value and the total energy recovery torque value.

7. The method according to claim 6, It is characterized in that The method further comprises: If the vehicle is still in the unstable state, reducing the preset value to obtain a reduced preset value; The braking torque is adjusted so that the value of the output braking torque is within the range of the reduced preset value and the total energy recovery torque value.

8. The method according to claim 6 or 7, It is characterized in that The threshold value is zero, and the total energy recovery torque value is equal to the coasting energy recovery torque value.

9. The method according to any one of claims 1 to 7, It is characterized in that The threshold value is greater than zero, and after the output braking torque, the method further includes: If the vehicle is still in an unstable state, the threshold value is adjusted until the vehicle is out of the unstable state; each adjusted threshold value is used to adjust the energy recovery total torque value.

10. The method according to claim 9, It is characterized in that Determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: When the vehicle is in the unstable state, the first threshold value is updated to the second threshold value, and the second threshold value is used as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the threshold value was adjusted last time, and the second threshold value is smaller than the first threshold value.

11. The method according to claim 10, It is characterized in that When the vehicle leaves the unstable state, determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: The first threshold value is updated to a third threshold value, and the third threshold value is used as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the threshold value is adjusted last time, and the third threshold value is greater than the first threshold value.

12. A braking method, It is characterized in that Applied to a motor controller, the motor controller is configured in a vehicle, the method comprises: Acquire a total energy recovery torque value, where the total energy recovery torque value is the sum of a braking energy recovery torque value and a coasting energy recovery torque value; Controlling the motor to output a braking torque, wherein the braking torque is determined based on the total energy recovery torque value; When the vehicle is in an unstable state, the braking torque is adjusted so that the output braking torque is within a range between a preset value and the total energy recovery torque value.

13. The method according to claim 12, It is characterized in that The method further comprises: If the vehicle is still in the unstable state, reducing the preset value to obtain a reduced preset value; The braking torque is adjusted so that the value of the output braking torque is within the range of the reduced preset value and the total energy recovery torque value.

14. A braking method, It is characterized in that Applied to a vehicle controller, the vehicle controller is configured in a vehicle, and the method comprises: Determining a threshold value of a braking energy recovery torque according to a driving mode of the vehicle; Acquire a braking energy recovery torque value, where the braking energy recovery torque value is determined based on a braking request, and the braking energy recovery torque value is less than or equal to the threshold value; The total energy recovery torque value is indicated to the motor controller so that the motor controller controls the motor to output a braking torque, and the total energy recovery torque value is the sum of the braking energy recovery torque value and the coasting energy recovery torque value.

15. The method of claim 14, It is characterized in that After determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle, the method further includes: indicating a braking energy recovery allowable value to a chassis controller of the vehicle, the braking energy recovery allowable value being less than or equal to the threshold value; The obtaining of the braking energy recovery torque value comprises: The braking energy recovery torque value is obtained from the chassis controller, and the braking energy recovery torque value is less than or equal to the braking energy recovery allowable value.

16. The method according to claim 14 or 15, It is characterized in that The driving mode includes a first driving mode and a second driving mode, and the threshold value includes a threshold value corresponding to the first driving mode and a threshold value corresponding to the second driving mode.

17. The method according to any one of claims 14 to 16, It is characterized in that The first driving mode is a mode in which the energy recovery intensity is greater than a first intensity threshold, and the second driving mode is a mode in which the energy recovery intensity is less than or equal to the first intensity threshold; the threshold value corresponding to the first driving mode is less than the threshold value corresponding to the second driving mode.

18. The method according to any one of claims 14 to 17, It is characterized in that Determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: The threshold value is determined according to the road surface condition and the driving mode.

19. The method according to any one of claims 14 to 18, It is characterized in that The threshold value is greater than zero, and after indicating the energy recovery total torque value to the motor controller, the method further includes: If the vehicle is still in an unstable state, the threshold value is adjusted until the vehicle is out of the unstable state; each adjusted threshold value is used to adjust the energy recovery total torque value.

20. The method of claim 19, It is characterized in that Determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: When the vehicle is in the unstable state, the first threshold value is updated to the second threshold value, and the second threshold value is used as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the threshold value was adjusted last time, and the second threshold value is smaller than the first threshold value.

21. The method of claim 20, It is characterized in that When the vehicle leaves the unstable state, determining the threshold value of the braking energy recovery torque according to the driving mode of the vehicle includes: The first threshold value is updated to a third threshold value, and the third threshold value is used as the threshold value of the braking energy recovery torque. The first threshold value is the threshold value after the threshold value is adjusted last time, and the third threshold value is greater than the first threshold value.

22. A braking device, It is characterized in that A method comprising a module for executing the method according to any one of claims 1 to 11, or a module for executing the method according to claim 12 or 13, or a module for executing the method according to any one of claims 14 to 21.

23. A braking device, It is characterized in that The invention comprises a processor coupled to a memory, wherein the memory is used to store instructions, and when the instructions are executed by the processor, the device executes the method according to any one of claims 1 to 11, or executes the method according to claim 12 or 13, or executes the method according to any one of claims 14 to 21.

24. A vehicle, It is characterized in that Comprising a braking device as claimed in claim 22 or 23.

25. A computer-readable storage medium having a computer program stored thereon, It is characterized in that When the computer program is executed, the method according to any one of claims 1 to 11 is executed, or the method according to claim 12 or 13 is executed, or the method according to any one of claims 14 to 21 is executed.

26. A computer program product, It is characterized in that The invention comprises a computer program which, when being executed, causes the method according to any one of claims 1 to 11 to be executed, or causes the method according to claim 12 or 13 to be executed, or causes the method according to any one of claims 14 to 21 to be executed.

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