Braking control method, system and vehicle

Abstract

The application discloses a kind of brake control method, system and vehicle of vehicle, the method includes: when receiving parking instruction signal and the vehicle is in parking state, the road surface adhesion coefficient of vehicle travel road is obtained, the slope angle of vehicle, mass, the confidence of road surface adhesion coefficient corresponding;According to road surface adhesion coefficient, slope angle, mass, the confidence of road surface adhesion coefficient corresponding determine the target parking force of vehicle, and generate brake control instruction;According to brake control instruction, the brake of vehicle is controlled, so that the parking force of vehicle reaches target parking force, realizes the brake parking function of vehicle.The application can accurately and reasonably determine target parking force, avoid the performance surplus and resource mismatch caused by excessive parking force, at the same time, reduce unnecessary stress that brake component bears, prolong the service life of brake component, reduce maintenance cost, and reduce the work amount required for air pressure machine to overcome spring force when releasing parking brake, and then reduce energy cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a braking control method, system, and vehicle for a vehicle. Background Technology

[0002] In the field of vehicle technology, especially in the commercial vehicle sector, existing parking brake systems mainly rely on traditional spring-energy-storage parking brake systems that are directly controlled by a manual parking brake valve. This parking method applies a single, and usually maximum, parking force determined by the physical properties of the spring, regardless of the actual operating conditions of the vehicle (such as unloaded flat ground, lightly loaded gentle slope, or fully loaded steep slope).

[0003] However, in most parking scenarios, the braking force required by the vehicle is relatively small. Using the existing active braking method will result in performance overkill and resource misallocation. Furthermore, long-term excessive force will subject the braking components to huge mechanical stress, accelerate fatigue wear and deformation, shorten lifespan, and increase maintenance costs. At the same time, when releasing the parking brake, the air compressor needs to generate high pressure to overcome the spring force. The maximum parking force will result in a large amount of work done in a single operation and over a long period, increasing energy costs. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] Therefore, one objective of this invention is to provide a vehicle braking control method that can accurately and reasonably determine the target parking force, avoid excessive performance and resource misallocation caused by excessive parking force, reduce unnecessary stress on braking components, extend the service life of braking components, reduce maintenance costs, and reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0006] Therefore, a second objective of the present invention is to provide a vehicle braking control system.

[0007] Therefore, a third objective of the present invention is to provide a vehicle.

[0008] Therefore, a fourth object of the present invention is to provide a computer-readable storage medium.

[0009] To achieve the above objectives, a first aspect of the present invention provides a vehicle braking control method, the method comprising: upon receiving a parking command signal and the vehicle being in a parking state, acquiring the road surface adhesion coefficient of the road on which the vehicle is traveling, the slope angle of the vehicle, its mass, and the confidence level corresponding to the road surface adhesion coefficient; determining a target parking force of the vehicle based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient, and generating a braking control command based on the target parking force; and controlling the vehicle to brake according to the braking control command, so that the parking force of the vehicle reaches the target parking force, thereby realizing the braking and parking function of the vehicle.

[0010] According to the vehicle braking control method of the present invention, the target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. At the same time, it can avoid accelerated fatigue wear and deformation of braking components caused by long-term excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending the service life of braking components, and reducing maintenance costs. In addition, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0011] In addition, the vehicle braking control method according to embodiments of the present invention may also have the following additional technical features: In some examples, obtaining the road surface adhesion coefficient, the vehicle's slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient includes: obtaining the vehicle's longitudinal slope angle, lateral slope angle, axle load data, air suspension pressure data, engine torque data, acceleration data, gear position, wheel speed data, and yaw rate data; determining the vehicle's slope angle based on the longitudinal slope angle and the lateral slope angle; determining the vehicle's mass based on the vehicle's axle load data and the air suspension pressure data, or determining the vehicle's mass based on the engine torque data, the acceleration data, and the gear position; and determining the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient based on the wheel speed data, the acceleration data, and the yaw rate data.

[0012] In some examples, determining the target parking force of the vehicle based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient includes: querying a mapping relationship between the road surface adhesion coefficient, the confidence level corresponding to the road surface adhesion coefficient, and the dynamic adaptive safety factor of the vehicle based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient to determine the dynamic adaptive safety factor; determining the road surface adhesion angle based on the dynamic adaptive safety factor; and determining the target parking force of the vehicle based on the dynamic adaptive safety factor, the road surface adhesion angle, the slope angle, and the mass.

[0013] In some examples, generating a braking control command based on the target parking force includes: obtaining a target reverse control force corresponding to the target parking force based on a preset characteristic curve, wherein the characteristic curve is obtained based on the mapping relationship between the target parking force and the target reverse control force; and generating the braking control command based on the target reverse control force.

[0014] In some examples, the vehicle includes a spring-loaded brake caliper and at least one high-precision air pressure regulating valve. Controlling the vehicle to brake according to the brake control command to achieve the target parking force includes: controlling the high-precision air pressure regulating valve to adjust the air pressure in the spring chamber of the spring-loaded brake caliper according to the brake control command, so that the pressure in the spring chamber reaches the target reverse control pressure, thereby achieving the target parking force. In some examples, after controlling the vehicle to brake according to the braking control command, the method further includes: acquiring in real time the air pressure in the spring chamber of the spring-energy-storing brake caliper and the ambient temperature of the vehicle; determining a target pressure change based on the target reverse control force and the air pressure in the spring chamber of the spring-energy-storing brake caliper; determining a first control command for controlling the vehicle to brake based on the ambient temperature and the target pressure change; determining a second control command for controlling the vehicle to brake based on the target pressure change; and adjusting the braking state of the vehicle according to the first control command and the second control command so that the difference between the pressure in the spring chamber and the target reverse control pressure is within a preset difference range.

[0015] In some examples, the vehicle braking control method further includes: calibrating the preset characteristic curve when the vehicle meets calibration conditions; wherein the calibration conditions include: the vehicle is in a parked state and the vehicle's mileage reaches a preset mileage threshold and / or the number of times the vehicle's engine is started reaches a preset number threshold; or, receiving an active calibration command issued by the user; or, the time when the deviation between the air pressure in the spring chamber of the spring energy storage brake cylinder and a preset pressure is greater than a preset deviation threshold reaches a preset time.

