Auxiliary braking constant-speed downhill control method and device, electronic equipment and storage medium

Abstract

The invention relates to an auxiliary braking constant-speed downhill control method and device, electronic equipment and a storage medium, and belongs to the technical field of vehicle braking. The method comprises the steps that when a vehicle starts an auxiliary braking function, running parameters of the vehicle are obtained, and the total braking force of the vehicle is determined based on the running parameters; the operation parameters comprise load, vehicle speed and gradient; determining a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; and controlling the vehicle to go downhill at constant speed based on the braking mode. According to the auxiliary braking constant-speed downhill control method, when the auxiliary braking function of the vehicle is started, the load, the vehicle speed and the gradient of the vehicle are obtained, the total braking force is calculated, traveling braking is supplemented when engine braking is insufficient, and it is guaranteed that the vehicle keeps the constant speed to go downhill by combining engine braking and traveling braking; the braking device can flexibly adapt to different road conditions, improves the braking effect and the driving safety, and is low in cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle braking, in particular to an auxiliary braking constant-speed downhill control method and device, electronic equipment and storage medium. BACKGROUND

[0002] With the development of the automobile industry, modern vehicles are equipped with a series of advanced safety auxiliary systems to improve driving experience and road safety.

[0003] In actual application, the engine braking power alone is small, and on a 20-40km continuous downhill road, the engine braking can stabilize the vehicle speed on a small slope section, but the engine braking power is insufficient to stabilize the vehicle speed on a large slope road, and the brake pedal needs to be pressed frequently to stabilize the vehicle speed. When the engine braking force is insufficient to cope with steep or frequently changing slopes, the vehicle speed will rise to a certain level, causing the engine speed to reach the AMT upshift point, reducing the engine braking efficiency. Even if a high-power engine brake is developed, it cannot fully meet the requirements and cannot intelligently reduce the number of brake pedal presses.

[0004] The engine brake combined with the retarder can generally achieve good constant-speed downhill function, i.e. without pressing the brake pedal to control the vehicle speed on a 20-40km continuous downhill road. This reduces the labor intensity of the driver and improves vehicle safety and brake performance. However, the retarder is very expensive and heavy, and increases fuel consumption by about 0.5-1L, so the use of the retarder is not an ideal auxiliary braking technical solution. SUMMARY

[0005] Therefore, it is necessary to provide an auxiliary braking constant-speed downhill control method, device, electronic equipment and storage medium to achieve the purpose of constant-speed downhill of the vehicle without increasing the cost.

[0006] To achieve the above purpose, in a first aspect, the present application provides an auxiliary braking constant-speed downhill control method, comprising: obtaining running parameters of the vehicle when the auxiliary braking function of the vehicle is started, and determining the total braking force of the vehicle based on the running parameters; the running parameters include load, vehicle speed and slope; determining the braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; controlling the vehicle to descend at a constant speed based on the braking mode.

[0007] In a possible implementation manner, the determination of the braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle comprises: when the engine braking force is greater than the total braking force and the vehicle speed is less than or equal to a vehicle speed threshold, using engine braking; when the engine braking force is less than or equal to the total braking force or the vehicle speed is greater than the vehicle speed threshold, using engine braking and service braking.

[0008] In a possible implementation, the determining the total braking force of the vehicle based on the operating parameter comprises: determining a feed-forward term of a feed-forward compensation PID algorithm based on the slope and the load; determining a control term of the feed-forward compensation PID algorithm based on a deviation between the vehicle speed and a target vehicle speed; determining the total braking force of the vehicle based on the feed-forward term and the control term.

[0009] In a possible implementation, after the using engine braking and service braking when the engine braking force is less than or equal to the total braking force or the vehicle speed is greater than the vehicle speed threshold, the method further comprises: establishing a mathematical model based on the brake braking force, the vehicle speed and the continuous braking time; the mathematical model is used to predict the temperature of the brake; when the temperature of the brake is greater than a first preset value, exiting the service braking.

