Brake control method and device and vehicle

Abstract

The invention relates to the technical field of vehicle braking, and provides a braking control method and device and a vehicle. The brake control method is applied to the vehicle, and a brake component of the vehicle is driven by a motor. The braking control method comprises the steps that under the condition that a braking instruction is received, a control signal of a motor is determined according to target braking force needing to be applied by a braking component and actual braking force, and whether the current braking state of the braking component meets a preset compensation condition or not is determined; and under the condition that the current braking state meets the preset compensation condition, the control signal of the motor is compensated according to a preset compensation mode, and the motor is controlled to operate according to the compensated control signal. According to the brake control method, whether the current brake state of the brake component needs to be compensated or not can be detected, and the motor is controlled to operate after the control signal is compensated under the condition that compensation is needed, so that the requirement of a vehicle for rapid disc contact and the requirement for system stability after disc contact are met.

Description

TECHNICAL FIELD

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

[0002] The current vehicle braking field widely adopts an EMB (Electromechanical Brake) system, which drives a brake component by a motor to push a brake pad to press against / away from a brake disc, to complete braking or release; when there is no braking request, the brake pad needs to be controlled to retreat to reserve a gap to prevent drag, and when there is a braking request, the brake pad needs to quickly touch the disc, that is, the response time is required to be short.

[0003] In the related art, in the EMB system, the driving control of the motor depends on a traditional PID (Proportional-Integral-Derivative) control strategy, which outputs a motor control signal based on the error between a target value and an actual value through fixed proportional, integral, and derivative parameters.

[0004] However, before the brake pad touches the disc, the motor is in an idle / light load state (quick disc touch is required), and after the brake pad touches the disc, the load suddenly increases (stable clamping force control is required), and in the traditional PID control strategy in the related art, since fixed PID parameters are used, it is difficult to simultaneously meet the requirements of the braking system for quick disc touch and the stability of the system after the brake pad touches the disc. SUMMARY

[0005] Therefore, the present application aims to provide a brake control method to meet the requirements of the braking system for quick disc touch and the stability of the system after the brake pad touches the disc.

[0006] To achieve the above object, the technical scheme of the present application is as follows: A brake control method applied to a vehicle, wherein a brake component of the vehicle is driven by a motor, and the brake control method comprises the following steps: In the case that a brake instruction is received, a target braking force required to be applied by the brake component is determined, and an actual braking force currently applied by the brake component is obtained; In the case that the actual braking force does not reach the target braking force, a control signal of the motor is determined according to the target braking force and the actual braking force, and whether a current braking state of the brake component meets a preset compensation condition is determined; In the case that the current braking state of the brake component meets the preset compensation condition, the control signal of the motor is compensated according to a preset compensation mode, and the motor is controlled to operate according to the compensated control signal.

[0007] Further, the determining the control signal of the motor according to the target braking force and the actual braking force comprises: obtaining a current actual rotation amount, an actual rotation speed and an actual torque of the motor; calculating a target rotation amount of the motor according to the target braking force and the actual braking force; determining a target rotation speed of the motor according to the target rotation amount and the actual rotation amount; determining a target torque of the motor according to the target rotation speed and the actual rotation speed; determining the control signal of the motor according to the target torque and the actual torque.

[0008] Further, the determining whether the current braking state of the braking component meets the preset compensation condition comprises: in a case where a difference between the target braking force and the actual braking force is not less than a first preset threshold, determining that the current braking state of the braking component meets the preset compensation condition; and / or, in a case where a difference between the target rotation amount and the actual rotation amount is not less than a second preset threshold, determining that the current braking state of the braking component meets the preset compensation condition; and / or, in a case where a difference between the target rotation speed and the actual rotation speed is not less than a third preset threshold, determining that the current braking state of the braking component meets the preset compensation condition.

[0009] Further, the compensating the control signal of the motor according to the preset compensation manner comprises: in a case where a difference between the target braking force and the actual braking force is not less than the first preset threshold, determining a first compensation amount according to the difference between the target braking force and the actual braking force; compensating the calculated target rotation amount according to a relative size of the target braking force and the actual braking force and the first compensation amount, to obtain a compensated target rotation amount; calculating a compensated control signal of the motor according to the compensated target rotation amount.

[0010] Further, the compensating the calculated target rotation amount according to the relative size of the target braking force and the actual braking force and the first compensation amount, to obtain a compensated target rotation amount, comprises: in a case where the target braking force is greater than the actual braking force, increasing the first compensation amount on the basis of the target rotation amount to obtain the compensated target rotation amount; In a case where the target braking force is less than the actual braking force, the first compensation amount is reduced on the basis of the target transmission amount, to obtain a compensated target transmission amount.

[0011] Further, the compensating the control signal of the motor according to the preset compensation manner comprises: In a case where a difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, a second compensation amount is determined according to the difference between the target rotation amount and the actual rotation amount. The target rotation speed is compensated according to the second compensation amount, to obtain a compensated target rotation speed. The control signal of the motor is calculated according to the compensated target rotation speed and the actual rotation speed.

[0012] Further, the compensating the control signal of the motor according to the preset compensation manner comprises: In a case where a difference between the target rotation speed and the actual rotation speed is not less than the third preset threshold, a third compensation amount is determined according to the difference between the target rotation speed and the actual rotation speed. The target torque is compensated according to the third compensation amount, to obtain a compensated target torque. The control signal of the motor is calculated according to the compensated target torque and the actual torque.

[0013] Further, after the motor is controlled to operate according to the compensated control signal, the brake control method further comprises: After a preset compensation duration is continued, the compensating the control signal of the motor is ended, and the motor is controlled to operate according to the control signal of the motor determined before the compensating.

[0014] Compared with the related art, the present application has the following advantages: The brake control method provided in the present application compensates the control signal of the motor in a case where the current braking state needs to be compensated, and does not compensate the control signal of the motor in a case where the current braking state does not need to be compensated. Thus, before the brake disc is touched, it can be detected that the current braking state needs to be compensated, and the brake response is improved by compensating the control signal of the motor, to realize fast brake disc touching. After the brake disc is touched, it can be detected that the current braking state does not need to be compensated, and thus the motor can be directly controlled by the control signal of the motor without compensating the control signal of the motor. In this way, the stability requirement of the braking system can be met, and the requirements of fast brake disc touching and braking system stability after the brake disc is touched can be met at the same time.

[0015] Meanwhile, the generation process of the control signal of the motor is also decomposed into three-layer closed-loop control of a position loop (rotation amount control loop), a speed loop and a torque loop in the application, the braking demand is converted into three layers of rotation amount, speed and torque, and each layer is calculated, so that the braking control precision can be improved.

[0016] Meanwhile, the braking force, rotation amount and speed are monitored respectively in the application, and the control signal of the motor is compensated accordingly when at least one parameter is detected to need compensation. In this way, when the braking force deviates and exceeds the first preset threshold, the target rotation amount can be directly compensated to directly adjust the motor position to meet the demand of the quick touch plate. Meanwhile, in the control of the rotation amount and the speed, if there is a large error, the error can also be reduced by compensating the target speed and the target torque to improve the compensation effect.

