Vehicle and braking method thereof

Abstract

The embodiment of the invention provides a vehicle and a braking method thereof, and the method comprises the steps: responding to an operation aiming at an electronic parking brake system of the vehicle, and converting an operation signal of the operation into a first deceleration through a slide rheostat; the running data of the vehicle and the running state of the integrated electro-hydraulic braking system are obtained; performing multi-stage arbitration processing on the first deceleration, the driving data and the running state to obtain an arbitration processing result; and based on the cooperative working mode and the braking force distribution result, the electronic parking braking system and the integrated electro-hydraulic braking system are controlled to work cooperatively. The technical problem that the applicability of vehicle braking is poor due to the fact that a fixed braking mode is adopted in the related technology is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of vehicles, the field of braking, in particular, to a vehicle and a braking method thereof. BACKGROUND

[0002] With the development of the vehicle industry towards the intelligent era, the braking control performance of the vehicle has become a key indicator to measure the quality of the vehicle. It not only deeply affects the driving confidence and riding comfort of the driver, but also is an indispensable element to provide safe travel. A reliable vehicle braking mode can quickly respond in an emergency to ensure the safety of the driver, and at the same time, provide smooth and accurate braking experience in daily driving.

[0003] However, the existing vehicle braking mode adopts a fixed braking speed, which is difficult to cope with the braking scene under the increasingly complex working conditions, that is, the existing vehicle braking mode is relatively single, and has the defect of poor applicability.

[0004] At present, there is no good solution to the above problems. SUMMARY

[0005] Embodiments of the present application provide a vehicle and a braking method thereof to at least solve the technical problem that the fixed braking mode in the related art leads to poor applicability of vehicle braking.

[0006] According to an aspect of embodiments of the present application, a vehicle braking method is provided, comprising: in response to an operation of an electronic parking brake system of a vehicle, converting an operation signal of the operation into a first deceleration through a sliding rheostat, wherein the sliding rheostat is mechanically connected to a pull handle of the electronic parking brake system; obtaining driving data of the vehicle and an operating state of an integrated electro-hydraulic brake system; performing multi-level arbitration processing on the first deceleration, the driving data and the operating state to obtain an arbitration processing result, wherein the arbitration processing result includes: a cooperative working mode between the electronic parking brake system and the integrated electro-hydraulic brake system, and a braking force distribution result corresponding to the cooperative working mode; and controlling the electronic parking brake system and the integrated electro-hydraulic brake system to work cooperatively based on the cooperative working mode and the braking force distribution result.

[0007] Optionally, converting the operation signal of the operation into the first deceleration through the sliding rheostat comprises: obtaining a target resistance value of the sliding rheostat, wherein the sliding rheostat is used to convert a stroke signal of the pull handle into the target resistance value; determining the first deceleration corresponding to the target resistance value based on the target resistance value and a target mapping relationship, wherein the target mapping relationship is used to represent a mapping relationship between the target resistance value and the first deceleration.

[0008] Optionally, the above method further includes: acquiring environmental information of the vehicle's environment; determining a target mapping relationship based on the vehicle's attribute information, the braking performance of the electronic parking brake system, and / or environmental information; preferably, determining a target slope in the target mapping relationship based on the attribute information, braking performance, and / or environmental information, wherein the target slope is used to characterize the ratio of the first deceleration to the target resistance value.

[0009] Optionally, the first deceleration, driving data, and operating status are subjected to multi-level arbitration processing to obtain the arbitration processing result, including: correcting the first deceleration based on the driving data to obtain the second deceleration; activating the compensation function of the electronic stability control system based on the driving data; determining the cooperative working mode based on the operating status; and determining the braking force distribution result based on the second deceleration.

[0010] Optionally, the first deceleration is corrected based on the driving data to obtain the second deceleration, including: determining the third deceleration of the vehicle based on the driving data; obtaining the deviation between the first deceleration and the third deceleration; in response to the deviation being greater than a first preset deviation, using the third deceleration as the second deceleration; in response to the deviation being less than or equal to the first preset deviation, using the first deceleration as the second deceleration.

[0011] Optionally, the driving data includes at least: wheel speed difference and yaw angle. Based on the driving data, the compensation function of the electronic stability control system is activated, including: generating a point braking command of the anti-lock braking system in response to the wheel speed difference being greater than a preset difference; and activating the torque vector control function of the electronic stability control system in response to the yaw angle being greater than a preset angle.

[0012] Optionally, based on the operating status, a cooperative working mode is determined, including: in response to the operating status indicating that the braking force output deviation of the integrated electro-hydraulic braking system is greater than a second preset deviation, determining the cooperative working mode as the electronic parking brake system assists the integrated electro-hydraulic braking system; in response to the operating status indicating that the hydraulic pressure of the integrated electro-hydraulic braking system is less than a preset pressure, or the communication of the integrated electro-hydraulic braking system times out, determining the cooperative working mode as the electronic parking brake system takes over the integrated electro-hydraulic braking system; in response to the operating status indicating that the integrated electro-hydraulic braking system experiences a dual-system failure, determining the cooperative working mode as the electronic parking brake system activates a mechanical direct connection mode, wherein the mechanical direct connection mode is used to characterize braking of the vehicle based on lever operation.

[0013] Optionally, braking force distribution is performed based on the second deceleration in the cooperative working mode to obtain a braking force distribution result, including: in response to the cooperative working mode where the electronic parking brake system assists the integrated electro-hydraulic braking system, obtaining the product of the second deceleration and a preset ratio to obtain a target deceleration, and determining the braking force distribution result based on the target deceleration so that the vehicle deceleration reaches the target deceleration; in response to the cooperative working mode where the electronic parking brake system takes over the integrated electro-hydraulic braking system, determining the braking force distribution result based on the preset deceleration; in response to the cooperative working mode where the electronic parking brake system activates the mechanical direct connection mode, determining the braking force distribution result based on the second deceleration.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, in response to the operation of the vehicle's electronic parking brake system, the operation signal is converted into a first deceleration via a sliding rheostat; vehicle driving data and the operating status of the integrated electro-hydraulic braking system are acquired; multi-level arbitration processing is performed on the first deceleration, driving data, and operating status to obtain an arbitration result; based on the cooperative working mode and braking force distribution result, the electronic parking brake system and the integrated electro-hydraulic braking system are controlled to work collaboratively. This application quantifies the operation of the electronic parking brake system using a sliding rheostat to obtain a first deceleration, reflecting the driver's braking intention. It also acquires vehicle driving data and the operating status of the integrated electro-hydraulic braking system, thereby combining the first deceleration to perform comprehensive analysis and arbitration processing of braking force distribution, providing flexible arbitration results. Based on the collaborative working mode and braking force distribution results, the electronic parking brake system and the integrated electro-hydraulic braking system are controlled to work together, which can meet the braking needs of different working conditions and achieve the goal of providing a widely applicable vehicle braking method. This achieves the technical effect of improving the applicability of vehicle braking and solves the technical problem of poor applicability of vehicle braking caused by the use of fixed braking methods in related technologies. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a vehicle braking method according to an embodiment of this application;