[0016] In some examples, calibrating the preset characteristic curve includes: controlling the high-precision air pressure regulating valve to adjust the air pressure in the spring chamber of the spring energy storage brake pump to make the pressure in the spring chamber zero, and obtaining the maximum physical force of the spring energy storage brake pump; scaling or non-linearly correcting the preset characteristic curve according to the difference between the maximum physical force and the preset maximum physical force, so as to calibrate the preset characteristic curve.

[0017] In some examples, the vehicle braking control method further includes: when the vehicle malfunctions, determining the corresponding fault level based on fault information, and triggering a corresponding fault handling strategy based on the fault level; wherein the fault level includes: Level 1 fault, Level 2 fault, and Level 3 fault; when the fault level is Level 1 fault, the corresponding fault handling strategy is: to reduce the pressure in the spring chamber to zero, so that the spring energy storage brake caliper outputs the maximum physical force; when the fault level is Level 2 fault, the corresponding fault handling strategy is: to switch the vehicle braking control method to a preset conservative force mode, wherein the preset conservative force mode is a mode in which the physical force output by the spring energy storage brake caliper is a preset physical force; when the fault level is Level 3 fault, the corresponding fault handling strategy is: to dynamically increase the safety margin of the vehicle braking control system.

[0018] In some examples, the vehicle braking control method further includes: displaying the fault level through a user interface and displaying corresponding fault alarm information according to the fault level.

[0019] To achieve the above objectives, a second aspect of the present invention provides a vehicle braking control system, comprising: a sensing unit, configured to, upon receiving a parking command signal and when the vehicle is in a parking state, acquire the road surface adhesion coefficient of the road on which the vehicle is traveling, the slope angle of the vehicle, its mass, and a confidence level corresponding to the road surface adhesion coefficient; a determining unit, configured to determine a target parking force of the vehicle based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient, and generate a braking control command based on the target parking force; and a control unit, configured to control the vehicle to brake according to the braking control command, so that the parking force of the vehicle reaches the target parking force, thereby realizing the braking and parking function of the vehicle.

[0020] According to the vehicle braking control system of the present invention, the target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. At the same time, it can avoid accelerated fatigue wear and deformation of braking components caused by long-term excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending the service life of braking components, and reducing maintenance costs. In addition, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0021] To achieve the above objectives, a third aspect of the present invention discloses a vehicle comprising: a vehicle braking control system as described in the second aspect of the present invention; or, a processor, a memory, and a vehicle braking control program stored in the memory and executable on the processor, wherein the vehicle braking control program, when executed by the processor, implements a vehicle braking control method as described in the first aspect of the present invention.

[0022] According to the vehicle of the present invention, by determining the target parking force of the vehicle based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, and controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. At the same time, it can avoid accelerated fatigue wear and deformation of braking components caused by long-term excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending the service life of braking components, and reducing maintenance costs. In addition, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0023] To achieve the above objectives, a fourth aspect of the present invention discloses a computer-readable storage medium storing a vehicle braking control program thereon, which, when executed by a processor, implements the vehicle braking control method as described in the first aspect of the present invention.

[0024] According to an embodiment of the present invention, when a vehicle braking control program stored thereon is executed by a processor, the target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. At the same time, it can avoid accelerated fatigue wear and deformation of braking components caused by long-term excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending the service life of braking components, and reducing maintenance costs. In addition, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0025] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic flowchart of a vehicle braking control method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of a vehicle braking control system according to an embodiment of the present invention.

[0027] Figure label: Vehicle braking control system - 100; sensing unit - 110; determining unit - 120; control unit - 130. Detailed Implementation

[0028] To provide a more detailed understanding of the features and technical content of the embodiments of the present invention, the implementation of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the embodiments of the present invention. In the following technical description, for ease of explanation, several details are used to provide a full understanding of the disclosed embodiments. However, one or more embodiments may still be implemented without these details. In other cases, well-known structures and devices may be shown in a simplified manner to simplify the drawings.

[0029] The following is for reference. Figures 1-2 A braking control method and system for a vehicle according to an embodiment of the present invention are described.

[0030] Figure 1 This is a schematic flowchart of a vehicle braking control method according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method includes the following steps: When a parking command signal is received and the vehicle is in a parking state, the road surface adhesion coefficient, the vehicle's slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient are obtained.

[0031] Specifically, upon receiving a parking command signal and the vehicle being in a parking state (i.e., receiving a parking signal triggered by the driver pulling a handle or pressing an electronic switch), and detecting that the vehicle speed sensor indicates the vehicle speed is approaching zero, the system can acquire the road surface adhesion coefficient, the vehicle's slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. The road surface adhesion coefficient includes, but is not limited to, data obtained through a road surface adhesion coefficient estimation module installed in the vehicle. This module is typically integrated into the electronic control braking system or the electronic control unit of the anti-lock braking system (ABS). It can be obtained based on information such as wheel speed, vehicle acceleration, and yaw rate, using specific algorithms (such as those based on slip ratio analysis, Cartesian coefficients, etc.). (e.g., using MAN filtering) to estimate the current road surface adhesion coefficient in real time and output the confidence level corresponding to the road surface adhesion coefficient; the vehicle's slope angle refers to the degree of inclination of the road on which the vehicle is traveling, including but not limited to being obtained through an inertial measurement unit installed in the vehicle, which can provide real-time attitude information such as the vehicle's longitudinal slope angle and lateral slope angle, and determine the slope angle of the road surface where the vehicle is located through the above information; the vehicle's mass includes but is not limited to being obtained through a vehicle total mass estimation module installed in the vehicle, which can estimate the vehicle's mass based on axle load sensor data of the electronic control braking system, air suspension pressure sensor data, or based on parameters such as engine torque, acceleration, and gear position.

[0032] The target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, and braking control commands are generated based on the target parking force.

[0033] Specifically, after determining the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, the vehicle's electronic control braking system can receive the above data and perform calculations based on the algorithm pre-set in the vehicle's electronic control braking system to determine the vehicle's target parking force according to the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. At the same time, it can generate corresponding braking control commands based on the target parking force.

[0034] The vehicle is controlled to brake according to the braking control command, so that the parking force of the vehicle reaches the target parking force, thereby realizing the braking and parking function of the vehicle.

