Braking force control method and device, vehicle and storage medium

Abstract

The invention provides a braking force control method and device, a vehicle and a storage medium, and the method comprises the steps that the brake pedal stroke of the vehicle is monitored and obtained; acquiring a required braking force and a stroke change rate based on the brake pedal stroke; determining a target braking mode from the preset braking modes based on the required braking force and the stroke change rate; when the target braking mode is preferential motor braking, performing braking force distribution based on the required braking force; or when the target braking mode is composite braking or priority EMB braking, the dynamic axle load of the vehicle is obtained, and braking force distribution is conducted on the basis of the dynamic axle load and the required braking force; the motor braking force and the EMB braking force are linearly controlled in response to the target braking mode being changed from prioritized motor braking or compound braking to prioritized EMB braking. By means of the technical scheme, the energy recovery efficiency can be improved, smooth switching of the braking modes can be achieved, and therefore the use experience of a user is improved.

Description

Technical Field

[0001] This application relates to the field of automotive braking, and more particularly to a braking force control method, device, vehicle, and storage medium. Background Technology

[0002] In related technologies, vehicle braking systems suffer from three core problems. First, the braking force distribution strategy is simplistic. Hydraulic braking systems rely on braking force distribution measurement, which cannot adapt to dynamic axle load transfer under different operating conditions, resulting in low adhesion utilization. Second, energy recovery efficiency is not optimal. While electric motor braking is prioritized for small braking force requests, the control lacks finesse, leading to mechanical losses and wasted energy recovery when the single-axle motor's capacity is insufficient. Third, mode switching is jarring. When ABS (Anti-lock Braking System) is triggered, electric motor braking is forcibly and quickly disengaged, while hydraulic braking requires time to build pressure. This causes a sudden drop or fluctuation in total braking force, resulting in vehicle vibration and affecting driving smoothness and comfort. Summary of the Invention

[0003] This application aims to at least partially address one of the technical problems in the related art.

[0004] In a first aspect, this application proposes a braking force control method, the method comprising: monitoring and acquiring the brake pedal travel of a vehicle; acquiring the required braking force and the travel change rate based on the brake pedal travel; determining a target braking mode from preset braking modes based on the required braking force and the travel change rate; wherein the preset braking mode includes at least one of the following: priority motor braking, compound braking, priority EMB braking; when the target braking mode is priority motor braking, distributing braking force based on the required braking force; or, when the target braking mode is compound braking or priority EMB braking, acquiring the dynamic axle load of the vehicle and distributing braking force based on the dynamic axle load and the required braking force; and linearly controlling the motor braking force and EMB braking force in response to the target braking mode changing from priority motor braking or compound braking to priority EMB braking.

[0005] In one implementation, when the target braking mode is the priority motor braking, the braking force distribution based on the required braking force includes: acquiring the pre-clamping braking force of the driven shaft EMB; acquiring the motor braking force based on the required braking force and the pre-clamping braking force; controlling the vehicle motor based on the motor braking force and acquiring the actual braking force of the vehicle motor; if the sum of the actual braking force and the pre-clamping braking force is less than the required braking force, acquiring the braking force difference between the sum of the actual braking force and the pre-clamping braking force and the required braking force, and distributing the braking force of the driven shaft EMB based on the braking force difference.

[0006] In one implementation, the target braking mode is the composite braking, and the braking force distribution based on the dynamic axle load and the required braking force includes: obtaining a braking force distribution ratio based on the dynamic axle load; obtaining the optimal motor braking force; controlling the motor based on the optimal motor braking force and obtaining the actual motor braking force; and determining the EMB braking force based on the braking force distribution ratio, the required braking force, and the actual motor braking force.

[0007] In one implementation, the target braking mode is the priority EMB braking, and the braking force distribution based on the dynamic axle load and the required braking force includes: obtaining the maximum available adhesion of the front and rear axles according to the dynamic axle load; and, under the upper limit constraint of the maximum available adhesion, distributing the required braking force to the front and rear axle EMBs according to a preset distribution curve.

[0008] In one implementation, the linear control of the motor power and EMB braking force includes: controlling the motor power to remain constant during a first time period; controlling the motor power to linearly decrease to zero during a second time period, while simultaneously controlling the EMB braking force to linearly increase to the changed required braking force; wherein the second time period is a time period adjacent to the first time period.

