Parking brake control method and device, vehicle control unit and storage medium

Abstract

The invention relates to a parking brake control method and device, a vehicle control unit and a storage medium. The method comprises the steps that in the parking braking process of a target vehicle, if a comfortable braking function flag bit of the target vehicle in the current parking braking period is in an activated state, a pre-stored first expected deceleration of the target vehicle is obtained; according to the first expected deceleration and the motor rotating speed of the target vehicle in the current parking braking period, second expected deceleration of the target vehicle in the current parking braking period is obtained; according to the first deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in the current parking braking period, the driving torque of the target vehicle in the current parking braking period is obtained; generating a parking brake instruction for the current parking brake period based on the driving torque; the parking braking instruction is used for controlling parking braking of the target vehicle in the current parking braking period. By adopting the method, the intelligent degree of the parking braking mode can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a parking brake control method, device, vehicle controller, storage medium, and computer program product. Background Art

[0002] With the development of vehicle control technology, in order to improve the comfort of parking braking, a technical solution has been provided for suppressing vehicle deceleration by using driving torque. When emergency braking is not required, the vehicle deceleration can be suppressed by outputting driving torque, thereby improving the comfort of the parking braking process.

[0003] However, if the driving torque is not set properly, the following problems may occur. For example, if the driving torque is too small, a comfortable parking braking experience may not be achieved. If the driving torque is too large, the vehicle may not be able to decelerate quickly enough, resulting in a longer braking distance or even failure to decelerate. Therefore, the current parking braking method is not smart enough. Summary of the Invention

[0004] Based on this, it is necessary to provide a parking brake control method, device, vehicle controller, computer-readable storage medium and computer program product that can improve the intelligence level of parking brake in order to address the above technical problems.

[0005] In a first aspect, the present application provides a parking brake control method, comprising:

[0006] During parking braking of a target vehicle, if a comfort braking function flag of the target vehicle is activated in a current parking braking cycle, obtaining a first expected deceleration pre-stored for the target vehicle; the first expected deceleration is obtained based on a historical parking behavior of the target vehicle;

[0007] acquiring a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and a motor speed of the target vehicle in the current parking brake cycle;

[0008] obtaining a driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second expected deceleration and an actual deceleration of the target vehicle in the current parking brake cycle;

[0009] A parking brake command for the current parking brake cycle is generated based on the driving torque; the parking brake command is used to control parking braking of the target vehicle in the current parking brake cycle.

[0010] In one embodiment, there are multiple first expected decelerations, corresponding to different numbers of parking braking processes; obtaining the second expected deceleration of the target vehicle in the current parking braking cycle based on the first expected deceleration and the motor speed of the target vehicle in the current parking braking cycle includes: obtaining the target deceleration corresponding to the motor speed in the current parking braking cycle, and taking the average of each first expected deceleration as the third expected deceleration; obtaining a pre-constructed first mapping relationship; the first mapping relationship stores the correspondence between the number of different expected decelerations, the fluctuation between the decelerations and the different deceleration fusion weights; wherein the deceleration fusion weight is positively correlated with the number of expected decelerations and negatively correlated with the fluctuation between the decelerations; obtaining the deceleration fusion weight corresponding to the number of the first expected decelerations and the fluctuation between the first expected decelerations from the first mapping relationship, and using the deceleration fusion weight to perform weighted fusion processing on the third expected deceleration and the target deceleration to obtain the second expected deceleration.

[0011] In one embodiment, obtaining the target deceleration corresponding to the motor speed in the current parking brake cycle includes: obtaining a pre-constructed second mapping relationship; the second mapping relationship stores the correspondence between different motor speeds and different target decelerations; wherein the motor speed is positively correlated with the magnitude of the target deceleration; and obtaining the target deceleration corresponding to the motor speed in the current parking brake cycle from the second mapping relationship.

[0012] In one embodiment, after generating the parking brake instruction for the current parking brake cycle based on the driving torque, the method further includes: after the target vehicle completes the parking brake process, obtaining the actual deceleration of the target vehicle during the parking brake process when the comfort braking function flag is in an activated state, as the actual deceleration of the parking brake process; when the deviation between the actual deceleration of the parking brake process and the third expected deceleration satisfies a preset deviation range, storing the actual deceleration of the parking brake process as the new first expected deceleration.

[0013] In one embodiment, the obtaining of the driving torque of the target vehicle in the current parking brake cycle based on a first deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in the current parking brake cycle includes: obtaining a second deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in a previous parking brake cycle; the previous parking brake cycle is a parking brake cycle previous to the current parking brake cycle; obtaining a deceleration difference change rate corresponding to the current parking brake cycle based on the first deceleration difference and the second deceleration difference; obtaining a pre-constructed third mapping relationship; the third mapping relationship stores a correspondence between different deceleration differences, deceleration difference change rates and different driving torques; the driving torque is negatively correlated with the deceleration difference and the deceleration difference change rate; and the driving torque that matches the first deceleration difference and the deceleration difference change rate in the third mapping relationship is used as the driving torque in the current parking brake cycle.

[0014] In one embodiment, before obtaining the preset first expected deceleration of the target vehicle, it also includes: if the comfort braking function flag of the target vehicle in the current parking brake cycle is in the exit state, obtaining the motor speed of the target vehicle in the current parking brake cycle, the brake pedal displacement of the target vehicle in the current parking brake cycle, and the vehicle slope of the target vehicle in the current parking brake cycle; when the motor speed is less than a preset first speed threshold, the brake pedal displacement is less than a preset pedal displacement threshold, and the vehicle slope is less than a preset slope threshold, setting the comfort braking function flag to an activated state.

[0015] In one embodiment, after generating the parking brake instruction for the current parking brake cycle based on the driving torque, the method further includes: after controlling the target vehicle to perform parking braking through the parking brake instruction, if the speed of the target vehicle drops to a preset speed value, obtaining a preset torque exit gradient; and reducing the driving torque according to the torque exit gradient until the output of the driving torque is canceled.