[0022] Figure 2 This is a schematic diagram of a vehicle braking architecture according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a vehicle braking state according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram of a vehicle braking device according to an embodiment of this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] According to an embodiment of this application, a method embodiment for vehicle braking is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0028] This embodiment provides a vehicle braking method. Figure 1 This is a flowchart of a vehicle braking method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0029] In step S202, in response to the operation of the vehicle's electronic parking brake system, the operation signal is converted into a first deceleration via a sliding rheostat.

[0030] The sliding rheostat is mechanically connected to the lever of the electronic parking brake system.

[0031] The aforementioned vehicles can refer to any means of transportation with a power source for its own movement. Vehicles can be, but are not limited to, cars, trucks, buses, motorcycles, etc. Braking methods are a crucial factor affecting vehicle functionality and safety. Vehicles may include systems such as electronic parking brakes, sliding rheostats, and integrated electro-hydraulic braking systems.

[0032] The aforementioned Electronic Parking Brake (EPB) system replaces the traditional mechanical handbrake with electronic control, using a motor to drive the brake calipers to achieve vehicle parking braking. The EPB system may include, but is not limited to, a lever, control unit, sensors, and brake actuators to achieve automatic parking, hill start assist, and emergency braking functions. The EPB system can also provide dynamic brake assist; through integration with a sliding rheostat, it can dynamically adjust the braking force based on driver input and vehicle status, significantly improving driving safety and experience.

[0033] The aforementioned electronic parking brake (EPB) system can be operated through driver interaction. Operation can be via a lever; the driver activates the EPB system by manipulating the lever or rod to trigger a system response, initiating parking or emergency braking. The lever's displacement or state change is converted into an electronic signal, which then controls the brake actuator's action. Lever operation is not limited to parking functions; it is also used to dynamically adjust braking intensity, serving as a crucial means of integrating driver intent with vehicle braking strategy.

[0034] The aforementioned mechanical connection of the lever refers to the physical connection between the EPB lever and the sliding rheostat. This connection ensures that the driver's physical operation is directly and without delay converted into an electronic signal. When the driver pulls the lever, the internal contacts of the sliding rheostat move accordingly through the mechanical connection between the lever and the rheostat, changing its resistance value. This mechanical connection design ensures the responsiveness and intuitiveness of the braking control, and is key to achieving seamless coordination between driver operation and system response.

[0035] The aforementioned sliding rheostat can be an electronic component. The resistance value of the sliding rheostat can change through physical displacement (such as the position of the sliding contact). In a vehicle braking system, the sliding rheostat is mechanically connected to the EPB lever, converting the driver's lever operation into a signal that can be recognized by the electronic system. Specifically, when the driver operates the lever, the resistance value of the sliding rheostat changes, and this change can be converted into a first deceleration signal strongly correlated with braking intensity. The use of the sliding rheostat makes the braking system adjustment more flexible and allows for a more precise response to the driver's braking needs.

[0036] The aforementioned operating signal can refer to the travel signal of the lever, that is, the distance or positional change of the lever from its initial position when the driver operates the EPB lever. The operating signal is the basis for the sliding rheostat to convert the initial deceleration; it reflects the force and depth of the driver's braking operation and indicates the magnitude of the braking force that the braking system should apply. The accuracy and linearity of the travel signal are crucial for achieving dynamic adjustment of vehicle braking.

[0037] The aforementioned first deceleration can be the target deceleration obtained by converting the operation of the electronic parking brake system through a sliding rheostat. The first deceleration can directly reflect the driver's operating intention. In vehicle braking control, the first deceleration, as an important input parameter, can be used to guide the braking system in calculating and distributing braking force, ensuring that the vehicle can decelerate or stop as the driver expects.

[0038] In one alternative embodiment, the driver pulls a manual lever of the EPB system, which is mechanically connected to a linear rheostat. The displacement of the lever reflects a change in the resistance of the rheostat; therefore, the change in the rheostat's resistance is detected and converted into a digital signal via an analog-to-digital converter. This digital signal is then input to a microprocessor, which runs a preset algorithm to map the rheostat's resistance change into a first deceleration.

[0039] In another alternative embodiment, after the lever is actuated, it is connected to a sliding rheostat with a built-in digital encoder. The digital encoder records the precise displacement information of the lever, providing higher signal accuracy and anti-interference capability. The digital signal generated by the encoder can be uploaded to a cloud server via an in-vehicle network or cellular network. The cloud server calculates the first deceleration based on stored historical operation data and current road conditions, and then returns it to the vehicle via a wireless network.

[0040] Step S204: Obtain vehicle driving data and the operating status of the integrated electro-hydraulic braking system.

[0041] The aforementioned driving data can be data collected in real time by various sensors during vehicle operation regarding vehicle status and environmental conditions. Driving data may include, but is not limited to, vehicle speed, wheel speed and wheel speed difference, acceleration, steering angle, roll angle, and yaw angle. Driving data provides real-time feedback on the vehicle's driving status to the braking system, enabling the system to adjust braking force according to the vehicle's dynamic characteristics, avoiding excessive braking on low-traction surfaces or when cornering, and maintaining vehicle stability and handling.

[0042] The aforementioned Integrated Power Brake (IPB) system is a braking system that integrates electronic control and hydraulic braking functions. The IPB system combines a hydraulic braking system with modern electronic control technology to achieve precise control of braking performance. An IPB system may include, but is not limited to, a brake booster, brake master cylinder, brake electronic control unit, and hydraulic unit. It can quickly adjust the braking force of each wheel in response to electronic signals, providing functions such as dynamic braking, emergency braking, and brake assist. The IPB system works in conjunction with the EPB system for vehicle braking control. In particular, when the IPB detects a fault, the EPB can take over some or all of the braking force to ensure braking safety.

