Brake control device and brake control method for vehicle

Abstract

The embodiment of the invention provides a brake control device and a brake control method for a vehicle. The brake control apparatus includes an acquisition module configured to acquire a target braking force of a vehicle and a maximum rear axle braking force defined by an electronic braking force distribution (EBD) function of the vehicle; the judging module is configured to judge whether the target braking force is smaller than or equal to the maximum rear axle braking force or not; and the decision module is configured to decide to execute the first brake control mode when the judgment result is positive, and decide to execute the second or third brake control mode when the judgment result is negative. Wherein in each braking control mode, the rear axle braking force is prior to the front axle braking force, and the regenerative braking force is prior to the friction braking force; and in the first braking control mode, only the rear axle braking force is adopted to achieve the target braking force, and in the second braking control mode or the third braking mode, the front axle braking force and the rear axle braking force are adopted to achieve the target braking force.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle braking control in general. In particular, the present application relates to a braking control device and a braking control method for a vehicle. BACKGROUND

[0002] There are many techniques related to vehicle braking control in the prior art. However, the existing vehicle braking control techniques still have room for improvement. For example, during vehicle braking, braking comfort needs to be improved, regenerative braking capability is not fully utilized, and the actual braking force can be less than or even much less than the target braking force, which cannot be known in time, resulting in loss of vehicle deceleration. SUMMARY

[0003] In this context, the present application aims to provide an improved vehicle braking control solution that improves vehicle regenerative braking efficiency by fully utilizing the rear axle regenerative braking force of the vehicle, avoids loss of vehicle deceleration, and improves comfort during vehicle braking.

[0004] To this end, an embodiment of one aspect of the present application provides a braking control device for a vehicle, comprising: an acquisition module configured to acquire a target braking force of the vehicle and a maximum rear axle braking force defined by an electronic brake force distribution (EBD) function of the vehicle; a judgment module configured to judge whether the target braking force is less than or equal to the maximum rear axle braking force; and a decision module configured to decide to execute a first braking control mode when the judgment result is positive, and to decide to execute a second or third braking control mode when the judgment result is negative. Wherein in each braking control mode, the rear axle braking force is prioritized over the front axle braking force, and the regenerative braking force is prioritized over the friction braking force. And in the first braking control mode, only the rear axle braking force is used to achieve the target braking force, and in the second or third braking control mode, both the front axle braking force and the rear axle braking force are used to achieve the target braking force.

[0005] In one embodiment, the maximum rear axle braking force refers to the maximum value that the combined force of the rear axle regenerative braking force and the rear axle friction braking force can reach; and the maximum rear axle braking force is equal to the maximum value of the rear axle braking force defined by the EBD function of the vehicle.

[0006] In one embodiment, in the first braking control mode: the judgment module judges whether the regenerative braking force of the rear axle is greater than or equal to the target braking force; if the judgment result is positive, only the regenerative braking force of the rear axle is used to achieve the target braking force; and if the judgment result is negative, the available rear axle regenerative braking force is prioritized and the rear axle friction braking force is used as a supplement to achieve the target braking force.

[0007] In one embodiment, in the first brake control mode: if the current front axle brake force is greater than zero, the decision module makes a decision to convert the current front axle brake force to a rear axle brake force of the same braking effect, and, for the converted rear axle brake force, to prefer a rear axle regenerative brake force and supplement it with a rear axle friction brake force.

[0008] In one embodiment, in the second brake control mode, the decision module makes a decision to cause the rear axle brake force to reach the maximum rear axle brake force and to achieve the target brake force by supplementing it with the front axle brake force.

[0009] In one embodiment, in the second brake control mode, the decision module further makes a decision to achieve the target brake force in the order of first using an available rear axle regenerative brake force, then using a rear axle friction brake force to cause the rear axle brake force to reach the maximum rear axle brake force, then using a front axle regenerative brake force, and then using a front axle friction brake force.