[0010] In a possible implementation, the brake braking force is determined in the following manner: obtaining the air chamber air pressure of the EBS based on the service braking request of the XBR; determining the brake braking force based on the air chamber air pressure.

[0011] In a possible implementation, the brake braking force is determined in the following manner: N = P I wherein N represents the brake braking force, P represents the air chamber air pressure, and I represents a brake torque gradient.

[0012] In a possible implementation, after the determining the braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle, the method further comprises: when the engine speed is less than or equal to a second preset value, controlling the vehicle to downshift.

[0013] In a second aspect, the present application further provides an auxiliary braking constant-speed downhill control device, comprising: a first determining module configured to acquire operating parameters of a vehicle when the vehicle starts an auxiliary braking function, and determine a total braking force of the vehicle based on the operating parameters; the operating parameters comprise a load, a vehicle speed and a slope; a second determining module, configured to determine a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode being engine braking, or the braking mode being engine braking and service braking; The control module is used to control the vehicle to go downhill at a constant speed based on the braking method.

[0014] In a third aspect, the present invention further provides an electronic device comprising a memory and a processor, wherein: The memory is used to store programs; The processor is coupled to the memory and is configured to execute the program stored in the memory to implement the auxiliary braking constant speed downhill control method described in any of the above implementations.

[0015] In a fourth aspect, the present invention further provides a computer-readable storage medium for storing computer-readable programs or instructions, which, when executed by a processor, can implement the steps of the assisted braking constant speed downhill control method described in any of the above-mentioned implementation methods.

[0016] The beneficial effects of the present invention are as follows: the auxiliary braking constant speed downhill control method, device, electronic device and storage medium provided by the present invention obtain the vehicle's load, speed and slope when the vehicle starts the auxiliary braking function, and calculate the total braking force, so as to judge whether the engine braking is sufficient to maintain the target speed based on the engine braking force and the total braking force of the vehicle, give priority to using engine braking, and supplement service braking when the engine braking is insufficient. By combining engine braking and service braking, it is possible to ensure that the vehicle maintains a constant speed when descending the slope, can flexibly adapt to different road conditions, improve braking effect and driving safety, and have low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic flow chart of an embodiment of the auxiliary braking constant speed downhill control method provided by the present invention; Figure 2 This is a schematic diagram of the auxiliary braking constant speed downhill control method provided by the present invention; Figure 3 This is a second schematic diagram of the assisted braking constant speed downhill control method provided by the present invention; Figure 4 A schematic structural diagram of the vehicle braking system provided by the present invention; Figure 5A schematic diagram of the brake heating and cooling curves provided by the present invention; Figure 6 A schematic structural diagram of an embodiment of the auxiliary braking constant speed downhill control device provided by the present invention; Figure 7 This is a schematic structural diagram of an embodiment of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0019] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of the present invention.

[0020] In the description of the embodiments of the present invention, unless otherwise specified, "plurality" means two or more. "And / or" describes the association relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can mean: A exists alone, A and B exist simultaneously, or B exists alone.

[0021] The terms "first," "second," and so on, used in the embodiments of the present invention are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, technical features designated as "first" or "second" may explicitly or implicitly include at least one such feature.

[0022] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute a separate or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0023] The present invention provides an auxiliary braking constant speed downhill control method, device, electronic equipment and storage medium, which are described below respectively.

[0024] Figure 1 A flowchart of an embodiment of the assisted braking constant speed downhill control method provided by the present invention is shown as follows: Figure 1 As shown, the auxiliary braking constant speed downhill control method includes: S101. When the vehicle starts an auxiliary braking function, obtaining operating parameters of the vehicle and determining a total braking force of the vehicle based on the operating parameters; the operating parameters include load, vehicle speed, and slope; S102: Determine a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; S103: Based on the braking method, control the vehicle to go downhill at a constant speed.

