Braking torque distribution method, device and equipment of new energy automobile and storage medium

Abstract

The invention discloses a braking torque distribution method, device and equipment of a new energy automobile and a storage medium, and relates to the technical field of new energy automobile kinetic energy recovery control, and the method comprises the steps that a driving behavior signal, a vehicle state signal and a vehicle speed change sequence are obtained; according to the driving behavior signal and the vehicle state signal, a driving behavior braking torque is obtained; filtering the vehicle speed change sequence to obtain a target deceleration, and calculating a deceleration braking torque according to the target deceleration and the vehicle state signal to obtain a deceleration braking torque; determining a total braking torque according to the driving behavior braking torque and the deceleration braking torque; and an electric braking torque request value and an air braking torque request value are generated according to the total braking torque, the electric braking torque request value and the air braking torque request value are sent to a motor controller and an air braking controller respectively so as to output corresponding braking torque, and maximization of the energy recovery amount, minimization of mechanical braking abrasion and improvement of braking stability are achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of kinetic energy recovery control of new energy vehicles, and in particular relates to a brake torque distribution method, device and equipment for new energy vehicles and a storage medium. BACKGROUND

[0002] With the rapid increase in the number of new energy vehicles, the market's requirements for the range and energy consumption indicators are increasingly stringent, and brake energy recovery has become a key path to improve vehicle energy efficiency.

[0003] The current industry generally adopts an energy recovery strategy of "single driving behavior triggering and fixed priority": the slide, brake and auxiliary brake independently request the motor reverse torque, and when the high-priority function is turned on, the remaining functions are shielded, resulting in insufficient total brake torque, the driver needs to press the mechanical brake deeply, the energy recovery amount is small, the air brake wear is aggravated, and it is difficult to balance the range, safety and component life.

[0004] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0005] The main purpose of the present application is to provide a brake torque distribution method, device and equipment for new energy vehicles, which aims to solve the technical problems of insufficient brake energy recovery and large mechanical brake wear of new energy vehicles.

[0006] To achieve the above purpose, the present application provides a brake torque distribution method for new energy vehicles, which comprises the following steps: obtaining driving behavior signals, vehicle state signals and vehicle speed change sequences; obtaining driving behavior brake torque according to the driving behavior signals and the vehicle state signals; filtering the vehicle speed change sequence to obtain a target deceleration, and calculating a deceleration brake torque according to the target deceleration and the vehicle state signals to obtain a deceleration brake torque; determining the total brake torque according to the driving behavior brake torque and the deceleration brake torque; generating an electric brake torque request value and an air brake torque request value according to the total brake torque, and sending the electric brake torque request value and the air brake torque request value to the motor controller and the air brake controller respectively to output the corresponding brake torque.

[0007] In an embodiment, the step of obtaining driving behavior brake torque according to the driving behavior signals and the vehicle state signals comprises: comparing the brake pedal depth signal in the driving behavior signal with a preset depth threshold to obtain a brake triggering state; comparing the auxiliary brake opening degree signal in the driving behavior signal with a preset opening degree threshold value to obtain an auxiliary brake triggering state; querying a brake torque mapping table according to the brake triggering state and a vehicle speed signal, a load signal, a slope signal and a driving mode signal in the vehicle state signal to obtain a brake base torque; querying an auxiliary brake torque mapping table according to the auxiliary brake triggering state, the brake triggering state, the vehicle speed signal, the load signal, the slope signal and the driving mode signal to obtain an auxiliary brake base torque; performing weighted summation on the brake base torque and the auxiliary brake base torque to obtain a driving behavior brake torque.

[0008] In an embodiment, the step of filtering the vehicle speed change sequence to obtain a target deceleration includes: collecting vehicle speed values in a preset sampling period to obtain a vehicle speed change sequence; removing the maximum value and the minimum value in the vehicle speed change sequence to obtain a remaining vehicle speed sequence; eliminating data exceeding a preset reasonable range of deceleration from the remaining vehicle speed sequence to obtain an effective vehicle speed sequence; performing sliding average processing on the effective vehicle speed sequence to obtain a target deceleration.

[0009] In an embodiment, the step of calculating a deceleration brake torque according to the target deceleration and the vehicle state signal to obtain a deceleration brake torque includes: converting the slope signal in the vehicle state signal into a slope angle value; calculating a slope resistance torque according to the vehicle mass, the wheel radius and the slope angle value; calculating an inertial resistance torque according to the target deceleration, the vehicle mass and the wheel radius; adding the slope resistance torque and the inertial resistance torque to obtain a deceleration brake torque.

[0010] In an embodiment, the step of determining a total brake torque according to the driving behavior brake torque and the deceleration brake torque includes: obtaining the absolute value of the difference between the driving behavior brake torque and the deceleration brake torque; when the absolute value of the difference is less than a first preset deviation threshold value, selecting the larger value between the driving behavior brake torque and the deceleration brake torque as the total brake torque; when the absolute value of the difference is greater than the first preset deviation threshold value and less than a second preset deviation threshold value, performing weighted summation on the driving behavior brake torque and the deceleration brake torque to obtain the total brake torque. when the absolute value of the difference is greater than a second preset deviation threshold, taking the driving behavior braking torque as the total braking torque.

[0011] In an embodiment, the step of generating the electric braking torque request value and the pneumatic braking torque request value according to the total braking torque comprises: multiplying the total braking torque by a preset electric braking priority coefficient to obtain an initial electric braking torque request value; judging whether the initial electric braking torque request value is greater than a maximum electric braking capability to obtain a judgment result; when the judgment result is that the initial electric braking torque request value is greater than the maximum electric braking capability, taking the maximum electric braking capability as the electric braking torque request value and taking a difference between the total braking torque and the maximum electric braking capability as the pneumatic braking torque request value; when the judgment result is that the initial electric braking torque request value is less than or equal to the maximum electric braking capability, taking the initial electric braking torque request value as the electric braking torque request value and setting the pneumatic braking torque request value to zero.

[0012] In an embodiment, the step of sending the electric braking torque request value and the pneumatic braking torque request value to an electric machine controller and a pneumatic braking controller respectively to output corresponding braking torques comprises: sending the electric braking torque request value to the electric machine controller through a vehicle CAN bus to enable the electric machine controller to control the electric machine to enter a power generation mode according to the electric braking torque request value; sending the pneumatic braking torque request value to the pneumatic braking controller through the vehicle CAN bus to enable the pneumatic braking controller to control a brake chamber pressure according to the pneumatic braking torque request value; receiving an actual electric braking torque fed back by the electric machine controller and an actual pneumatic braking torque fed back by the pneumatic braking controller; performing closed-loop correction on the total braking torque according to a sum of the actual electric braking torque and the actual pneumatic braking torque to obtain a total braking torque of a next period.