[0010] In one embodiment, in the second or third brake control mode, the decision module makes a decision to convert a requested increased rear axle brake force to a front axle brake force of the same braking effect in the case that the current brake force of the rear axle has reached the maximum rear axle brake force when the request for the increased rear axle brake force is received.

[0011] In one embodiment, in the second or third brake control mode, the decision module makes a decision to convert a portion of the rear axle target brake force that exceeds the maximum rear axle brake force to a front axle brake force of the same braking effect in the case that the rear axle target brake force obtained by the obtaining module is greater than the maximum rear axle brake force.

[0012] In one embodiment, in the third brake control mode, the decision module makes a decision to make up for a portion of a reduction in the front axle regenerative brake force by one or more of the front axle friction brake force, the rear axle friction brake, and the rear axle regenerative brake force; and / or to make up for a portion of a reduction in the rear axle regenerative brake force by one or more of the rear axle friction brake force, the front axle friction brake, and the front axle regenerative brake force; and / or to make up for a portion of a reduction in both the front axle regenerative brake force and the rear axle regenerative brake force by the front axle friction brake force and / or the rear axle friction brake force in the case that the front axle regenerative brake force and the rear axle regenerative brake force are reduced.

[0013] In one embodiment, the decision module is further configured to perform a preparatory operation of the front axle friction brake force to reduce a generation time of the front axle friction brake force once the front axle regenerative brake force is exhausted in the case that the front axle brake force only contains a regenerative brake force and the rear axle brake force has reached the maximum rear axle brake force.

[0014] In one embodiment, the preparation operation includes reducing the distance between the brake caliper and the friction plate of the front wheel.

[0015] In one embodiment, the decision module is further configured to, in the case where the front axle braking force is greater than zero and the rear axle braking force is less than the maximum rear axle braking force, divert at least a portion of the front axle braking force to the rear axle braking force.

[0016] Embodiments of another aspect of the present application provide a brake control method for a vehicle, including: obtaining a target braking force of the vehicle and a maximum rear axle braking force defined by an electronic brake force distribution (EBD) function of the vehicle; determining whether the target braking force is less than or equal to the maximum rear axle braking force; deciding to execute a first brake control mode when the determination result is positive; and deciding to execute a second or third brake control mode when the determination result is negative, wherein in each brake control mode, the rear axle braking force is prioritized over the front axle braking force, and a regenerative braking force is prioritized over a friction braking force; and in the first brake control mode, only the rear axle braking force is used to achieve the target braking force, and in the second or third brake control mode, both the front axle braking force and the rear axle braking force are used to achieve the target braking force.

[0017] Embodiments of yet another aspect of the present application provide a machine-readable storage medium storing executable instructions which, when executed, cause one or more processors to perform the method as described above.

[0018] Embodiments of yet another aspect of the present application provide a computer program product comprising computer executable instructions which, when executed, cause one or more processors to perform the method as described above.

[0019] The above summary of the major aspects of the present application is given in order to enable a basic understanding of these aspects. This summary does not intend to describe all the key or important elements of the present application, nor is it intended to limit the scope of any or all aspects of the present application. The purpose of this summary is to present some implementations of these aspects in a simplified form as a prelude to the detailed description to be given later. BRIEF DESCRIPTION OF DRAWINGS

[0020] The technical solutions of the present application will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings. It can be understood that the drawings are only used for illustrative purposes, and are not intended to limit the scope of protection of the present application.

[0021] Figure 1 is a schematic block diagram of a vehicle system according to an embodiment of the present application, which includes a brake control device according to an embodiment of the present application.

[0022] Figure 2is a flow chart of a vehicle braking control method according to an embodiment of the present application.

[0023] Figure 3 A plurality of braking control modes according to embodiments of the present application are shown, as well as some embodiments of each braking control mode. DETAILED DESCRIPTION

[0024] Embodiments of the present application relate to a braking control solution for a vehicle. According to embodiments of the present application, during vehicle braking, rear axle braking is prioritized over front axle braking, and regenerative braking is prioritized over friction braking, in terms of achieving a target braking force of the vehicle.