[0017] Meanwhile, the braking process and the braking release process are distinguished by the relative size of the target braking force and the actual braking force in the application, so that corresponding compensation can be achieved according to different processes. When braking, it can help to quickly touch the plate, and when braking is released, it can also quickly respond to release to prevent the problem of excessive wheel slip, so as to improve the braking response speed on the basis of ensuring the stability of the braking system.

[0018] Meanwhile, after the motor is controlled to operate according to the compensated control signal, the compensation of the control signal of the motor is ended after a preset compensation duration, and the motor is controlled to operate according to the control signal of the motor determined before compensation. In this way, by limiting the preset compensation duration, the problem of excessive compensation of the control signal is prevented.

[0019] Another purpose of the application is to provide a braking control device applied to a vehicle, and the braking component of the vehicle is driven by a motor, the braking control device comprises: A braking force determination and acquisition module is configured to determine a target braking force required to be applied by the braking component and acquire an actual braking force currently applied by the braking component when a braking instruction is received. A compensation judgment module is configured to determine a control signal of the motor according to the target braking force and the actual braking force when the actual braking force does not reach the target braking force, and determine whether a current braking state of the braking component meets a preset compensation condition. A braking compensation module is configured to compensate the control signal of the motor according to a preset compensation mode when the current braking state of the braking component meets the preset compensation condition, and control the motor to operate according to the compensated control signal.

[0020] Another object of the present application is to provide a vehicle comprising a controller comprising a memory and a processor; The memory stores a computer program which, when executed by the processor, performs the above-mentioned brake control method.

[0021] The brake control device and the vehicle described in the present application can detect whether the current brake state needs to be compensated and compensate the control signal of the motor in the case of needing compensation, thereby meeting the requirements of the brake system stability after the rapid touch plate and the touch plate. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application, and the illustrative embodiments thereof, and are used to explain the present application, and do not constitute improper limitations on the present application. In the drawings: Figure 1 The schematic diagram of the architecture of the EMB system described in the embodiments of the present application; Figure 2 The flowchart of the brake control method described in the embodiments of the present application; Figure 3 In the brake control method described in the embodiments of the present application, the flowchart of determining the control signal is shown; Figure 4 The generation logic diagram of the control signal described in the embodiments of the present application; Figure 5 In the brake control method described in the embodiments of the present application, the flowchart of compensating the control signal of the motor in the case where the difference between the target braking force and the actual braking force reaches the first preset threshold value is shown; Figure 6 In the brake control method described in the embodiments of the present application, the flowchart of compensating the control signal of the motor in the case where the difference between the target rotation amount and the actual rotation amount reaches the second preset threshold value is shown; Figure 7 In the brake control method described in the embodiments of the present application, the flowchart of compensating the control signal of the motor in the case where the difference between the target rotation speed and the actual rotation speed reaches the third preset threshold value is shown; Figure 8 The composition diagram of the brake control device described in the embodiments of the present application is shown; Figure 9 The composition diagram of the controller of the vehicle described in the embodiments of the present application is shown; Explanation of reference signs: 1, brake disc; 2, brake pad; 3, brake component; 31, speed reduction mechanism; 32, ball screw; 33, caliper body and caliper bracket; 4. The motor; 5. The motor controller; 810, brake force determination and acquisition module; 820, compensation determination module; 830, brake compensation module.

[0023] 910, processor; 920, memory. DETAILED DESCRIPTION

[0024] In order to make the technical solutions of the present application and their advantages clearer, the present application will be further described in detail below in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application.

[0025] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0026] In addition, in the description of the present application, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "outer" and the like appear, they are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second" and the like appear, they are also used for the purpose of description and cannot be understood as indicating or implying relative importance.

[0027] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connection", "connector" should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in conjunction with the specific circumstances.

[0028] In the present application, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0029] The application will be described in detail below through exemplary embodiments. However, it should be understood that the elements, structures, and features in one embodiment can also be beneficially combined into other embodiments without further description.

[0030] Embodiments of the first aspect of the application provide a brake control method applied to a vehicle, wherein a brake component 3 of the vehicle is driven by a motor 4. The motor 4 is controlled by a motor controller 5.

[0031] In the related art, the EMB (Electromechanical Brake) system is mostly used for braking in vehicles such as passenger cars or commercial vehicles. Referring to Figure 1 , Figure 1 The architecture of a vehicle brake system is shown. The vehicle brake system can be specifically an EMB system.

[0032] The vehicle brake system includes a brake disc 1, a brake pad 2, a brake component 3 of the vehicle, a motor 4, and a motor controller 5. The brake component 3 of the vehicle includes a reduction mechanism 31, a ball screw 32, and a caliper body and holder 33.

[0033] When controlling the braking of the vehicle, the controller of the vehicle outputs a corresponding external control signal to the motor controller 5, and the motor controller 5 outputs a corresponding motor 4 control signal in response to the external control signal to control the motor 4 to rotate forward (or reverse), push the reduction mechanism 31, and push the brake pad 2 through the reduction mechanism 31, the ball screw 32, etc., so that the brake pad 2 moves in the direction of the arrow in Figure 1 , presses the brake disc 1, and realizes braking.

[0034] When controlling the release of the braking of the vehicle, the motor controller 5 outputs a corresponding motor control signal in response to the external control signal to control the motor 4 to rotate reverse (or forward), drive the brake pad 2 to move in the direction opposite to the arrow in Figure 1 , release the brake disc 1, and realize brake release.

[0035] In addition, when there is no braking request, the brake pad 2 needs to be retracted, that is, a certain gap is generated between the brake disc 1 and the brake pad 2 to avoid drag. However, after the braking request occurs, the brake pad 2 needs to be quickly pressed against the disc to provide clamping force in time.

[0036] Therefore, the load conditions of the motor 4 are obviously different before and after the brake pad 2 contacts the brake disc. For example, before the brake pad 2 contacts the brake disc 1, the motor 4 drives the brake pad 2 to move at no load or light load, and at this time, the brake pad 2 should be quickly contacted to respond to the brake in time. After the brake pad 2 contacts the brake disc 1, the load of the motor 4 suddenly increases, and at this time, the clamping force needs to be accurately controlled to avoid impact caused by excessive clamping force or brake deficiency caused by insufficient clamping force.

[0037] In the related art, the EMB system mostly uses a traditional PID control strategy to drive and control the motor 4. Specifically, the system compares the error between the target value and the actual value, outputs the corresponding control signal of the motor 4 to the motor 4 through the proportional, integral, and differential links, and makes the actual value gradually approach the target value.

[0038] However, the PID control strategy in the related art uses fixed parameters (for example, fixed proportional gain coefficient, integral gain coefficient, and differential gain coefficient), which makes it difficult for the brake system to meet the requirement of quick contact or easily causes system oscillation. The specific reasons are as follows: In order to meet the requirement of response speed and achieve quick contact, the parameters need to be set correspondingly to enable quick response, for example, a larger proportional gain coefficient is needed to enable the motor 4 to quickly rotate at a larger torque, so that the brake pad 2 contacts the brake disc 1 faster to meet the requirement of quick contact. However, after the brake pad 2 contacts the brake disc 1, the load of the motor 4 suddenly increases, and the parameters set to meet the requirement of quick contact make the PID control system excessively sensitive to the error after the brake pad 2 contacts the brake disc 1, so that the clamping force applied by the motor 4 is large and small, causing system oscillation. For example, after the brake pad 2 contacts the brake disc 1, the load suddenly increases, and a too large proportional gain coefficient makes the PID control system excessively sensitive to the error, thereby causing overshoot or oscillation.