[0035] Specifically, after the target parking force is calculated through a preset algorithm and a braking control command is generated, the vehicle's braking execution system can receive the braking control command to control the vehicle to brake, so that the vehicle's parking force reaches the target parking force, thereby realizing the vehicle's braking and parking function. The vehicle's braking execution system includes, but is not limited to, relevant control modules in the electronic control braking system and execution units such as high-precision air pressure regulating valves and spring energy storage brake cylinders.

[0036] Therefore, the aforementioned vehicle braking control method determines the target parking force of the vehicle based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. At the same time, it can avoid accelerated fatigue wear and deformation of braking components caused by long-term excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending the service life of braking components, and reducing maintenance costs. In addition, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thereby reducing energy costs.

[0037] In one embodiment of the present invention, obtaining the road surface adhesion coefficient, vehicle slope angle, mass, and confidence level corresponding to the road surface adhesion coefficient of the vehicle driving road includes: obtaining the vehicle's longitudinal slope angle, lateral slope angle, axle load data, air suspension pressure data, engine torque data, acceleration data, gear position, wheel speed data, and yaw rate data. The vehicle's slope angle is determined based on the longitudinal and lateral slope angles; The vehicle's mass can be determined based on axle load data and air suspension pressure data, or based on engine torque data, acceleration data, and gear position. The road surface adhesion coefficient and its corresponding confidence level are determined based on wheel speed data, acceleration data, and yaw rate data.

[0038] Specifically, when acquiring the vehicle's slope angle, the longitudinal slope angle and lateral slope angle of the vehicle can be directly measured by a high-precision dual-axis tilt sensor, and the vehicle's slope angle can be determined based on the longitudinal slope angle and lateral slope angle, including but not limited to obtaining the slope angle describing the overall tilt of the road on which the vehicle is traveling by vector synthesis of the longitudinal slope angle and lateral slope angle.

[0039] Furthermore, when obtaining the vehicle's mass, axle load data and air suspension pressure data can be acquired, and these data can be comprehensively analyzed and calculated to determine the vehicle's mass. For example, the vehicle's mass can be estimated using a pre-established mathematical model or algorithm based on the axle load distribution and the air suspension pressure. Alternatively, engine torque data, acceleration data, and gear information can be acquired, and the vehicle's mass can be determined using algorithms based on dynamic principles. For instance, the vehicle's mass can be calculated based on Newton's second law, combined with the driving force output by the engine torque, the transmission ratio corresponding to the gear, and the vehicle's acceleration.

[0040] Furthermore, when obtaining the road surface adhesion coefficient and the corresponding confidence level of the road surface adhesion coefficient, the vehicle's wheel speed data, acceleration data, and yaw rate data can be obtained through the corresponding sensors in the vehicle. Based on algorithms such as slip ratio analysis and Kalman filtering, the road surface adhesion coefficient and the corresponding confidence level can be determined.

[0041] In one embodiment of the present invention, the target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, including: querying the mapping relationship between the road surface adhesion coefficient, the confidence level corresponding to the road surface adhesion coefficient, and the dynamic adaptive safety coefficient of the vehicle based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient to determine the dynamic adaptive safety coefficient. The road surface adhesion angle is determined based on a dynamic adaptive safety factor. The target parking force of the vehicle is determined based on the dynamic adaptive safety factor, road surface adhesion angle, slope angle, and mass.

[0042] Specifically, since the dynamic adaptive safety factor depends not only on the road surface adhesion coefficient but also on the confidence level corresponding to the road surface adhesion coefficient, in determining the vehicle's target parking force based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, the vehicle's dynamic adaptive safety factor can first be determined based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient. The determination method includes, but is not limited to, querying the mapping relationship between the road surface adhesion coefficient, the confidence level corresponding to the road surface adhesion coefficient, and the vehicle's dynamic adaptive safety factor based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient to determine the dynamic adaptive safety factor.

[0043] In a specific embodiment, when the confidence level corresponding to the road surface adhesion coefficient reaches 0.7 (high confidence, such as dry asphalt road surface), the dynamic adaptive safety factor takes its base value, for example, between 0.15 and 0.25 depending on the road surface adhesion coefficient. When the confidence level corresponding to the road surface adhesion coefficient linearly decreases from 0.7 to 0.2 (low confidence, such as complex icy and snowy mixed road surface or unstable sensor signal), the dynamic adaptive safety factor can be linearly increased from its base value to a larger upper limit value, such as 0.4.

[0044] Furthermore, the road surface adhesion angle is determined based on the dynamic adaptive safety factor, and the specific formula is as follows: ,in, Indicates the road surface adhesion angle. This represents the dynamic adaptive safety factor.

[0045] Furthermore, the target parking force of the vehicle can be determined based on the dynamic adaptive safety factor, road surface adhesion angle, slope angle, and mass. The specific formula is as follows: in: Represents gravitational acceleration. Road surface adhesion angle, Indicates the dynamic adaptive safety factor. Indicates the slope angle. Indicates quality.

[0046] In one embodiment of the present invention, generating a braking control command based on a target parking force includes: obtaining a target reverse control force corresponding to the target parking force based on a preset characteristic curve, wherein the characteristic curve is obtained based on the mapping relationship between the target parking force and the target reverse control force. Braking control commands are generated based on the target reverse control force.

[0047] Specifically, in the vehicle's braking system, since the output clamping force (i.e., parking force) of the vehicle's spring-energy-storing brake caliper is generally inversely proportional to the control pressure (i.e., reverse control pressure) in the spring chamber, a nonlinear relationship can be established. Therefore, through a large number of experiments and calibrations, the target reverse control pressure (i.e., target reverse control force) in the spring chamber corresponding to different target parking forces can be obtained. This correspondence can be plotted as a characteristic curve, so that after determining the target parking force, the target reverse control force corresponding to the target parking force can be obtained according to the preset characteristic curve.

[0048] Furthermore, based on the obtained target reverse control force, a corresponding braking control command can be generated. This braking control command is usually sent to the actuators of the vehicle's braking system in the form of an electrical signal, such as a pulse width modulation signal. The duty cycle, frequency, and duration of the pulse width modulation signal can be adjusted according to the magnitude of the target reverse control force to achieve precise control of the actuators of the vehicle's braking system.