[0009] In one implementation, determining the target braking mode from preset braking modes based on the required braking force and the stroke change rate includes: determining the target braking mode as the priority motor braking when the required braking force is less than or equal to a first braking force threshold; or determining the target braking mode as the composite braking when the required braking force is greater than the first braking force threshold and less than or equal to a second braking force threshold, and the stroke change rate is less than or equal to a first change rate threshold; or determining the target braking mode as the priority EMB braking when the required braking force is greater than the second braking force threshold and the stroke change rate is greater than the first change rate threshold.

[0010] Secondly, this application proposes a braking control device, comprising: an acquisition module for monitoring and acquiring the brake pedal travel of a vehicle; a first processing module for acquiring the required braking force and the travel change rate based on the brake pedal travel; a second processing module for determining a target braking mode from preset braking modes based on the required braking force and the travel change rate; wherein the preset braking mode includes at least one of the following: priority motor braking, compound braking, and priority EMB braking; a third processing module for distributing braking force based on the required braking force when the target braking mode is priority motor braking; or, when the target braking mode is compound braking or priority EMB braking, acquiring the dynamic axle load of the vehicle and distributing braking force based on the dynamic axle load and the required braking force; and a fourth processing module for linearly controlling the motor braking force and EMB braking force in response to the target braking mode changing from priority motor braking or compound braking to priority EMB braking.

[0011] In one implementation, when the target braking mode is the priority motor braking, the third processing module can be used to: obtain the pre-clamping braking force of the driven shaft EMB; obtain the motor power based on the required braking force and the pre-clamping braking force; control the vehicle motor based on the motor power and obtain the actual braking force of the vehicle motor; if the sum of the actual braking force and the pre-clamping braking force is less than the required braking force, obtain the braking force difference between the sum of the actual braking force and the pre-clamping braking force and the required braking force, and allocate the braking force of the driven shaft EMB based on the braking force difference.

[0012] In one implementation, the target braking mode is the composite braking, and the third processing module can be used to: obtain the braking force distribution ratio based on the dynamic axle load; obtain the optimal motor braking force; control the motor based on the optimal motor braking force and obtain the actual braking force of the motor; and determine the EMB braking force based on the braking force distribution ratio, the required braking force, and the actual braking force of the motor.

[0013] In one implementation, the target braking mode is the priority EMB braking. The third processing module can be used to: obtain the maximum available adhesion of the front and rear axles based on the dynamic axle load; and, under the upper limit constraint of the maximum available adhesion, distribute the required braking force to the front and rear axle EMBs according to a preset distribution curve.

[0014] In one implementation, the fourth processing module can be used to: control the motor power to remain constant during a first time period; control the motor power to linearly decrease to zero during a second time period, while simultaneously controlling the EMB braking force to linearly increase to the changed required braking force; wherein the second time period is a time period adjacent to the first time period.

[0015] In one implementation, the second processing module can be used to: determine the target braking mode as the priority motor braking when the required braking force is less than or equal to a first braking force threshold; or, determine the target braking mode as the composite braking when the required braking force is greater than the first braking force threshold and less than or equal to a second braking force threshold, and the stroke change rate is less than or equal to a first change rate threshold; or, determine the target braking mode as the priority EMB braking when the required braking force is greater than the second braking force threshold and the stroke change rate is greater than the first change rate threshold.

[0016] Thirdly, this application proposes a vehicle comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the braking force control method as described in the first aspect.

[0017] Fourthly, this application proposes a storage medium storing instructions that, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect.

[0018] Fifthly, this application proposes a program product comprising at least one of a program and instructions, wherein when the program and instructions are executed by an electronic device, they implement the steps of the method described in the first aspect.