[0043] The aforementioned operating status refers to the state of the IPB system when it detects a fault in itself or related sensors. For example, the operating status may be a fault state. Fault states may include, but are not limited to, abnormal hydraulic pressure, abnormal braking force output, communication abnormalities, missing or inaccurate sensor data, and electronic control unit malfunctions. Health monitoring and fault detection of the IPB system are crucial to ensuring the reliability of the braking system. Once a fault is detected, corresponding safety measures need to be activated, such as automatically downgrading to the backup braking mode, to avoid brake failure and ensure driving safety.

[0044] In one optional embodiment, vehicle driving data can be acquired through an onboard sensor set. This sensor set may include, but is not limited to, wheel speed sensors, longitudinal acceleration sensors, yaw angle sensors, and steering wheel angle sensors. Furthermore, during vehicle operation, the integrated electro-hydraulic braking system sends its status data to the controller for analysis to determine the operating status.

[0045] In another alternative embodiment, driving data and the operating status of the integrated electro-hydraulic braking system can be acquired using an acquisition command. The acquisition command can be automatically generated based on preset triggering conditions and may include the sensor type and the integrated electro-hydraulic braking system identifier. The acquisition command can be sent to the central controller to acquire the vehicle's driving data and the operating status of the integrated electro-hydraulic braking system.

[0046] Step S206: Perform multi-level arbitration processing on the first deceleration, driving data and operating status to obtain the arbitration processing result.

[0047] The arbitration results include: the cooperative working mode between the electronic parking brake system and the integrated electro-hydraulic braking system, and the braking force distribution results corresponding to the cooperative working mode.

[0048] The aforementioned multi-level arbitration process can be a mechanism for hierarchical decision-making and conflict resolution based on multiple information sources, including driver operation, vehicle driving status, and braking system operating status. The purpose of multi-level arbitration is to ensure that the braking system can make reasonable and safe responses under different circumstances, maintaining the effectiveness and stability of the vehicle's braking function even in cases of inconsistent information or system failure. Arbitration can be two-level, three-level, four-level, or even higher.

[0049] The arbitration result mentioned above can be a decision obtained based on a multi-level arbitration strategy after processing the first deceleration, driving data, and the operating status of the IPB system. The arbitration result may include, but is not limited to, the cooperative working mode between the electronic parking brake system and the integrated electro-hydraulic braking system, and the braking force distribution result corresponding to the cooperative working mode.

[0050] The arbitration outcome can include the collaborative working mode between the EPB and IPB systems, and how braking force should be distributed between the two systems under current driving conditions and system status. The arbitration outcome ensures the intelligence and adaptability of the vehicle's braking strategy, providing better braking performance under various conditions, including normal driving, emergency braking, low-traction surfaces, and system malfunctions.

[0051] In one optional embodiment, a multi-layered decision-making mechanism can be used to comprehensively analyze the driver's braking intention, the vehicle's real-time driving conditions, and the operating status of the braking system to obtain an arbitration result, facilitating the distribution of braking force. Multi-level arbitration can be performed using a rule base, such as setting separate deceleration arbitration rules, driving arbitration rules, and operational arbitration rules. After arbitrating the first deceleration, driving data, and operational status separately, the initial arbitration results are merged to obtain the final arbitration result.

[0052] In another alternative embodiment, a multi-level arbitration process can be performed using a machine learning model to obtain the arbitration result. The machine learning model can be based on regression models, such as random forests, support vector machines, or convolutional neural networks, to construct different processing layers to achieve different levels of arbitration processing. The machine learning model can utilize historical data to learn the correlation between the first deceleration, driving data, and operating status and the arbitration result. Therefore, after obtaining the first deceleration, driving data, and operating status, a multi-level arbitration process can be performed using the machine learning model to obtain the arbitration result.

[0053] Step S208: Based on the cooperative working mode and braking force distribution results, control the electronic parking brake system and the integrated electro-hydraulic braking system to work in coordination.

[0054] In one optional embodiment, the cooperative operating mode and braking force distribution results can be sent to the central controller via a communication bus, so that the central controller can control the electronic parking brake system and the integrated electro-hydraulic braking system to work together. The central controller can also send data via a separate network cable to different controllers, such as the electronic parking brake system controller and the integrated electro-hydraulic braking system controller, to control the operation of the electronic parking brake system and the integrated electro-hydraulic braking system respectively.

[0055] In another optional embodiment, after obtaining the cooperative working mode and braking force distribution results, corresponding control parameters can be generated to directly control the electronic parking brake system and the integrated electro-hydraulic braking system to work in coordination. These parameters include braking ratio, braking amplitude, and braking mode parameters.

[0056] In this embodiment, in response to the operation of the vehicle's electronic parking brake system, the operation signal is converted into a first deceleration via a sliding rheostat; vehicle driving data and the operating status of the integrated electro-hydraulic braking system are acquired; multi-level arbitration processing is performed on the first deceleration, driving data, and operating status to obtain an arbitration result; based on the cooperative working mode and braking force distribution result, the electronic parking brake system and the integrated electro-hydraulic braking system are controlled to work collaboratively. This application quantifies the operation of the electronic parking brake system using a sliding rheostat to obtain a first deceleration, reflecting the driver's braking intention. It also acquires vehicle driving data and the operating status of the integrated electro-hydraulic braking system, thereby combining the first deceleration to perform comprehensive analysis and arbitration processing of braking force distribution, providing flexible arbitration results. Based on the collaborative working mode and braking force distribution results, the electronic parking brake system and the integrated electro-hydraulic braking system are controlled to work together, which can meet the braking needs of different working conditions and achieve the goal of providing a widely applicable vehicle braking method. This achieves the technical effect of improving the applicability of vehicle braking and solves the technical problem of poor applicability of vehicle braking caused by the use of fixed braking methods in related technologies.

[0057] Optionally, the operation signal of the operation is converted into a first deceleration by a sliding rheostat, including: obtaining the target resistance value of the sliding rheostat, wherein the sliding rheostat is used to convert the stroke signal of the pull handle into the target resistance value; and determining the first deceleration corresponding to the target resistance value based on the target resistance value and the target mapping relationship, wherein the target mapping relationship is used to characterize the mapping relationship between the target resistance value and the first deceleration.