[0049] In one embodiment of the present invention, the vehicle includes a spring-energy-storing brake slave cylinder and at least one high-precision air pressure regulating valve. The braking of the vehicle is controlled according to a braking control command to make the parking force of the vehicle reach the target parking force. This includes: controlling the high-precision air pressure regulating valve to adjust the air pressure in the spring chamber of the spring-energy-storing brake slave cylinder according to the braking control command, so that the pressure in the spring chamber reaches the target reverse control pressure, thereby making the parking force of the vehicle reach the target parking force.

[0050] Specifically, the vehicle includes a spring-loaded brake caliper and at least one high-precision air pressure regulating valve mounted on a wheel or axle. For example, when the vehicle is braked according to a brake control command, the high-precision air pressure regulating valve can receive the brake control command and adjust the amount of air entering or exiting the spring chamber of the spring-loaded brake caliper, thereby changing the air pressure in the spring chamber to achieve the target reverse control pressure, thus enabling the vehicle's parking force to reach the target parking force.

[0051] In specific embodiments, the high-precision air pressure regulating valve and other actuators are all selected as automotive-grade products that meet automotive industry standards (such as operating temperature range of -40℃ to +85℃ or higher, vibration resistance, electromagnetic interference resistance, etc.).

[0052] In one embodiment of the present invention, after controlling the vehicle to brake according to the braking control command, the method further includes: real-time acquisition of the air pressure in the spring chamber of the spring energy storage brake cylinder and the ambient temperature of the vehicle. The target pressure change is determined based on the target reverse control force and the air pressure in the spring chamber of the spring energy storage brake pump. The first control command for controlling the vehicle to brake is determined based on the changes in ambient temperature and target pressure. A second control command for controlling the vehicle to brake is determined based on the target pressure change. The vehicle's braking state is adjusted according to the first control command and the second control command so that the difference between the pressure in the spring chamber and the target reverse control pressure is within a preset difference range.

[0053] Specifically, after the vehicle is braked according to the braking control command, the air pressure in the spring chamber can be monitored in real time by a high-precision pressure sensor installed in the air circuit of the spring chamber, and the ambient temperature of the vehicle can be obtained in real time by a temperature sensor installed in the vehicle.

[0054] Furthermore, the target pressure change can be determined based on the established target reverse control force and the real-time air pressure in the spring chamber of the spring energy storage brake cylinder. This change is the difference between the air pressure corresponding to the target reverse control force and the current air pressure in the spring chamber. For example, if the air pressure corresponding to the target reverse control force is... The current air pressure inside the spring chamber is The change in target pressure .

[0055] Furthermore, based on the changes in ambient temperature and target pressure, combined with pre-stored algorithms and models, a first control command for controlling the vehicle to brake can be generated. The first control command mainly considers the compensating effect of ambient temperature on air pressure regulation to ensure that air pressure can be accurately adjusted under different temperature environments, so as to quickly overcome the mechanical and aerodynamic inertia and hysteresis of the vehicle's braking system.

[0056] Furthermore, a second control command can be generated based on the target pressure change using pre-stored algorithms and models.

[0057] Furthermore, the vehicle's braking state can be adjusted according to the first and second control commands to ensure that the difference between the pressure inside the spring chamber and the target reverse control pressure is within a preset range. It is understood that the first control command is a feedforward compensation command, and the second control command is a real-time feedback adjustment command. For example, after adjusting the vehicle's braking state according to the first control command, the pressure sensor can monitor the air pressure inside the spring chamber in real time and determine the target pressure change in real time. This target pressure change is then input to the PID (Proportional Integral Derivative) controller, allowing the PID controller to continuously adjust the pulse control signal to ensure that the difference between the pressure inside the spring chamber and the target reverse control pressure is within a preset range.

[0058] In a specific embodiment, when adjusting the vehicle's braking state, status signals from the vehicle's air handling unit, such as those from the air dryer and the ambient humidity sensor, can also be received. When the rate of decrease in the regeneration efficiency of the air dryer exceeds a preset rate of decrease or the rate of increase in ambient humidity exceeds a preset rate of increase, the dynamic adaptive safety factor can be increased or the preset difference range can be narrowed when calculating the target parking force, in order to preventively combat the risk of valve response delay or jamming caused by potential condensation freezing in the air circuit.

[0059] In one embodiment of the present invention, the vehicle braking control method further includes: calibrating a preset characteristic curve when the vehicle meets calibration conditions; The calibration conditions include: the vehicle is in a parked state and the vehicle's mileage reaches a preset mileage threshold and / or the number of times the vehicle's engine is started reaches a preset number of times. Alternatively, it may receive an active calibration command from the user. Alternatively, the time when the air pressure in the spring chamber of the spring-energy-storing brake cylinder deviates from the preset pressure by a preset value greater than a preset deviation threshold reaches a preset time.

[0060] Specifically, as vehicles are used, components such as springs in the spring-energy-storage brake caliper will age and wear, causing changes in the maximum physical force of the spring. If the preset characteristic curve is not calibrated, the accuracy of the target reverse control force calculated based on the original characteristic curve will gradually decrease, resulting in the vehicle's parking force failing to reach the target parking force and affecting parking safety. Therefore, the preset characteristic curve can be calibrated when the vehicle meets the calibration conditions.

[0061] Furthermore, when the vehicle is parked and its mileage reaches a preset mileage threshold and / or the number of engine starts reaches a preset number of starts (e.g., every 5000 kilometers driven and / or 200 engine starts), the calibration conditions are met, and the preset characteristic curve can be calibrated. It is understandable that when the vehicle is parked and its mileage reaches the preset mileage threshold, it indicates that the spring in the spring-loaded brake caliper may have shown significant aging, requiring calibration of the preset characteristic curve. Similarly, when the number of engine starts reaches the preset number of starts, it indicates that the spring's performance may have changed significantly, also requiring calibration of the preset characteristic curve.

[0062] Furthermore, in certain special scenarios, users can also judge the performance changes of the vehicle's parking system based on their own usage experience and actively calibrate it. For example, users can issue active calibration commands through the vehicle's central infotainment screen, dedicated diagnostic tools, etc., to calibrate the preset characteristic curve.

[0063] Furthermore, when the deviation between the air pressure in the spring chamber and the preset pressure exceeds the preset deviation threshold and persists for a preset time, it indicates that the performance of the spring may have changed significantly, leading to abnormal air pressure regulation. In this case, the preset characteristic curve can be automatically calibrated to ensure the accuracy of air pressure regulation.