[0025] According to embodiments of the present application, when the rear axle target braking force exceeds a predetermined maximum rear axle braking force, the excess portion of the rear axle target braking force can be diverted to the front axle for implementation, thereby avoiding loss of braking deceleration.

[0026] According to embodiments of the present application, when a situation occurs during vehicle braking in which regenerative braking force of the front axle or the rear axle is fading, the fading regenerative braking force can be flexibly supplemented by friction braking force of the front axle and / or the rear axle, thereby avoiding loss of braking deceleration.

[0027] The vehicle braking control solution according to embodiments of the present application is applicable to both human driver mode and automatic driving mode or assisted driving mode. In other words, the vehicle braking control solution according to embodiments of the present application is applicable to all scenarios of smart driving and human driving.

[0028] In embodiments of the present application, “regenerative braking” or “regenerative braking force” refers to: when a hybrid vehicle or an electric vehicle brakes, the electric motor (also referred to as “motor” in some places below) switches to generator mode, i.e., the wheels transmit kinetic energy to the generator through the transmission system, thereby converting kinetic energy into electrical energy. The resistance generated by the electrical power generated by the generator slows down the vehicle, thereby achieving regenerative braking of the vehicle. In addition to being able to improve energy utilization efficiency, regenerative braking can also reduce brake dust emissions (e.g., can reduce brake dust emissions by more than 95%), because the regenerative braking system of the vehicle can recover kinetic energy and start the emission-free generator braking. Therefore, regenerative braking helps to reduce the consumption and carbon footprint of hybrid vehicles or electric vehicles, and can also increase the driving range of hybrid vehicles or electric vehicles, alleviating the range anxiety of drivers.

[0029] In embodiments of the present application, “friction braking” or “friction braking force” refers to: the vehicle is slowed down by resisting motion using a friction brake. For example, brakes implemented by driving calipers in a hydraulic or mechanical manner.

[0030] In the following, specific embodiments of the present application will be described with reference to the accompanying drawings.

[0031] Figure 1 A vehicle system 100 according to an embodiment of the application is shown, which comprises a brake control device 10 and an execution device 20. The brake control device 10 and the execution device 20 are both arranged on a vehicle V, so the vehicle system 100 is a kind of on-board system.

[0032] The brake control device 10 is configured to decide a braking strategy, which comprises allocating a target braking force of the vehicle to the rear axle or to the front axle and the rear axle, and determining a portion of the front axle braking force and the rear axle braking force to be achieved by regenerative braking and a portion to be achieved by friction braking.

[0033] In one embodiment, the brake control device 10 comprises an obtaining module 11, a judging module 12 and a deciding module 13. The brake control device 10 and each of its modules can be implemented in hardware or software or a combination of software and hardware. For the part implemented in hardware, it can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, electronic units designed to perform the functions, or a combination thereof. For the part implemented in software, it can be implemented by means of microcode, program code or code segments, which can also be stored in a machine-readable storage medium such as a storage component.

[0034] It should be understood that the naming of each module of the brake control device 10 is functional (logical) and is not intended to limit the implementation or physical location of each module. These modules can be arranged in the same chip or the same circuit, or in different chips or different circuits. Furthermore, each module can be further divided into multiple sub-modules, or combined into a single module.

[0035] In one embodiment, the brake control device 10 can be arranged in an electronic control unit (ECU) of the vehicle, for example, arranged in an ECU of the brake system of the vehicle or arranged in an ECU of the vehicle body stability system. The brake control device 10 can also be arranged in a vehicle body controller (VCU) of the vehicle. The brake control device 10 can also be arranged in a domain controller of the vehicle.