[0019] The braking force control method, device, equipment, and storage medium provided in this application can determine the required braking force based on the rate of change of the vehicle's brake pedal travel, and then determine the target braking mode by combining the required braking force and the rate of change of travel. Braking force is then distributed according to the target braking mode, and the braking force is linearly controlled when the target braking mode changes. This improves energy recovery efficiency and enables smooth switching of braking modes, thereby enhancing the user experience.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic flowchart of a braking force control method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of another braking force control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of another braking force control method provided in the embodiments of this application; Figure 4 This is a schematic flowchart of another braking force control method provided in the embodiments of this application; Figure 5 This is a schematic flowchart of another braking force control method provided in the embodiments of this application; Figure 6 This is a schematic diagram of an EMB dynamic braking force distribution and switching control scheme for an electric vehicle provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a braking force control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0022] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0023] The braking force control method and apparatus of this application are described below with reference to the accompanying drawings.

[0024] Figure 1 This is a schematic flowchart of a braking force control method provided in an embodiment of this application. Figure 1 As shown, the method may include, but is not limited to, the following steps: S101: Monitor and acquire the brake pedal travel of the vehicle.

[0025] For example, the pedal travel signal of the vehicle is monitored to determine the rate of change of travel based on the pedal travel signal.

[0026] S102: Obtain the required braking force and the rate of change of the travel based on the brake pedal travel.

[0027] Exemplarily, based on the brake pedal travel sensor signal, the required braking force of the driver is obtained by querying through a predefined MAP (Brake Demand Mapping Chart).

[0028] S103: Determine the target braking mode from the preset braking modes based on the required braking force and the rate of travel change.

[0029] Exemplarily, the required braking force range and the rate of travel change range corresponding to each pre-braking mode are pre-configured, so as to determine the target braking mode from the preset braking modes based on the required braking force and the rate of travel change.

[0030] Wherein, in the embodiments of the present application, the above preset braking modes include at least one of the following: priority electric motor braking, compound braking, priority EMB (Electro-Mechanical Brake) braking.

[0031] In one implementation manner, determining the target braking mode from the preset braking modes based on the required braking force and the rate of travel change may include: when the required braking force is less than or equal to the first braking force threshold, determining the target braking mode as priority electric motor braking; or, when the required braking force is greater than the first braking force threshold and less than or equal to the second braking force threshold, and the rate of travel change is less than or equal to the first rate of change threshold, determining the target braking mode as compound braking; or, when the required braking force is greater than the second braking force threshold, and the rate of travel change is greater than the first rate of change threshold, determining the target braking mode as priority EMB braking.

[0032] Exemplarily, let F_total represent the required braking force, F1 represent the first braking force threshold, F2 represent the second braking force threshold, F3 represent the third braking force threshold, D1 represent the rate of travel change threshold. When F_total≤F1, enter priority electric motor braking; when F1<F_total≤F2 or F2<F_total≤F3 and DeltaBrkPedal (i.e., the pedal travel change rate) <D1, enter the compound braking mode; when F_total>F3 or F2<F_total≤F3 and DeltaBrkPedal>D1 or when ABS is activated, enter the priority EMB braking mode.

[0033] In some embodiments, in response to the triggering of the vehicle's ABS, the priority EMB braking is taken as the target braking mode.

[0034] S104: When the target braking mode is compound braking or priority EMB braking, obtain the dynamic axle load of the vehicle and perform braking force distribution based on the dynamic axle load and the required braking force.

[0035] For example, the maximum available adhesion limit of the front and rear axles is determined based on the vehicle's real-time dynamic axle load. Combined with the total required braking force and the pre-configured ideal braking force distribution curve, the required braking force is accurately distributed to the front and rear axle EMBs to ensure that it does not exceed the adhesion limit of each axle.

[0036] S105: In response to the target braking mode changing from priority motor braking or combined braking to priority EMB braking, linear control is performed on the motor braking force and EMB braking force.

[0037] As an example, in response to the target braking mode changing from prioritizing motor braking to prioritizing EMB braking, the motor braking force is linearly reduced while the EMB braking force is linearly increased to control the actual braking force of the vehicle to increase to the actual required braking force.

[0038] As another example, in response to the target braking mode changing from compound braking to priority EMB braking, the electric motor braking force is linearly reduced while the EMB braking force is linearly increased to control the actual braking force of the vehicle to increase to the actual required braking force.

[0039] By implementing the embodiments of this application, the required braking force can be determined based on the rate of change of the vehicle's brake pedal travel. Then, by combining the required braking force and the rate of change of travel, a target braking mode can be determined. Braking force is then distributed according to the target braking mode, and linear control is applied to the braking force when the target braking mode changes. This improves energy recovery efficiency and enables smooth switching of braking modes, thereby enhancing the user experience.