[0064] In a specific embodiment, the preset deviation threshold can be set to 0.5 bar, and the preset time can be set to 10 seconds, 30 seconds, etc.

[0065] In one embodiment of the present invention, calibrating a preset characteristic curve includes: controlling a high-precision air pressure regulating valve to adjust the air pressure in the spring chamber of the spring energy storage brake pump so that the pressure in the spring chamber is zero, and obtaining the maximum physical force of the spring energy storage brake pump. The preset characteristic curve is calibrated by scaling it proportionally or nonlinearly correcting it based on the difference between the maximum physical force and the preset maximum physical force.

[0066] Specifically, when calibrating the preset characteristic curve, firstly, the high-precision air pressure regulating valve can be controlled to precisely control the air intake and exhaust of the spring energy storage brake pump, connecting the spring chamber of the spring energy storage brake pump to the outside atmosphere, so that the gas in the spring chamber is gradually discharged, so that the pressure in the spring chamber is zero. At this time, the air pressure balance force disappears, the spring of the spring energy storage brake pump is fully released, and the spring can apply its current maximum physical force.

[0067] Furthermore, the maximum physical force of the spring at this time can be obtained in various ways, including but not limited to estimating the maximum physical force of the spring by using data obtained from devices such as axle end torque sensors or brake shoe clearance sensors. Alternatively, the maximum physical force of the spring can be deduced by testing on a standard test bench or road surface with a known slight slope (e.g., 1-2%) and observing whether the vehicle undergoes slight displacement or how much reverse driving force is required to move it. Alternatively, the maximum physical force of the spring can be obtained by measuring some key parameters (such as motor current, if there is an auxiliary motor; or strain gauge readings of specific components, if present) and comparing them with the parameters at the initial calibration.

[0068] Furthermore, the preset characteristic curve can be calibrated by scaling it proportionally or nonlinearly correcting it based on the difference between the maximum physical force and the preset maximum physical force. For example, if the difference between the maximum physical force and the preset maximum physical force fluctuates little, indicating that the overall performance of the spring is linearly decreasing or increasing, the characteristic curve can be calibrated by scaling it proportionally. For instance, a scaling factor can be calculated, and then each force value on the preset characteristic curve can be multiplied by the scaling factor to obtain a new force value, thus calibrating the preset characteristic curve. If the difference between the maximum physical force and the preset maximum physical force fluctuates greatly, indicating that the overall performance of the spring is nonlinearly decreasing or increasing, the characteristic curve can be calibrated by nonlinear correction. For instance, the key inflection point parameters on the preset characteristic curve can be adjusted, or the entire preset characteristic curve can be nonlinearly fitted and corrected, so that the corrected characteristic curve more accurately reflects the actual performance of the current spring.

[0069] In one embodiment of the present invention, the vehicle braking control method further includes: when a vehicle malfunctions, determining a corresponding malfunction level based on malfunction information, and triggering a corresponding malfunction handling strategy based on the malfunction level; wherein the malfunction level includes: a first-level malfunction, a second-level malfunction, and a third-level malfunction. When the fault level is Level 1, the corresponding fault handling strategy is to make the pressure in the spring chamber zero so that the spring energy storage brake pump can output the maximum physical force. When the fault level is level two, the corresponding fault handling strategy is to switch the vehicle's braking control method to the preset conservative force mode, where the preset conservative force mode is the mode in which the physical force output by the spring energy storage brake caliper is the preset physical force. When the fault level is three, the corresponding fault handling strategy is to dynamically increase the safety margin of the vehicle's braking control system.

[0070] Specifically, during vehicle operation, it is possible to detect whether a vehicle malfunction occurs in real time. When a malfunction occurs, the corresponding malfunction level can be determined based on the malfunction information, and the corresponding malfunction handling strategy can be triggered based on the malfunction level. The malfunction levels include: Level 1 malfunction, Level 2 malfunction, and Level 3 malfunction.

[0071] Furthermore, when the fault level is Level 1, the spring chamber of the spring energy storage brake slave pump can be connected to the atmosphere by controlling the high-precision air pressure regulating valve, allowing the gas in the chamber to be quickly discharged, thereby rapidly reducing the pressure in the chamber to zero, so that the spring energy storage brake slave pump can output the maximum physical force. At this time, the vehicle's safety is equal to or even higher than that of the traditional pure mechanical air control system.

[0072] Furthermore, when the fault level is Level 2, the vehicle can be switched to a preset conservative force mode. In this mode, the spring-loaded brake caliper can be controlled to output a pre-set moderate safety force that ensures safe parking on a typical or regulatory-required large slope (e.g., based on the standard regulation of 18% slope, or a specific slope specified according to the vehicle model and target market regulations). For example, this force is typically 70% - 85% of the maximum physical force (this percentage can be specified at the factory based on the maximum design gross weight of the vehicle model and target market regulations) to ensure that the legal slope parking requirements of the vehicle model are met.

[0073] Furthermore, when the fault level is level three, the vehicle's braking control system dynamically increases the safety margin. That is, without changing the vehicle's adaptive control operating mode, the safety margin is dynamically increased through internal algorithms. This includes, but is not limited to, automatically and smoothly increasing the value of the dynamic adaptive safety factor based on the degree of confidence reduction, thereby indirectly increasing the target parking force, or enabling a stronger digital filtering algorithm for input signals (such as slope, pressure feedback) to suppress noise, or slightly relaxing the response speed requirements of the PID controller, or increasing the allowable error threshold of pressure control to accommodate the slight performance degradation of the actuators.