[0039] If the parameters are set to meet the requirement of stability after the brake pad 2 contacts the brake disc 1, the response ability of the PID control system will be poor, and it will be difficult to meet the requirement of quick contact. In view of this, in order to overcome the deficiencies in the related art, in the brake control method of the embodiment, the PID control strategy is combined with the fuzzy control strategy. Figure 2 Therefore, the brake control method includes the following steps S210-S230.

[0040] In step S210, when a brake instruction is received, the target braking force required to be applied by the brake component 3 is determined, and the actual braking force currently applied by the brake component 3 is obtained.

[0041] Specifically, in the embodiment, the brake control process of one wheel of the vehicle is taken as an example for description, and the brake control processes of other wheels can be referred to the embodiment, which will not be described herein.

[0042] In step S210, the target braking force is the current requested clamping force that needs to be executed by the wheel, i.e. the clamping force that the brake pad 2 of the wheel needs to apply to the brake disc 1.

[0043] The actual braking force is the current actual clamping force that the brake pad 2 of the wheel applies to the brake disc 1.

[0044] The actual braking force can be obtained by a clamping force sensor arranged on the brake disc 1, or can be estimated according to the actual rotating torque and temperature of the motor 4 and based on the mechanical structure characteristics of the braking system, without being limited thereto.

[0045] In step S220, when the actual braking force does not reach the target braking force, the control signal of the motor 4 is determined according to the target braking force and the actual braking force, and it is determined whether the current braking state of the braking component 3 meets the preset compensation condition.

[0046] Specifically, when the actual braking force does not reach the target braking force, i.e. during the braking control process or the braking release process, the control signal of the motor 4 is determined by using a preset PID control strategy. The parameters of the preset PID control strategy can be set by the user on the premise of meeting the system stability after the brake disc.

[0047] The control signal of the motor 4 can be output to the motor 4 by the motor 4 controller, and the motor 4 rotates in response to the control signal to drive the brake pad 2 to move towards the brake disc 1 in the clamping direction, or reverses to drive the brake pad 2 to move away from the brake disc 1.

[0048] In step S220, after determining the control signal of the motor 4, it is also necessary to determine whether the current braking state of the braking component 3 meets the preset compensation condition. If the preset compensation condition is met, step S230 is executed, and if the preset compensation condition is not met, the control signal of the motor 4 determined in step S220 is directly output to the motor 4 to drive the motor 4 to operate according to the control signal, so as to realize braking control or braking release control.

[0049] In step S230, when the current braking state of the braking component 3 meets the preset compensation condition, the control signal of the motor 4 is compensated according to the preset compensation mode, and the motor 4 is controlled to operate according to the compensated control signal.

[0050] In step S230, when the current braking state meets the preset compensation condition, the control signal of the motor 4 is compensated according to the preset compensation mode, and the motor 4 is controlled to operate according to the compensated control signal.

[0051] Therefore, before the touch plate, the brake response can be improved by compensating the control signal of the motor 4 to realize fast touch plate, and after the touch plate, the control signal of the motor 4 is not compensated, but the motor 4 is directly controlled by the control signal of the motor 4, so that the stability requirement of the brake system can be met, so that the requirements of fast touch plate and brake system stability after touch plate can be met at the same time.

[0052] Continuing from Figure 2 and referring to Figure 3 , in the step S220, the control signal of the motor 4 is determined according to the target braking force and the actual braking force, which can specifically include the following steps S221-S225.

[0053] In step S221, the current actual rotation amount, actual rotation speed and actual torque of the motor 4 are obtained.

[0054] Specifically, the rotation amount of the motor 4, i.e. the rotation number of the motor 4, can be measured by RPS (Rotational Position Sensor). In the EMB system, the RPS sensor is a rotation position sensor for detecting the rotation state of the motor 4 (or the rotating shaft of the motor 4) in real time, and continuously outputs the position signal of the rotation of the motor 4 (for example, outputs the current rotation angle of the motor 4, such as 360° rotation, corresponding to 1 rotation). According to the position signal, the rotation number, rotation angle and rotation speed of the motor 4 can be determined.

[0055] In step S222, the target rotation amount of the motor 4 is calculated according to the target braking force and the actual braking force.

[0056] Specifically, referring to Figure 4 , Figure 4 The generation process of the control signal of the motor 4 in the EMB system is shown.

[0057] In step S222, the target braking force and the actual braking force are input to the preset motor position loop control module. The preset motor position loop control module applies a preset PID closed-loop control strategy according to the target braking force and the actual braking force to calculate and output the target rotation amount of the motor 4 (for example, the target rotation number of the motor 4). Wherein, PID is a classical closed-loop feedback control algorithm, which adjusts the output signal by proportion, integration, differentiation, and the error between the target value and the actual value, so that the actual running state of the system approaches the target state.

[0058] In step S223, the target rotation speed of the motor 4 is determined according to the target rotation amount and the actual rotation amount.

[0059] In step S223, continuing from Figure 4The target rotation amount calculated by the preset motor position loop control module is output to the preset motor speed loop control module. The preset motor speed loop control module calculates the target speed of motor 4 based on the target rotation amount and the actual rotation amount (i.e., the actual number of rotations) obtained by actual measurement and by applying a preset PID control strategy.

[0060] Step S224: Determine the target torque of motor 4 based on the target speed and the actual speed.

[0061] In step S224, the process continues by Figure 4 The target speed calculated by the preset motor speed loop control module is output to the preset motor torque loop control module. Based on the target speed and the actual speed of motor 4, the preset motor torque loop control module applies a preset PID control strategy to calculate the target torque of motor 4.

[0062] Step S225: Determine the control signal for motor 4 based on the target torque and the actual torque.

[0063] Specifically, after the preset motor torque loop control module calculates the target torque of motor 4, it can output a corresponding control signal based on the target torque to drive motor 4 to output the corresponding target torque. Alternatively, it can calculate the corresponding target motor q-axis current based on the target torque and use the target motor q-axis current as the control signal output for motor 4.

[0064] The q-axis current is the direct source of the output torque of motor 4. The larger the q-axis current, the larger the output torque of motor 4, and the greater the clamping force that pushes the brake pads 2. By adjusting the magnitude of the q-axis current, the torque of motor 4 can be controlled, thereby controlling the clamping force between brake pads 2 and brake disc 1, and thus achieving braking control.

[0065] Thus, according to steps S221-S225, the generation process of the control signal of motor 4 is decomposed into three closed-loop control layers: position loop, speed loop, and torque loop. The braking demand is converted into rotation amount, speed, and torque, and calculated layer by layer, which can improve the braking control accuracy.

[0066] Continue by Figures 2-4 As shown, in some exemplary embodiments, in step S220 above, determining whether the current braking state of the braking component 3 meets the preset compensation condition may specifically include: determining that the preset compensation condition is met when at least one preset compensation sub-condition is detected.