[0058] The aforementioned target mapping relationship can be used to characterize the mapping relationship between the target resistance value and the first deceleration. Since there is a direct physical connection between the resistance value of the sliding rheostat and the EPB lever stroke—that is, the resistance value changes with the lever stroke—and this change is predictable, the target mapping relationship can be used to reflect the mathematical relationship between the physical operation of the lever and the first deceleration. The target mapping relationship can be determined through analysis of real-vehicle test data or constructed through mathematical modeling.

[0059] In one alternative embodiment, since the sliding rheostat can convert the lever's stroke signal into a target resistance value, driver intention can be recognized. Therefore, the target resistance value of the sliding rheostat can be obtained to acquire electrical parameters that can be analyzed and processed, thereby reflecting the driver's desired braking intensity. Thus, using a target mapping relationship, the target resistance value is associated with a preset deceleration to determine the first deceleration corresponding to the target resistance value.

[0060] This utilizes the physical characteristics of a sliding rheostat, acting as a bridge between driver input and braking deceleration. By setting different resistance values ​​and their mapping relationships to deceleration, diverse braking needs can be met. The driver's desired braking intensity is reflected through easily measurable changes in resistance, while the target mapping relationship ensures that this requirement is accurately converted into deceleration. Therefore, this step precisely captures and translates the driver's braking intentions, avoiding safety hazards and driving discomfort caused by fixed braking deceleration.

[0061] Optionally, the above method further includes: obtaining environmental information of the vehicle's environment; and determining the target mapping relationship based on the vehicle's attribute information, the braking performance of the electronic parking brake system, and / or environmental information.

[0062] The aforementioned environmental information refers to the external environmental conditions in which the vehicle operates. Environmental information has a direct impact on braking performance; for example, a wet or slippery road surface reduces the friction between the tires and the ground, thus affecting braking distance. Therefore, by analyzing environmental information, braking strategies can be predicted and adjusted to adapt to different road conditions and improve braking performance. Environmental information may include, but is not limited to, road conditions, weather, ambient temperature, and humidity.

[0063] The aforementioned attribute information refers to the inherent physical properties of the vehicle. This attribute information may include, but is not limited to, vehicle type, mass, load, wheelbase, tire type and specifications. This attribute information determines the vehicle's dynamic response under different braking operations. By understanding the vehicle's attributes, the initial deceleration can be predicted and adjusted more accurately, ensuring that braking operations conform to the vehicle's physical characteristics, thereby improving braking safety and efficiency.

[0064] The aforementioned braking performance refers to performance indicators such as the response speed, braking force distribution capability, and stability of the electronic parking brake system. Braking performance data is crucial for determining whether the initial deceleration command needs adjustment. A poorly performing braking system may require a more conservative braking strategy to avoid brake failure or over-braking, while a high-performance system can execute more aggressive braking operations to enhance braking effectiveness. Braking performance may include, but is not limited to: physical characteristics, response time, maximum braking force of the braking system, and system redundancy. This information can be obtained through system self-tests, historical data recording, and other methods.

[0065] In one alternative embodiment, in order to establish a target mapping relationship, the slipperiness of the road surface and the depth of snow accumulation can be obtained through vehicle-mounted sensors (such as humidity sensors and temperature sensors), or the current weather conditions (rain, snow, sunshine, etc.) can be understood through the Global Positioning System and meteorological data interface, thereby obtaining environmental information.

[0066] Furthermore, based on vehicle attribute information, the braking performance of the electronic parking brake system, and / or environmental information, a target mapping relationship is determined to improve the braking experience and ensure driving safety. Specifically, a target mapping relationship can be generated by analyzing attribute information and the braking performance of the electronic parking brake system through a generative model. Alternatively, the target mapping relationship can be determined by analyzing environmental information. Alternatively, the target mapping relationship can be predicted by comprehensively analyzing attribute information, the braking performance of the electronic parking brake system, and environmental information, using techniques such as state-space models and Kalman filtering.

[0067] Preferably, the target slope in the target mapping relationship is determined based on attribute information, braking performance and / or environmental information, and the target slope is used to characterize the ratio of the first deceleration to the target resistance value.

[0068] In one alternative embodiment, the target slope can be calculated by analyzing attribute information to understand the vehicle's physical characteristics and assessing braking performance, such as response time or braking pressure stability, to ensure that the change in the resistance value of the sliding rheostat maintains a reasonable and effective correspondence with the change in the first deceleration, thus enabling adaptation to different driving conditions and system states.

[0069] In another alternative embodiment, a mathematical model of the vehicle's dynamic state, such as vehicle kinematics and dynamics equations, can be established using attribute information, braking performance, and environmental information. Combined with the physical model of the braking system, the target slope can be dynamically calculated through numerical solutions (such as the Euler method) to adapt to the vehicle's response characteristics under different conditions.

[0070] In another alternative embodiment, the target slope in the target mapping relationship can be determined by analyzing environmental information. The coefficient of friction between the tire and the ground can be determined by analyzing the road surface's wetness, presence of water or snow cover, thereby determining the target slope to achieve smoother braking deceleration, prevent wheel lock-up, and maintain vehicle controllability and directional stability. Furthermore, since temperature affects tire hardness and elasticity, it influences braking performance. For example, low temperatures harden tires, reducing friction; while high temperatures may cause tire deformation, affecting braking response. Therefore, the target slope can be appropriately adjusted based on external temperature information to improve braking performance. For instance, in rainy weather, it may be necessary to reduce the target slope to ensure gentler braking deceleration and prevent vehicle loss of control.

[0071] Optionally, the first deceleration, driving data, and operating status are subjected to multi-level arbitration processing to obtain the arbitration processing result, including: correcting the first deceleration based on the driving data to obtain the second deceleration; activating the compensation function of the electronic stability control system based on the driving data; determining the cooperative working mode based on the operating status; and determining the braking force distribution result based on the second deceleration.

[0072] In one alternative embodiment, a three-level braking signal arbitration mechanism ensures the rationality of vehicle braking and the safety of the braking system. First, the deceleration generated by the driver's intention is corrected based on driving data to ensure it conforms to the vehicle's current state, thereby ensuring a comfortable and safe braking process. Specifically, different decelerations can be switched using a state machine, or a second deceleration can be determined using fuzzy logic.