[0013] In addition, to achieve the above object, the application further provides a braking torque distribution device for a new energy vehicle, which comprises: a data acquisition module configured to acquire a driving behavior signal, a vehicle state signal and a vehicle speed change sequence; a driving behavior torque calculation module configured to obtain a driving behavior braking torque according to the driving behavior signal and the vehicle state signal; A deceleration torque calculation module is configured to filter the vehicle speed change sequence to obtain a target deceleration, and calculate a deceleration braking torque according to the target deceleration and the vehicle state signal to obtain a deceleration braking torque; A total braking torque determination module is configured to determine a total braking torque according to the driving behavior braking torque and the deceleration braking torque. A control module is configured to generate an electric braking torque request value and an air braking torque request value according to the total braking torque, and send the electric braking torque request value and the air braking torque request value to an electric machine controller and an air braking controller respectively to output corresponding braking torques.

[0014] In addition, to achieve the above-mentioned purpose, the application further provides a braking torque distribution device for a new energy vehicle, which comprises a memory, a processor, and a braking torque distribution program for a new energy vehicle stored in the memory and executable on the processor, wherein the braking torque distribution program for a new energy vehicle is configured to implement the steps of the braking torque distribution method for a new energy vehicle as described above.

[0015] In addition, to achieve the above-mentioned purpose, the application further provides a storage medium having a braking torque distribution program for a new energy vehicle stored thereon, wherein the braking torque distribution program for a new energy vehicle, when executed by a processor, implements the steps of the braking torque distribution method for a new energy vehicle as described above.

[0016] In addition, to achieve the above-mentioned purpose, the application further provides a computer program product comprising a computer program, wherein the computer program, when executed by a processor, implements the steps of the braking torque distribution method for a new energy vehicle as described above.

[0017] The one or more technical solutions provided by the application have at least the following technical effects: The control mode of energy recovery is adjusted, the total torque required is calculated according to driving behaviors including braking depth, auxiliary braking opening, vehicle speed, load, slope, EBP, etc., and the braking torque required for vehicle deceleration is calculated according to vehicle deceleration, the total braking torque is calculated by weighted average according to actual working conditions, and the driving behavior braking torque is no longer prioritized, but is analyzed according to driving behaviors to intervene in the energy recovery function, and the braking energy recovery torque is requested in the manner of different operation function superposition and weighted calculation, and the mechanical air brake torque is used for supplement, the air and electric braking energy recovery torque is adjusted in real time during vehicle deceleration, the electric braking is preferentially used, and the stability of vehicle deceleration and the sufficiency of energy recovery are ensured. BRIEF DESCRIPTION OF DRAWINGS

[0018] The accompanying drawings, which are incorporated into and form a part of the specification, illustrate preferred embodiments of the present application and, together with the description, serve to explain the principles of the application.

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the field, based on these drawings, other drawings can also be obtained without creative labor.

[0020] Figure 1 A flowchart provided by the first embodiment of the new energy vehicle braking torque distribution method of the present application; Figure 2 An electric-hydraulic braking torque dynamic distribution process diagram provided by the first embodiment of the new energy vehicle braking torque distribution method of the present application; Figure 3 A flowchart provided by the second embodiment of the new energy vehicle braking torque distribution method of the present application; Figure 4 A module structure diagram of the new energy vehicle braking torque distribution device of the embodiment of the present application; Figure 5 A device structure diagram of the hardware running environment involved in the new energy vehicle braking torque distribution method in the embodiment of the present application.

[0021] The purpose of the present application, the functional characteristics and the advantages will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0022] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and not to limit the present application.

[0023] In order to better understand the technical solutions of the present application, the following will be described in detail in conjunction with the drawings and specific embodiments of the specification.

[0024] It should be noted that the execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a new energy vehicle braking torque distribution device, etc. The new energy vehicle braking torque distribution device is taken as an example to describe the present embodiment and the following embodiments.

[0025] Based on this, the present embodiment provides a new energy vehicle braking torque distribution method, which is described in detail with reference to Figure 1 , Figure 1 A flowchart of the first embodiment of the new energy vehicle braking torque distribution method of the present application.

[0026] In this embodiment, the braking torque distribution method for the new energy vehicle includes steps S10 to S50: Step S10: Acquire driving behavior signals, vehicle status signals, and vehicle speed change sequences; It should be noted that this step aims to provide a complete, homogeneous initial data set without any algorithmic intervention for subsequent torque calculations. By initially collecting and caching the vehicle network signals, the three types of raw quantities—"driving intention, vehicle status, and motion history"—are simultaneously collected, laying the data foundation for subsequent parallel computing.

[0027] The raw data set originates from real-time frames of the vehicle controller's local area network and has not yet undergone filtering, conversion, or priority arbitration. Its composition is as follows: Driving behavior signals include brake pedal depth signals (reflecting the proportion of the driver's pedal travel) and auxiliary brake opening signals (reflecting the retarder or electronic brake lever position). Vehicle status signals include vehicle speed signals (wheel speed or motor speed conversion values), load signals (air suspension pressure or axle load sensor outputs), gradient signals (inertial navigation or GNSS elevation difference results), and driving mode signals (EBP knob encoding). The vehicle speed change sequence is an array of instantaneous vehicle speeds continuously recorded within a fixed sampling period, used for subsequent derivation of objective deceleration.

[0028] Understandably, this step involves reading the CAN identifier and matching it with a preset signal matrix, followed by periodic buffering and timing alignment, to complete the registration and writing of the original data.

[0029] It should be understood that vehicle energy recovery is divided into braking energy recovery and non-braking energy recovery. Non-braking energy recovery includes coasting energy recovery and on / off assisted braking. Depending on different driving behaviors, after entering the energy recovery mode, the motor torque or speed is requested, and the magnetic field lines are cut in the opposite direction to realize reverse current, which provides reverse power to decelerate the vehicle and charges the battery.

[0030] The existing function operates based on driving behavior, with each operation corresponding to a specific energy recovery function. Priority is given to auxiliary braking > braking > coasting, with higher-priority functions activating first and others remaining unresponsive to avoid excessive torque. However, there are instances where a single operation may not provide sufficient torque, requiring the driver to apply the brakes to compensate. Relying solely on mechanical braking can lead to insufficient energy recovery, excessive wear on the mechanical brakes, and the possibility of the driver applying the brakes too deeply.

[0031] Based on the current situation, the energy recovery control method needs to be adjusted. Instead of prioritizing, the energy recovery function will be intervened based on driving behavior analysis, and the total braking torque required will be calculated based on braking depth and deceleration. The braking energy recovery torque will be requested by superimposing and weighting different operation functions, and mechanical and pneumatic braking torque will be used to supplement it. During the vehicle deceleration process, the pneumatic and electric braking energy recovery torque will be adjusted in real time, with electric braking given priority, to ensure stable vehicle deceleration and sufficient and economical energy recovery.