[0067] The preset compensation sub-conditions include a first preset compensation sub-condition, a second preset compensation sub-condition, and a third compensation sub-condition.

[0068] The first preset compensation sub-condition comprises that a difference between the target braking force and the actual braking force is not less than a first preset threshold.

[0069] The second preset compensation sub-condition comprises that a difference between the target rotation amount and the actual rotation amount is not less than a second preset threshold.

[0070] The third preset compensation sub-condition comprises that a difference between the target rotation speed and the actual rotation speed is not less than a third preset threshold.

[0071] Specifically, in a case where only one of the preset compensation sub-conditions is satisfied, it is determined that the current braking state satisfies the preset compensation condition. For example, in a case where the difference between the target braking force and the actual braking force is not less than the first preset threshold, the difference between the target rotation amount and the actual rotation amount is less than the second preset threshold, and the difference between the target rotation speed and the actual rotation speed is less than the third preset threshold, i.e., the first preset compensation sub-condition is satisfied, but the second preset compensation sub-condition and the third preset compensation sub-condition are not satisfied, it is considered that the current braking state satisfies the preset compensation condition. Similarly, in a case where the second preset compensation sub-condition is satisfied, but the first preset compensation sub-condition and the third preset compensation sub-condition are not satisfied, it is considered that the current braking state satisfies the preset compensation condition. Similarly, in a case where the third preset compensation sub-condition is satisfied, but the first preset compensation sub-condition and the second preset compensation sub-condition are not satisfied, it is considered that the current braking state satisfies the preset compensation condition.

[0072] In a case where two of the preset compensation sub-conditions are satisfied, it is also determined that the current braking state satisfies the preset compensation condition. For example, in a case where the difference between the target braking force and the actual braking force is not less than the first preset threshold, the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, and the difference between the target rotation speed and the actual rotation speed is less than the third preset threshold, i.e., the first preset compensation sub-condition and the second preset compensation sub-condition are satisfied, but the third preset compensation sub-condition is not satisfied, it is considered that the current braking state satisfies the preset compensation condition.

[0073] In a case where all of the three preset compensation sub-conditions are satisfied, it is also determined that the current braking state satisfies the preset compensation condition. For example, in a case where the difference between the target braking force and the actual braking force is not less than the first preset threshold, the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, and the difference between the target rotation speed and the actual rotation speed is also not less than the third preset threshold, i.e., the first preset compensation sub-condition, the second preset compensation sub-condition, and the third preset compensation sub-condition are all satisfied, it is considered that the current braking state satisfies the preset compensation condition.

[0074] It is worth mentioning that in the case that the three preset compensation sub-conditions are not met, it is determined that the current braking state does not meet the preset compensation condition. That is, in the case that the difference between the target braking force and the actual braking force is less than the first preset threshold, and the difference between the target rotation amount and the actual rotation amount is less than the second preset threshold, and the difference between the target rotation speed and the actual rotation speed is less than the third preset threshold, it is determined that the current braking state does not meet the preset compensation condition.

[0075] In this way, the three parameters of braking force, rotation amount and rotation speed are monitored respectively, and in the case that at least one parameter needs to be compensated, the control signal of the motor 4 is compensated accordingly. In this way, when the braking force deviates and exceeds the first preset threshold, the target rotation amount can be directly compensated to directly adjust the position of the motor 4 to meet the demand of the quick touch plate. At the same time, in the control of the rotation amount and the rotation speed, if there is a large error, the error can also be reduced by compensating the target rotation speed and the target torque to improve the compensation effect.

[0076] Continuing from Figures 2-4 , and in combination with Figure 5 It is shown that in some exemplary embodiments, in the case that the difference between the target braking force and the actual braking force reaches the first preset threshold, that is, the first preset compensation sub-condition is met, step S230 is entered, and the control signal of the motor 4 is compensated according to the preset compensation mode.

[0077] Specifically, in the case that the difference between the target braking force and the actual braking force reaches the first preset threshold, the compensation of the control signal of the motor 4 in step S230 can specifically include the following steps S510-S530.

[0078] Step S510, in the case that the difference between the target braking force and the actual braking force is not less than the first preset threshold, the first compensation amount is determined according to the difference between the target braking force and the actual braking force.

[0079] Step S520, according to the relative size of the target braking force and the actual braking force, and the first compensation amount, the calculated target rotation amount is compensated to obtain the compensated target rotation amount.

[0080] Step S530, according to the compensated target rotation amount, the control signal of the compensated motor 4 is calculated.

[0081] Specifically, in the case that the difference between the target braking force and the actual braking force (indicating the difference between the two, being the absolute value of the difference between the two) is not less than a first preset threshold, it indicates that the difference between the target braking force and the actual braking force is large at this time, and at this time the motor 4 position compensation function can be requested to intervene. On the basis of the target rotation amount of the motor 4 calculated by the above-mentioned preset motor position loop control module, compensation is performed to output the compensated target rotation amount of the motor 4 to the preset motor speed loop control module, and the preset motor speed loop control module and the preset motor torque loop control module are sequentially performed corresponding PID calculation, and finally the control signal of the compensated motor 4 is obtained.

[0082] Specifically, in some exemplary embodiments, in step S520, the target rotation amount calculated is compensated according to the relative size of the target braking force and the actual braking force and the first compensation amount, and the compensated target rotation amount can specifically include: In the case that the target braking force is greater than the actual braking force, the first compensation amount is added to the target rotation amount to obtain the compensated target rotation amount.

[0083] In the case that the target braking force is less than the actual braking force, the first compensation amount is reduced from the target rotation amount to obtain the compensated target rotation amount.

[0084] Specifically, in the case that the target braking force is greater than the actual braking force, and the difference between the target braking force and the actual braking force reaches the first preset threshold (at this time, it is a braking process, and the rotation amount can be increased to help quickly touch the disc or quickly realize the clamping force), the first compensation amount is added to the target rotation amount output by the preset motor position loop control module to obtain the compensated target rotation amount.

[0085] In the case that the target braking force is less than the actual braking force, and the difference between the target braking force and the actual braking force reaches the first preset threshold (at this time, it is a braking release process, and the rotation amount can be reduced to help quickly release the clamping force), at this time the first compensation amount is reduced from the target rotation amount output by the preset motor position loop control module to obtain the compensated target rotation amount.

[0086] The first compensation amount can be a constant value, for example, a first constant value, which can be calibrated in advance. It is worth noting that the first constant value at least needs to overcome the internal friction and inertia of the controlled object to accelerate the rotation process. The specific calibration process includes: the test personnel input the preset target braking force, and set the first compensation amount to an initial preset value. Then, the braking compensation is performed through steps S510-S530. The test personnel checks the effect of the braking compensation and observes whether the system oscillates. When the effect of the braking compensation is low, the initial preset value is increased, and the braking compensation is performed again until the current preset value setting can have a good braking compensation effect after compensation and can also keep the system stable without oscillation, and the first compensation amount is obtained. For example, the first compensation amount is 0.2 rev.