[0036] The execution device 20 is configured to execute the braking strategy decided by the braking control device 10. The execution device 20 comprises a first execution unit 21 for executing the regenerative braking force decided by the braking control device 10 and a second execution unit 22 for executing the friction braking force decided by the braking control device 10. The first execution unit 21 can comprise an electric motor. For example, the first execution unit 21 can be implemented as comprising a front axle motor and a rear axle motor; or comprising a front axle motor and two rear wheel motors (coupled with a left rear wheel and a right rear wheel, respectively); or comprising two front wheel motors (coupled with a left front wheel and a right front wheel, respectively) and a rear axle motor; or comprising two front wheel motors and two rear wheel motors. The second execution unit 22 can comprise a hydraulic brake and / or a caliper brake.

[0037] Figure 2 is a flowchart of a vehicle braking control method 200 according to an embodiment of the present application. The method 200 can be executed by the above-mentioned braking control device 10.

[0038] Figure 3 A plurality of braking control modes and some embodiments of each braking control mode are shown according to an embodiment of the present application. According to an embodiment of the present application, different braking control modes are suitable for different braking stages. In other words, different braking control modes correspond to different magnitudes of braking deceleration. Referring to Figure 3 , three braking control modes are shown by way of example, i.e. a first braking control mode MODE_1, a second braking control mode MODE_2 and a third braking control mode MODE_3. The braking deceleration corresponding to the three braking control modes increases in turn. Referring to Figure 3 , the braking deceleration a brake increases in turn along the arrow direction of the longitudinal axis.

[0039] In each of the schematic diagrams of Figure 3 , the longitudinal axis represents the braking force, the magnitude of which increases along the arrow direction of the longitudinal axis. On the transverse axis, the block pattern under the symbol "F" represents the braking force of the front axle, and the block pattern under the symbol "R" represents the braking force of the rear axle, wherein the grey block pattern (F gen ) represents the braking force obtained by means of regenerative braking (i.e. regenerative braking force); and the grid block pattern (F fri ) represents the braking force obtained by means of friction braking (i.e. friction braking force). In each of the schematic diagrams of Figure 3 , the dashed line extending along the transverse axis represents the predetermined maximum rear axle braking force.

[0040] The vehicle braking control method 200 is described below with reference to Figure 2 and Figure 3 .

[0041] At block 202, the obtaining module 11 obtains the target braking force of the vehicle and the predetermined maximum rear axle braking force.

[0042] In an embodiment of the present invention, the "target braking force" is the braking force that the entire vehicle needs to provide. In one embodiment, the target braking force is equal to the sum of the front axle target braking force and the rear axle target braking force, that is, the total target braking force of the vehicle. In the driver driving mode, the target braking force can be calculated based on the pedal force applied by the driver to the brake pedal. In the automatic driving mode, the target braking force can be calculated by the automatic driving system. In the assisted driving mode, the target braking force can be calculated by the assisted driving system. In one implementation, the calculation unit (not shown) for calculating the target braking force can send the calculated target braking force to the vehicle bus, and the acquisition module 11 obtains the target braking force through the vehicle bus. In another implementation, the acquisition module 11 is wirelessly connected to the calculation unit for calculating the target braking force, and the acquisition module 11 obtains the target braking force from the calculation unit in a wireless communication manner.

[0043] In an embodiment of the present invention, the "maximum rear axle braking force" is calculated in real time, and the maximum rear axle braking force calculated in real time is used when necessary. In one embodiment, the maximum rear axle braking force is the maximum value of the rear axle braking force defined by the electronic brake force distribution (EBD) function of the vehicle, that is, the maximum value that the rear axle braking force can reach under the constraints of the EBD function. For example, the EBD functional module of the vehicle calculates the maximum value of the rear axle braking force of the vehicle in real time, and the calculated maximum value is the above-mentioned maximum rear axle braking force. In this embodiment, once the EBD function is triggered and limits the rear axle braking force to no longer increase after reaching the maximum value, this can be achieved by automatically transferring the "excess" rear axle braking force to the front axle according to the braking strategy of the embodiment of the present invention.