[0032] Step S20: Obtain the driving behavior braking torque based on the driving behavior signal and the vehicle status signal; It should be noted that the purpose of this step is to convert the driving behavior signal and vehicle status signal obtained in step S10 into driving behavior braking torque that can be directly used in mathematical calculations, thereby quantifying the deceleration demand on the "human" side and providing a first benchmark quantity for subsequent integration with the demand on the "vehicle" side.

[0033] The original inputs are brake pedal depth signal, auxiliary brake opening signal, vehicle speed signal, load signal, slope signal, and driving mode signal; the output is the braking torque based on driving behavior.

[0034] Understandably, this step first obtains the braking trigger state and the auxiliary braking trigger state through threshold comparison, then queries the braking torque mapping table and the auxiliary braking torque mapping table respectively to obtain the basic braking torque and the basic auxiliary braking torque, and finally performs a weighted summation of the two basic torques according to the "first trigger is the priority" principle to complete the conversion of driving intention to torque value and write it into the cache for use in parallel calculations after step S30.

[0035] In practical implementation, the braking torque for driving behavior is divided into coasting, braking, and auxiliary braking torque. The braking torque is calculated comprehensively for multiple driving behaviors. Coasting is triggered independently without pressing the brake or accelerator. When a single driving behavior, including braking or auxiliary braking, is triggered, the torque corresponding to that single function is requested. If there are two driving behaviors, simple superposition will result in excessive torque. Therefore, a weighted average calculation is required, with the first driving behavior as the primary factor and the second driving behavior gradually superimposed. Priority is given to the negative torque calculated based on the initial driving behavior used by the driver. When the driver initiates the second driving behavior, the negative torque of the second driving behavior is slowly superimposed. The weighted average needs to be adjusted.

[0036] Driving behavior braking torque is divided into coasting braking, automatic braking, and auxiliary braking torque. These torques are all related to vehicle speed, load, gradient calculation, and EBP. At higher vehicle speeds and higher engine speeds, the same power output requires less torque. At lower vehicle speeds, a larger negative torque can easily lead to braking or rapid deceleration to exit energy recovery. Therefore, a larger braking torque is set in the middle speed range, while a relatively smaller braking torque is set at high and low speeds. Specific parameters are set according to the actual vehicle calibration. As the vehicle speed approaches the exit speed for energy recovery, the deceleration decreases to 0, and the negative torque also gradually decreases to 0. For driver-selected EBP switches, the fixed EBP mode selected by the driver is prioritized. Braking torque with different coefficients is calculated based on different power modes. Simultaneously, an adaptive EBP is set to identify the power mode based on load and gradient. To avoid inaccuracies caused by rapid changes in load and gradient, the load and gradient are comprehensively calculated into different levels. Load and gradient signals are continuously identified, and after a fixed period, the level is obtained through a 3D lookup table (input: load, gradient, vehicle speed; output: level). The specific number of levels is set according to the actual vehicle calibration. If the driver selects adaptive EBP, the power mode is adjusted according to the actual working conditions. When the range of the driver's fixed EBP deviates significantly from the adaptive EBP range calculated based on the actual load and gradient (due to differences in working conditions and changes in driving behavior, real-time adjustments are required), for example, if the driver starts with EBP on a flat road and begins going downhill, insufficient braking power may occur due to the lack of EBP adjustment, even with full braking. The system identifies changes in working conditions (including rapid changes in vehicle speed or deceleration) and adjusts the EBP mode to increase the relevant energy recovery torque. Fixed EBP is the power mode selected by the driver, while Adaptive EBP selects the power mode based on load, gradient, and vehicle speed. Other braking factors are related to the above factors and also to the braking depth. The greater the braking depth, the greater the torque. The braking torque is obtained by cross-confirmation of multiple factors. Auxiliary braking is related to the above factors and also to the auxiliary braking switch selection (such as level or other input depth conditions). The greater the level or depth, the greater the torque. The auxiliary braking torque is obtained by cross-confirmation of multiple factors. Driving behavior braking torque = y1 * coasting braking torque + y2 * braking torque + y3 * auxiliary braking torque; When the brake and accelerator are not pressed and the auxiliary brake switch is not activated, y2=0, y3=0, and the driving behavior braking torque = coasting braking torque. When the brake and accelerator are pressed and the auxiliary brake switch is not activated, y1=0, y3=0, and the braking torque due to driving behavior equals the braking torque due to the brake. Without pressing the brake or accelerator pedals and without turning on the auxiliary brake switch, y1=0, y2=0, driving behavior braking torque = auxiliary brake torque; After pressing the brake, the auxiliary braking switch is activated. y1=0, y2=1, and y3 gradually changes from 0 to 1. The driving behavior braking torque = braking torque + y3 * auxiliary braking torque. To ensure that the braking torque remains constant, the auxiliary braking gradually intervenes in the control. When the driving behavior braking torque is greater than the vehicle's maximum negative torque capacity, the vehicle's maximum negative torque is requested. After turning on the auxiliary braking switch and pressing the brake, y1=0, y3=1, y2 gradually changes from 0 to 1, driving behavior braking torque = y2 * brake braking torque + auxiliary braking torque, ensuring that the auxiliary braking torque remains unchanged, the brake gradually intervenes to control, when the driving behavior braking torque is greater than the vehicle's maximum negative torque capacity, the vehicle's maximum negative torque is requested. In one feasible implementation, step S20 includes steps A11 to A15: Step A11: Compare the brake pedal depth signal in the driving behavior signal with a preset depth threshold to obtain the brake trigger state; It should be noted that this step is used to convert the brake pedal depth signal into a trigger state that the controller can recognize, providing the primary index for subsequent mapping table queries.

[0037] Understandably, by comparing the real-time depth value with a preset depth threshold, a state is determined to be "triggered" when the depth value is greater than or equal to the threshold, and otherwise "not triggered", thus completing the state assignment and writing to the cache.

[0038] Step A12: Compare the auxiliary braking opening signal in the driving behavior signal with the preset opening threshold to obtain the auxiliary braking trigger state; It should be noted that the purpose of this step is to convert the auxiliary braking opening signal into a trigger state, ensuring that the system recognizes the intention to operate the retarder or EBS handle.

[0039] Understandably, by comparing the real-time opening value with the preset opening threshold, if the opening value is greater than or equal to the threshold, it is determined to be "triggered"; otherwise, it is "not triggered". The status is then assigned and written to the cache.

[0040] Step A13: Based on the vehicle speed signal, load signal, slope signal and driving mode signal in the braking trigger state and vehicle status signal, query the braking torque mapping table to obtain the basic braking torque; It should be noted that this step is used to combine the braking trigger state with the vehicle status signal to obtain the basic braking torque, thus realizing the first quantitative mapping from "person pressing the pedal + vehicle current state" to the torque value.