[0016] In one embodiment, after generating the parking brake instruction for the current parking brake cycle based on the driving torque, it also includes: obtaining the actual deceleration, motor speed and braking torque of the target vehicle after the parking brake is controlled by the parking brake instruction, and obtaining the parking brake duration of the target vehicle; when one of the following conditions is met: the actual deceleration after the parking brake is greater than a preset deceleration threshold, the motor speed after the parking brake is greater than a preset second speed threshold, the driving torque is greater than the braking torque, and the parking brake duration exceeds a preset parking duration threshold, the comfort braking function flag is set to the exit state.

[0017] In a second aspect, the present application further provides a parking brake control device, comprising:

[0018] a first deceleration acquisition module configured to acquire a first expected deceleration pre-stored for the target vehicle during parking braking of the target vehicle if a comfort braking function flag of the target vehicle in a current parking braking cycle is activated; the first expected deceleration is acquired based on a historical parking behavior of the target vehicle;

[0019] a second deceleration acquisition module, configured to acquire a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and a motor speed of the target vehicle in the current parking brake cycle;

[0020] a driving torque acquisition module, configured to acquire the driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second desired deceleration and an actual deceleration of the target vehicle in the current parking brake cycle;

[0021] A braking instruction generating module is configured to generate a parking braking instruction for the current parking braking cycle based on the driving torque; the parking braking instruction is configured to control parking braking of the target vehicle in the current parking braking cycle.

[0022] In a third aspect, the present application further provides a vehicle controller comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method described in any one of the embodiments of the first aspect when executing the computer program.

[0023] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0024] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0025] The above-mentioned parking brake control method, device, vehicle controller, storage medium and computer program product obtain a first expected deceleration pre-stored for the target vehicle if the comfort braking function flag of the target vehicle in the current parking brake cycle is in an activated state during the parking braking process of the target vehicle; the first expected deceleration is obtained based on the historical parking behavior of the target vehicle; based on the first expected deceleration and the motor speed of the target vehicle in the current parking brake cycle, a second expected deceleration of the target vehicle in the current parking brake cycle is obtained; based on a first deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in the current parking brake cycle, the driving torque of the target vehicle in the current parking brake cycle is obtained; and a parking brake instruction for the current parking brake cycle is generated based on the driving torque; the parking brake instruction is used to control the parking brake of the target vehicle in the current parking brake cycle. The present application can obtain a pre-stored first expected deceleration during the parking braking process of the target vehicle if the vehicle controller detects that the target vehicle is in a comfort braking function activated state within the current parking braking cycle. The first expected deceleration can be obtained based on the historical parking behavior of the target vehicle. Thereafter, the second expected deceleration can be obtained based on the first expected deceleration and the motor speed of the target vehicle within the current parking braking cycle. The driving torque can be obtained by combining the second expected deceleration and the actual deceleration within the current parking braking cycle, and the corresponding parking braking instruction is generated using the driving torque to control the parking braking of the current parking braking cycle. In this way, the historical parking behavior of the target vehicle is used to obtain the expected deceleration, and the driving torque is further controlled by the expected deceleration. Therefore, the parking braking problem caused by unreasonable driving torque setting can be avoided, thereby improving the intelligence of the parking braking method. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 1 is a flow chart of a parking brake control method according to an embodiment;

[0028] Figure 2 FIG. 1 is a flow chart of obtaining a second desired deceleration in one embodiment;

[0029] Figure 3 FIG1 is a schematic diagram of a process for obtaining driving torque in one embodiment;

[0030] Figure 4 Schematic diagram of a flow chart of a comfortable braking control method for a new energy vehicle according to an embodiment;

[0031] Figure 5 A schematic diagram of a comfortable braking control principle for a new energy vehicle in one embodiment;

[0032] Figure 6 A schematic diagram of the control principle of insufficient deceleration in one embodiment;

[0033] Figure 7 A schematic diagram of the control principle of accelerated motion in one embodiment;

[0034] Figure 8 A schematic diagram of the control principle of timeout deceleration in one embodiment;

[0035] Figure 9 is a structural block diagram of a parking brake control device in one embodiment;

[0036] Figure 10 This is a diagram of the internal structure of a vehicle controller in one embodiment. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0038] In one embodiment, Figure 1 As shown, a parking brake control method is provided. This embodiment uses the method applied to a vehicle controller as an example. In this embodiment, the method includes the following steps:

[0039] Step S101, during the parking braking process of the target vehicle, if the comfort braking function flag of the target vehicle in the current parking braking cycle is in an activated state, a first expected deceleration pre-stored by the target vehicle is obtained; the first expected deceleration is obtained based on the historical parking behavior of the target vehicle.

[0040] The target vehicle refers to the vehicle that is performing the parking braking process, and the comfort braking function flag refers to the function flag used to indicate whether the comfort braking function is activated. When the comfort braking function flag is in the activated state, it indicates that the target vehicle needs to start the comfort braking function, that is, it needs to suppress the vehicle deceleration by outputting the driving torque. If the comfort braking function flag is in the exit state, it indicates that the target vehicle does not need to start the comfort braking function at this time, that is, it does not suppress the vehicle deceleration by outputting the driving torque.

[0041] Furthermore, a parking brake process can consist of multiple braking cycles. The current parking brake cycle refers to any one of these cycles. If the comfort brake function flag is active within the current parking brake cycle, it indicates that the comfort brake function is required for the current parking brake cycle. The first expected deceleration refers to the driver's expected deceleration pre-stored in the vehicle controller. This expected deceleration can be obtained from the target vehicle's historical parking behavior. This deceleration can be collected when the target vehicle recognizes parking intent during historical driving.

[0042] Specifically, during the parking braking process of the target vehicle, the vehicle controller can first determine whether the comfort braking function flag of the target vehicle in the current parking braking cycle is set to the activated state. If so, it is necessary to first obtain the pre-stored first expected deceleration, which can be collected based on the historical parking behavior of the target vehicle.

[0043] Step S102 : acquiring a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and the motor speed of the target vehicle in the current parking brake cycle.

[0044] The second expected deceleration is the expected deceleration of the target vehicle during the current parking brake cycle, i.e., the expected deceleration value for the current parking brake cycle. This expected deceleration can be determined based on two factors: the pre-stored first expected deceleration and the motor speed during the current parking brake cycle. Specifically, after obtaining the first expected deceleration, the expected deceleration value for the current parking brake cycle can be calculated in combination with the motor speed during the current parking brake cycle, thereby obtaining the second expected deceleration for the current parking brake cycle.