[0025] In S101, when the vehicle's auxiliary braking function is activated, data from various sensors is collected to obtain the vehicle's operating parameters, including load, speed, and slope. Based on the vehicle's operating parameters, the total braking force of the vehicle is calculated using a feedforward compensation PID algorithm.

[0026] In S102 , by comparing the engine braking force and the total vehicle braking force, it can be determined whether the engine braking meets the braking requirement.

[0027] Exemplarily, when the engine braking force is greater than the total braking force and the vehicle speed is less than or equal to the vehicle speed threshold, it indicates that the engine braking is sufficient to maintain the target speed, and the engine braking is used preferentially.

[0028] When the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than the vehicle speed threshold, it indicates that the engine braking is insufficient, and the service brake is activated to reduce the vehicle speed, that is, the engine braking and service brake are used at the same time.

[0029] In S103 , braking is performed according to the determined braking method to control the vehicle to maintain a constant speed while descending the slope.

[0030] In summary, the assisted braking constant speed downhill control method provided by the embodiment of the present invention obtains the vehicle's load, speed and slope when the vehicle starts the assisted braking function, and calculates the total braking force, so as to judge whether the engine braking is sufficient to maintain the target speed based on the engine braking force and the total braking force of the vehicle, and gives priority to using engine braking. When the engine braking is insufficient, service braking is supplemented. By combining engine braking and service braking, it is possible to ensure that the vehicle maintains a constant speed when descending the slope, can flexibly adapt to different road conditions, improve braking effect and driving safety, and have a low cost.

[0031] In some embodiments of the present invention, determining the braking mode of the vehicle based on the engine braking force and the total vehicle braking force includes: When the engine braking force is greater than the total braking force and the vehicle speed is less than or equal to the vehicle speed threshold, engine braking is adopted; When the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than a vehicle speed threshold, engine braking and service braking are adopted.

[0032] When the engine braking force is greater than the total braking force and the vehicle speed is less than or equal to the vehicle speed threshold, it indicates that the engine braking is sufficient to maintain the target speed, and auxiliary braking is used first.

[0033] When the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than the vehicle speed threshold, it indicates that the engine braking is insufficient, and the service brake is activated to reduce the vehicle speed, that is, the engine braking and service brake are used at the same time. When the vehicle speed is lower than the exit threshold, the service brake is exited.

[0034] That is, when it detects that the engine braking is insufficient to maintain the target speed, the system will automatically apply an appropriate amount of small braking force as a supplement without the driver's intervention, thereby achieving smoother and more reliable vehicle speed control and preventing the engine from overspeeding, reducing the frequency of driver intervention, reducing driving fatigue, and ensuring vehicle speed stability.

[0035] Figure 2 and Figure 3 They are schematic diagrams of the auxiliary braking constant speed downhill control method provided by the present invention, as Figure 2 and Figure 3 As shown, the present invention employs multi-mode braking, prioritizing auxiliary braking. When auxiliary braking is insufficient, service braking is applied to maintain a stable speed. Compared to a single braking method, the auxiliary braking constant speed descent control method provided by the present invention can more flexibly adapt to different road conditions, improving braking effectiveness and driving safety.

[0036] The assisted braking constant speed downhill control method provided in an embodiment of the present invention combines engine braking and service braking, monitors the vehicle status in real time, and automatically adjusts the ratio between engine braking and service braking to ensure stable vehicle speed control on both flat roads and steep slopes, reducing labor intensity and preventing damage caused by engine overspeed.

[0037] In some embodiments of the present invention, determining the total vehicle braking force based on the operating parameters includes: determining a feedforward term of a feedforward compensation PID algorithm based on the slope and the load; determining a control item of a feedforward compensation PID algorithm based on a deviation between the vehicle speed and the target vehicle speed; The vehicle total braking force is determined based on the feedforward term and the control term.