[0041] Understandably, the braking trigger state is used as the primary index, and vehicle speed, load, gradient, and driving mode are used as secondary indexes. The calibrated braking torque mapping table is called to complete the reading of the basic braking torque and write it to the cache.

[0042] Step A14: Based on the auxiliary braking trigger status, braking trigger status, vehicle speed signal, load signal, slope signal and driving mode signal, query the auxiliary braking torque mapping table to obtain the auxiliary braking base torque; It should be noted that this step is used to combine the auxiliary braking trigger state with the same set of vehicle status signals to obtain the auxiliary braking base torque, forming a second quantitative mapping from "human operation of auxiliary braking + vehicle status" to the torque value.

[0043] Understandably, the auxiliary braking trigger state is used as the primary index, while the braking trigger state is retained as a condition mask. Then, the auxiliary braking torque mapping table is queried to complete the reading of the basic auxiliary braking torque and write it to the cache.

[0044] Step A15: Weight the braking base torque and the auxiliary braking base torque to obtain the driving behavior braking torque.

[0045] It should be noted that this step is used to perform a weighted summation between the base braking torque and the base auxiliary braking torque, ultimately outputting a unique driving behavior braking torque, thus avoiding sudden torque changes caused by simple addition.

[0046] Understandably, by prioritizing the first trigger, the first trigger item is assigned an initial weight of 1, and the weight of the subsequent trigger item gradually increases from zero until the sum of the two weights reaches the maximum weight value. This completes the weighted summation and writes the result to the cache, thus achieving smooth quantification of driving intentions.

[0047] Step S30: Filter the vehicle speed change sequence to obtain the target deceleration, and calculate the deceleration braking torque based on the target deceleration and vehicle state signal to obtain the deceleration braking torque. It should be noted that the purpose of this step is to provide the controller with an objective quantity of "the actual deceleration torque required by the vehicle itself". By filtering and back-calculating the dynamics of the original vehicle speed sequence, the numerical expression of the "vehicle-road" side demand is realized, laying the foundation for the subsequent integration with the "human" side demand.

[0048] The original inputs are the vehicle speed change sequence and vehicle status signals (gradient, load, vehicle mass, wheel radius); the outputs are the target deceleration and deceleration braking torque.

[0049] Understandably, this step first removes extreme values, eliminates ranges, and uses a moving average to obtain the target deceleration from the vehicle speed sequence; then, the slope signal is converted into an angle value, and the slope resistance torque and inertial resistance torque are calculated based on the vehicle mass and wheel radius respectively; finally, the two resistance torques are added together to complete the deceleration braking torque calculation and write it into the cache.

[0050] In the specific implementation, the vehicle deceleration is used to calculate the deceleration braking negative torque. The vehicle speed is used to calculate the deceleration or the deceleration value is detected by the sensor. It needs to be filtered and confirmed. After the power-on self-test is OK, the deceleration is set to 0. The calculation only starts when the vehicle speed changes. The calculation uses the deceleration values ​​calculated periodically within a fixed time period as an array. The highest and lowest values ​​are removed and an average value is calculated. The deceleration range of the whole vehicle is set within different vehicle speeds, loads, and slopes (this table is calibrated and set on the actual vehicle). Data that deviates from the deceleration range is discarded. When recalculating, a deceleration value is obtained by averaging the period and interval weights. This value is updated in real time. When the calculated value is 0 or invalid (the maximum value of the message, such as FFFF), a default value should be set and the deceleration status should be: error. This value is inaccurate and should not be used for braking torque calculation. Based on the dynamic formula, the deceleration braking torque is calculated using deceleration at different slopes.

[0051] In one feasible implementation, step S30 includes steps A21 to A23: Step A21: Collect vehicle speed values ​​within a preset sampling period to obtain a vehicle speed change sequence; It should be noted that the purpose of this step is to establish a temporally coherent original vehicle speed baseline for deceleration calculation, ensuring that subsequent filtering operations have sufficient data length and sampling density.

[0052] Vehicle speed change sequence refers to the set of instantaneous vehicle speed values ​​continuously output by wheel speed sensors or motor speed sensors within a fixed sampling period. These values ​​have not undergone any smoothing or filtering processing and are used to reflect the original trajectory of vehicle speed changes over time.

[0053] The controller reads messages on the CAN bus in a loop through timed interrupts, parses out the physical value of the vehicle speed signal, and stores it into an array in chronological order to form a vehicle speed change sequence with time tags, providing a data carrier for subsequent extreme value removal, range elimination, and moving average.

[0054] Step A22: Remove the maximum and minimum values ​​from the vehicle speed change sequence to obtain the remaining vehicle speed sequence; It should be noted that this step aims to eliminate extreme values ​​in the vehicle speed change sequence caused by sensor jumps or communication interference, thereby reducing the risk of deviation in subsequent deceleration calculations.

[0055] The remaining vehicle speed sequence refers to the set of vehicle speed data retained after removing the maximum and minimum values. It is used to eliminate outliers that significantly deviate from the true deceleration trend.

[0056] The controller iterates through the array once, records the indices of the maximum and minimum elements, removes the corresponding elements, retains the intermediate data, and ensures that the subsequent average value is closer to the actual deceleration trend of the vehicle, while reducing the amount of computation.

[0057] Step A23: Remove data from the remaining vehicle speed sequence that exceeds the preset deceleration reasonable range to obtain the effective vehicle speed sequence; It should be noted that this step is used to further eliminate vehicle speed points that exceed the physically reasonable range due to sudden road changes or sensor malfunctions, ensuring the reasonableness of the deceleration calculation results.

[0058] The effective vehicle speed sequence refers to the clean data set obtained after removing extreme values ​​and filtering within a preset reasonable range of deceleration, which is used for subsequent moving average processing.

[0059] The controller sequentially determines whether the instantaneous deceleration calculated from two adjacent points in the remaining vehicle speed sequence is within a preset reasonable range. If it exceeds the range, the point is marked as invalid and discarded, thus completing data cleaning and ensuring that subsequent moving average processing is based on reliable data.

[0060] Step A24: Perform a moving average on the effective vehicle speed sequence to obtain the target deceleration.

[0061] It should be noted that this step aims to smooth the effective vehicle speed sequence, suppress high-frequency noise, and obtain a stable and continuous target deceleration, providing a reliable acceleration metric for subsequent dynamic calculations.

[0062] The target deceleration refers to the rate of change of vehicle speed after moving average processing, and is used to objectively describe the actual deceleration intensity of the vehicle.

[0063] The controller uses a fixed-length sliding window to calculate the local average value of the effective vehicle speed sequence, and then averages the results of adjacent windows again to finally output the smoothed target deceleration value, thus suppressing fluctuations caused by sensor noise and road micro-bumps.

[0064] In one feasible implementation, step S30 further includes steps A25-A28: Step A25: Convert the slope signal in the vehicle status signal into a slope angle value; It should be noted that this step is used to convert the slope percentage in the vehicle network message into an angle value that can be used for trigonometric calculations, providing geometric parameters for subsequent drag torque calculations.