[0045] Step S103 : acquiring the driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in the current parking brake cycle.

[0046] The actual deceleration refers to the actual deceleration of the target vehicle during the current parking brake cycle. This deceleration can be calculated based on the vehicle's real-time speed. The first deceleration difference refers to the difference between the second desired deceleration and the actual deceleration during the current parking brake cycle. Specifically, after calculating the second desired deceleration, the vehicle controller can further calculate the difference between the second desired deceleration and the target vehicle's actual deceleration during the current parking brake cycle to obtain the first deceleration difference. This first deceleration difference can then be used to determine the target vehicle's driving torque during the current parking brake cycle.

[0047] Step S104 : generating a parking brake instruction for the current parking brake cycle based on the driving torque; the parking brake instruction is used to control the parking brake of the target vehicle in the current parking brake cycle.

[0048] The parking brake command is a control command generated by the vehicle controller for controlling the parking brake process of the current parking brake cycle. After obtaining the driving torque, the parking brake command of the current parking brake cycle can be generated in combination with the braking torque used to achieve parking braking and the driving torque. The braking torque can be calculated based on the brake pedal displacement of the target vehicle in the current parking brake cycle. The braking torque of the current parking brake cycle is obtained by obtaining the brake pedal displacement in the current parking brake cycle, and then the parking brake command of the current parking brake cycle is generated in combination with the driving torque. The parking brake command can be used to achieve parking brake control.

[0049] In the above-mentioned parking brake control method, during the parking braking process of the target vehicle, if the comfort braking function flag of the target vehicle in the current parking brake cycle is in an activated state, a first expected deceleration pre-stored for the target vehicle is obtained; the first expected deceleration is obtained based on the historical parking behavior of the target vehicle; based on the first expected deceleration and the motor speed of the target vehicle in the current parking brake cycle, a second expected deceleration of the target vehicle in the current parking brake cycle is obtained; based on a first deceleration difference between the second expected deceleration and the actual deceleration of the target vehicle in the current parking brake cycle, the driving torque of the target vehicle in the current parking brake cycle is obtained; a parking brake command for the current parking brake cycle is generated based on the driving torque; the parking brake command is used to control the parking brake of the target vehicle in the current parking brake cycle. The present application can obtain a pre-stored first expected deceleration during the parking braking process of the target vehicle if the vehicle controller detects that the target vehicle is in a comfort braking function activated state within the current parking braking cycle. The first expected deceleration can be obtained based on the historical parking behavior of the target vehicle. Thereafter, the second expected deceleration can be obtained based on the first expected deceleration and the motor speed of the target vehicle within the current parking braking cycle. The driving torque can be obtained by combining the second expected deceleration and the actual deceleration within the current parking braking cycle, and the corresponding parking braking instruction is generated using the driving torque to control the parking braking of the current parking braking cycle. In this way, the historical parking behavior of the target vehicle is used to obtain the expected deceleration, and the driving torque is further controlled by the expected deceleration. Therefore, the parking braking problem caused by unreasonable driving torque setting can be avoided, thereby improving the intelligence of the parking braking method.

[0050] In one embodiment, the number of first desired decelerations is multiple, corresponding to different numbers of parking braking processes respectively; Figure 2 As shown, step S102 may further include:

[0051] Step S201 : obtaining a target deceleration corresponding to the motor speed in the current parking brake cycle, and taking an average value of the first expected decelerations as a third expected deceleration.

[0052] The target deceleration refers to the deceleration calculated from the motor speed, while the third desired deceleration refers to the average of multiple first desired decelerations. In this embodiment, the target vehicle may have multiple pre-stored first desired decelerations, each corresponding to a different number of parking braking procedures. For example, the first desired deceleration for the first parking braking procedure may be desired deceleration 1, the first desired deceleration for the second parking braking procedure may be desired deceleration 2, and so on. Both desired deceleration 1 and desired deceleration 2 may serve as the pre-stored first desired decelerations for the target vehicle, resulting in two first desired decelerations. During the parking braking procedure, the vehicle controller may calculate the average of these first desired decelerations to obtain the third desired deceleration.

[0053] Specifically, the vehicle controller can also obtain the corresponding target deceleration based on the motor speed in the current parking brake cycle, and can also calculate the average value based on multiple first expected decelerations pre-stored in the target vehicle to obtain the third expected deceleration.

[0054] Step S202, obtaining a pre-constructed first mapping relationship; the first mapping relationship stores the correspondence between the number of different expected decelerations, the fluctuation between the decelerations, and the different deceleration fusion weights; wherein the deceleration fusion weight is negatively correlated with the number of expected decelerations, and positively correlated with the fluctuation between the decelerations.

[0055] The first mapping relationship is the correspondence between the number of different expected decelerations stored, the fluctuations between the stored expected decelerations and the different deceleration fusion weights. The mapping relationship can be implemented through a mapping relationship table. The deceleration fusion weight can be used to characterize the importance of the third expected deceleration in the second expected deceleration, and the deceleration fusion weight is positively correlated with the number of expected decelerations, that is, the more expected decelerations stored, the greater the deceleration fusion weight. Since the more expected decelerations stored, the more reliable the third expected deceleration, the obtained second expected deceleration is more biased towards the third expected deceleration. If the fewer expected decelerations stored, the smaller the deceleration fusion weight, the second expected deceleration is more biased towards the target deceleration.

[0056] Similarly, the deceleration fusion weight is negatively correlated with the fluctuation between each expected deceleration, for example, the variance between each expected deceleration, that is, the greater the fluctuation between the expected decelerations, the smaller the deceleration fusion weight. Since the greater the fluctuation between the expected decelerations, the greater the deviation of the stored expected deceleration calculation, the less reliable the third expected deceleration is. In this case, the second expected deceleration should be biased towards the target deceleration. If the fluctuation between the first expected decelerations is smaller, the deviation of the stored expected deceleration calculation is smaller, and the third expected deceleration is more reliable, the deceleration fusion weight is larger, and the second expected deceleration is more biased towards the third expected deceleration.