[0044] In another embodiment, to prioritize / fully utilize the rear axle braking force, the following braking strategy can be employed: When there is braking force on the front axle (i.e., the actual front axle braking force is greater than zero) and the rear axle braking force (i.e., the actual rear axle braking force) is less than the aforementioned maximum rear axle braking force (i.e., there is still room for the rear axle braking force to be increased), at least a portion of the front axle braking force is transferred to the rear axle. This braking force transfer allows full utilization of the rear axle braking force, thereby improving vehicle braking comfort, as rear axle braking provides a better braking smoothness than front axle braking.

[0045] In yet another embodiment, in the case where the front axle braking force only comprises regenerative braking force (i.e. the front axle has no friction braking force) and the rear axle braking force has reached the aforementioned rear axle maximum braking force, once the front axle regenerative braking force fade occurs (e.g. the front axle regenerative braking force starts to fade but has not completely disappeared), a preparatory operation of the front axle friction braking force is performed in order to reduce the time for building up to generate the front axle target friction braking force after the front axle target friction braking force is received. The preparatory operation can comprise reducing the distance between the brake caliper and the friction plate of the front wheel (i.e. the wheel coupled with the front axle), e.g. controlling the brake caliper to touch / lightly touch the friction plate (there is no force between the two) or the gap between them is very small (almost zero).

[0046] At block 204, the judging module 12 judges whether the target braking force is less than or equal to a predetermined maximum rear axle braking force.

[0047] When the result of the judgment at block 204 is positive, i.e. the judging module 12 determines that the target braking force is less than or equal to the predetermined maximum rear axle braking force, the method 200 proceeds to block 206.

[0048] At block 206, the decision module 13 determines to perform the braking control in a first braking control mode (MODE_1). The decision module 13 decides that in the first braking control mode, the target braking force is achieved only by means of braking on the rear axle. Some embodiments of the braking control in the first braking control mode are described below.

[0049] In one embodiment (block 2061), the judging module 12 judges whether the rear axle regenerative braking force that the vehicle is able to provide is greater than or equal to the target braking force. If the result of the judgment is positive, i.e. it is determined that the rear axle regenerative braking force is greater than or equal to the target braking force, see Figure 3 MODE_1.1 in, the decision module 13 decides to achieve the target braking force only by means of the rear axle regenerative braking force. If the result of the judgment is negative, i.e. it is determined that the rear axle regenerative braking force is less than the target braking force, see Figure 3 MODE_1.2 in, in this case, the decision module 13 decides to make the most of the rear axle regenerative braking force and supplement it with the rear axle friction braking force to achieve the target braking force. In other words, in this case, the rear axle regenerative braking force is given priority and the rear axle friction braking force is used to supplement the part of the rear axle regenerative braking force that is insufficient to meet the target braking force to achieve the target braking force.

[0050] In another embodiment (block 2062), see Figure 3In the case of MODE_1.3, in which the current rear axle braking force is less than the predetermined maximum rear axle braking force (i.e., there is room for increasing the rear axle braking force) and the current front axle braking force is greater than zero (i.e., there is a front axle braking force), the current front axle braking force is transferred to the rear axle, i.e., the current front axle braking force is converted to a corresponding rear axle braking force to achieve the same braking effect as the front axle braking force by the converted rear axle braking force. It should be understood that in converting the front axle braking force to the rear axle braking force, it is not necessarily required that the braking forces be equal in value, but rather, the front axle braking force and the rear axle braking force can be different in value in achieving the same braking effect.

[0051] In addition, in the embodiment of converting the front axle braking force to the rear axle braking force, the rear axle regenerative braking force is prioritized over the rear axle friction braking force. In other words, in the case that there is available rear axle regenerative braking force, the rear axle regenerative braking force is used first. In the case that the available rear axle regenerative braking force is not sufficient to meet the required converted rear axle braking force, the rear axle friction braking force is used as a supplement.

[0052] When the determination result of block 204 is negative, i.e., the target braking force is determined by the determination module 12 to be greater than the predetermined maximum rear axle braking force, the method 200 proceeds to block 208.