[0038] The feedforward compensation PID algorithm superimposes the feedforward control quantity on the basis of traditional PID control to improve the system response speed and the ability to suppress disturbances.

[0039] By continuously collecting data from various sensors, including load, vehicle speed, and grade, the system calculates the total braking force required and determines whether engine braking or service braking will be used. The braking torque and service braking force are combined using a feedforward-compensated PID algorithm to determine the total braking force.

[0040] The load and slope are used as the feedforward items of the PID algorithm, and the deviation between the current vehicle speed and the target vehicle speed is used as the control item (main control variable) of the PID algorithm.

[0041] The proportional terms P, I, and D in the PID algorithm are determined based on vehicle tests to ensure there is no jitter and that the controlled vehicle speed can be achieved in a relatively short time.

[0042] Based on real-time information about road slope and vehicle load, the auxiliary braking force is dynamically adjusted, enabling the vehicle to maintain consistent speed performance under various road conditions. The road slope and vehicle load serve as feedforward coefficients, which modify the P and I terms. Braking torque is increased when the load is high, increased when the slope becomes steeper, and decreased when the slope becomes smaller.

[0043] Through slope compensation, the braking size is automatically adjusted according to the slope. When the vehicle is driving on a road with a smaller slope, only the engine brake works. When the slope is larger and the speed is higher, only the engine brake works most of the time, and the service brake is engaged for a small part of the time, ensuring that the vehicle speed is stable while keeping the brake temperature not too high.

[0044] The assisted braking constant-speed downhill control method provided by this embodiment dynamically adjusts the assisted braking intensity based on the estimated vehicle weight and road gradient (for AMT vehicles), thus preventing speed fluctuations caused by gradient changes. This method accurately predicts and responds to changing road conditions, further enhancing the system's stability and reliability.

[0045] In some embodiments of the present invention, when the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than the vehicle speed threshold, after applying engine braking and service braking, the method further includes: Establishing a mathematical model based on the brake force, vehicle speed, and duration of braking; the mathematical model is used to predict the temperature of the brake; When the temperature of the brake is greater than a first preset value, service braking is released.

[0046] An open-loop brake temperature prediction model is developed based on factors such as braking force, vehicle speed, and braking duration to predict brake temperature trends in advance. This model is used to predict brake temperature to avoid overheating and thermal decay. Based on bench test data, the model uses simplified heating and cooling formulas, incorporating parameters such as vehicle speed, braking force, and braking duration to generate predictions.

[0047] When the brake temperature is greater than a first preset value (i.e., the expected brake temperature is too high), no braking force is applied (unless the engine speed is in the high-efficiency zone), and service braking is exited to cope with abnormal situations such as engine brake failure.

[0048] The auxiliary brake constant-speed downhill control method provided by the embodiment of the application can ensure that the brake temperature is in a lower range by estimating the brake temperature, ensure the safety of the vehicle, effectively prevent potential risks caused by overheating of the brake, and improve the overall system safety.

[0049] In some embodiments of the application, the brake braking force is determined by the following method: obtaining the air chamber air pressure of the EBS based on the XBR-based driving brake request; determining the brake braking force based on the air chamber air pressure.

[0050] In some embodiments of the application, the brake braking force is determined by the following method: N=P·I Wherein, N represents the brake braking force, P represents the air chamber air pressure, and I represents the brake torque gradient.

[0051] Figure 4 The structure diagram of the whole vehicle brake system provided by the application is shown in FIG. 1. Figure 4 As shown in FIG. 1, by sending an external brake request (XBR) message to an electronic brake system (EBS), the EBS calculates and distributes the front axle, rear axle and trailer air pressure to implement driving brake with a certain deceleration.

[0052] The EBS system responds to the brake request of the XBR, reads the air chamber air pressure of the EBS, and determines the brake braking force N=P·I.

[0053] In some embodiments of the application, after determining the brake mode of the vehicle based on the engine braking force and the total braking force of the vehicle, the method further comprises: When the engine speed is less than or equal to a second preset value, the vehicle is controlled to be downshifted.