[0057] For example, the first mapping relationship may be a mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 1:

[0058] Table 1 First calibration mapping relationship table

[0059]

[0060] As shown in Table 1, when the number of stored expected decelerations is 2 and the variance between each expected deceleration is 10, the deceleration fusion weight can be set to 0.4. Similarly, when the number of stored expected decelerations is 2 and the variance between each expected deceleration is 20, the deceleration fusion weight can be set to 0.2, and so on.

[0061] In step S203, a deceleration fusion weight corresponding to the number of first expected decelerations and the fluctuation between the first expected decelerations is obtained from the first mapping relationship, and the third expected deceleration and the target deceleration are weightedly fused using the deceleration fusion weight to obtain a second expected deceleration.

[0062] After obtaining the first mapping relationship, the deceleration fusion weight corresponding to the number of first expected decelerations and the fluctuation between the first expected decelerations can be obtained from the first mapping relationship, and the third expected deceleration and the target deceleration can be weightedly fused using the deceleration fusion weight to obtain the second expected deceleration.

[0063] For example, the second expected deceleration can be calculated using the following formula:

[0064]

[0065] in, represents the second desired deceleration, represents the third expected deceleration, represents the target deceleration, represents the deceleration fusion weight, which can be obtained from Table 1.

[0066] In this embodiment, the vehicle controller can calculate the average value of multiple first expected decelerations to obtain the third expected deceleration, and use the motor speed to obtain the target deceleration. It can also use the pre-constructed first mapping relationship to obtain the deceleration fusion weight, and use the deceleration fusion weight to perform weighted fusion of the third expected deceleration and the target deceleration to obtain the final second expected deceleration. In this way, the accuracy of obtaining the second expected deceleration can be further improved.

[0067] Furthermore, step S201 may further include: obtaining a pre-constructed second mapping relationship; the second mapping relationship stores the correspondence between different motor speeds and different target decelerations; wherein the motor speed is positively correlated with the magnitude of the target deceleration; and obtaining the target deceleration corresponding to the motor speed in the current parking brake cycle from the second mapping relationship.

[0068] The second mapping relationship can be used to store the correspondence between the motor speed and the target deceleration. Similar to the first mapping relationship, this mapping relationship can also be represented by a mapping relationship table, and the motor speed and the target deceleration are positively correlated. The greater the motor speed, the greater the absolute value of the corresponding target deceleration. Therefore, the vehicle controller can extract the target deceleration corresponding to the motor speed of the current parking brake cycle from the second mapping relationship.

[0069] For example, the second mapping relationship may also be a mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 2:

[0070] Table 2 Second calibration mapping relationship table

[0071]

[0072] As shown in Table 2, when the motor speed is 0, the target deceleration can be set to 0. Similarly, when the motor speed is 100, the absolute value of the target deceleration can be set to 0.5, and so on.

[0073] In this embodiment, the vehicle controller can obtain the target deceleration corresponding to the motor speed in the current parking brake cycle through the second mapping relationship. In this way, the accuracy of target deceleration extraction can be improved.

[0074] In addition, after step S104, it may also include: after the target vehicle completes the parking braking process, obtaining the actual deceleration of the target vehicle during the parking braking process when the comfort braking function flag is in an activated state, as the actual deceleration of the parking braking process; when the deviation between the actual deceleration of the parking braking process and the third expected deceleration satisfies the preset deviation range, storing the actual deceleration of the parking braking process as the new first expected deceleration.

[0075] The actual deceleration during the parking braking process may refer to the actual deceleration collected while the comfort brake function flag was activated during the parking braking process. In this embodiment, after the parking braking process is completed, the actual deceleration during the parking braking process while the comfort brake function flag was activated may also be collected as the actual deceleration during the parking braking process. It may then be determined whether the deviation between the actual deceleration during the parking braking process and the pre-stored average value of the first expected deceleration, i.e., the third expected deceleration, satisfies a set deviation range. If the deviation between the actual deceleration and the third expected deceleration satisfies the set deviation range, it can be indicated that the deviation between the actual deceleration and the third expected deceleration is small, i.e., the actual deceleration during the parking braking process can represent the driver's expected deceleration. Therefore, the actual deceleration during the parking braking process may be stored as the new first expected deceleration.

[0076] If the deviation between the actual deceleration and the third expected deceleration exceeds the set deviation range, it indicates that the deviation between the actual deceleration and the third expected deceleration is large. At this time, the vehicle controller can determine that the expected deceleration does not meet the driver's expectations, and therefore does not store the actual deceleration of the parking braking process.

[0077] In this embodiment, after completing the parking braking process, the vehicle controller can also collect the actual deceleration of the target vehicle during the parking braking process when the comfort braking function is activated, as the actual deceleration of the parking braking process, and store the actual deceleration as the new first expected deceleration when the deviation between the actual deceleration and the third expected deceleration meets the preset deviation range. In this way, the stored first expected deceleration can be updated, thereby improving the accuracy of the comfort braking function control.

[0078] In one embodiment, Figure 3 As shown, step S103 may further include:

[0079] Step S301, obtaining a second deceleration difference between a second expected deceleration and an actual deceleration of the target vehicle in a previous parking brake cycle; the previous parking brake cycle is a parking brake cycle before the current parking brake cycle;

[0080] Step S302 : acquiring a deceleration difference change rate corresponding to a current parking brake cycle according to the first deceleration difference and the second deceleration difference.

[0081] The second deceleration difference refers to the difference between the second desired deceleration and the actual deceleration of the target vehicle in the previous parking brake cycle, and the previous parking brake cycle refers to the previous one in the current parking brake cycle. In this embodiment, when obtaining the driving torque in the current parking brake cycle, the second deceleration difference between the second desired deceleration and the actual deceleration of the target vehicle in the previous parking brake cycle can also be obtained.

[0082] The deceleration difference change rate refers to the change rate of the deceleration difference within the current parking brake cycle, which can be obtained based on the first deceleration difference between the second expected deceleration and the actual deceleration in the current parking brake cycle, and the second deceleration difference between the second expected deceleration and the actual deceleration in the previous parking brake cycle.