[0040] In some embodiments, when the target braking mode is priority motor braking, braking compensation allocation can be performed in coordination between the EMB and the motor. As an example, please refer to [link to example]. Figure 2 , Figure 2 This is a schematic flowchart of another braking force control method provided in an embodiment of this application. Figure 2 As shown, the method may include, but is not limited to, the following steps: S201: Monitor and acquire the brake pedal travel of the vehicle.

[0041] In the embodiments of this application, step S201 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0042] S202: Obtain the required braking force and the rate of change of the travel based on the brake pedal travel.

[0043] In the embodiments of this application, step S202 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0044] S203: Determine the target braking mode from the preset braking modes based on the required braking force and the stroke change rate.

[0045] In the embodiments of this application, step S203 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0046] S204: When the target braking mode is priority motor braking, obtain the pre-clamping braking force of the driven shaft EMB.

[0047] S205: The motor power is obtained based on demand braking force and pre-clamping braking force.

[0048] For example, the above steps can be represented as: F_motor = F_total - F_prefill Where F_motor is the motor power, F_total is the required braking force, and F_prefill is the pre-clamping braking force.

[0049] S206: Control the vehicle motor based on the electric motor's power and obtain the actual braking force of the vehicle motor.

[0050] S207: When the sum of the actual braking force and the pre-clamping braking force is less than the required braking force, obtain the braking force difference between the sum of the actual braking force and the pre-clamping braking force and the required braking force, and allocate the braking force of the driven shaft EMB based on the braking force difference.

[0051] For example, if the motor's braking capacity is insufficient, that is: F_total - F_prefill > F_motormax The remaining braking force is then provided by the EMB actuator on the driven shaft, which can be specifically expressed as: F_emb = F_total - F_motormax S208: In response to the target braking mode changing from priority motor braking or combined braking to priority EMB braking, linear control is performed on the motor braking force and EMB braking force.

[0052] In the embodiments of this application, step S208 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0053] By implementing the embodiments of this application, when the target braking mode is priority motor braking, braking compensation allocation can be performed in coordination between EMB and motor, thereby improving energy recovery efficiency.

[0054] In some embodiments, when the target braking mode is compound braking, braking force distribution can be performed by combining optimal electric motor power. As an example, please refer to... Figure 3 , Figure 3 This is a schematic flowchart of another braking force control method provided in an embodiment of this application. Figure 3 As shown, the method may include, but is not limited to, the following steps: S301: Monitor and acquire the brake pedal travel of the vehicle.

[0055] In the embodiments of this application, step S301 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0056] S302: Obtain the required braking force and the rate of change of the travel based on the brake pedal travel.

[0057] In the embodiments of this application, step S302 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0058] S303: Determine the target braking mode from the preset braking modes based on the required braking force and the rate of change of stroke.

[0059] In the embodiments of this application, step S303 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0060] S304: When the target braking mode is compound braking, obtain the dynamic axle load of the vehicle.

[0061] In some embodiments, the dynamic axle loads of the front and rear axles can be calculated according to the following formula.

[0062]

[0063]

[0064]

[0065] in, This refers to the dynamic axle load on the front axle. For the dynamic axle load of the rear axle, For vehicle quality, It is the acceleration due to gravity. This is the distance from the vehicle's center of gravity to the front axle. L is the distance from the vehicle's center of gravity to the rear axle, and L is the wheelbase. For the height of the center of mass, The slope angle, This is the longitudinal acceleration.

[0066] It should be noted that the above-mentioned slope angle is positive when the vehicle is going uphill.

[0067] S305: Obtain the braking force distribution ratio based on dynamic axle load.

[0068] For example, the braking force distribution ratio can be obtained according to the following formula:

[0069] in, This refers to the braking force distribution ratio.

[0070] S306: Obtain the optimal electric motor power.

[0071] For example, the optimal braking force can be determined by querying the motor efficiency MAP.

[0072] S307: Controls the motor based on the optimal electric motor power and obtains the actual braking force of the motor.

[0073] For example, the optimal braking force is sent to the motor controller, and the actual braking force generated by the motor is obtained.