[0054] When the engine speed is less than or equal to a second preset value, it indicates that the engine speed is low, and the brake power is insufficient to stabilize the vehicle speed. The AMT is actively downshifted, the MT instrument prompts the driver to downshift, the engine speed is increased, the use frequency of the driving brake is reduced, and the brake overheating is prevented.

[0055] The application relates to an intelligent auxiliary brake constant-speed downhill control method for improving the stable driving performance of a vehicle on a complex slope, comprising the following steps: I. System initialization.

[0056] When the auxiliary brake constant-speed downhill function of the vehicle is started, the sensors are initialized, and initial parameters (such as a target vehicle speed, a maximum allowable brake force, etc.) are set.

[0057] 2. Constant speed downhill control.

[0058] Continuously collect data from various sensors, including but not limited to current load, vehicle speed, slope, etc. Use this data to calculate the total braking force currently required and decide whether to use engine braking or service braking.

[0059] The total braking force of the braking torque and service brake is determined by the feedforward compensation PID algorithm. The load and slope are used as PID feedforward. The difference between the current vehicle speed and the target speed is the main PID control variable. The proportional terms P, I and D in the PID algorithm are determined based on vehicle tests to ensure that there is no vibration and that the controlled vehicle speed can be achieved in a relatively short time.

[0060] 3. Multi-mode brake distribution.

[0061] If engine braking is sufficient to maintain the target speed (the vehicle speed does not exceed the speed threshold), engine braking will be used first; if the vehicle speed exceeds the threshold, service braking will be introduced in a timely manner as a supplement to ensure that service braking is not frequently engaged.

[0062] For larger slopes, the vehicle speed cannot be stabilized. When the speed exceeds the requirement, the system will actively increase the proportion of service braking to ensure that the vehicle can smoothly decelerate to the target speed.

[0063] By sending XBR messages to the EBS ECU, EBS calculates and distributes the air pressure on the front axle, rear axle, and trailer, and implements service braking with a certain deceleration.

[0064] 4. Adaptive slope compensation.

[0065] Based on the real-time road slope and vehicle load information, the auxiliary braking intensity is dynamically adjusted to enable the vehicle to maintain consistent speed performance under various road conditions.

[0066] Feedforward compensation PID algorithm uses the road slope and vehicle load as feedforward coefficients. The feedforward coefficients correct the P and I terms. When the load is large, the braking torque is increased. When the slope becomes larger, the braking torque is increased. When the slope becomes smaller, the braking torque is reduced.

[0067] 5. Brake temperature monitoring and protection.

[0068] An open-loop temperature prediction model is used to evaluate the brake temperature status, and the brake temperature is controlled between 100-200°C.

[0069] The bench tests the brake temperature rise data and the brake temperature drop data when the brake is released at different vehicle speeds and different brake pressures. Due to the relatively small braking deceleration, there are certain patterns.

[0070] The fitting heating temperature is T1=T0+A·T, and the cooling time is B times the braking time.

[0071] Table 1: Temperature rise coefficient

[0072] Table 2: Cooling time

[0073] The heating and cooling curves are as follows Figure 5 As shown, Figure 5 This is a schematic diagram of the brake heating and cooling curves provided by the present invention.

[0074] The EBS responds to an external brake request (XBR), reads the EBS air chamber pressure, and determines the brake force N=P·I, where P represents the air chamber pressure (kPa) and I represents the brake torque gradient (N / kPa).

[0075] Read the vehicle speed V and braking time, and calculate the braking energy W=N·V·t, where N represents the braking force (N), V represents the vehicle speed (m / s), and t represents the braking time (s).

[0076] Braking energy W is used for temperature estimation. If the temperature is expected to exceed the safe range, the service brake intervention will be exited and the instrument will remind the driver to reduce the speed.

[0077] 6. User feedback and interface display.