[0083] Specifically, after obtaining the first deceleration difference between the second expected deceleration and the actual deceleration in the current parking brake cycle, the vehicle controller can also obtain the second deceleration difference between the second expected deceleration and the actual deceleration in the previous parking brake cycle of the current parking brake cycle, and calculate the difference between the first deceleration difference and the second deceleration difference, so as to use the difference to obtain the deceleration difference change rate of the current parking brake cycle.

[0084] Step S303, obtaining a pre-built third mapping relationship; the third mapping relationship stores the correspondence between different deceleration differences, deceleration difference change rates and different driving torques; wherein the driving torque is negatively correlated with the deceleration difference and the deceleration difference change rate.

[0085] The third mapping relationship is used to store the correspondence between different deceleration differences, deceleration difference change rates and different driving torques. The mapping relationship can also be implemented through a mapping relationship table, and the driving torque is negatively correlated with the deceleration difference and the deceleration difference change rate, that is, the larger the deceleration difference and the deceleration difference change rate, the smaller the driving torque needs to be output. Conversely, the smaller the deceleration difference and the deceleration difference change rate, the larger the driving torque needs to be output.

[0086] For example, the third mapping relationship may also be a mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 3:

[0087] Table 3 The third calibration mapping relationship table

[0088]

[0089] Among them, the horizontal axis in Table 3 is the deceleration difference, the vertical axis is the deceleration difference change rate, and the value is the driving torque.

[0090] Step S304 : Using the driving torque that matches the first deceleration difference and the deceleration difference change rate in the third mapping relationship as the driving torque in the current parking brake cycle.

[0091] After obtaining the third mapping relationship, the first deceleration difference of the current parking brake cycle and the deceleration difference change rate within the current parking brake cycle can be used to obtain the corresponding driving torque from the third mapping relationship, and the driving torque can be used as the driving torque within the current parking brake cycle.

[0092] In this embodiment, the deceleration difference change rate of the current parking brake cycle can also be obtained, and combined with the first deceleration difference of the current parking brake cycle, the driving torque in the current parking brake cycle can be obtained through a pre-constructed third mapping relationship. In this way, the accuracy of driving torque acquisition can be improved.

[0093] In one embodiment, before step S101, the method may further include: if the comfort braking function flag of the target vehicle in the current parking brake cycle is in the exit state, obtaining the motor speed of the target vehicle in the current parking brake cycle, the brake pedal displacement of the target vehicle in the current parking brake cycle, and the vehicle slope of the target vehicle in the current parking brake cycle; when the motor speed is less than a preset first speed threshold, the brake pedal displacement is less than a preset pedal displacement threshold, and the vehicle slope is less than a preset slope threshold, setting the comfort braking function flag to the activation state.

[0094] Brake pedal displacement refers to the pedal displacement when the driver steps on the brake pedal to trigger the parking braking process, and the vehicle slope refers to the unknown slope of the vehicle during the parking braking process. In this embodiment, if the comfort braking function flag of the target vehicle in the current parking braking cycle is in the exit state, that is, the comfort braking function of the target vehicle has not been activated in the current parking braking cycle, it is necessary to first determine whether the comfort braking function flag needs to be activated.

[0095] Specifically, if the comfort braking function flag is in the exit state, the vehicle controller can first obtain the motor speed, brake pedal displacement and the current slope of the target vehicle in the current parking brake cycle, and then determine whether the motor speed is less than the preset first speed threshold, the brake pedal displacement is less than the preset pedal displacement threshold, and the vehicle slope is less than the preset slope threshold. If the motor speed is less than the preset first speed threshold, the brake pedal displacement is less than the preset pedal displacement threshold and the current slope of the target vehicle is less than the preset slope threshold, the comfort braking function flag can be set to the activation state to activate the comfort braking function of the target vehicle.

[0096] In this embodiment, if the comfort braking function flag is in the exit state during the current parking brake cycle, the motor speed, brake pedal displacement, and vehicle slope can also be used to determine whether to activate the comfort braking function. In this way, the timeliness of activating the comfort braking function can be improved.

[0097] In addition, after step S104, it may also include: after the target vehicle is controlled to perform parking braking through the parking brake instruction, if the speed of the target vehicle is reduced to a preset speed value, obtaining a preset torque exit gradient; reducing the driving torque according to the torque exit gradient until the output of the driving torque is cancelled.

[0098] The preset vehicle speed value can be a vehicle speed value pre-set as a driving torque exit condition. The preset vehicle speed value can be 0. In order to avoid damage to the target vehicle caused by continuous driving force, the output of the driving torque needs to be canceled after the vehicle speed drops to 0. The torque exit gradient refers to the exit gradient of the driving torque. In this embodiment, the output cancellation of the driving torque can be carried out according to the set slope, which is the torque exit gradient.

[0099] Specifically, if the target vehicle is controlled to perform parking braking through the parking brake command, and the speed of the target vehicle is reduced to a preset speed value, for example, the speed is reduced to 0, then the vehicle controller can also obtain the preset torque exit gradient at this time, thereby gradually reducing the driving torque according to the torque exit gradient until the output of the driving torque is 0, that is, the output driving torque is cancelled.

[0100] In this embodiment, when it is detected that the speed of the target vehicle drops to a preset speed value, the driving torque can be exited, and the exit slope can be exited at a fixed slope, thereby avoiding damage to the vehicle caused by continuous driving force.

[0101] In one embodiment, after step S104, the method may further include: obtaining the actual deceleration, motor speed and braking torque of the target vehicle after the target vehicle is parked and braked by controlling the parking brake command, and obtaining the parking brake duration of the target vehicle; when one of the following conditions is met: the actual deceleration after parking brake is greater than a preset deceleration threshold, the motor speed after parking brake is greater than a preset second speed threshold, the driving torque is greater than the braking torque, and the parking brake duration exceeds a preset parking duration threshold, the comfort braking function flag is set to the exit state.

[0102] In addition, in order to avoid the safety being unable to be guaranteed due to unreasonable driving force setting, this embodiment also provides a mechanism for exiting the comfort braking function, that is, setting the comfort braking function flag in the activated state to the exit state, that is, only need to meet any one of the following conditions to exit the comfort braking function.