[0074] S308: Determine the EMB braking force based on the braking force distribution ratio, required braking force, and actual motor braking force.

[0075] For example, the pre-clamping braking force of the driven shaft EMB is first calculated, which can be expressed as follows: F_emb_r_pre=(1-β)*F_total-F_motor_fbk Where F_emb_r_pre is the pre-clamping braking force of the driven shaft, F_total is the required braking force, and F_motor_fbk is the actual braking force of the motor. If F_emb_r_pre < 0, then the braking force of the driving shaft can be expressed as: F_emb_f=F_total-F_motor_fbk=0 If F_emb_r_pre≥0, then the braking forces of the driving shaft and the driven shaft can be expressed as: F_emb_f=β*F_total F_emb_r=(1-β)*F_total-F_motor_fbk S309: In response to the target braking mode changing from priority motor braking or combined braking to priority EMB braking, linear control is performed on the motor braking force and EMB braking force.

[0076] In the embodiments of this application, step S309 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0077] By implementing the embodiments of this application, when the target braking mode is compound braking, dynamic axle load and optimal motor power can be obtained. Based on the braking force distribution ratio, required braking force, and actual motor braking force, the EMB braking force can be determined. This improves energy recovery efficiency and enables smooth switching of braking modes, thereby enhancing the user experience.

[0078] In some embodiments, when the target braking mode is EMB, braking force distribution can be combined with the vehicle's maximum available traction. As an example, see [link to example]. Figure 4 , Figure 4 This is a schematic flowchart of another braking force control method provided in an embodiment of this application. Figure 4 As shown, the method may include, but is not limited to, the following steps: S401: Monitors and acquires the brake pedal travel of the vehicle.

[0079] In the embodiments of this application, step S401 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0080] S402: Obtain the required braking force and the rate of change of the travel based on the brake pedal travel.

[0081] In the embodiments of this application, step S402 can be implemented in any of the ways described in the embodiments of this application. The embodiments of this application do not limit this, nor will they be described in detail.

[0082] S403: Determine the target braking mode from the preset braking modes based on the required braking force and the rate of change of stroke.

[0083] In the embodiments of this application, step S403 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0084] S404: When the target braking mode is EMB braking priority, obtain the vehicle's dynamic axle load.

[0085] S405: Based on dynamic axle load, obtain the maximum available adhesion between the front and rear axles.

[0086] S406: Under the upper limit constraint of maximum available adhesion, the required braking force is distributed to the front and rear axle EMBs according to the preset distribution curve.

[0087] For example, the maximum available adhesion of the front and rear axles is used as the upper limit of the front and rear axle braking force distribution. The total required braking force is determined based on the brake pedal signal and the overall vehicle status. Then, according to the ideal braking force distribution curve, the total required braking force is dynamically divided into target braking forces for the front and rear axles to ensure that the divided front and rear axle braking forces do not exceed their respective maximum available adhesion. Finally, the distribution result is converted into control commands and sent to the front and rear axle EMB actuators.

[0088] S407: In response to the target braking mode changing from priority motor braking or combined braking to priority EMB braking, linear control is performed on the motor braking force and EMB braking force.

[0089] In the embodiments of this application, step S407 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0090] By implementing the embodiments of this application, braking force distribution can be performed based on the vehicle's maximum available traction when the target braking mode is EMB. This improves energy recovery efficiency.

[0091] In some embodiments, when the target braking mode corresponding to the required braking force changes from priority motor braking or combined braking to priority EMB braking, the motor braking force and EMB braking force can be linearly controlled. For example, please refer to [link to example]. Figure 5 , Figure 5 This is a schematic flowchart of another braking force control method provided in an embodiment of this application. Figure 3 As shown, the method may include, but is not limited to, the following steps: S501: Monitors and acquires the brake pedal travel of the vehicle.

[0092] In the embodiments of this application, step S501 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0093] S502: Obtain the required braking force and the rate of change of the travel based on the brake pedal travel.

[0094] In the embodiments of this application, step S502 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0095] S503: Determine the target braking mode from the preset braking modes based on the required braking force and the rate of change of stroke.