[0078] When the engine speed is low and cannot maintain a stable vehicle speed, the AMT will actively downshift, and the instrument panel of the MT model will remind the user to downshift.

[0079] Supports personalized setting options, allowing users to adjust certain parameters (such as target vehicle speed, sensitivity level, etc.) according to their own preferences.

[0080] In order to better implement the auxiliary braking constant speed downhill control method in the embodiment of the present invention, based on the auxiliary braking constant speed downhill control method, correspondingly, Figure 6 As shown, an embodiment of the present invention further provides an auxiliary braking constant speed downhill control device, and the auxiliary braking constant speed downhill control device 600 includes: A first determination module 610 is configured to obtain operating parameters of the vehicle when the auxiliary braking function is activated, and determine a total braking force of the vehicle based on the operating parameters; the operating parameters include load, vehicle speed, and slope; A second determining module 620 is configured to determine a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; The control module 630 is configured to control the vehicle to descend at a constant speed based on the braking method.

[0081] The auxiliary brake constant-speed downhill control device 600 provided by the above embodiments can implement the technical solutions described in the above auxiliary brake constant-speed downhill control method embodiments, and the principles of the implementation of the above modules or units can be referred to the corresponding content in the above auxiliary brake constant-speed downhill control method embodiments, which will not be described here again.

[0082] As shown in Figure 7 The present application also correspondingly provides an electronic device 700. The electronic device 700 includes a processor 701, a memory 702 and a display 703. Figure 7 Only part of the components of the electronic device 700 are shown, but it should be understood that all the shown components are not required to be implemented, and more or less components can be alternatively implemented.

[0083] The processor 701 can be a central processing unit (CPU), a microprocessor or other data processing chip in some embodiments, used to run the program code or process data stored in the memory 702, such as the auxiliary brake constant-speed downhill control method in the present application.

[0084] In some embodiments, the processor 701 can be a single server or a server group. The server group can be centralized or distributed. In some embodiments, the processor 701 can be local or remote. In some embodiments, the processor 701 can be implemented in a cloud platform. In some embodiments, the cloud platform can include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an internal cloud, a multiple cloud, etc., or any combination of the above.

[0085] The memory 702 can be an internal storage unit of the electronic device 700 in some embodiments, such as a hard disk or a memory of the electronic device 700. The memory 702 can also be an external storage device of the electronic device 700 in other embodiments, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 700.

[0086] Further, the memory 702 can include both the internal storage unit and the external storage device of the electronic device 700. The memory 702 is used to store the application software and various data installed on the electronic device 700.

[0087] In some embodiments, display 703 can be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an organic light-emitting diode (OLED) touchscreen. Display 703 is used to display information on electronic device 700 and to display a visual user interface. Components 701-703 of electronic device 700 communicate with each other via a system bus.

[0088] In one embodiment, when the processor 701 executes the auxiliary braking constant speed downhill control program in the memory 702, the following steps may be implemented: When the vehicle starts the auxiliary braking function, the vehicle operating parameters are obtained, and the total braking force of the vehicle is determined based on the operating parameters; the operating parameters include load, vehicle speed and slope; determining a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; Based on the braking method, the vehicle is controlled to move downhill at a constant speed.

[0089] It should be understood that, when the processor 701 executes the auxiliary braking constant speed downhill control program in the memory 702 , in addition to the above functions, it can also implement other functions. For details, please refer to the description of the corresponding method embodiment above.

[0090] Furthermore, the embodiment of the present invention does not specifically limit the type of the electronic device 700 mentioned. The electronic device 700 may be a portable electronic device such as a mobile phone, a tablet computer, a personal digital assistant (PDA), a wearable device, a laptop computer, or the like. Exemplary embodiments of portable electronic devices include but are not limited to portable electronic devices equipped with iOS, Android, Microsoft, or other operating systems. The above-mentioned portable electronic devices may also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 700 may not be a portable electronic device, but a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0091] Accordingly, an embodiment of the present invention also provides a computer-readable storage medium, which is used to store computer-readable programs or instructions. When the program or instructions are executed by a processor, it can implement the steps or functions of the assisted braking constant speed downhill control method provided by the above-mentioned method embodiments.