[0053] In block 208, the determination module 13 determines to perform the braking control in the second braking control mode (MODE_2) or the third braking control mode (MODE_3). In general, in the second or third braking control mode, the target braking force is achieved by means of both braking of the rear axle and braking of the front axle. In general, in the second or third braking control mode, the rear axle braking is prioritized over the front axle braking, and the regenerative braking is prioritized over the friction braking.

[0054] In addition, as the braking deceleration increases, there can be a situation of regenerative braking fading out, and there can be a situation of excessive rear axle braking force request (e.g., the requested rear axle target braking force is greater than the predetermined maximum rear axle braking force), and the braking control in the second or third braking control mode according to the embodiments of the present application can cope with these situations.

[0055] In general, in the second or third braking control mode, the target braking force is achieved in the order of first using the rear axle regenerative braking force, then using the rear axle friction braking force to reach the maximum rear axle braking force, then using the front axle regenerative braking force, and then using the front axle friction braking force. Some embodiments of the braking control in the second and third braking control modes are described below.

[0056] In one embodiment (block 2801), a situation is that, referring to Figure 3MODE_2.1, first using available rear axle regenerative braking force, then using rear axle friction braking force to reach a predetermined maximum rear axle braking force, and then using front axle regenerative braking force to achieve the target braking force. Another case is, see Figure 3 MODE_2.2, based on the example of the aforementioned MODE_2.1, then using front axle hydraulic braking force to achieve a target braking force that is greater than the target braking force of MODE_2.1.

[0057] In another embodiment (block 2802), see Figure 3 MODE_2.3 and MODE_3.1 in FIG. 8, the obtaining module 11 receives a requested rear axle target braking force, and the judging module 12 judges that the rear axle target braking force is greater than a predetermined maximum rear axle braking force. In this case, the decision module 13 makes a decision to convert the part of the requested rear axle target braking force that exceeds the predetermined maximum rear axle braking force into a front axle target braking force to achieve. When converting the rear axle braking force into the front axle braking force, as long as the braking effects before and after the conversion are the same, it is not necessarily required that the braking forces are converted in the same value, on the contrary, the front axle braking force and the rear axle braking force can be different in value in achieving the same braking effect.

[0058] Another case of this embodiment is that the obtaining module 11 obtains a request to increase the rear axle braking force in the case where the current rear axle braking force has reached the predetermined maximum rear axle braking force. In this case, the decision module 13 makes a decision to convert the requested increased rear axle braking force into a front axle target braking force to achieve. Similarly, when converting the rear axle braking force into the front axle braking force, as long as the braking effects before and after the conversion are the same.

[0059] In addition, in the embodiment of converting the rear axle braking force into the front axle braking force, the front axle regenerative braking force is preferred to the front axle hydraulic braking force. In other words, in the case where there is still available front axle regenerative braking force, the front axle regenerative braking force is preferred to be used. When the available front axle regenerative braking force is not enough to meet the front axle braking force that needs to be converted, the front axle friction braking force is supplemented.

[0060] In yet another embodiment (block 2803), see Figure 3In the case of MODE_3.2 in which the regenerative braking force decreases (decreases) during braking, the regenerative braking force decrease can be caused by various reasons, and the present application does not limit the reasons for the regenerative braking force decrease. According to an embodiment of the present application, once the regenerative braking force decrease occurs, the energy consumption can flexibly supplement the friction braking force of the front axle and / or the rear axle. For example, in the case of the regenerative braking force decrease (decrease) of the rear axle, the decision module 13 can make a decision to compensate for the decrease of the regenerative braking force of the rear axle by one or more of the rear axle friction braking force, the front axle friction braking force, and the front axle regenerative braking force. For another example, in the case of the regenerative braking force decrease (decrease) of the front axle, the decision module 13 can make a decision to compensate for the decrease of the regenerative braking force of the front axle by one or more of the front axle friction braking force, the rear axle friction braking force, and the rear axle regenerative braking force. For another example, in the case of the regenerative braking force decrease (decrease) of both the front axle and the rear axle, the decision module 13 can make a decision to compensate for the decrease of the regenerative braking force of the front axle and the rear axle by one or more of the front axle friction braking force and the rear axle friction braking force.