[0096] In the embodiments of this application, step S503 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0097] S504: When the target braking mode is priority motor braking, brake force is distributed based on the required braking force. Alternatively, when the target braking mode is combined braking or priority EMB braking, the vehicle's dynamic axle load is acquired and brake force is distributed based on the dynamic axle load and the required braking force.

[0098] In the embodiments of this application, step S504 can be implemented in any of the embodiments of this application. The embodiments of this application do not limit this and will not be described in detail.

[0099] S505: In response to the target braking mode changing from priority motor braking or combined braking to priority EMB braking, the motor power is kept constant during the first time period.

[0100] As an example, in response to a change in the required braking force causing the target braking mode to change from priority motor braking to priority EMB braking, the control motor force is kept constant for a first time period (e.g., 20ms) at the moment of target control mode switching, so that the EMB motor control can eliminate the braking gap.

[0101] As an example, in response to a change in the required braking force causing the target braking mode to change from compound braking to priority EMB braking, the control motor force is kept constant during the first time period, with the target control mode switching moment as the initial moment, so that the EMB motor control can eliminate the braking gap.

[0102] S506: During the second time period, control the motor force to decrease linearly to zero during the second preset time period, and at the same time control the EMB braking force to increase linearly to the changed required braking force.

[0103] The second time period mentioned above is the time period adjacent to the first time period.

[0104] For example, within a preset time period, the motor power is controlled to decrease linearly from its current value to zero. At the same time, to compensate for the reduced motor power, the EMB actuator is controlled to generate a corresponding compensating braking force, so that the EMB braking force increases linearly, and ultimately the total braking force of the vehicle is provided entirely by the EMB braking system.

[0105] As an example, the controller internally generates two instructions that change over time: the instruction to the motor controller is to decrease from the current position by a slope of -F_motor(0) / Tr, which can be specifically represented as: ( ≤ ≤ + ) in, is the braking force at the initial moment of the second period of the motor is the braking force of the motor at time t within the second period is the initial moment of the second period + is the moment when the motor braking force drops to 0. The instruction for the EMB actuator is: starting from 0 or the current value, increasing at the slope of +F_motor(0) / Tr, which can be specifically expressed as: ( ≤ ≤ + ) Thus, after Th + Tr time, the motor braking force drops to zero, the EMB compensation force reaches F_motor(0), and the交接完成 (the handover is completed). The whole process can be expressed as:

[0106] It can be understood that after the motor braking force drops to zero and the EMB compensation force reaches F_motor(0), the EMB braking force can continue to increase until it meets the changed required braking force. At this time, the front and rear axle braking forces are completely executed by the EMB and are distributed according to the ideal braking force curve, which can be specifically expressed as:

[0107]

[0108] By implementing the embodiments of the present application, when the target braking mode changes from motor braking or compound braking to priority EMB braking, the motor braking force and the EMB braking force can be linearly controlled to reduce the impact feeling during braking mode switching, thereby improving the smoothness and comfort of driving.

[0109] Please refer to Figure 6 , Figure 6 is a schematic diagram of an EMB dynamic braking force distribution and switching control scheme for an electric vehicle provided by the embodiments of the present application. As Figure 6 shown, according to different preset situations, it can be controlled to switch between different preset braking modes. F1 is the first braking force threshold, F2 is the second braking force threshold, F_total is the required braking force, and DeltaBrkPedal is the pedal stroke change rate. Among them, S1 represents F1 < F_total ≤ F2, or F2 < F_total ≤ F3 and DeltaBrkPedal < D1; S2 represents F_total ≤ F1; S3 represents F_total > F3, or F2 < F_total ≤ F3 and DeltaBrkPedal > D1, or ABS is activated; S4 represents releasing the brake pedal.

[0110] Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of a braking force control device provided in an embodiment of this application. Figure 7 As shown, the device 700 includes: an acquisition module 701 for monitoring and acquiring the brake pedal travel of the vehicle; a first processing module 702 for acquiring the required braking force and the rate of change of travel based on the brake pedal travel; a second processing module 703 for determining a target braking mode from preset braking modes based on the required braking force and the rate of change of travel; wherein the preset braking modes include at least one of the following: priority motor braking, compound braking, and priority EMB braking; a third processing module 704 for distributing braking force based on the required braking force when the target braking mode is priority motor braking; or, when the target braking mode is compound braking or priority EMB braking, acquiring the dynamic axle load of the vehicle and distributing braking force based on the dynamic axle load and the required braking force; and a fourth processing module 705 for linearly controlling the motor braking force and EMB braking force in response to the target braking mode changing from priority motor braking or compound braking to priority EMB braking.