[0073] Then, based on the driving data, the compensation function of the electronic stability control system is activated. That is, when the driving data indicates that the vehicle has potential instability (such as wheel slippage, vehicle sideslip, etc.), the compensation function of the electronic stability control (ESC) system is automatically activated, such as anti-lock braking and traction control, to restore the stability of the vehicle, prevent wheel lock-up or loss of vehicle control, and improve braking performance.

[0074] Furthermore, based on the health status of the IPB system, the collaborative working mode of EPB and IPB is determined: whether braking is achieved by a single system or by distributing braking force to different systems to cope with system failures. For example, in the event of a component failure, the system will automatically switch to standby mode to ensure that braking function is not affected. This effectively prevents safety hazards during braking and improves the vehicle's braking performance under various operating conditions.

[0075] Finally, after arbitration, the braking force distribution result can be intelligently determined based on the corrected second deceleration to distribute the braking force to each brake (front wheel brake, rear wheel brake, dynamic braking resistor, etc.), ensuring that the braking force matches the vehicle's dynamic response and improving the vehicle's overall braking performance.

[0076] Optionally, the first deceleration is corrected based on the driving data to obtain the second deceleration, including: determining the third deceleration of the vehicle based on the driving data; obtaining the deviation between the first deceleration and the third deceleration; in response to the deviation being greater than a first preset deviation, using the third deceleration as the second deceleration; in response to the deviation being less than or equal to the first preset deviation, using the first deceleration as the second deceleration.

[0077] In one alternative embodiment, by analyzing the vehicle's current driving data, the ideal deceleration that the vehicle should achieve under the given driving conditions, i.e., the third deceleration, is determined. This third deceleration ensures that braking operations can respond quickly to the driver's needs while avoiding the risk of loss of vehicle control due to excessive braking.

[0078] Then, the deviation between the first and third decelerations is calculated to correct the deceleration requirement. This deviation is then compared with a first preset deviation. This first preset deviation can be used to assess whether the deceleration reflected by the driver's intention matches the ideal deceleration corresponding to the vehicle's driving conditions. The first preset deviation can be determined through statistical analysis of road test data, or it can be determined by simulating vehicle driving conditions using simulation software and using response data.

[0079] When the deviation exceeds a first preset deviation, it is assumed that the driver's braking intention may not match the vehicle's current state. The deceleration determined based on this braking intention is deemed unsuitable for the current driving conditions. Therefore, a third deceleration is used as the second deceleration to ensure the safety and stability of the braking process. When the deviation is less than or equal to the first preset deviation, the first deceleration can be directly used as the second deceleration to provide braking response. This effectively avoids over- or under-braking caused by driver error or misjudgment of the vehicle's state, improving the overall effectiveness of the braking system.

[0080] Optionally, the driving data includes at least: wheel speed difference and yaw angle. Based on the driving data, the compensation function of the electronic stability control system is activated, including: generating a point braking command of the anti-lock braking system in response to the wheel speed difference being greater than a preset difference; and activating the torque vector control function of the electronic stability control system in response to the yaw angle being greater than a preset angle.

[0081] In one optional embodiment, wheel speed difference and yaw angle are used as key indicators to determine whether the vehicle is in an unstable state, thereby activating the ESC compensation function. Wheel speed difference reflects the braking synchronicity of the vehicle's wheels; excessively large differences may cause wheel lock-up or slippage. Yaw angle reflects the vehicle's steering tendency; excessively large differences may indicate sideslip or oversteering, resulting in loss of directional control. Therefore, when the wheel speed difference exceeds a preset value, a braking command is generated for the anti-lock braking system (ABS). Conversely, when the yaw angle exceeds a preset angle, the torque vector control function of the electronic stability control system is activated, independently adjusting the braking force of each wheel (e.g., increasing braking force on the inner wheels and reducing driving force on the drive wheels). This promptly corrects the aforementioned abnormal states, ensuring the stability and controllability of the vehicle during braking. This significantly reduces the risk of loss of control on low-traction surfaces or during emergency braking, improving driving safety.

[0082] Optionally, based on the operating status, a cooperative working mode is determined, including: in response to the operating status indicating that the braking force output deviation of the integrated electro-hydraulic braking system is greater than a second preset deviation, determining the cooperative working mode as the electronic parking brake system assists the integrated electro-hydraulic braking system; in response to the operating status indicating that the hydraulic pressure of the integrated electro-hydraulic braking system is less than a preset pressure, or the communication of the integrated electro-hydraulic braking system times out, determining the cooperative working mode as the electronic parking brake system takes over the integrated electro-hydraulic braking system; in response to the operating status indicating that the integrated electro-hydraulic braking system experiences a dual-system failure, determining the cooperative working mode as the electronic parking brake system activates a mechanical direct connection mode, wherein the mechanical direct connection mode is used to characterize braking of the vehicle based on lever operation.

[0083] In one optional embodiment, by monitoring the operating status of the IPB system and intelligently deciding the coordination mode between EPB and IPB, the redundancy and reliability of the braking system are ensured. Specifically, when the IPB system experiences braking force deviation, insufficient hydraulic pressure, or communication failure, the EPB system will correspondingly assist or take over the braking task to maintain the vehicle's braking capability. This effectively addresses sudden failures within the braking system and ensures vehicle braking safety under fault conditions.

[0084] Specifically, the second preset deviation is used to measure the deviation between the braking force output of the IPB system under normal operating conditions and the ideal output, in order to analyze the braking capability of the IPB system. The second preset deviation can be determined by analyzing the IPB system attributes and actual operating conditions. Therefore, when the braking force output deviation of the integrated electro-hydraulic braking system under operating conditions is greater than the second preset deviation, this braking deviation can be compensated by the electronic parking brake system. That is, the cooperative working mode is determined to be that the electronic parking brake system assists the integrated electro-hydraulic braking system to ensure the continuity and accuracy of braking force, thereby enhancing the stability and reliability of braking force.