[0087] In addition, the first compensation amount can also be determined based on the characteristics of the controlled object and the use scenarios (such as the driver's intention, vehicle speed), etc. For example, when the vehicle speed is 0, the first compensation amount is 0, that is, no compensation is performed on the vehicle when it is stationary. For another example, the first compensation amount can also be determined according to the driver's intention (brake pedal depression depth) and vehicle speed. For example, the compensation amount is determined according to the brake pedal depression depth, and then the compensation amount is adjusted according to the vehicle speed to obtain the first compensation amount. For example, the greater the vehicle speed, the greater the determined first compensation amount, and the smaller the vehicle speed, the smaller the determined first compensation amount.

[0088] The first compensation amount can also be k times the difference between the target braking force and the actual braking force, where the value of k can be set according to the reduction ratio. The constant value requires at least to overcome the internal friction and inertia of the controlled object to accelerate the rotation process. For example, when the reduction ratio k is 50, the calibrated value of k is 0.05. When the difference between the target braking force and the actual braking force is 10 KN, the first compensation amount is 0.5 rev. The value of k can also be obtained by looking up the table based on the braking force difference. For example, the values of k under different braking force differences can be calibrated in advance to form a table of braking force difference and k correspondence, so as to determine the corresponding value of k based on the table during actual braking (where k is a linear interpolation based on the braking force difference). Generally, k decreases when the braking force difference is small, and k increases when the braking force difference is large. In this way, the corresponding value of k can be determined according to the braking force difference.

[0089] The calibration process of the k value corresponding to different braking force differences can include: The test personnel first builds a bench test environment consistent with the parameters of the actual vehicle braking system, and clearly defines different test conditions (covering different vehicle speed intervals, etc.). For each condition, a plurality of different braking force differences (or difference intervals, where the interval length can be set by the user, and the interval length is greater than or equal to 1N) are preset. An initial k value is set for each set of braking force differences (or difference intervals).

[0090] In a single working condition, by inputting the target braking force, the braking is performed using the difference between the target braking force and the actual braking force and the preset initial k value corresponding to each set of braking force difference. During the braking process, the actual braking force rising or falling speed, the braking force difference fluctuation amplitude, and the time of leaving the interval or the braking force difference are collected when the current difference falls into the corresponding difference interval.

[0091] According to the actual braking force change speed, the braking force difference fluctuation amplitude, and the leaving time, the braking compensation effect (the faster the braking force change speed, the better the compensation effect; the shorter the leaving time, the better the compensation effect) and the system oscillation situation (the greater the braking force difference fluctuation amplitude, and when exceeding the preset fluctuation value, it can be considered as causing oscillation) are determined. In the case of relatively severe system oscillation, the k value corresponding to the braking force difference is adjusted smaller. When the braking compensation effect is insufficient, the k value corresponding to the braking force difference is increased, and the target braking force is inputted again for braking control, until the braking compensation effect is good and does not cause large oscillation of the system. According to this method, the k corresponding to each braking force difference or difference interval in this working condition is obtained.

[0092] It is worth noting that the value of k can also be adjusted according to the driving conditions, such as when the driver is in an emergency braking / automatic driving system requests a large clamping force, the k is first looked up to obtain the k value as a reference value, and the reference value can be increased by a preset value to obtain the final k for calculating the first compensation amount. When the vehicle is stopped / low speed, the k value can be directly set to 0, that is, 0 is taken as the final k, and the first compensation amount determined is 0, to reduce the actuation sound (i.e. to reduce the sound intensity or noise level generated by the braking system during operation).

[0093] In addition, in some other embodiments, the first compensation amount can also include a first braking compensation amount and a first release compensation amount. In the case of target braking force greater than actual braking force (braking process), the first compensation amount is determined as the first braking compensation amount, and the first braking compensation amount is added to the target rotation amount. In the case of target braking force less than actual braking force (braking release process), the first compensation amount is determined as the second release compensation amount, and the first release compensation amount is subtracted from the target rotation amount.

[0094] The first braking compensation amount and the first release compensation amount can be respectively a constant value obtained by calibration, or respectively obtained by using the braking force difference to determine k according to the calibration braking force difference-k table, and then multiplying k by the braking force difference. The calibration process of the constant value and the calibration process of the braking force difference-k table can refer to the above embodiments, which will not be described here.

[0095] In this way, the braking process and the braking release process can be distinguished by the relative size of the target braking force and the actual braking force, so as to achieve corresponding compensation according to different processes, which can help to quickly touch the disc during braking and quickly release during braking release, thereby improving the braking response speed on the basis of ensuring the stability of the braking system.

[0096] In addition, it is worth noting that in the case where the difference between the target braking force and the actual braking force is not less than the first preset threshold, the above steps S510-S530 are executed to compensate the control signal of the motor 4.

[0097] In the case where the difference between the target braking force and the actual braking force is less than the first preset threshold, the target rotation amount of the motor 4 can no longer be compensated, that is, the above steps S510 and S520 are no longer executed.

[0098] Alternatively, in the case where the current position compensation duration has reached the first duration threshold, whether the difference between the target braking force and the actual braking force is not less than the first preset threshold or not, the compensation of the target rotation amount is ended, that is, the steps S510 and S520 are stopped.

[0099] Continuing from Figures 1-5 , and in combination with Figure 6 It is shown that in some exemplary embodiments, in the case where the difference between the target rotation amount and the actual rotation amount reaches the second preset threshold, that is, in the case where the above-mentioned second preset compensation sub-condition is met, step S230 is entered, and the control signal of the motor 4 is compensated according to the preset compensation manner.

[0100] In this case, the compensation of the control signal of the motor 4 according to the preset compensation manner in step S230 can be implemented by the following steps S610-S630.

[0101] Step S610, in the case where the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, a second compensation amount is determined according to the difference between the target rotation amount and the actual rotation amount.

[0102] Step S620, the determined target rotation speed is compensated according to the second compensation amount to obtain a compensated target rotation speed.

[0103] Step S630, the control signal of the compensated motor 4 is calculated according to the compensated target rotation speed and the actual rotation speed.

[0104] Specifically, in the case that the difference between the target rotation amount and the actual rotation amount (indicating the difference between the two, being the absolute value of the difference between the two) received by the preset motor speed loop control module is not less than a second preset threshold, it indicates that the difference between the target rotation amount and the actual rotation amount is large at this time, and at this time the motor 4 speed compensation function can be requested to intervene.

[0105] Specifically, the preset motor speed loop control module calculates the target speed according to the received target rotation amount and the actual rotation amount, and compensates the target speed based on the target speed to obtain the compensated target speed using the second compensation amount.

[0106] The compensated target speed is output to the preset motor torque loop control module, so that the preset motor torque loop control module calculates the torque of the motor 4 based on the compensated target speed and the actual speed, and further obtains the compensated control signal of the motor 4.

[0107] Specifically, in step S620, compensating the determined target speed according to the second compensation amount to obtain the compensated target speed can specifically include: In the case that the target rotation amount is greater than the actual rotation amount, and the difference between the target rotation amount and the actual rotation amount reaches the second preset threshold (at this time, it is a braking process, and the rotation speed can be increased to help quickly touch the disc or quickly realize the clamping force), the second compensation amount is added to the target speed output by the preset motor speed loop control module to obtain the compensated target speed.