[0111] In one implementation, when the target braking mode is priority motor braking, the third processing module 704 can be used to: obtain the pre-clamping braking force of the driven shaft EMB; obtain the motor braking force based on the required braking force and the pre-clamping braking force; control the vehicle motor based on the motor braking force and obtain the actual braking force of the vehicle motor; when the sum of the actual braking force and the pre-clamping braking force is less than the required braking force, obtain the braking force difference between the sum of the actual braking force and the pre-clamping braking force and the required braking force, and allocate the braking force of the drive shaft EMB based on the braking force difference.

[0112] In one implementation, the target braking mode is compound braking, and the third processing module 704 can be used to: obtain the braking force distribution ratio based on the dynamic axle load; obtain the optimal motor braking force; control the motor based on the optimal motor braking force and obtain the actual braking force of the motor; and determine the EMB braking force based on the braking force distribution ratio, the required braking force, and the actual braking force of the motor.

[0113] In one implementation, the target braking mode is priority EMB braking, and the third processing module 704 can be used to: obtain the maximum available adhesion of the front and rear axles based on the dynamic axle load; and under the upper limit constraint of the maximum available adhesion, distribute the required braking force to the front and rear axle EMBs according to the preset distribution curve.

[0114] In one implementation, the fourth processing module 705 can be used to: control the motor power to remain constant during a first time period; control the motor power to decrease linearly to zero during a second time period, while simultaneously controlling the EMB braking force to increase linearly to the second required braking force; wherein the second time period is a time period adjacent to the first time period.

[0115] In one implementation, the second processing module 703 can be used to: determine the target braking mode as priority motor braking when the required braking force is less than or equal to the first braking force threshold; or, determine the target braking mode as compound braking when the required braking force is greater than the first braking force threshold and less than or equal to the second braking force threshold, and the stroke change rate is less than or equal to the first change rate threshold; or, determine the target braking mode as priority EMB braking when the required braking force is greater than the second braking force threshold and the stroke change rate is greater than the first change rate threshold.

[0116] The apparatus described in this application can determine the required braking force based on the rate of change of the vehicle's brake pedal travel, and then determine the target braking mode by combining the required braking force and the rate of change of travel. Braking force is then distributed according to the target braking mode, and the braking force is linearly controlled when the target braking mode changes. This improves energy recovery efficiency and enables smooth switching of braking modes, thereby enhancing the user experience.

[0117] It should be noted that the foregoing explanation of the braking force control method embodiment also applies to the braking force control device of this embodiment, and will not be repeated here.

[0118] To implement the above embodiments, this application also proposes an electronic device. Please see [link to relevant documentation]. Figure 8 , Figure 8 This is a schematic diagram of the structure of the electronic device provided in an embodiment of this application. For example... Figure 8 As shown, the electronic device 800 includes a processor 801 and a memory 802 communicatively connected to the processor 801; the memory 802 stores computer-executable instructions; the processor 801 executes the computer-executable instructions stored in the memory to implement the method provided in the foregoing embodiments. This electronic device can be deployed in a vehicle to control the vehicle using the method provided in any of the embodiments of the application.

[0119] To implement the above embodiments, this application also proposes a storage medium storing instructions that, when executed on an electronic device, cause the electronic device to perform the methods provided in the foregoing embodiments.

[0120] To implement the above embodiments, this application also proposes a program product, including at least one of a program and instructions, wherein when the program and instructions are executed by an electronic device, they implement the steps of the method provided in the foregoing embodiments.

[0121] It should be noted that the acquisition, transmission, storage, use, and processing of data in this application comply with the relevant provisions of national laws and regulations and do not violate public order and good morals.

[0122] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0123] It is worth noting that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, they do not mean that the applicant has used or necessarily used the solution.