[0085] Furthermore, the hydraulic pressure of the IPB system is analyzed using preset pressure. When the hydraulic pressure of the IPB system is lower than the preset pressure, it indicates a potential malfunction, such as leakage or pump failure, making it difficult to provide braking force. Therefore, if the hydraulic pressure of the integrated electro-hydraulic braking system, which is characterized by its operating status, is lower than the preset pressure, or if the communication of the integrated electro-hydraulic braking system times out, it means that the integrated electro-hydraulic braking system has experienced a relatively serious malfunction. The integrated electro-hydraulic braking system is unable to provide timely braking response and needs to quickly switch to the electronic parking brake system to provide braking force to the vehicle. The cooperative working mode is determined to be that the electronic parking brake system takes over the integrated electro-hydraulic braking system, thereby avoiding a decrease in vehicle braking force due to a malfunction of the integrated electro-hydraulic braking system.

[0086] Furthermore, if the integrated electro-hydraulic braking system experiences a dual-system failure during operation, it means that both the integrated electro-hydraulic braking system and the electronic parking brake system have lost their responsiveness. Braking can be provided through a backup mode, namely the mechanical direct connection mode. In other words, the cooperative working mode is determined to be the mechanical direct connection mode activated by the electronic parking brake system. This means that braking can be mechanically triggered by directly operating the EPB lever without using electronic control.

[0087] Optionally, braking force distribution is performed based on the second deceleration in the cooperative working mode to obtain a braking force distribution result, including: in response to the cooperative working mode where the electronic parking brake system assists the integrated electro-hydraulic braking system, obtaining the product of the second deceleration and a preset ratio to obtain a target deceleration, and determining the braking force distribution result based on the target deceleration so that the vehicle deceleration reaches the target deceleration; in response to the cooperative working mode where the electronic parking brake system takes over the integrated electro-hydraulic braking system, determining the braking force distribution result based on the preset deceleration; in response to the cooperative working mode where the electronic parking brake system activates the mechanical direct connection mode, determining the braking force distribution result based on the second deceleration.

[0088] In one alternative embodiment, different processing is applied to the braking force distribution under different cooperative modes to ensure effective braking under various conditions. The braking force distribution strategy varies depending on the cooperative mode, aiming to balance the braking force contribution between EPB and IPB, while taking into account braking force limiting under fault conditions and linear mapping in mechanical direct drive mode, to ensure that the vehicle maintains sufficient braking capacity to achieve a safe stop even under extreme conditions.

[0089] Specifically, in the cooperative working mode where the electronic parking brake system assists the integrated electro-hydraulic braking system, the braking force is distributed using a second deceleration, i.e., a corrected deceleration. Specifically, the product of the second deceleration and a preset ratio is obtained to arrive at the target deceleration. This target deceleration indicates that even when compensation is needed, the braking intention is followed as closely as possible, providing a smooth braking experience through the product of the preset ratio. Directly outputting the full second deceleration might result in excessive braking force, especially on roads with low traction, easily causing wheel lock-up and increasing the risk of vehicle loss of control. Therefore, to ensure smooth and safe braking, preset ratios, such as 90% or 95%, are designed to both supplement any missing braking force and prevent over-braking. Thus, based on the target deceleration, the braking force distribution is determined to ensure that the vehicle's deceleration reaches the target deceleration.

[0090] In the cooperative working mode where the electronic parking brake system takes over the integrated electro-hydraulic braking system, the braking force is borne by the integrated electro-hydraulic braking system. A safe deceleration, such as 0.6g or 0.5g, is provided using a preset deceleration to distribute the braking force and ensure that the integrated electro-hydraulic braking system can provide sufficient braking force. Specifically, the braking force can be provided by the brake caliper through the action of an electric motor or electromagnetic mechanism.

[0091] When the electronic parking brake system is in mechanical direct connection mode in the cooperative working mode, the braking force distribution result is determined directly using the corrected second deceleration, that is, the second deceleration is converted into mechanical braking force, which makes the braking force distribution determined by the driver's physical operation through the EPB lever.

[0092] like Figure 2 The diagram illustrates a vehicle braking architecture. In this architecture, the lever of the electronic parking brake system is connected to a sliding rheostat, allowing the lever's operation to be transmitted to the rheostat. The rheostat then transmits its resistance value to the integrated braking system to obtain the target deceleration. Simultaneously, sensors transmit their detected sensor data to the integrated braking system. The integrated braking system transmits the target deceleration through the electronic parking brake system interface, enabling multi-level arbitration processing using the target deceleration and sensor data to obtain the arbitration result. This arbitration result is then fed back to the electronic parking brake system via the same interface. Furthermore, the integrated braking system also uploads the arbitration result to a network and controls the brake operation.

[0093] like Figure 3 The diagram illustrates the logic for activating the vehicle's braking state. In the standby state, it checks whether the standby trigger condition is continuously met. If the stationary trigger condition is met, the vehicle transitions to a stationary state. If the deceleration trigger condition is met, the vehicle transitions to a deceleration state. In the stationary state, if the standby trigger condition is met, the vehicle enters the standby state. In the deceleration state, if the stationary trigger condition is met, the vehicle transitions to a stationary state. If the standby trigger condition is met, the vehicle transitions to the standby state.

[0094] The technical solution proposed in this application is described below with reference to an optional embodiment. This application proposes a vehicle braking method. This method addresses the problems of poor adaptability to various scenarios (such as wheel lock-up on ice and insufficient comfort) caused by the non-adjustable dynamic braking deceleration, the problem of braking function paralysis caused by single-point failure of the hydraulic braking unit, and the problem of response delay and control conflict caused by the lack of coordination among multiple systems (hydraulic braking unit / dynamic braking resistor). This method proposes dynamic adjustability: enabling the driver to customize the deceleration through a sliding rheostat; designing multi-level arbitration: a three-layer verification mechanism (driver intention - vehicle status - system fault) to ensure the rationality of the command; ensuring collaborative redundancy: seamless switching between integrated electro-hydraulic braking and electronic parking brake, covering multiple fault scenarios; and implementing backup: the mechanical direct connection mode breaks the dependence on the electronic system and ensures braking function.