[0108] In the case that the target rotation amount is less than the actual rotation amount, and the difference between the target rotation amount and the actual rotation amount reaches the second preset threshold (at this time, it is a brake release process, and the rotation speed can be reduced to help quickly release the clamping force), at this time the second compensation amount is reduced based on the target speed output by the preset motor speed loop control module to obtain the compensated target speed.

[0109] The second compensation amount can be determined according to the motor and motor control characteristics, for example, the second compensation amount can be a constant value (recommended to compensate to the ideal speed), or m times the difference between the target rotation amount and the actual rotation amount (the value of the coefficient m needs to be set according to the reduction ratio). Specifically, the value of m can be obtained by calibration in advance by the tester (for example, the value of m obtained by calibration can be 500), or can be obtained by looking up the table based on the difference between the target rotation amount and the actual rotation amount. The table used for lookup can be a table of the corresponding relationship between the rotation difference and the variable m (m is a linear interpolation based on the rotation difference) obtained by calibration, and generally the value of the variable m decreases when the rotation difference is small, and the value of the variable m increases when the rotation difference is large.

[0110] It is worth mentioning that the calibration process can refer to the calibration process corresponding to the first compensation amount in the above-mentioned embodiments, which will not be repeated here.

[0111] In addition, the value of m can also be based on the value of m obtained by looking up the table, taking the value of m obtained by looking up the table as the reference value, and adjusting the reference value according to the driving conditions, for example, when the driver's emergency braking / automatic driving system requests a large clamping force, the reference value can be increased, and the increased m value is taken as the final m value to calculate the second compensation amount. In addition, when the vehicle is stopped / speed is low, m can be directly set to 0, that is, no compensation is performed to reduce the actuation sound.

[0112] In this way, in the case that the difference between the target rotation amount and the actual rotation amount of the motor 4 is greater than the second preset threshold, the target speed of the motor 4 calculated based on the target rotation amount and the actual rotation amount is directly compensated, thereby realizing compensation of the control signal of the motor 4, which can help to quickly touch the disc when the vehicle is braking, and can help the brake component 3 of the vehicle to quickly release when the brake is released, thereby improving the brake response speed on the basis of ensuring the stability of the brake system.

[0113] It is worth mentioning that in the case that the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, the above-mentioned steps S610-S630 are executed to compensate the control signal of the motor 4. In the case that the difference between the target rotation amount and the actual rotation amount is less than the second preset threshold, the target speed of the motor 4 is no longer compensated, that is, the above-mentioned steps S610 and S620 are no longer executed, and the target speed of the motor 4 before compensation is output to the preset motor torque loop control module for calculation of the motor 4 torque, so that the motor 4 is controlled by the control signal of the motor 4 which has not been compensated.

[0114] In addition, in the case that the current rotation speed compensation duration has reached the second duration threshold, whether the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold or not, the compensation of the target speed is ended, that is, the steps S610 and S620 are stopped.

[0115] Furthermore, it is also worth mentioning that the target rotation amount in step S610 refers to the target rotation amount received by the preset motor speed loop control module. For example, in the case that the difference between the target braking force and the actual braking force is not less than the first preset threshold, the target rotation amount calculated by the preset motor rotation amount loop control module is compensated and then input to the preset motor speed loop control module.

[0116] The target rotation amount received by the preset motor speed loop control module is a compensated target rotation amount. At this time, it is determined whether the difference between the compensated target rotation amount and the actual rotation amount is not less than a second preset threshold. If the difference is not less than the second preset threshold, steps S610 and S620 are executed based on the difference between the compensated target rotation amount and the actual rotation amount to compensate the target speed calculated by the preset motor speed loop control module.

[0117] If the difference between the compensated target rotation amount and the actual rotation amount is less than the second preset threshold, steps S610 and S620 are not executed.

[0118] Continuing from Figures 1-6 , and in combination with Figure 7 , in some exemplary embodiments, in the case where the difference between the target speed and the actual speed is not less than a third preset threshold, that is, in the case where the third preset compensation sub-condition is met, step S230 is also entered to compensate the control signal of the motor 4 according to a preset compensation manner.

[0119] In this case, the compensation of the control signal of the motor 4 according to the preset compensation manner in step S230 can be implemented through steps S710-S730.

[0120] Step S710, in the case where the difference between the target speed and the actual speed is not less than a third preset threshold, a third compensation amount is determined according to the difference between the target speed and the actual speed.

[0121] Step S720, the determined target torque is compensated according to the third compensation amount to obtain a compensated target torque.

[0122] Step S730, the compensated control signal of the motor 4 is calculated according to the compensated target torque and the actual torque.

[0123] Specifically, in the case where the difference between the target speed and the actual speed received by the preset motor torque loop control module (indicating the difference between the two, which is the absolute value of the difference between the two) is not less than a third preset threshold, it indicates that the difference between the target speed and the actual speed is large at this time, and the motor 4 torque compensation function can be requested to intervene at this time.

[0124] Specifically, the preset motor torque loop control module calculates the target torque according to the received target speed and actual speed, and compensates the calculated target torque by using the third compensation amount on the basis of the target torque, thereby obtaining a compensated target torque. The compensated control signal of the motor 4 can be generated according to the compensated target torque.

[0125] Specifically, in step S720, the target torque is compensated according to the third compensation amount, and the compensated target torque can specifically include: In a case where the target speed is greater than the actual speed, and the difference between the target speed and the actual speed reaches the third preset threshold (at this time, the braking process can increase the rotation torque to help quickly touch the disc or quickly realize the clamping force), a third compensation amount is added to the target torque output by the preset motor torque loop control module to obtain a compensated target torque.

[0126] In a case where the target speed is less than the actual speed, and the difference between the target speed and the actual speed reaches the third preset threshold (at this time, the brake release process can reduce the torque), at this time, the third compensation amount is reduced from the target torque output by the preset motor torque loop control module to obtain a compensated target torque.

[0127] The third compensation amount can be a constant value (for example, a third constant value, a torque compensation amount that can maintain system stability and has good response performance under pre-calibration), or n times the difference between the target speed and the actual speed. The value of n can be a preset value obtained by calibration, or can be obtained by table lookup based on the difference between the target speed and the actual speed.

[0128] The table used for table lookup can be a table of the corresponding relationship between the speed difference and the variable n (n is a linear interpolation based on the rotation difference) obtained by calibration. Generally, the value of the variable n decreases when the speed difference is small, and the value of the variable n increases when the speed difference is large.

[0129] It is worth noting that the calibration process of the third constant value and the calibration process of the value of n can refer to the related description of the first compensation amount in the above embodiments, which will not be repeated here.

[0130] In this way, in a case where the difference between the target speed and the actual speed of the motor 4 is not less than the third preset threshold, the target torque of the motor 4 is compensated to compensate the control signal of the motor 4, so that the disc can be quickly touched during vehicle braking, and the brake components 3 of the vehicle can be quickly released during brake release, thereby improving the brake response speed while ensuring the stability of the brake system.