[0061] At block 210, the decision module 13 transmits the decided braking strategy (e.g., the braking strategy under a certain braking control mode) to the execution device 20, so that the execution device 20 controls the regenerative braking (powertrain braking) and the friction braking (friction brake braking) to execute the decided braking strategy.

[0062] In addition, according to an embodiment of the present application, when the available regenerative braking force is sufficient to meet the target braking force, and the sum of the available rear axle regenerative braking force and the front axle regenerative braking force is greater than the target braking force, the excess regenerative braking force can be stored, for example, in the power battery of the vehicle.

[0063] It should be understood that although the three braking control modes are shown in the form of deceleration increase in Figure 3 According to an embodiment of the present application, in actual application, the vehicle braking can not be controlled according to the first to third braking control modes. For example, in the case that the driver steps on the brake pedal heavily and then releases it a little, and then further steps on the brake pedal, the braking process of the vehicle can be controlled according to the third braking control mode, the first braking control mode, and the second braking control mode in sequence.

[0064] An embodiment of the present application also provides a machine readable storage medium storing executable instructions, which, when executed, cause one or more processors to perform the braking control method 200 as described above.

[0065] Embodiments of the present application also provide a computer program product comprising computer executable instructions that, when executed, cause one or more processors to perform the brake control method 200 as described above.

[0066] It should be noted that all of the operations in the methods described above are merely exemplary, and the present disclosure is not limited to any of the operations in the methods or the order of the operations, but should encompass all other equivalent variations under the same or similar concepts.

[0067] It should be noted that the processor can use any combination of one or more of the following: an appropriate central processing unit, CPU, multiprocessor, microcontroller, digital signal processor, DSP, application specific integrated circuit, etc., capable of executing software instructions of a computer program stored in a memory. The memory can thus be considered to be part of a computer program product or to form a computer program product. The processor can be configured to execute the computer program stored therein to cause the controller to perform the required steps.

[0068] It should be noted that software should be interpreted broadly to mean instructions, instruction sets, code, code segments, program code, programs, subprograms, software modules, applications, software applications, software packages, routines, subroutines, objects, runtimes, processes, functions, etc. The software can reside on a computer readable medium. The computer readable medium can include, for example, memory such as a magnetic storage device (e.g., hard disk, floppy disk, magnetic strips), an optical disk, a smart card, a flash device, a random access memory (RAM), a read only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown separate from the processor in the various aspects presented herein, the memory can also be internal to the processor (e.g., cache or register).

[0069] The above description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects. Thus, the claims are not intended to be limited to the aspects presented herein. Rather, the claims are to be accorded their broadest interpretation so as to encompass all equivalent structures and functions.

Claims

1. A braking control device for a vehicle, comprising: an acquisition module configured to acquire a target braking force of the vehicle and a maximum rear axle braking force defined by an electronic brake force distribution (EBD) function of the vehicle; a determination module configured to determine whether the target braking force is less than or equal to the maximum rear axle braking force; as well as a decision module configured to decide to execute the first brake control mode when the judgment result is positive, and to decide to execute the second or third brake control mode when the judgment result is negative, Among them, in each braking control mode, the rear axle braking force takes precedence over the front axle braking force, and the regenerative braking force takes precedence over the friction braking force; and In the first brake control mode, only the rear axle braking force is used to achieve the target braking force. In the second or third brake modes, both the front axle braking force and the rear axle braking force are used to achieve the target braking force.

2. The brake control device according to claim 1, wherein: The maximum rear axle braking force refers to the maximum value that the combined force of the rear axle regenerative braking force and the rear axle friction braking force can reach; and the maximum rear axle braking force is equal to the maximum value of the rear axle braking force limited by the EBD function of the vehicle.

3. The brake control device according to claim 1, wherein: In the first brake control mode: The judging module judges whether the regenerative braking force of the rear axle is greater than or equal to the target braking force; If the judgment result is positive, only the regenerative braking force of the rear axle is used to achieve the target braking force; as well as If the judgment result is negative, the available rear axle regenerative braking force is used first and the rear axle friction braking force is used as a supplement to achieve the target braking force.