[0095] Specifically, the driver input is as follows: the electronic parking brake lever is mechanically connected to a sliding rheostat, which converts the lever's travel into a resistance value R, which is then mapped to generate the target deceleration. A sensor cluster is also configured, including wheel speed sensors, longitudinal acceleration sensors, yaw angle sensors, and steering wheel angle sensors. The actuator group utilizes: a hydraulic brake unit controller, an electronic parking brake controller, and a dynamic braking resistor. The arbitration center is deployed on the hydraulic brake unit controller, performing three levels of brake arbitration: Level 1: Based on the target deceleration and real-time data from the sensor cluster, the feasibility of the target deceleration is verified. Then, when the braking force output deviation of the integrated electro-hydraulic brake is >15%, the dynamic braking of the hydraulic brake unit supplements the missing braking force, and the output deceleration is 90% of the target deceleration; Level 2: When the wheel speed difference is >15% or the yaw angle is >5° / s, the hydraulic brake unit compensation is activated. Specifically, when the integrated electro-hydraulic brake hydraulic pressure is <5MPa or the communication timeout occurs (these values ​​are only examples), the electronic parking brake dynamic braking completely takes over and limits the deceleration; Level 3: Upon receiving a fault code from the integrated electro-hydraulic brake controller, the hydraulic brake unit's cooperative braking level is switched. Specifically, when the dual system of the pad fails, it switches to the mechanical direct connection mode: the electronic parking lever directly controls the dynamic braking resistor, and the resistance-deceleration mapping relationship is switched to a linear function.

[0096] In summary, the vehicle braking control method based on the above concept includes the following process: monitoring the operation of the electronic parking brake lever to generate a target deceleration; real-time acquisition of wheel speed, acceleration, and yaw angle data to calculate the vehicle's actual state parameters; diagnosing the health status of the integrated electro-hydraulic braking system and outputting a fault level signal. Specifically, a three-level arbitration is performed to determine the appropriate processing method, such as: the first level corrects the target deceleration based on sensor data; the second level switches the electronic parking brake's cooperative mode according to the fault level of the integrated electro-hydraulic brake; the third level utilizes mechanical direct connection when multiple systems fail, directly controlling the dynamic braking resistor using the electronic parking brake lever, switching the resistance-deceleration mapping relationship to a linear function, and pre-setting the slope k of the deceleration output curve to a fixed value through a mechanical structure to ensure a minimum deceleration of 0.4g and a maximum deceleration of 0.7g (these values ​​are for illustrative purposes only). Thus, braking force is distributed to the hydraulic braking unit and / or the dynamic braking resistor according to the processing method.

[0097] In the above mechanical direct-drive mode, the relationship between the resistance value R of the sliding rheostat and the travel H of the electronic parking brake lever is as follows:

[0098] R = R max -(H / H max )·(R max -R min );

[0099] Where R is the resistance value of the sliding rheostat, H is the travel of the electronic parking brake lever, and H max R is the maximum travel of the electronic parking brake lever. max R is the maximum resistance value of the sliding rheostat. min This is the minimum resistance value of the sliding rheostat.

[0100] The arbitration center's verification logic is: if |a driver -a sensor| >0.2g(a sensor If the value is calculated by the sensor cluster fusion, then one of the following actions will be triggered: When the wheel speed difference is >15%, it means that the friction between the wheel and the ground is significantly different, and a low-traction road surface may have been encountered, requiring the anti-lock braking system to be activated for intermittent braking; when the yaw angle is >5° / s (this value is only for example), it usually means that the vehicle is turning or about to become unstable, requiring the activation of the electronic stability control system for torque vector control; otherwise, the deceleration calculated by the sensor cluster will be used as the target deceleration.

[0101] To illustrate with an example of an emergency fault scenario, the arbitration center detects a level 3 fault and switches to mechanical direct connection mode. The resistance value R = 50Ω corresponds to 50% of the travel of the electronic parking brake lever. Through preset mapping calculation, a = -0.006·R + 0.85(g) is calculated, and the output deceleration is 0.55g. The brake lights remain on, the instrument panel displays a red stop icon, and the vehicle decelerates from 100km / h to a stop within 6 seconds. The values ​​here are for illustrative purposes only.

[0102] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0103] According to an embodiment of the present invention, a vehicle braking device is provided. It should be noted that the device can be applied to the vehicle braking method as described in the above embodiment. The specific implementation scheme and application scenario of this embodiment are the same as those of the above embodiment, and will not be repeated here.

[0104] Figure 4 This is a schematic diagram of a vehicle braking device according to an embodiment of this application, such as... Figure 4 As shown, the device includes:

[0105] The conversion module 40 is used to respond to the operation of the vehicle's electronic parking brake system by converting the operation signal into a first deceleration through a sliding rheostat, wherein the sliding rheostat is mechanically connected to the lever of the electronic parking brake system.

[0106] The acquisition module 42 is used to acquire the vehicle's driving data and the operating status of the integrated electro-hydraulic braking system.

[0107] Arbitration module 44 is used to perform multi-level arbitration processing on the first deceleration, driving data and operating status to obtain arbitration processing results. The arbitration processing results include: the cooperative working mode between the electronic parking brake system and the integrated electro-hydraulic brake system, and the braking force distribution results corresponding to the cooperative working mode.

[0108] The control module 46 is used to control the electronic parking brake system and the integrated electro-hydraulic brake system to work together based on the cooperative working mode and the braking force distribution result.

[0109] Optionally, the conversion module is also used to obtain the target resistance value of the sliding rheostat, wherein the sliding rheostat is used to convert the stroke signal of the pull handle into the target resistance value; and based on the target resistance value and the target mapping relationship, to determine the first deceleration corresponding to the target resistance value, wherein the target mapping relationship is used to characterize the mapping relationship between the target resistance value and the first deceleration.

[0110] Optionally, the above device further includes a determining module, used to: acquire environmental information of the vehicle's environment; and determine a target mapping relationship based on the vehicle's attribute information, the braking performance of the electronic parking brake system, and / or environmental information.

[0111] Preferably, the determining module is further configured to determine the target slope in the target mapping relationship based on attribute information, braking performance and / or environmental information, wherein the target slope is used to characterize the ratio of the first deceleration to the target resistance value.

[0112] Optionally, the arbitration module is also used to: correct the first deceleration based on driving data to obtain a second deceleration; activate the compensation function of the electronic stability control system based on driving data; determine the cooperative working mode based on the operating status; and determine the braking force distribution result based on the second deceleration.

[0113] Optionally, the arbitration module is also used to: determine a third deceleration of the vehicle based on driving data; obtain the deviation between the first deceleration and the third deceleration; in response to the deviation being greater than a first preset deviation, use the third deceleration as the second deceleration; in response to the deviation being less than or equal to the first preset deviation, use the first deceleration as the second deceleration.