[0065] The slope angle value refers to the road inclination angle expressed in radians or angles, used to characterize the magnitude of the component of gravity along the slope direction.

[0066] After reading the slope signal, the controller converts the percentage to an angle using the built-in arctangent function and writes the result to a cache for use in step A26, ensuring that the subsequent resistance calculation meets the trigonometric function domain requirements.

[0067] Step A26: Calculate the slope resistance torque based on the vehicle mass, wheel radius, and slope angle. It should be noted that this step aims to quantify the additional resistance that gravity exerts on the wheels along the slope direction, in order to reflect the objective contribution of road gradient to braking demand.

[0068] Gradient resistance torque refers to the torque exerted on the wheels after the vehicle's weight is decomposed along the slope, and is used to counteract or enhance braking torque.

[0069] The controller sequentially reads the vehicle mass, wheel radius, and slope angle values. Through multiplication and sine calculation, it converts the macroscopic gravity effect into wheel end torque, completes the calculation of slope resistance torque, and writes it into the cache.

[0070] Step A27: Calculate the inertial drag torque based on the target deceleration, vehicle mass, and wheel radius; It should be noted that this step is used to quantify the resistance generated by inertia during vehicle deceleration, in order to reflect the contribution of the speed change itself to the braking demand.

[0071] Inertial drag torque refers to the torque exerted on the wheels by inertial forces when a vehicle decelerates, and is the torque required to maintain the target deceleration.

[0072] The controller reads the vehicle mass, wheel radius, and target deceleration, converts the inertial force into wheel-end torque through multiplication, and calculates and writes the inertial drag torque into the cache.

[0073] Step A28: Add the slope resistance torque and the inertial resistance torque to obtain the deceleration braking torque.

[0074] It should be noted that this step aims to combine the gradient resistance torque and the inertial resistance torque to form a single quantity that objectively describes the deceleration torque required by the vehicle, providing a second benchmark for subsequent parallel comparison with the braking torque of driving behavior.

[0075] The deceleration braking torque refers to the total wheel-end negative torque required to maintain the target deceleration, and is used for subsequent total torque decisions.

[0076] The controller performs an algebraic summation of the gradient resistance torque and inertial resistance torque in the buffer, completes the calculation of deceleration braking torque and writes it into the buffer for use in step S40, thereby realizing the final quantification of the "vehicle-road" side demand.

[0077] Step S40: Determine the total braking torque based on the braking torque of driving behavior and the braking torque of deceleration; It should be noted that this step aims to establish a unified and smooth arbitration mechanism between the "human" side's willingness to decelerate and the "vehicle-road" side's objective needs. Through deviation comparison and dynamic weighting, a unique and continuous total braking torque is output, providing the final input benchmark for subsequent electric-pneumatic torque distribution.

[0078] The input data are the driving behavior braking torque obtained in step S20 and the deceleration braking torque obtained in step S30; the output is the total braking torque.

[0079] The controller first calculates the absolute value of the difference between the two torques, and then makes segmented judgments according to the set two-level preset deviation thresholds: if the difference is less than the first threshold, the larger value of the two is taken; if the difference is between the first and second thresholds, the weighted sum is performed according to the step weight; if the difference is greater than the second threshold, the driving behavior torque is used to complete the determination of the total braking torque and write it into the cache for use in step S50.

[0080] In practical implementation, before braking: driving behavior* (braking, auxiliary braking, etc.) enters the braking state, and the vehicle decelerates; before entering the braking state, the total torque comes from the driving behavior, and the total negative torque is calculated through the driving behavior; total braking torque = driving behavior braking torque; After braking begins: The vehicle decelerates, and the deceleration is calculated comprehensively. The deceleration braking torque required to maintain this deceleration is obtained through the deceleration calculation, and the driver maintains braking behavior, which also results in driving behavior braking torque; Total braking torque = max(driving behavior braking torque, deceleration braking torque). The purpose of requesting the larger value is that, under the current deceleration state, the negative torque required for vehicle deceleration is relatively large, and the maximum value of the two should be requested to ensure that the vehicle has sufficient torque for deceleration and to increase energy recovery; When the torque difference between the two is large (exceeding a fixed threshold of 1), it indicates a significant deviation between the current driving behavior and the vehicle's state. In this case, a stepped average weighted calculation is used: Total braking torque = Q1 * driving behavior braking torque + Q2 * deceleration braking torque, Q1 + Q2 = 1. The torque difference gradually increases from the fixed threshold of 1 to the fixed threshold of 2, with a larger weight Q1 and a smaller weight Q2, and the total torque gradually approaches the total torque of the driving behavior. When the torque difference between the two is large (exceeding a fixed threshold of 2), it indicates that the driving behavior has seriously deviated from the vehicle's state. For example, if the driver is decelerating and releases the brake, braking is no longer necessary (if the driver wants to maintain a constant speed downhill with auxiliary braking, they need to maintain braking or activate auxiliary braking, etc.), or if the downhill is more turbulent, deeper braking is required to maintain a stable speed. Based on the total reference driving behavior torque, the braking torque is controlled by the driving behavior and can be freely adjusted according to the actual situation. Total braking torque = driving behavior braking torque. When a vehicle enters braking mode, the vehicle's operating conditions change significantly, and the deceleration calculation fluctuates or changes greatly, making it inaccurate. Although the deceleration calculation is filtered to ensure numerical stability, if the accuracy of the calculated deceleration is insufficient, it is not necessary to refer to it. Total braking torque = driving behavior braking torque. Step S50: Generate electric braking torque request value and air braking torque request value based on the total braking torque, and send the electric braking torque request value and air braking torque request value to the motor controller and air brake controller respectively to output the corresponding braking torque.

[0081] It should be noted that this step aims to translate the determined "total braking torque" into two specific commands that can be executed simultaneously by the motor and the pneumatic braking system, realizing the physical output of "electric braking priority and pneumatic braking supplementation", and completing the closed-loop implementation of the entire distribution method.

[0082] The initial input is the total braking torque; the final output is the electric braking torque request value, the air braking torque request value, and the corresponding network message transmission and closed-loop feedback.

[0083] The controller obtains the initial electric braking request by scaling the priority coefficient, then compares it with the maximum electric braking capacity to complete the truncation and difference compensation, generating two request values. Subsequently, the request values ​​are encapsulated into standard messages conforming to the CAN protocol and sent to the motor controller and the air brake controller respectively. Finally, the actual torque feedback of both is monitored for the closed-loop correction in the next cycle, thereby ensuring that the total braking torque is accurately realized at the wheel end and continuously maintaining the dual goals of maximizing energy recovery and minimizing mechanical wear.