4. The brake control device according to claim 1, wherein: In the first brake control mode: If the current front axle braking force is greater than zero, the decision module makes the following decision: convert the current front axle braking force into a rear axle braking force with the same braking effect, and, for the converted rear axle braking force, give priority to the rear axle regenerative braking force and use the rear axle friction braking force as a supplement.

5. The brake control device according to claim 1, wherein: In the second braking control mode, the decision module makes a decision: the rear axle braking force reaches the maximum rear axle braking force and is supplemented by the front axle braking force to achieve the target braking force.

6. The brake control device according to claim 5, wherein: In the second braking control mode, the decision module also makes the following decisions: The target braking force is achieved in the following order: first using the available rear axle regenerative braking force, then using the rear axle friction braking force to make the rear axle braking force reach the maximum rear axle braking force, then using the front axle regenerative braking force, and then using the front axle friction braking force.

7. The brake control device according to claim 1, wherein: In the second or third braking control mode, the decision module makes the following decisions: When a request to increase the rear axle braking force is received when the current rear axle braking force has reached the maximum rear axle braking force, the requested increased rear axle braking force is converted into a front axle braking force having the same braking effect.

8. The brake control device according to claim 1, wherein: In the second or third braking control mode, the decision module makes the following decisions: When the rear axle target braking force acquired by the acquisition module is greater than the maximum rear axle braking force, the portion of the rear axle target braking force exceeding the maximum rear axle braking force is converted into a front axle braking force with the same braking effect.

9. The brake control device according to claim 1, wherein: In the third braking control mode, the decision module makes the following decisions: In the case where the front axle regenerative braking force is reduced, compensating for the reduced front axle regenerative braking force by one or more of the front axle friction braking force, the rear axle friction braking force and the rear axle regenerative braking force; and / or In the case where the rear axle regenerative braking force is reduced, compensating for the reduced rear axle regenerative braking force by one or more of the rear axle friction braking force, the front axle friction braking, and the front axle regenerative braking force; and / or When both the front axle regenerative braking force and the rear axle regenerative braking force are reduced, the reduced portions of the front axle regenerative braking force and the rear axle regenerative braking force are compensated by the front axle friction braking force and / or the rear axle friction braking force.

10. The brake control device according to claim 1, wherein: The decision module is further configured to: When the front axle braking force includes only the regenerative braking force and the rear axle braking force has reached the maximum rear axle braking force, once the front axle regenerative braking force disappears, a preparatory operation of the front axle friction braking force is performed to reduce the generation time of the front axle friction braking force.

11. The brake control device according to claim 10, wherein: The preparatory operation includes reducing the distance between the brake caliper and the friction plate of the front wheel.

12. The brake control device according to claim 1, wherein: The decision module is further configured to: When the front axle braking force is greater than zero and the rear axle braking force is less than the maximum rear axle braking force, at least a portion of the front axle braking force is transferred to the rear axle braking force.

13. A braking control method for a vehicle, comprising: Obtaining the vehicle's target braking force and the maximum rear axle braking force defined by the vehicle's electronic brake force distribution (EBD) function; determining whether the target braking force is less than or equal to the maximum rear axle braking force; When the judgment result is affirmative, the decision is to execute the first brake control mode; as well as If the judgment result is negative, the second or third braking control mode is executed. Among them, in each braking control mode, the rear axle braking force takes precedence over the front axle braking force, and the regenerative braking force takes precedence over the friction braking force; and In the first brake control mode, only the rear axle braking force is used to achieve the target braking force. In the second or third brake modes, both the front axle braking force and the rear axle braking force are used to achieve the target braking force.

14. A machine-readable storage medium storing executable instructions, which, when executed, cause one or more processors to perform the method of claim 13.

15. A computer program product comprising computer executable instructions which, when executed, cause one or more processors to perform the method of claim 13.

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