[0103] Specifically, the terminal can also collect the actual deceleration, motor speed, and braking torque of the target vehicle after the parking brake is controlled by the parking brake command, and collect the duration of the parking brake process of the target vehicle, that is, the parking brake duration. If any of the following conditions are met, such as the actual deceleration after parking braking is greater than the preset deceleration threshold, that is, the vehicle deceleration is insufficient, or the motor speed is greater than the preset second speed threshold, that is, the vehicle accelerates and the driving torque is greater than the braking torque, that is, the vehicle deceleration trend is not obvious, or the parking brake duration exceeds the preset parking duration threshold, that is, the vehicle does not decelerate as expected, it is necessary to exit the comfort braking function, that is, set the comfort braking function flag to the exit state.

[0104] In this embodiment, it is also possible to determine whether it is necessary to exit the comfort braking function of the target vehicle based on the actual deceleration, motor speed, braking torque, and parking braking duration of the target vehicle after parking braking. In this way, it is possible to avoid insufficient deceleration due to excessive driving force affecting the parking distance, thereby improving the safety of parking braking.

[0105] In one embodiment, a method for controlling comfortable braking of new energy vehicles is also provided, which can avoid various problems caused by abnormal torque of the comfort braking function, such as insufficient vehicle deceleration leading to a longer braking distance or even failure to decelerate, thereby giving the driver a more comfortable and safer driving experience. Figure 4 As shown, the method can be implemented by the following steps:

[0106] Step 1: The vehicle controller VCU monitors the vehicle motor speed n, vehicle speed V, brake pedal displacement, braking torque, slope and other information in real time.

[0107] Step 2: Calculate the actual vehicle deceleration based on the vehicle speed.

[0108] The basic principles are as follows:

[0109] Calculate the actual deceleration and speed change rate based on the vehicle speed and motor speed derivative:

[0110]

[0111] Where, is the actual deceleration.

[0112] Step 3: Calculate the first expected deceleration based on the actual deceleration .

[0113] The basic principles are as follows:

[0114] If the following conditions are met, it is determined that the driver has the intention to stop:

[0115] ①The brake pedal displacement is within the set range;

[0116] ② The vehicle speed is zero and the actual longitudinal deceleration in the first N set cycles is within the set range;

[0117] If the above conditions are met, it means that the driver has the intention to stop the vehicle by stepping on the brake pedal while the vehicle is moving.

[0118] If the driver intends to stop, the actual deceleration at the corresponding vehicle speed at the time the comfort brake is applied during the parking process is recorded. If the actual deceleration deviates significantly from the average value, it is considered not to meet the driver's expectations and is not stored as the first expected deceleration. However, if the actual deceleration deviates slightly from the average value, it is stored as the first expected deceleration. The average value here is the average of the past N first expected decelerations.

[0119] Step 4: Calculate the target deceleration based on the motor speed .

[0120] The basic principles are as follows:

[0121] The motor speed is the horizontal axis, and the target deceleration is calculated by looking up Table 2.

[0122] Step 5: Since the first expected deceleration needs to be calculated based on historical driver operation behaviors, the final second expected deceleration of the vehicle is determined based on the number of calculations of the first expected deceleration and the variance value.

[0123] As shown in Table 1, the number of times is the horizontal axis and the variance value is the vertical axis. If the number of times is smaller and the variance value is larger, it means that the calculation deviation of the first expected deceleration is larger, and the second expected deceleration tends to use the target deceleration.

[0124] The second desired deceleration is equal to:

[0125]

[0126] Where n is the coefficient in Table 1.

[0127] Step 6: Activate the flag based on the motor speed, brake pedal displacement, and slope judgment function.

[0128] The basic principles are as follows:

[0129] The function is activated if all of the following conditions are met:

[0130] ①The motor speed is less than the set threshold;

[0131] ② The brake pedal displacement is less than the set threshold;

[0132] ③The slope is less than the set threshold.

[0133] Step S7: Based on the function flag and the second expected deceleration , actual deceleration Calculate the driving torque.

[0134] The basic principles are as follows:

[0135] When the function flag is activated, the applied torque is calculated by looking up the table using the difference between the expected deceleration and the actual deceleration and the rate of change of the difference. The applied torque is calculated by looking up Table 3 using the difference as the horizontal axis and the rate of change of the difference as the vertical axis.

[0136] Step 8: Calculate the torque exit gradient based on the function flag and vehicle speed.

[0137] The basic principles are as follows:

[0138] When the function flag is activated, if the vehicle speed is zero, the applied torque needs to be exited, and the exit slope can be exited according to a fixed slope, thereby avoiding damage to the vehicle caused by continuous driving force.

[0139] Step S9: To prevent the safety from being unguaranteed due to unreasonable setting of the driving force, the following mechanism is established to exit the function flag.

[0140] The basic principles are as follows:

[0141] To avoid insufficient deceleration due to excessive driving force, which affects the stopping distance, the driving force is limited by judging the deceleration, motor speed, and braking torque.

[0142] If the deceleration is greater than the set threshold, it means that the vehicle deceleration is insufficient and the function flag needs to be exited.

[0143] If the motor speed is greater than the set threshold, it means that the vehicle is accelerating and the function flag needs to be exited.

[0144] If the driving torque is greater than the braking torque, it means that the vehicle's deceleration trend is not obvious and the function flag needs to be exited.

[0145] If the vehicle speed is not zero for a time greater than the set threshold after the function flag is activated, it means that the vehicle has not decelerated as expected and the function flag needs to be exited.

[0146] Control principle such as Figure 5 As shown in the figure, when the function activation flag is met, the function at ① is activated, and the expected deceleration is calculated based on the driver's habits and experience. Closed-loop control is implemented with the expected deceleration and the actual deceleration as the control targets. However, the actual deceleration may deviate from the expected value during the control process. ② indicates that the vehicle stops after deceleration, and the control torque needs to decrease to zero according to the slope. ③ indicates that the torque has decreased to zero.

[0147] In order to avoid deviation from ① to ② and failure to monitor, a protection mechanism is set. For example, if the combined torque of the driving torque and the braking torque is not set properly, the deceleration may be insufficient, the acceleration may be too slow, or the deceleration may be too long. Figure 6 As shown, the control of the accelerated motion is as follows Figure 7 As shown, the control of timeout deceleration is as follows Figure 8 shown.