[0084] In practice, when the total negative torque of electric braking cannot meet the vehicle deceleration requirements, or when the negative torque of electric braking gradually increases in the initial stage and cannot meet the braking requirements when the driver starts to operate and needs to decelerate, air braking is required to intervene and assist. Air brakes are related to the braking depth collected by the driver and the level of auxiliary braking. The deeper the driving behavior, the greater the torque of the air brakes. However, the value needs to be adjusted in real time according to the actual torque control process. When the vehicle enters energy recovery mode, the total braking torque required is calculated based on the current driving behavior and deceleration. The electric braking torque is requested to gradually increase to approach the total braking torque. However, the electric braking torque is controlled by the motor to drive in reverse, and the torque needs to be gradually accumulated in steps. At first, the torque rise takes time and cannot rise to the required value in a short time. At this time, a larger air brake torque is requested. Even when the total required torque is large, the air brake is requested at the maximum. After the electric braking increases to the maximum required negative torque, the air brake gradually decreases. The electric braking meets the maximum required negative torque, and the air brake is disengaged. When the required total braking torque is large, the air brakes are applied to their maximum value first, the electric brakes are gradually increased to their maximum value, and the air brakes are gradually reduced until the total braking torque value minus the electric brake torque value is reached. Once the torque stabilizes, the electric brake torque is gradually increased to gradually replace the air brake torque, and the air brakes are discontinued. If the required total braking torque is greater than the maximum electric brake torque capacity, some air brakes need to be retained. Once the torque stabilizes, the electric brake torque is gradually increased to gradually replace the air brake torque, and the air brakes are discontinued until the total braking torque value minus the electric brake torque value is reached. When the total braking torque required is particularly large, the sum of the two (air brake and electric brake) cannot meet the demand. The air brake initially requests the maximum torque value, and the electric brake gradually increases to the maximum torque value. To ensure maximum energy recovery and prioritize electric braking, the step size of torque change needs to be increased according to the actual vehicle calibration to ensure rapid torque change, fast and long electric braking intervention, and improved energy recovery. During the initial stage of electric braking, air braking is still relied upon to ensure braking effect, but after electric braking starts, electric braking should be gradually increased to replace air braking to ensure optimal energy recovery.

[0085] like Figure 2 As shown, when the total braking torque is less than the target electric braking torque for the current driving behavior, the electric braking torque gradually increases to the target value, while the air braking initially requests a larger torque and then gradually decreases until it stops. When the total braking torque is greater than the target electric braking torque for the current driving behavior but less than the maximum electric braking capacity, the electric braking torque gradually increases to the target value and continues to increase to the total braking torque value after stabilizing, while the air braking initially requests a larger torque and then gradually decreases until it stops. When the total braking torque is greater than the maximum electric braking capacity but less than the sum of the electric and air braking torques, the electric braking gradually increases to the maximum capacity, while the air braking initially requests a larger torque and then gradually decreases to the difference between the total and electric braking torque values ​​and maintains this value. When the total braking torque is greater than the sum of the electric and air braking torques, the electric braking increases to the maximum capacity, while the air braking initially requests a larger torque and then gradually decreases to the difference between the total and electric braking torque values ​​and maintains this value. In summary, electric braking always prioritizes increasing, while air braking supplements as needed, and the two are dynamically coordinated to ensure that braking demand is met and energy recovery is maximized.

[0086] In one feasible implementation, step S50 includes steps A31 to A34: Step A31: Multiply the total braking torque by the preset electric braking priority coefficient to obtain the initial electric braking torque request value; It should be noted that this step is used to initially quantify the total braking torque according to the "electric braking priority" principle, generate an initial electric braking torque request value, and provide a benchmark for subsequent truncation and supplementation calculations.

[0087] The initial electric braking torque request value refers to an intermediate value obtained by scaling the total braking torque proportionally under the premise of prioritizing electric braking, and is used for comparison with the maximum electric braking capacity.

[0088] The controller reads the total braking torque from the cache and multiplies it with the preset electric braking priority coefficient to obtain the initial electric braking torque request value.

[0089] Step A32: Determine whether the initial electric braking torque request value is greater than the maximum electric braking capacity, and obtain the determination result; It should be noted that this step aims to determine whether air braking compensation is needed by comparing the initial electric braking torque request value with the maximum electric braking capacity, thus providing a basis for subsequent request value truncation and difference calculation.

[0090] The judgment result is a Boolean flag indicating whether the initial request value exceeds the electric braking capacity range, which is used to control subsequent branch paths.

[0091] The controller compares the initial electric braking torque request value with the maximum electric braking capacity (which is determined by a combination of the motor's external characteristics and the battery's allowable charging power). If the requested value is greater than the maximum value, it marks "needs to be replenished with air"; otherwise, it marks "pure electric power is sufficient" and writes the result to the cache.

[0092] Step A33: When the judgment result is that the initial electric braking torque request value is greater than the maximum electric braking capacity, the maximum electric braking capacity is used as the electric braking torque request value, and the difference between the total braking torque and the maximum electric braking capacity is used as the air braking torque request value. It should be noted that this step is used to truncate the electric braking request value in the case of "insufficient power" and simultaneously generate the air braking torque request value, so as to realize the allocation strategy of "electric braking priority and air braking supplement".

[0093] The electric braking torque request value refers to the effective torque command ultimately issued to the motor controller; the air braking torque request value refers to the supplementary torque command that needs to be undertaken by the air braking system.

[0094] The controller uses the maximum electric braking capacity as the electric braking torque request value, and at the same time calculates the difference between the total braking torque and the maximum value. The difference is directly assigned to the air braking torque request value, thus completing the synchronous generation of the two request values ​​and writing them into the cache.

[0095] Step A34: When the judgment result is that the initial electric braking torque request value is less than or equal to the maximum electric braking capacity, the initial electric braking torque request value is used as the electric braking torque request value, and the air braking torque request value is set to zero.

[0096] It should be noted that this step is used to transfer all braking demand to the electric brake when there is sufficient power, and to clear the air brake request value to zero, so as to avoid unnecessary mechanical wear.

[0097] Setting the air brake torque request value to zero means that the air brake system does not need to intervene and the motor provides all the negative torque.

[0098] The controller directly uses the initial electric braking torque request value as the electric braking torque request value, and at the same time clears the air braking torque request value register to zero, thus completing the setting of the pure electric braking path and writing it into the cache.

[0099] In one feasible implementation, step S50 further includes steps A35-A38: Step A35: Send the electric braking torque request value to the motor controller via the vehicle CAN bus so that the motor controller can control the motor to enter the generator mode according to the electric braking torque request value; It should be noted that this step aims to send the electric braking torque request value to the motor controller in the form of an on-board network message, so that the motor enters the generator mode and generates the corresponding negative torque.

[0100] The first instruction frame refers to a message entity that conforms to the vehicle's CAN protocol and contains the electric braking torque request value and verification information.