[0114] Optionally, the driving data includes at least: wheel speed difference and yaw angle. The arbitration module is also used to: generate a point braking command for the anti-lock braking system in response to the wheel speed difference being greater than a preset difference; and activate the torque vector control function of the electronic stability control system in response to the yaw angle being greater than a preset angle.

[0115] Optionally, the arbitration module is also used to: determine the cooperative working mode as electronic parking brake system assisting integrated electro-hydraulic braking system in response to the operating status indicating that the braking force output deviation of integrated electro-hydraulic braking system is greater than a second preset deviation; determine the cooperative working mode as electronic parking brake system taking over integrated electro-hydraulic braking system in response to the operating status indicating that the hydraulic pressure of integrated electro-hydraulic braking system is less than a preset pressure, or that communication of integrated electro-hydraulic braking system times out; and determine the cooperative working mode as electronic parking brake system activating mechanical direct connection mode in response to the operating status indicating that dual system failure occurs in integrated electro-hydraulic braking system, wherein mechanical direct connection mode is used to indicate braking of vehicle based on lever operation.

[0116] Optionally, the arbitration module is also used to: in response to the cooperative working mode where the electronic parking brake system assists the integrated electro-hydraulic braking system, obtain the product of the second deceleration and a preset ratio to obtain the target deceleration, and determine the braking force distribution result based on the target deceleration so that the vehicle deceleration reaches the target deceleration; in response to the cooperative working mode where the electronic parking brake system takes over the integrated electro-hydraulic braking system, determine the braking force distribution result based on the preset deceleration; and in response to the cooperative working mode where the electronic parking brake system activates the mechanical direct connection mode, determine the braking force distribution result based on the second deceleration.

[0117] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0118] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0119] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0120] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0121] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0122] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0123] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0124] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0125] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0126] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0127] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle braking method, characterized in that, include: In response to an operation of the vehicle's electronic parking brake system, the operation signal of the operation is converted into a first deceleration via a sliding rheostat, wherein the sliding rheostat is mechanically connected to the lever of the electronic parking brake system. Acquire the vehicle's driving data and the operating status of the integrated electro-hydraulic braking system; The first deceleration, the driving data, and the operating status are subjected to multi-level arbitration processing to obtain an arbitration processing result. The arbitration processing result includes: the cooperative working mode between the electronic parking brake system and the integrated electro-hydraulic brake system, and the braking force distribution result corresponding to the cooperative working mode. Based on the cooperative working mode and the braking force distribution result, the electronic parking brake system and the integrated electro-hydraulic braking system are controlled to work in coordination.

2. The method according to claim 1, characterized in that, The process of converting the operation signal into a first deceleration via a sliding rheostat includes: Obtain the target resistance value of the sliding rheostat, wherein the sliding rheostat is used to convert the stroke signal of the pull handle into the target resistance value; Based on the target resistance value and the target mapping relationship, the first deceleration corresponding to the target resistance value is determined, wherein the target mapping relationship is used to characterize the mapping relationship between the target resistance value and the first deceleration.

3. The method according to claim 2, characterized in that, The method further includes: Obtain environmental information about the environment in which the vehicle is located; The target mapping relationship is determined based on the vehicle's attribute information, the braking performance of the electronic parking brake system, and / or the environmental information. Preferably, based on the attribute information, the braking performance, and / or the environmental information, a target slope in the target mapping relationship is determined, and the target slope is used to characterize the ratio of the first deceleration to the target resistance value.

4. The method according to claim 1, characterized in that, The multi-level arbitration processing of the first deceleration, the driving data, and the operating status to obtain the arbitration result includes: The first deceleration is corrected based on the driving data to obtain the second deceleration; Based on the driving data, the compensation function of the electronic stability control system is activated; Based on the operating status, the collaborative working mode is determined; The braking force distribution result is determined based on the second deceleration.

5. The method according to claim 4, characterized in that, The step of correcting the first deceleration based on the driving data to obtain the second deceleration includes: Based on the driving data, the third deceleration of the vehicle is determined; Obtain the deviation between the first deceleration and the third deceleration; In response to the deviation being greater than a first preset deviation, the third deceleration is taken as the second deceleration; In response to the deviation being less than or equal to the first preset deviation, the first deceleration is used as the second deceleration.

6. The method according to claim 4, characterized in that, The driving data includes at least: wheel speed difference and yaw angle. The activation of the electronic stability control system's compensation function based on the driving data includes: In response to the wheel speed difference being greater than a preset difference, a pulse braking command for the anti-lock braking system is generated. In response to the yaw angle being greater than a preset angle, the torque vector control function of the electronic stability control system is activated.

7. The method according to claim 4, characterized in that, Determining the collaborative working mode based on the operating state includes: In response to the operating state indicating that the braking force output deviation of the integrated electro-hydraulic braking system is greater than a second preset deviation, the cooperative working mode is determined to be that the electronic parking brake system assists the integrated electro-hydraulic braking system; In response to the operating state indicating that the hydraulic pressure of the integrated electro-hydraulic braking system is less than the preset pressure, or the communication of the integrated electro-hydraulic braking system times out, the cooperative working mode is determined to be that the electronic parking brake system takes over the integrated electro-hydraulic braking system. In response to the operating state indicating a dual-system failure in the integrated electro-hydraulic braking system, the cooperative working mode is determined to be the mechanical direct connection mode activated by the electronic parking brake system, wherein the mechanical direct connection mode is used to characterize braking of the vehicle based on the operation of the lever.

8. The method according to claim 7, characterized in that, The step of distributing braking force based on the second deceleration to the cooperative working mode, and obtaining the braking force distribution result, includes: In response to the cooperative working mode, the electronic parking brake system assists the integrated electro-hydraulic braking system to obtain the product of the second deceleration and a preset ratio to obtain the target deceleration, and based on the target deceleration, determines the braking force distribution result so that the deceleration of the vehicle reaches the target deceleration; In response to the cooperative working mode, the electronic parking brake system takes over the integrated electro-hydraulic braking system and determines the braking force distribution result based on the preset deceleration; In response to the cooperative working mode, the electronic parking brake system is activated in mechanical direct connection mode, and the braking force distribution result is determined based on the second deceleration.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 8.

Images