[0148] In this embodiment, the motor speed, braking torque, and deceleration are used to improve the driver's parking comfort without the need for emergency braking. The expected deceleration is established by combining the driver's behavior and experience data, and an abnormal protection mechanism is established to avoid the loss of deceleration feeling or unclear anti-pitch benefit caused by unreasonable deceleration setting.

[0149] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0150] Based on the same inventive concept, embodiments of the present application also provide a parking brake control device for implementing the aforementioned parking brake control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more parking brake control device embodiments provided below can be found in the above-described limitations of the parking brake control method and will not be further elaborated here.

[0151] In one embodiment, Figure 9 As shown, a parking brake control device is provided, comprising: a first deceleration acquisition module 901, a second deceleration acquisition module 902, a driving torque acquisition module 903 and a braking instruction generation module 904, wherein:

[0152] A first deceleration acquisition module 901 is configured to acquire a first expected deceleration pre-stored for the target vehicle if the comfort braking function flag of the target vehicle is activated during the current parking braking cycle during the parking braking process of the target vehicle; the first expected deceleration is acquired based on the historical parking behavior of the target vehicle;

[0153] a second deceleration acquisition module 902 for acquiring a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and the motor speed of the target vehicle in the current parking brake cycle;

[0154] a driving torque obtaining module 903 for obtaining the driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second desired deceleration and the actual deceleration of the target vehicle in the current parking brake cycle;

[0155] The braking instruction generating module 904 is configured to generate a parking braking instruction for a current parking braking cycle based on the driving torque; the parking braking instruction is used to control the parking braking of the target vehicle in the current parking braking cycle.

[0156] In one embodiment, there are multiple first expected decelerations, corresponding to different numbers of parking braking processes; the second deceleration acquisition module 902 is further used to obtain the target deceleration corresponding to the motor speed in the current parking braking cycle, and take the average value of each first expected deceleration as the third expected deceleration; obtain a pre-constructed first mapping relationship; the first mapping relationship stores the correspondence between the number of different expected decelerations, the variance between the decelerations and the different deceleration fusion weights; wherein the deceleration fusion weight is positively correlated with the number of expected decelerations and negatively correlated with the fluctuation between the decelerations; obtain the deceleration fusion weight corresponding to the number of first expected decelerations and the fluctuation between the first expected decelerations from the first mapping relationship, and use the deceleration fusion weight to perform weighted fusion processing on the third expected deceleration and the target deceleration to obtain the second expected deceleration.

[0157] In one embodiment, the second deceleration acquisition module 902 is further used to obtain a pre-constructed second mapping relationship; the second mapping relationship stores the correspondence between different motor speeds and different target decelerations; wherein the motor speed is positively correlated with the magnitude of the target deceleration; and the target deceleration corresponding to the motor speed in the current parking brake cycle is obtained from the second mapping relationship.

[0158] In one embodiment, the parking brake control device further includes: a first deceleration updating module, which is used to obtain, after the target vehicle completes the parking braking process, the actual deceleration of the target vehicle during the parking braking process when the comfort braking function flag is in an activated state, as the actual deceleration of the parking braking process; when the deviation between the actual deceleration of the parking braking process and the third expected deceleration satisfies a preset deviation range, the actual deceleration of the parking braking process is stored as the new first expected deceleration.

[0159] In one embodiment, the driving torque acquisition module 903 is further used to obtain a second deceleration difference between a second expected deceleration and an actual deceleration of the target vehicle in a previous parking brake cycle; the previous parking brake cycle is a parking brake cycle before the current parking brake cycle; based on the first deceleration difference and the second deceleration difference, a deceleration difference change rate corresponding to the current parking brake cycle is obtained; a pre-constructed third mapping relationship is obtained; the third mapping relationship stores a correspondence between different deceleration differences, deceleration difference change rates and different driving torques; wherein the driving torque is negatively correlated with the deceleration difference and the deceleration difference change rate; the driving torque that matches the first deceleration difference and the deceleration difference change rate in the third mapping relationship is used as the driving torque in the current parking brake cycle.

[0160] In one embodiment, the parking brake control device further includes: a comfort brake activation module, which is used to obtain the motor speed of the target vehicle in the current parking brake cycle, the brake pedal displacement of the target vehicle in the current parking brake cycle, and the vehicle slope of the target vehicle in the current parking brake cycle if the comfort brake function flag of the target vehicle in the current parking brake cycle is in the exit state; when the motor speed is less than a preset first speed threshold, the brake pedal displacement is less than a preset pedal displacement threshold, and the vehicle slope is less than a preset slope threshold, the comfort brake function flag is set to the activation state.

[0161] In one embodiment, the parking brake control device further includes: a driving torque exit module, which is used to obtain a preset torque exit gradient if the speed of the target vehicle drops to a preset speed value after the target vehicle is controlled to perform parking braking through a parking brake command; and reduce the driving torque according to the torque exit gradient until the output of the driving torque is canceled.

[0162] In one embodiment, the parking brake control device further includes: a comfort braking exit module, which is used to obtain the actual deceleration, motor speed and braking torque of the target vehicle after the target vehicle is parked and braked by the parking brake command, and obtain the parking brake duration of the target vehicle; when one of the following conditions is met: the actual deceleration after parking braking is greater than a preset deceleration threshold, the motor speed after parking braking is greater than a preset second speed threshold, the driving torque is greater than the braking torque, and the parking brake duration exceeds a preset parking duration threshold, the comfort braking function flag is set to the exit state.

[0163] Each module in the parking brake control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a vehicle controller in hardware form, or may be stored in a memory within the vehicle controller in software form, allowing the processor to call and execute the corresponding operations of each module.

[0164] In one embodiment, a vehicle controller is provided, whose internal structure diagram can be as follows: Figure 10As shown. The vehicle controller includes a processor, a memory, an input / output interface and a communication interface. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface is connected to the system bus via the input / output interface. The processor of the vehicle controller is used to provide computing and control capabilities. The memory of the vehicle controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores a computer program. The internal memory provides an environment for the operation of the computer program in the non-volatile storage medium. The input / output interface of the vehicle controller is used to exchange information between the processor and external devices. The communication interface of the vehicle controller is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a parking brake control method is implemented.