[0101] The controller encapsulates the electric braking torque request value into a standard CAN frame according to the preset message identifier, data length and signal offset, and sends it to the motor controller through the vehicle CAN bus to complete the physical issuance of the electric braking command.

[0102] Step A36: Send the air brake torque request value to the air brake controller via the vehicle CAN bus so that the air brake controller controls the brake chamber pressure according to the air brake torque request value; It should be noted that this step is used to send the air brake torque request value to the air brake controller in the same network form, so that the brake chamber can establish the corresponding pressure and generate mechanical braking torque.

[0103] The second instruction frame refers to a message entity that conforms to the vehicle's CAN protocol and contains the air brake torque request value and verification information.

[0104] The controller encapsulates the air brake torque request value into a standard CAN frame according to another preset message identifier, data length and signal offset, and sends it to the air brake controller through the vehicle CAN bus to complete the physical issuance of the air brake command.

[0105] Step A37: Receive the actual electric braking torque fed back by the motor controller and the actual air braking torque fed back by the air brake controller; It should be noted that this step aims to recover the actual generated electric braking torque and air braking torque, providing measured feedback for closed-loop correction and ensuring that the calculation of the next cycle is based on the actual execution results.

[0106] Actual electric braking torque refers to the measured negative torque value returned by the motor controller, which has been converted into electrical energy; actual air braking torque refers to the measured negative torque value returned by the air brake controller, which has been converted into air pressure.

[0107] The controller listens for feedback frames from the motor controller and the air brake controller during the message cycle, parses the actual torque value, and writes it into the cache.

[0108] Step A38: Based on the sum of the actual electric braking torque and the actual air braking torque, perform closed-loop correction on the total braking torque to obtain the total braking torque for the next cycle.

[0109] It should be noted that this step is used to compare the measured torque with the target torque to generate the total braking torque correction for the next cycle, thus achieving closed-loop adaptive braking in the entire distribution process.

[0110] Closed-loop correction refers to adjusting the total braking torque of the next cycle by incrementing or decreasing it based on the difference between the actual execution result and the target value.

[0111] The controller adds the actual electric braking torque to the actual air braking torque to obtain the total actual torque, and calculates the difference with the total braking torque of the current cycle. It then calculates the correction amount according to the preset closed-loop gain, accumulates it to the total braking torque cache of the next cycle, completes the closed-loop correction, and returns to step S10 to realize the cycle-level adaptive update.

[0112] It should be understood that sufficient air pressure is required when the air brake is activated. Therefore, after the air brake is activated, the brake DCAC needs to start working to increase the air pumping power and pump air in real time to ensure sufficient air pressure. If the air pressure drops to a fixed threshold or the air pressure drops too quickly, in order to ensure the effectiveness of the air brake, the use of the air brake needs to be reduced appropriately. The brake should only be activated again when the air pressure reaches sufficient level to avoid brake failure due to overuse of the air brake. Even in the event of vehicle malfunction or low SOC, air brakes must still be maintained. Because the braking DCAC has low power and short operating time, priority should be given to waiting for this system to finish operating and ensuring sufficient air pressure. This embodiment provides a braking torque distribution method for new energy vehicles. It superimposes and weights braking torques for different driving behaviors to increase braking energy recovery and meet the braking demands of driving behavior. It fully utilizes the distribution of air brakes and electric brakes, prioritizing the use of larger air brakes to ensure braking demand during initial acceleration, but gradually increasing electric braking torque. It adaptively adjusts the priority of electric braking superimposed on air brakes to increase braking effect. After reaching the target electric braking torque, electric braking is still used instead of air brakes to ensure braking effect and increase energy recovery. The braking torque for driving behavior is fully correlated with driving condition factors (braking depth, auxiliary brake opening, vehicle speed, load, gradient, EBP, etc.) to ensure accurate torque calculation. It uses driving behavior torque and vehicle deceleration torque to comprehensively consider driving behavior and vehicle deceleration needs, and sets a deviation selection to ensure both the driver's braking needs and accuracy, while also increasing energy recovery. Filtering and weighted averaging are performed on the deceleration or various signals collected by the vehicle to ensure signal accuracy.

[0113] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S40 includes steps S401 to S404: Step S401: Obtain the absolute value of the difference between the driving behavior braking torque and the deceleration braking torque; It should be noted that the purpose of this step is to quantify the degree of deviation between the "human" side's willingness to slow down and the "vehicle-road" side's objective needs, so as to provide the sole basis for judgment in subsequent segmented arbitration.

[0114] The absolute value of the difference refers to the absolute magnitude of the difference between the driving behavior braking torque and the deceleration braking torque, and is used to characterize the degree of inconsistency between the two types of demands.

[0115] The controller reads two torque values ​​from the cache, performs a subtraction operation, takes the absolute value, and writes the result to a temporary register for use in the comparison branch, thereby ensuring that subsequent arbitration logic is based on a consistent deviation metric.

[0116] Step S402: When the absolute value of the difference is less than the first preset deviation threshold, the larger value between the driving behavior braking torque and the deceleration braking torque is selected as the total braking torque. It should be noted that this step is used to directly select a larger value when the deviation is small, avoiding unnecessary weighted calculations and ensuring response speed and algorithm simplicity.

[0117] The first preset deviation threshold is obtained by actual vehicle calibration and is used to define the boundary of the "basically consistent demand" interval.

[0118] When the absolute value of the difference is less than the threshold, the controller performs a magnitude comparison on the two torques, assigns the larger value directly to the total braking torque register, completes fast arbitration, and proceeds to the next step, thereby shortening the calculation time and maintaining the continuity of torque output.

[0119] Step S403: When the absolute value of the difference is greater than the first preset deviation threshold and less than the second preset deviation threshold, the braking torque of driving behavior and the braking torque of deceleration are weighted and summed to obtain the total braking torque. It should be noted that the purpose of this step is to achieve a smooth transition by weighted summation when deviating from the mean, to prevent sudden torque changes caused by large differences between driver operation and vehicle status, and to improve braking comfort.

[0120] Weighted summation refers to the proportional addition of two types of torque according to a pre-defined stepped weight. The weighted sum is the maximum weight value and is dynamically adjusted as the deviation increases.

[0121] The controller first obtains the weighting coefficient by linear interpolation based on the position of the absolute value of the difference between the two threshold levels. Then, it multiplies the driving behavior braking torque and deceleration braking torque by their respective weights and adds them together. The result is then assigned to the total braking torque register, thereby outputting an intermediate value that reflects both the driver's intention and the actual deceleration requirements of the vehicle, thus achieving seamless connection.

[0122] Step S404: When the absolute value of the difference is greater than the second preset deviation threshold, the driving behavior braking torque is taken as the total braking torque.

[0123] It should be noted that this step is used to ensure the driver has absolute control of the vehicle in extreme or emergency situations by relying entirely on driving behavior when there is a significant deviation.