[0074] In a specific embodiment, when the vehicle's control system is completely powered off or the core microprocessor suffers a serious malfunction (such as the watchdog timeout failing to recover), or the electrical drive of the high-precision air pressure regulating valve completely fails (such as a coil open circuit or a damaged drive chip) and cannot execute any instructions, or the critical control lines (such as communication buses or pulse signal lines) between the vehicle's control system and the high-precision air pressure regulating valve are completely interrupted, the fault level can be determined as a Level 1 fault. When the sensing unit signal acquiring key vehicle data is lost for an extended period or diagnosed as unreliable (e.g., the slope sensor signal remains invalid, the vehicle gross weight estimation module outputs abnormally, or the road surface adhesion coefficient estimation module has no effective output for an extended period), or when the pressure sensor reading is diagnosed as completely erroneous (e.g., always at the maximum value or the lowest value), the fault level can be determined as Level 1 fault. If the pressure is too low (or significantly inconsistent with the command pressure and cannot be corrected by calibration), or if the high-precision air pressure regulating valve can respond, but its regulation accuracy or response speed is diagnosed as significantly reduced (e.g., unable to stabilize near the target parking force, or response time far exceeding expectations), the fault level can be determined as Level 2. When the confidence level corresponding to the road adhesion coefficient output by the road adhesion coefficient estimation module is consistently low (e.g., below the preset threshold of 0.7 but above the threshold of complete failure of 0.2), or the slope sensor or pressure sensor signal shows short-term, recoverable high-frequency noise or unstable fluctuations, but has not yet reached the level of complete failure, or the response of the high-precision air pressure regulating valve is slightly slow or slightly overshooted, but can still basically complete the pressure regulation task, the fault level can be determined as Level 3.

[0075] In one embodiment of the present invention, the vehicle braking control method further includes: displaying the fault level through a user interface and displaying corresponding fault alarm information according to the fault level.

[0076] Specifically, when a vehicle malfunctions, the user interface can display the fault level and corresponding alarm information based on the fault level. For example, when the fault level is Level 1, a Level 1 fault indicator can be displayed on the user interface (e.g., the central control screen), the critical fault indicator light will illuminate, a red icon will be displayed on the central control screen, and an audible alarm will sound to provide a serious warning, reminding the driver to stop immediately for inspection and seek professional repair. When the fault level is Level 2, a Level 2 fault indicator can be displayed on the user interface, a yellow icon will be displayed on the central control screen, and a warning message will be shown, such as: "The slope sensor signal has been lost, and the parking system has activated the enhanced parking force mode. Please drive carefully and have the vehicle repaired as soon as possible." When the fault level is Level 3, a Level 3 fault indicator can be displayed on the user interface, an indirect flashing yellow icon will be displayed on the central control screen, and a prompt message will be shown, such as: "The road conditions are complex, and the parking system has automatically adjusted safety parameters."

[0077] In specific embodiments, the user interface can also display information such as "Intelligent parking system is operating normally" on relevant pages such as "Vehicle Status" or "Parking Assist," and can also display a green icon indicating that the adaptive parking force control function is operating normally and the vehicle's braking control system is applying the optimal parking force according to real-time needs. At the same time, in the multi-function display area of ​​the instrument panel of some high-end models, a simple dynamic bar graph or percentage value can also be displayed to indicate the approximate percentage of "currently applied parking force / maximum available physical force" in real time (e.g., "Parking force: 25%)" to enhance the driver's intuitive perception of the system's working status.

[0078] In summary, the vehicle braking control method according to embodiments of the present invention determines the target parking force of the vehicle based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. Controlling the vehicle braking according to the target parking force allows for precise and reasonable application of appropriate braking force in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. Simultaneously, it avoids accelerated fatigue wear and deformation of braking components due to prolonged excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending their service life, and lowering maintenance costs. Furthermore, it reduces the work required for the air compressor to overcome spring force when releasing the parking brake, thus lowering energy costs. Further, when the vehicle meets calibration conditions, calibration of the preset characteristic curve prevents aging and wear of components such as the spring in the spring-energy-storage brake caliper, which could alter the maximum physical force of the spring and reduce the accuracy of the target parking force calculation, thus maintaining the accuracy of the target parking force calculation. Furthermore, through intelligent fault classification safety strategies, more reasonable and refined risk management can be provided, achieving a new level of vehicle safety and improving the safety and reliability of the vehicle's braking system.

[0079] A further embodiment of the present invention provides a vehicle braking control system 100, such as... Figure 2 As shown, the vehicle's braking control system 100 includes: a sensing unit 110, a determining unit 120, and a control unit 130; wherein, The sensing unit 110 is used to obtain the road surface adhesion coefficient, the vehicle's slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient when it receives a parking command signal and the vehicle is in a parking state.

[0080] The determining unit 120 is used to determine the target parking force of the vehicle based on the road surface adhesion coefficient, slope angle, mass and the confidence level corresponding to the road surface adhesion coefficient, and to generate braking control commands based on the target parking force.

[0081] The control unit 130 is used to control the vehicle to brake according to the braking control command, so that the parking force of the vehicle reaches the target parking force, thereby realizing the braking and parking function of the vehicle.

[0082] In some embodiments, when acquiring the road surface adhesion coefficient, vehicle slope angle, mass, and confidence level corresponding to the road surface adhesion coefficient, the sensing unit 110 is specifically used to: acquire the vehicle's longitudinal slope angle, lateral slope angle, axle load data, air suspension pressure data, engine torque data, acceleration data, gear position, wheel speed data, and yaw rate data; determine the vehicle's slope angle based on the longitudinal slope angle and lateral slope angle; determine the vehicle's mass based on the vehicle's axle load data and air suspension pressure data, or determine the vehicle's mass based on the engine torque data, acceleration data, and gear position; and determine the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient based on the wheel speed data, acceleration data, and yaw rate data.

[0083] In some embodiments, when determining the target parking force of a vehicle based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient, the determining unit 120 is specifically used to: query the mapping relationship between the road surface adhesion coefficient, the confidence level corresponding to the road surface adhesion coefficient, and the dynamic adaptive safety coefficient of the vehicle based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient to determine the dynamic adaptive safety coefficient; determine the road surface adhesion angle based on the dynamic adaptive safety coefficient; and determine the target parking force of the vehicle based on the dynamic adaptive safety coefficient, the road surface adhesion angle, the slope angle, and the mass.

[0084] In some embodiments, when generating a braking control command based on the target parking force, the determining unit 120 is specifically used to: obtain the target reverse control force corresponding to the target parking force based on a preset characteristic curve, wherein the characteristic curve is obtained based on the mapping relationship between the target parking force and the target reverse control force; and generate a braking control command based on the target reverse control force.

[0085] In some embodiments, the vehicle includes a spring-energy-storing brake caliper and at least one high-precision air pressure regulating valve. When the vehicle is controlled to brake according to a braking control command so that the vehicle's parking force reaches the target parking force, the control unit 130 is specifically configured to: control the high-precision air pressure regulating valve to adjust the air pressure in the spring chamber of the spring-energy-storing brake caliper according to the braking control command so that the pressure in the spring chamber reaches the target reverse control pressure, thereby enabling the vehicle's parking force to reach the target parking force.