[0131] It is worth mentioning that in the case that the difference between the target speed and the actual speed is not less than the third preset threshold, the above steps S710-S730 are executed to compensate the control signal of the motor 4. In the case that the difference between the target speed and the actual speed is less than the third preset threshold, the target torque of the motor 4 is no longer compensated, i.e. the above steps S710 and S720 are no longer executed, but the control signal of the motor 4 is generated based on the target torque of the motor 4 before compensation, i.e. the motor 4 is controlled by the control signal of the motor 4 which is not compensated.

[0132] In addition, in the case that the current torque compensation duration has reached the third duration threshold, the compensation of the target torque is ended, i.e. the steps S710 and S720 are stopped, regardless of whether the difference between the target speed and the actual speed is not less than the third preset threshold.

[0133] Further, it is also worth mentioning that the target speed in step S710 refers to the target speed received by the preset motor torque loop control module. For example, in the case that the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, the target speed calculated by the preset motor speed loop control module is compensated, and then the compensated target speed is input to the preset motor torque loop control module.

[0134] The target speed received by the preset motor torque loop control module is the compensated target speed. At this time, it is judged whether the difference between the compensated target speed and the actual speed is not less than the third preset threshold. If it is not less than the third preset threshold, the above steps S710 and S720 are executed to compensate the target torque calculated by the preset motor torque loop control module based on the difference between the actual speed and the compensated target speed.

[0135] If the difference between the compensated target speed and the actual speed is less than the third preset threshold, the above steps S710 and S720 are not executed.

[0136] Continuing with the description in Figures 1 to 7 In some exemplary embodiments, after the motor 4 is controlled to operate according to the compensated control signal in step S230, the brake control method further comprises: after a preset compensation duration, the compensation of the control signal of the motor 4 is ended, and the motor 4 is controlled to operate according to the control signal of the motor 4 determined before compensation.

[0137] Specifically, in the process of braking in response to the current braking request, in the case that the current braking state is detected to meet the preset compensation condition for the first time and the compensation to the control signal of the motor 4 is started, timing is started to record the total duration of the compensation to the control signal of the motor 4, and after the total duration reaches the preset compensation duration, the compensation process to the control signal of the motor 4 is ended, and in the process of braking in response to the current braking request, the compensation to the control signal of the motor 4 is no longer performed, but the control of the motor 4 is performed by using the control signal of the motor 4 determined before the compensation. In this way, by limiting the preset compensation duration, the problem of excessive compensation of the control signal is prevented.

[0138] It should be noted that, for the brake control method of the embodiment, based on the above exemplary implementation forms, as a preferred embodiment, the brake control method still includes the following steps: Figures 1-7 As shown in the figure, for example, it can include: In the case of receiving the braking instruction, the target braking force required to be applied by the braking component 3 is determined, and the actual braking force currently applied by the braking component 3 is obtained. In the case that the actual braking force does not reach the target braking force, the control signal of the motor 4 is determined according to the target braking force and the actual braking force.

[0139] In the case that the difference between the target braking force and the actual braking force is not less than the first preset threshold, the first compensation amount is determined according to the difference between the target braking force and the actual braking force, and the calculated target rotation amount is compensated according to the relative size of the target braking force and the actual braking force and the first compensation amount, to obtain the compensated target rotation amount.

[0140] Then, the target speed of the motor 4 is determined according to the compensated target rotation amount and the actual rotation amount by using the PID control logic. It is determined whether the difference between the target rotation amount (if the target rotation amount is not compensated, the target rotation amount is the uncompensated target rotation amount; if the target rotation amount is compensated, the target rotation amount is the compensated target rotation amount) and the actual rotation amount is not less than the second preset threshold.

[0141] In the case that the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, the target speed is compensated according to the second compensation amount, to obtain the compensated target speed.

[0142] Then, according to the compensated target rotating speed and the actual rotating speed, the target torque of the motor 4 is determined by using a preset PID control logic (it should be noted that if the target rotating speed is not compensated, the target torque of the motor 4 is determined according to the un-compensated target rotating speed and the actual rotating speed). It is determined whether the difference between the target rotating speed (if the target rotating speed is not compensated, the target rotating speed is the un-compensated target rotating speed. If the target rotating speed is compensated, the target rotating speed is the compensated target rotating speed) and the actual rotating speed is not less than a third preset threshold value.

[0143] In the case where the difference between the target rotating speed and the actual rotating speed is not less than the third preset threshold value, the target torque is compensated according to the third compensation amount to obtain a compensated target torque.

[0144] Then, the control signal of the motor 4 after compensation is determined according to the compensated target torque, so as to realize compensation of the control signal of the motor 4.

[0145] In the preferred embodiment of the above brake control method, the specific manner of compensating the control signal of the motor 4 and the like can still be referred to the description in the above exemplary embodiments, and the beneficial effects brought by the preferred embodiment can also be referred to the description in the above exemplary embodiments.

[0146] The brake control method of the present embodiment is designed as above. In the case where it is detected that the current brake state needs to be compensated, the control signal of the motor 4 is compensated. In the case where compensation is not needed, the control signal of the motor 4 is not compensated. Thus, before the touchpad, it can be detected that the current brake state needs to be compensated, and the brake response is improved by compensating the control signal of the motor 4 to realize fast touchpad. After the touchpad, it can be detected that the current brake state does not need to be compensated, so the motor 4 can be directly controlled by the control signal of the motor 4 without compensating the control signal of the motor 4. In this way, the stability requirement of the brake system can be met, so that the requirements of fast touchpad and brake system stability after touchpad can be met at the same time.

[0147] Meanwhile, in the present embodiment, the generation process of the control signal of the motor 4 is divided into three layers of closed-loop control, i.e., a position loop (rotation amount control loop), a speed loop and a torque loop, the brake demand is converted into three layers of rotation amount, rotating speed and torque, and is calculated layer by layer. In this way, the brake control precision can be improved.

[0148] Meanwhile, the three parameters of braking force, rotation amount and rotation speed are monitored in the embodiment, and the control signal of the motor 4 is compensated according to the at least one parameter. In this way, when the braking force deviates and exceeds the first preset threshold, the target rotation amount can be directly compensated to directly adjust the position of the motor 4 to meet the requirement of the quick touch plate. Meanwhile, in the control of the rotation amount and the rotation speed, if there is a large error, the error can be reduced by compensating the target rotation speed and the target torque to improve the compensation effect.

[0149] Meanwhile, the braking process and the braking release process are distinguished according to the relative size of the target braking force and the actual braking force in the embodiment, and the corresponding compensation is realized according to different processes. The quick touch plate can be quickly released during braking to improve the braking response speed on the basis of ensuring the stability of the braking system.

[0150] Meanwhile, after the motor 4 is controlled to operate according to the compensated control signal in the embodiment, the compensation of the control signal of the motor 4 is ended after the preset compensation duration, and the motor 4 is controlled to operate according to the control signal of the motor 4 determined before the compensation. In this way, the preset compensation duration is limited to prevent the problem of excessive compensation of the control signal.

[0151] The embodiment of the second aspect of the application provides a braking control device applied to a vehicle. The braking component 3 of the vehicle is driven by the motor 4. Specifically, referring to Figure 8 The braking control device includes a braking force determination and acquisition module 810, a compensation judgment module 820 and a braking compensation module 830.