[0124] In the description of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0125] In the foregoing descriptions of the embodiments, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0126] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0127] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0128] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0129] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0130] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0131] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0132] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A brake control method characterized by, The method comprises: monitoring a brake pedal stroke of a vehicle; acquiring a demanded braking force and a stroke change rate based on the brake pedal stroke; determining a target braking mode from preset braking modes based on the demanded braking force and the stroke change rate; wherein the preset braking modes comprise at least one of the following: priority motor braking, compound braking, priority EMB braking; when the target braking mode is the priority motor braking, performing braking force distribution based on the demanded braking force; or when the target braking mode is the compound braking or the priority EMB braking, acquiring a dynamic axle load of the vehicle and performing braking force distribution based on the dynamic axle load and the demanded braking force; performing linear control on motor braking force and EMB braking force in response to the target braking mode changing from the priority motor braking or the compound braking to the priority EMB braking.

2. The method of claim 1, wherein, when the target braking mode is the compound braking, the braking force distribution based on the dynamic axle load and the demanded braking force comprises: acquiring a braking force distribution ratio according to the dynamic axle load; acquiring an optimal motor braking force; controlling a motor based on the optimal motor braking force and acquiring an actual motor braking force; determining an EMB braking force based on the braking force distribution ratio, the demanded braking force and the actual motor braking force.

3. The method of claim 1, wherein, when the target braking mode is the priority EMB braking, the braking force distribution based on the dynamic axle load and the demanded braking force comprises: acquiring maximum available adhesion forces of front and rear axles according to the dynamic axle load; splitting the demanded braking force to front and rear axle EMBs according to a preset distribution curve under an upper limit constraint of the maximum available adhesion forces.

4. The method of claim 1, wherein, the linear control on the motor braking force and the EMB braking force comprises: keeping the motor braking force unchanged in a first time period; controlling the motor braking force to linearly decrease to zero in a second preset time period while controlling the EMB braking force to linearly increase to a changed demanded braking force in a second time period adjacent to the first time period.

5. The method of claim 1, wherein, when the target braking mode is the priority motor braking, the braking force distribution based on the demanded braking force comprises: acquiring a pre-clamping braking force of a driven axle EMB; acquiring a motor braking force based on the demanded braking force and the pre-clamping braking force; controlling a vehicle motor based on the motor braking force and acquiring an actual motor braking force of the vehicle motor; when a sum of the actual motor braking force and the pre-clamping braking force is less than the demanded braking force, acquiring a braking force difference between the sum and the demanded braking force and distributing the braking force of the driven axle EMB based on the braking force difference.

6. The method of claim 1, wherein, the determination of the target braking mode from the preset braking modes based on the demanded braking force and the stroke change rate comprises: when the demanded braking force is less than or equal to a first braking force threshold, determining the target braking mode as the priority motor braking; or In a case where the demand braking force is greater than the first braking force threshold and less than or equal to a second braking force threshold, and the stroke change rate is less than or equal to a first change rate threshold, the target braking mode is determined as the composite braking; or In a case where the demand braking force is greater than the second braking force threshold, and the stroke change rate is greater than the first change rate threshold, the target braking mode is determined as the priority EMB braking.

7. A brake control device characterized by comprising: The method comprises: acquiring a brake pedal stroke of a vehicle; a first processing module configured to acquire a demand braking force and a stroke change rate based on the brake pedal stroke; a second processing module configured to determine a target braking mode from preset braking modes based on the demand braking force and the stroke change rate, wherein the preset braking modes comprise at least one of the following: priority motor braking, composite braking, and priority EMB braking; a third processing module configured to perform braking force distribution based on the demand braking force when the target braking mode is the priority motor braking, or to acquire a dynamic axle load of the vehicle and perform braking force distribution based on the dynamic axle load and the demand braking force when the target braking mode is the composite braking or the priority EMB braking; a fourth processing module configured to perform linear control on motor braking force and EMB braking force in response to the target braking mode changing from the priority motor braking or the composite braking to the priority EMB braking.

8. A vehicle characterized by comprising: The method comprises: a processor, and a memory connected to the processor in communication; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1-6.

9. A storage medium having stored therein instructions, the storage medium comprising: The instructions, when executed on an electronic device, cause the electronic device to perform the method according to any one of claims 1-6.

10. A program product comprising at least one of a program, instructions, characterized in that At least one of the program and the instructions, when executed by an electronic device, implements the steps of the method according to any one of claims 1-6.

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