[0086] In some embodiments, after controlling the vehicle to brake according to the braking control command, the control unit 130 is further configured to: acquire in real time the air pressure in the spring chamber of the spring energy storage brake caliper and the ambient temperature of the vehicle; determine the target pressure change based on the target reverse control force and the air pressure in the spring chamber of the spring energy storage brake caliper; determine a first control command for controlling the vehicle to brake based on the ambient temperature and the target pressure change; determine a second control command for controlling the vehicle to brake based on the target pressure change; and adjust the braking state of the vehicle according to the first control command and the second control command so that the difference between the pressure in the spring chamber and the target reverse control pressure is within a preset difference range.

[0087] In some embodiments, the control unit 130 is further configured to: calibrate a preset characteristic curve when the vehicle meets calibration conditions; wherein the calibration conditions include: the vehicle is in a parked state and the vehicle's mileage reaches a preset mileage threshold and / or the number of times the vehicle's engine is started reaches a preset number threshold; or, receiving an active calibration command issued by the user; or, the time when the deviation between the air pressure in the spring chamber of the spring energy storage brake caliper and a preset pressure is greater than a preset deviation threshold reaches a preset time.

[0088] In some embodiments, when calibrating a preset characteristic curve, the control unit 130 is specifically configured to: determine the corresponding fault level based on the fault information when a vehicle malfunctions, and trigger a corresponding fault handling strategy based on the fault level; wherein the fault levels include: Level 1 fault, Level 2 fault, and Level 3 fault; when the fault level is Level 1 fault, the corresponding fault handling strategy is to make the pressure in the spring chamber zero so that the spring energy storage brake caliper outputs the maximum physical force; when the fault level is Level 2 fault, the corresponding fault handling strategy is to switch the vehicle's braking control method to a preset conservative force mode, wherein the preset conservative force mode is a mode in which the physical force output by the spring energy storage brake caliper is a preset physical force; when the fault level is Level 3 fault, the corresponding fault handling strategy is to dynamically increase the safety margin of the vehicle's braking control system.

[0089] In some embodiments, the vehicle's braking control system 100 is further configured to: display the fault level via a user interface and display corresponding fault alarm information according to the fault level.

[0090] The vehicle braking control system 100 of the present invention determines the target parking force of the vehicle based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. Simultaneously, it avoids accelerated fatigue wear and deformation of braking components due to prolonged excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending their service life, and lowering maintenance costs. Furthermore, it reduces the work required for the air compressor to overcome the spring force when releasing the parking brake, thus reducing energy costs. Further, when the vehicle meets calibration conditions, calibration of the preset characteristic curve can prevent aging and wear of components such as the spring in the spring-energy-storage brake caliper, which could change the maximum physical force of the spring and reduce the accuracy of the target parking force calculation, thus maintaining the accuracy of the target parking force calculation. Furthermore, through an intelligent fault classification safety strategy, more reasonable and refined risk management can be provided, achieving a new level of vehicle safety and improving the safety and reliability of the vehicle's braking system.

[0091] To achieve the above objectives, a third aspect of the present invention discloses a vehicle comprising: a vehicle braking control system as described in the second aspect of the present invention; or, a processor, a memory, and a vehicle braking control program stored in the memory and executable on the processor, wherein the vehicle braking control program, when executed by the processor, implements a vehicle braking control method as described in the first aspect of the present invention.

[0092] According to embodiments of the present invention, the vehicle's target parking force is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle's braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. Simultaneously, it avoids accelerated fatigue wear and deformation of braking components due to prolonged excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending their service life, and lowering maintenance costs. Furthermore, it reduces the work required for the air compressor to overcome spring force when releasing the parking brake, thus lowering energy costs. Further, when the vehicle meets calibration conditions, calibration using a preset characteristic curve can prevent aging and wear of components such as the spring in the spring-energy-storage brake caliper, which could change the maximum physical force of the spring and reduce the accuracy of the target parking force calculation, thus maintaining the accuracy of the target parking force calculation. Furthermore, through an intelligent fault classification safety strategy, more reasonable and refined risk management can be provided, achieving a new level of vehicle safety and improving the safety and reliability of the vehicle's braking system.

[0093] To achieve the above objectives, a fourth aspect of the present invention discloses a computer-readable storage medium storing a vehicle braking control program thereon, which, when executed by a processor, implements the vehicle braking control method as described in the first aspect of the present invention.

[0094] According to embodiments of the present invention, when a vehicle braking control program stored thereon is executed by a processor, the target parking force of the vehicle is determined based on the road surface adhesion coefficient, slope angle, mass, and the confidence level corresponding to the road surface adhesion coefficient. By controlling the vehicle braking according to the target parking force, appropriate braking force can be applied precisely and reasonably in different scenarios, avoiding performance overload and resource misallocation caused by excessive parking force. Simultaneously, it can prevent accelerated fatigue wear and deformation of braking components due to prolonged excessive mechanical stress, thereby reducing unnecessary stress on braking components, extending their service life, and lowering maintenance costs. Furthermore, it can reduce the amount of work required for the air compressor to overcome the spring force when releasing the parking brake, thus reducing energy costs. Further, when the vehicle meets calibration conditions, calibration of a preset characteristic curve can prevent aging and wear of components such as the spring in the spring-energy-storage brake caliper, which could cause changes in the maximum physical force of the spring and reduce the accuracy of the target parking force calculation, thereby maintaining the accuracy of the target parking force calculation. Furthermore, through intelligent fault classification safety strategies, more reasonable and refined risk management can be provided, enabling the overall vehicle safety to reach a new level and improving the safety and reliability of the vehicle's braking system.