[0092] Those skilled in the art will appreciate that all or part of the process flow of the above-described method embodiment can be implemented by instructing related hardware (such as a processor, controller, etc.) through a computer program, and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a magnetic disk, an optical disk, a read-only memory, or a random access memory.

[0093] The above is a detailed introduction to the assisted braking constant speed downhill control method, device, electronic device and storage medium provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A method for controlling a constant speed downhill slope while assisting braking, characterized in that: include: acquiring operating parameters of the vehicle when the auxiliary braking function is activated on the vehicle, and determining a total braking force of the vehicle based on the operating parameters; The operating parameters include load, vehicle speed and slope; Determining a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode is engine braking, or the braking mode is engine braking and service braking; Based on the braking method, the vehicle is controlled to move downhill at a constant speed.

2. The auxiliary braking constant speed downhill control method according to claim 1, characterized in that: The determining of the vehicle braking mode based on the engine braking force and the vehicle total braking force includes: When the engine braking force is greater than the total braking force and the vehicle speed is less than or equal to the vehicle speed threshold, engine braking is adopted; When the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than a vehicle speed threshold, engine braking and service braking are adopted.

3. The auxiliary braking constant speed downhill control method according to claim 1, characterized in that: Determining the total vehicle braking force based on the operating parameters includes: determining a feedforward term of a feedforward compensation PID algorithm based on the slope and the load; determining a control item of a feedforward compensation PID algorithm based on a deviation between the vehicle speed and the target vehicle speed; The vehicle total braking force is determined based on the feedforward term and the control term.

4. The auxiliary braking constant speed downhill control method according to claim 2, characterized in that: When the engine braking force is less than or equal to the total braking force, or the vehicle speed is greater than the vehicle speed threshold, after adopting engine braking and service braking, the method further includes: Establishing a mathematical model based on the brake force, vehicle speed, and duration of braking; the mathematical model is used to predict the temperature of the brake; When the temperature of the brake is greater than a first preset value, service braking is released.

5. The auxiliary braking constant speed downhill control method according to claim 4, characterized in that: The brake force is determined by: Based on the XBR service brake request, obtain the EBS air chamber pressure; Based on the air pressure in the air chamber, the brake force is determined.

6. The auxiliary braking constant speed downhill control method according to claim 4, characterized in that: The expression of the brake force is as follows: N=P·I Wherein, N represents the brake force, P represents the air pressure in the air chamber, and I represents the brake torque gradient.

7. The auxiliary braking constant speed downhill control method according to claim 1, characterized in that: After determining the braking mode of the vehicle based on the engine braking force and the total vehicle braking force, the method further includes: When the engine speed is less than or equal to a second preset value, the vehicle is controlled to downshift.

8. An auxiliary braking constant speed downhill control device, characterized in that: include: a first determining module, configured to obtain operating parameters of the vehicle when the auxiliary braking function is activated, and determine a total braking force of the vehicle based on the operating parameters; the operating parameters include load, vehicle speed, and slope; a second determining module, configured to determine a braking mode of the vehicle based on the engine braking force and the total braking force of the vehicle; the braking mode being engine braking, or the braking mode being engine braking and service braking; The control module is used to control the vehicle to go downhill at a constant speed based on the braking method.

9. An electronic device, characterized in that: comprising a memory and a processor, wherein, The memory is used to store programs; The processor is coupled to the memory and is configured to execute the program stored in the memory to implement the steps of the assisted braking constant speed downhill control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that Used to store computer-readable programs or instructions, which, when executed by a processor, can implement the steps of the auxiliary braking constant speed downhill control method according to any one of claims 1 to 7.

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