[0165] Those skilled in the art will understand that Figure 10 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the vehicle controller to which the solution of the present application is applied. The specific vehicle controller may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0166] In one embodiment, a vehicle controller is further provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0167] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0168] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0169] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0170] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0171] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0172] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A parking brake control method, characterized in that: The method comprises: During parking braking of a target vehicle, if a comfort braking function flag of the target vehicle is activated in a current parking braking cycle, obtaining a first expected deceleration pre-stored for the target vehicle; the first expected deceleration is obtained based on a historical parking behavior of the target vehicle; acquiring a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and a motor speed of the target vehicle in the current parking brake cycle; obtaining a driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second expected deceleration and an actual deceleration of the target vehicle in the current parking brake cycle; A parking brake command for the current parking brake cycle is generated based on the driving torque; the parking brake command is used to control parking braking of the target vehicle in the current parking brake cycle.

2. The method according to claim 1, characterized in that There are multiple first expected decelerations, each corresponding to a different number of parking brake processes. Obtaining a second expected deceleration of the target vehicle in the current parking brake cycle based on the first expected deceleration and a motor speed of the target vehicle in the current parking brake cycle includes: obtaining a target deceleration corresponding to the motor speed in the current parking brake cycle, and taking an average of the first expected decelerations as a third expected deceleration; Obtaining a pre-constructed first mapping relationship; the first mapping relationship stores a correspondence between the number of different desired decelerations, fluctuations between decelerations, and different deceleration fusion weights; wherein the deceleration fusion weight is positively correlated with the number of desired decelerations and negatively correlated with the fluctuations between decelerations; A deceleration fusion weight corresponding to the number of the first expected decelerations and the fluctuation between the first expected decelerations is obtained from the first mapping relationship, and the third expected deceleration and the target deceleration are weightedly fused using the deceleration fusion weight to obtain the second expected deceleration.

3. The method according to claim 2, characterized in that The acquiring of the target deceleration corresponding to the motor speed in the current parking brake cycle includes: Acquire a pre-constructed second mapping relationship; the second mapping relationship stores a correspondence between different motor speeds and different target decelerations; wherein the motor speed and the target deceleration are positively correlated; The target deceleration corresponding to the motor speed in the current parking brake cycle is obtained from the second mapping relationship.

4. The method according to claim 2, characterized in that After generating a parking brake command for the current parking brake cycle based on the driving torque, the method further includes: After the target vehicle completes the parking braking process, obtaining an actual deceleration of the target vehicle during the parking braking process when the comfort braking function flag is in an activated state, as the actual deceleration of the parking braking process; When a deviation between the actual deceleration of the parking braking process and the third expected deceleration satisfies a preset deviation range, the actual deceleration of the parking braking process is stored as a new first expected deceleration.

5. The method according to claim 1, wherein The obtaining, according to a first deceleration difference between the second expected deceleration and an actual deceleration of the target vehicle during the current parking brake cycle, a driving torque of the target vehicle during the current parking brake cycle includes: Obtaining a second deceleration difference between a second expected deceleration and an actual deceleration of the target vehicle in a previous parking brake cycle; the previous parking brake cycle being a parking brake cycle before the current parking brake cycle; acquiring a deceleration difference change rate corresponding to the current parking brake cycle according to the first deceleration difference and the second deceleration difference; Obtaining a pre-constructed third mapping relationship; wherein the third mapping relationship stores a correspondence between different deceleration differences, deceleration difference change rates, and different driving torques; wherein the driving torque is negatively correlated with the deceleration difference and the deceleration difference change rate; The driving torque that matches the first deceleration difference and the deceleration difference change rate in the third mapping relationship is used as the driving torque in the current parking brake cycle.

6. The method according to claim 1, characterized in that Before obtaining the first expected deceleration preset for the target vehicle, the method further includes: If the comfort brake function flag of the target vehicle in the current parking brake cycle is in the exit state, obtaining the motor speed of the target vehicle in the current parking brake cycle, the brake pedal displacement of the target vehicle in the current parking brake cycle, and the vehicle slope of the target vehicle in the current parking brake cycle; When the motor speed is less than a preset first speed threshold, the brake pedal displacement is less than a preset pedal displacement threshold, and the vehicle slope is less than a preset slope threshold, the comfort braking function flag is set to an activated state.

7. The method according to any one of claims 1 to 6, characterized in that After generating a parking brake command for the current parking brake cycle based on the driving torque, the method further includes: After the target vehicle is controlled to perform parking braking by the parking brake command, if the speed of the target vehicle decreases to a preset speed value, obtaining a preset torque exit gradient; The driving torque is reduced according to the torque exit gradient until the output of the driving torque is canceled.

8. The method according to any one of claims 1 to 6, characterized in that After generating a parking brake command for the current parking brake cycle based on the driving torque, the method further includes: Obtaining an actual deceleration, a motor speed, and a braking torque of the target vehicle after the target vehicle is parked and braked by the parking brake command, and obtaining a parking brake duration of the target vehicle; The comfort braking function flag is set to the exit state when one of the following conditions is met: the actual deceleration after the parking brake is greater than a preset deceleration threshold, the motor speed after the parking brake is greater than a preset second speed threshold, the driving torque is greater than the braking torque, and the parking brake duration exceeds a preset parking duration threshold.

9. A parking brake control device, characterized in that: The device comprises: a first deceleration acquisition module configured to acquire a first expected deceleration pre-stored for the target vehicle during parking braking of the target vehicle if a comfort braking function flag of the target vehicle in a current parking braking cycle is activated; the first expected deceleration is acquired based on a historical parking behavior of the target vehicle; a second deceleration acquisition module, configured to acquire a second expected deceleration of the target vehicle in the current parking brake cycle according to the first expected deceleration and a motor speed of the target vehicle in the current parking brake cycle; a driving torque acquisition module, configured to acquire the driving torque of the target vehicle in the current parking brake cycle according to a first deceleration difference between the second desired deceleration and an actual deceleration of the target vehicle in the current parking brake cycle; A braking instruction generating module is configured to generate a parking braking instruction for the current parking braking cycle based on the driving torque; the parking braking instruction is configured to control parking braking of the target vehicle in the current parking braking cycle.

10. A vehicle controller, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

12. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

Images