[0152] The braking force determination and acquisition module 810 is configured to determine the target braking force required by the braking component 3 and acquire the actual braking force currently applied by the braking component 3 when receiving the braking instruction. The compensation judgment module 820 is configured to determine the control signal of the motor 4 according to the target braking force and the actual braking force when the actual braking force does not reach the target braking force, and determine whether the current braking state of the braking component 3 meets the preset compensation condition. The braking compensation module 830 is configured to compensate the control signal of the motor 4 according to the preset compensation mode when the current braking state of the braking component 3 meets the preset compensation condition, and control the motor 4 to operate according to the compensated control signal.

[0153] Specifically, the braking control device of the embodiment can use existing module products with data transmission, storage or operation processing functions in specific implementation.

[0154] In a specific application, the specific implementation process of the functions of each module in the brake control device of the embodiment can be referred to the related description in the method embodiments above, which will not be repeated here.

[0155] The brake control device of the embodiment can detect whether the current braking state needs compensation and compensate the control signal of the motor 4 in the case of needing compensation, thereby meeting the requirements of the rapid touch plate and the touch plate on the stability of the braking system.

[0156] The embodiment of the third aspect of the application provides a vehicle, which comprises a controller. Referring to the vehicle controller shown in Figure 9 , Figure 9 The controller of the vehicle comprises a processor 910 and a memory 920. The processor 910 and the memory 920 are connected, for example, through a bus. Optionally, the electronic device can also comprise a transceiver. It should be noted that the transceiver in actual application is not limited to one, and the structure of the controller does not constitute a limitation on the embodiments of the application.

[0157] The memory 920 is used to store the application program code for executing the scheme of the application, and is controlled by the processor 910 to execute. The processor 910 is used to execute the application program code stored in the memory 920 to realize the content shown in the foregoing method embodiments.

[0158] The vehicle of the embodiment can detect whether the current braking state needs compensation and compensate the control signal of the motor 4 in the case of needing compensation, thereby meeting the requirements of the rapid touch plate and the touch plate on the stability of the braking system, by executing the brake control method in the method embodiments.

[0159] The above is only some embodiments of the application and is not used to limit the application. The technical features or structures in the foregoing different embodiments can be combined as needed to form other specific technical solutions. For those skilled in the art, the application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the application shall be included in the protection scope of the claims of the application.

Claims

1. A braking control method applied to a vehicle, characterized in that, The braking component (3) of the vehicle is driven by a motor (4), and the braking control method includes: Upon receiving a braking command, the target braking force to be applied by the braking component (3) is determined, and the actual braking force currently applied by the braking component (3) is obtained; If the actual braking force does not reach the target braking force, the control signal of the motor (4) is determined according to the target braking force and the actual braking force, and it is determined whether the current braking state of the braking component (3) meets the preset compensation conditions. When the current braking state of the braking component (3) meets the preset compensation condition, the control signal of the motor (4) is compensated according to the preset compensation method, and the motor (4) is controlled to run according to the compensated control signal.

2. The braking control method according to claim 1, characterized in that, The step of determining the control signal for the motor (4) based on the target braking force and the actual braking force includes: Obtain the current actual rotation amount, actual speed and actual torque of the motor (4); Calculate the target rotation of the motor (4) based on the target braking force and the actual braking force; The target rotational speed of the motor (4) is determined based on the target rotational speed and the actual rotational speed. The target torque of the motor (4) is determined based on the target speed and the actual speed. The control signal of the motor (4) is determined based on the target torque and the actual torque.

3. The braking control method according to claim 2, characterized in that, Determining whether the current braking state of the braking component (3) meets the preset compensation conditions includes: If the difference between the target braking force and the actual braking force is not less than a first preset threshold, the current braking state of the braking component (3) is determined to satisfy the preset compensation condition; and / or, If the difference between the target rotation amount and the actual rotation amount is not less than a second preset threshold, the current braking state of the braking component (3) is determined to satisfy the preset compensation condition; and / or, If the difference between the target speed and the actual speed is not less than a third preset threshold, the current braking state of the braking component (3) is determined to meet the preset compensation condition.

4. The braking control method according to claim 3, characterized in that, The compensation of the control signal of the motor (4) according to the preset compensation method includes: If the difference between the target braking force and the actual braking force is not less than the first preset threshold, a first compensation amount is determined based on the difference between the target braking force and the actual braking force. Based on the relative magnitude of the target braking force and the actual braking force, and the first compensation amount, the calculated target rotation amount is compensated to obtain the compensated target rotation amount; Based on the compensated target rotation amount, the compensated control signal of the motor (4) is calculated.

5. The braking control method according to claim 4, characterized in that, The step of compensating the calculated target rotation amount based on the relative magnitude of the target braking force and the actual braking force, and the first compensation amount, to obtain the compensated target rotation amount includes: When the target braking force is greater than the actual braking force, the first compensation amount is added to the target rotation amount to obtain the compensated target rotation amount. When the target braking force is less than the actual braking force, the first compensation amount is reduced based on the target transmission amount to obtain the compensated target transmission amount.

6. The braking control method according to claim 3, characterized in that, The compensation of the control signal of the motor (4) according to the preset compensation method includes: If the difference between the target rotation amount and the actual rotation amount is not less than the second preset threshold, a second compensation amount is determined based on the difference between the target rotation amount and the actual rotation amount. The determined target speed is compensated according to the second compensation amount to obtain the compensated target speed; The control signal of the motor (4) after compensation is calculated based on the target speed after compensation and the actual speed.

7. The braking control method according to claim 3, characterized in that, The compensation of the control signal of the motor (4) according to the preset compensation method includes: If the difference between the target speed and the actual speed is not less than the third preset threshold, a third compensation amount is determined based on the difference between the target speed and the actual speed. The determined target torque is compensated according to the third compensation amount to obtain the compensated target torque; The control signal of the motor (4) after compensation is calculated based on the target torque after compensation and the actual torque.

8. The braking control method according to claim 1, characterized in that, After controlling the motor (4) to run according to the compensated control signal, the braking control method further includes: After a preset compensation duration, the compensation of the control signal of the motor (4) is terminated, and the motor (4) is controlled to run according to the control signal of the motor (4) determined before compensation.

9. A braking control device, applied to a vehicle, characterized in that, The braking component (3) of the vehicle is driven by a motor (4), and the braking control device includes: The braking force determination and acquisition module (810) is used to determine the target braking force to be applied by the braking component (3) and acquire the actual braking force currently applied by the braking component (3) when a braking command is received; The compensation judgment module (820) is used to determine the control signal of the motor (4) based on the target braking force and the actual braking force when the actual braking force does not reach the target braking force, and to determine whether the current braking state of the braking component (3) meets the preset compensation conditions. The braking compensation module (830) is used to compensate the control signal of the motor (4) according to the preset compensation method when the current braking state of the braking component (3) meets the preset compensation conditions, and to control the operation of the motor (4) according to the compensated control signal.

10. A vehicle, comprising a controller, characterized in that: The controller includes a memory (920) and a processor (910). The memory (920) stores a computer program, which, when run by the processor (910), executes the braking control method according to any one of claims 1-8.

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