[0095] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0096] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking control method for a vehicle, characterized in that, The vehicle includes a spring-loaded brake caliper and at least one air pressure regulating valve, and the method includes: When a parking command signal is received and the vehicle is in a parking state, the road surface adhesion coefficient of the road on which the vehicle is traveling, the slope angle of the vehicle, the mass, and the confidence level corresponding to the road surface adhesion coefficient are obtained. The target parking force of the vehicle is determined based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient, and a braking control command is generated based on the target parking force. The target reverse control force corresponding to the target parking force is obtained according to a preset characteristic curve, wherein the characteristic curve is obtained based on the mapping relationship between the target parking force and the target reverse control force; The braking control command is generated based on the target reverse control force. The air pressure regulating valve is controlled to adjust the air pressure in the spring chamber of the spring energy storage brake cylinder according to the braking control command, so that the pressure in the spring chamber reaches the target reverse control force, thereby making the vehicle's parking force reach the target parking force and realizing the vehicle's braking parking function. The air pressure in the spring chamber of the spring energy storage brake cylinder and the ambient temperature of the vehicle are obtained in real time. The target pressure change is determined based on the target reverse control force and the air pressure in the spring chamber of the spring energy storage braking pump. A first control command for controlling the vehicle to brake is determined based on the ambient temperature and the target pressure change. A second control command for controlling the vehicle to brake is determined based on the target pressure change. The braking state of the vehicle is adjusted according to the first control command and the second control command so that the difference between the pressure in the spring chamber and the target reverse control force is within a preset difference range.

2. The vehicle braking control method according to claim 1, characterized in that, The process of obtaining the road surface adhesion coefficient of the road on which the vehicle travels, the slope angle of the vehicle, its mass, and the confidence level corresponding to the road surface adhesion coefficient includes: Acquire the vehicle's longitudinal slope angle, lateral slope angle, axle load data, air suspension pressure data, engine torque data, acceleration data, gear position, wheel speed data, and yaw rate data; The slope angle of the vehicle is determined based on the longitudinal slope angle and the lateral slope angle; The mass of the vehicle can be determined based on the axle load data and the air suspension pressure data, or based on the engine torque data, the acceleration data, and the gear position. The road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient are determined based on the wheel speed data, the acceleration data, and the yaw rate data.

3. The vehicle braking control method according to claim 1, characterized in that, Determining the target parking force of the vehicle based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient includes: The dynamic adaptive safety coefficient is determined by querying the mapping relationship between the pre-calibrated road surface adhesion coefficient, the confidence level corresponding to the road surface adhesion coefficient, and the dynamic adaptive safety coefficient of the vehicle based on the road surface adhesion coefficient and the confidence level corresponding to the road surface adhesion coefficient. The road surface adhesion angle is determined based on the dynamic adaptive safety factor. The target parking force of the vehicle is determined based on the dynamic adaptive safety factor, the road surface adhesion angle, the slope angle, and the mass.

4. The vehicle braking control method according to claim 1, characterized in that, Also includes: When the vehicle meets the calibration conditions, the preset characteristic curve is calibrated. The calibration conditions include: the vehicle is in a parked state and the vehicle's mileage reaches a preset mileage threshold and / or the number of times the vehicle's engine is started reaches a preset number of times threshold. Alternatively, it may receive an active calibration command from the user. Alternatively, the time when the deviation between the air pressure in the spring chamber of the spring energy storage braking pump and the preset pressure exceeds a preset deviation threshold reaches a preset time.

5. The vehicle braking control method according to claim 4, characterized in that, The calibration of the preset characteristic curve includes: The air pressure regulating valve is controlled to adjust the air pressure in the spring chamber of the spring energy storage brake pump so that the pressure in the spring chamber is zero and the maximum physical force of the spring energy storage brake pump is obtained. The preset characteristic curve is calibrated by scaling it proportionally or nonlinearly correcting it based on the difference between the maximum physical force and the preset maximum physical force.

6. The vehicle braking control method according to claim 5, characterized in that, Also includes: When the vehicle malfunctions, the corresponding fault level is determined based on the fault information, and a corresponding fault handling strategy is triggered based on the fault level; wherein, the fault level includes: Level 1 fault, Level 2 fault, and Level 3 fault; When the fault level is the first-level fault, the corresponding fault handling strategy is to make the pressure in the spring chamber zero so that the spring energy storage braking pump can output the maximum physical force. When the fault level is the second-level fault, the corresponding fault handling strategy is to switch the vehicle's braking control method to a preset conservative force mode, wherein the preset conservative force mode is a mode in which the physical force output by the spring energy storage brake caliper is a preset physical force. When the fault level is the third level fault, the corresponding fault handling strategy is to dynamically increase the safety margin of the vehicle's braking control system.

7. The vehicle braking control method according to claim 6, characterized in that, Also includes: The fault level is displayed through the user interface, and corresponding fault alarm information is displayed according to the fault level.

8. A braking control system for a vehicle, characterized in that, The vehicle includes a spring-loaded brake caliper and at least one air pressure regulating valve; the system includes: The sensing unit is used to obtain the road surface adhesion coefficient of the road on which the vehicle is traveling, the slope angle of the vehicle, the mass, and the confidence level corresponding to the road surface adhesion coefficient when it receives a parking command signal and the vehicle is in a parking state. The determining unit is configured to determine the target parking force of the vehicle based on the road surface adhesion coefficient, the slope angle, the mass, and the confidence level corresponding to the road surface adhesion coefficient, generate a braking control command based on the target parking force, and obtain the target reverse control force corresponding to the target parking force based on a preset characteristic curve, wherein the characteristic curve is obtained based on the mapping relationship between the target parking force and the target reverse control force. The control unit is used to generate the braking control command according to the target reverse control force, and control the air pressure regulating valve to adjust the air pressure in the spring chamber of the spring energy storage brake cylinder according to the braking control command, so that the pressure in the spring chamber reaches the target reverse control force, thereby making the parking force of the vehicle reach the target parking force, and realizing the braking parking function of the vehicle. In addition, the air pressure in the spring chamber of the spring energy storage brake cylinder and the ambient temperature of the vehicle are obtained in real time. The target pressure change is determined based on the target reverse control force and the air pressure in the spring chamber of the spring energy storage braking pump. A first control command for controlling the vehicle to brake is determined based on the ambient temperature and the target pressure change. A second control command for controlling the vehicle to brake is determined based on the target pressure change. The braking state of the vehicle is adjusted according to the first control command and the second control command so that the difference between the pressure in the spring chamber and the target reverse control force is within a preset difference range.

9. A vehicle comprising: The vehicle braking control system as described in claim 8; or, A processor, a memory, and a vehicle braking control program stored in the memory and executable on the processor, wherein the vehicle braking control program, when executed by the processor, implements the vehicle braking control method as described in claims 1-7.

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