[0124] The second preset deviation threshold is obtained from actual vehicle calibration and is used to define the boundary of the "severe deviation in demand" interval.

[0125] When the absolute value of the difference is greater than the threshold, the controller directly assigns the braking torque of the driving behavior to the total braking torque register, and no longer refers to the braking torque of deceleration, thereby ensuring the priority of driver operation and avoiding braking delay or insufficiency caused by algorithm intervention.

[0126] This embodiment provides a braking torque distribution method for new energy vehicles, which can respond quickly when the demand is consistent, smoothly transition when the demand is moderate, and prioritize driver control when the demand deviates significantly. This simultaneously maximizes energy recovery, improves braking comfort, and ensures safety under extreme conditions. Moreover, no additional hardware is required throughout the process, and adaptive judgment can be completed solely by calibrating thresholds and weight tables, which significantly reduces software complexity and calibration workload.

[0127] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the braking torque distribution method of new energy vehicles in this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0128] This application also provides a braking torque distribution device for new energy vehicles, please refer to... Figure 4 The braking torque distribution device for new energy vehicles includes: Data acquisition module 10 is used to acquire driving behavior signals, vehicle status signals, and vehicle speed change sequences; The driving behavior torque calculation module 20 is used to obtain the driving behavior braking torque based on the driving behavior signal and the vehicle status signal. The deceleration torque calculation module 30 is used to filter the vehicle speed change sequence to obtain the target deceleration, and calculate the deceleration braking torque based on the target deceleration and vehicle state signal to obtain the deceleration braking torque. The torque decision module 40 is used to determine the total braking torque based on the braking torque of driving behavior and the braking torque of deceleration. The control module 50 is used to generate electric braking torque request values ​​and air braking torque request values ​​based on the total braking torque, and send the electric braking torque request values ​​and air braking torque request values ​​to the motor controller and air brake controller respectively to output the corresponding braking torque.

[0129] The braking torque distribution device for new energy vehicles provided in this application adopts the braking torque distribution method for new energy vehicles in the above embodiments, which can solve the technical problems of insufficient braking energy recovery and large mechanical brake wear in new energy vehicles. Compared with the prior art, the beneficial effects of the braking torque distribution device for new energy vehicles provided in this application are the same as the beneficial effects of the braking torque distribution method for new energy vehicles provided in the above embodiments, and other technical features in the braking torque distribution device for new energy vehicles are the same as the features disclosed in the methods of the above embodiments, and will not be repeated here.

[0130] In one embodiment, the driving behavior torque calculation module 20 is further used to compare the brake pedal depth signal in the driving behavior signal with a preset depth threshold to obtain the brake trigger state; The auxiliary braking opening signal in the driving behavior signal is compared with the preset opening threshold to obtain the auxiliary braking trigger state; The braking base torque is obtained by querying the braking torque mapping table based on the vehicle speed signal, load signal, slope signal and driving mode signal in the braking trigger state and vehicle status signal. The auxiliary braking base torque is obtained by querying the auxiliary braking torque mapping table based on the auxiliary braking trigger status, braking trigger status, vehicle speed signal, load signal, slope signal, and driving mode signal. The braking torque for driving behavior is obtained by weighted summing of the base braking torque and the auxiliary braking torque.

[0131] In one embodiment, the deceleration torque calculation module 30 is also used to collect vehicle speed values ​​within a preset sampling period to obtain a vehicle speed change sequence; Remove the maximum and minimum values ​​from the speed change sequence to obtain the remaining speed sequence; Remove data from the remaining vehicle speed sequence that exceeds the preset deceleration range to obtain the effective vehicle speed sequence; The target deceleration is obtained by performing a moving average on the effective vehicle speed sequence.

[0132] In one embodiment, the deceleration torque calculation module 30 is further configured to convert the slope signal in the vehicle status signal into a slope angle value; Calculate the slope resistance torque based on the vehicle mass, wheel radius, and slope angle. Calculate the inertial drag torque based on the target deceleration, vehicle mass, and wheel radius; Adding the slope resistance torque to the inertial resistance torque yields the deceleration braking torque.

[0133] In one embodiment, the torque decision module 40 is further configured to obtain the absolute value of the difference between the driving behavior braking torque and the deceleration braking torque; When the absolute value of the difference is less than the first preset deviation threshold, the larger value between the driving behavior braking torque and the deceleration braking torque is selected as the total braking torque. When the absolute value of the difference is greater than the first preset deviation threshold and less than the second preset deviation threshold, the braking torque of driving behavior and the braking torque of deceleration are weighted and summed to obtain the total braking torque. When the absolute value of the difference is greater than the second preset deviation threshold, the braking torque of the driving behavior is taken as the total braking torque.

[0134] In one embodiment, the control module 50 is further configured to multiply the total braking torque by a preset electric braking priority coefficient to obtain an initial electric braking torque request value. Determine whether the initial electric braking torque request value is greater than the maximum electric braking capacity, and obtain the determination result; When the initial electric braking torque request value is greater than the maximum electric braking capacity, the maximum electric braking capacity is used as the electric braking torque request value, and the difference between the total braking torque and the maximum electric braking capacity is used as the air braking torque request value. When the judgment result is that the initial electric braking torque request value is less than or equal to the maximum electric braking capacity, the initial electric braking torque request value is used as the electric braking torque request value, and the air braking torque request value is set to zero.

[0135] In one embodiment, the control module 50 is further configured to send the electric braking torque request value to the motor controller via the vehicle CAN bus, so that the motor controller controls the motor to enter the power generation mode according to the electric braking torque request value. The air brake torque request value is sent to the air brake controller via the vehicle CAN bus, so that the air brake controller controls the brake chamber pressure according to the air brake torque request value. Receives the actual electric braking torque fed back by the motor controller and the actual air braking torque fed back by the air brake controller; Based on the sum of the actual electric braking torque and the actual air braking torque, a closed-loop correction is performed on the total braking torque to obtain the total braking torque for the next cycle.

[0136] This application provides a braking torque distribution device for a new energy vehicle. The braking torque distribution device for a new energy vehicle includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the braking torque distribution method for a new energy vehicle in the above embodiment 1.

[0137] The following is for reference. Figure 5 This document illustrates a structural schematic diagram of a braking torque distribution device suitable for implementing embodiments of this application in new energy vehicles. The braking torque distribution device for new energy vehicles in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The braking torque distribution device for new energy vehicles shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0138] like Figure 5As shown, the braking torque distribution device of a new energy vehicle may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to the program stored in ROM (Read Only Memory) 1002 or the program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the braking torque distribution device of the new energy vehicle. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the braking torque distribution device of the new energy vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a braking torque distribution device of a new energy vehicle with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented or possessed alternatively.

[0139] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0140] The braking torque distribution device for new energy vehicles provided in this application adopts the braking torque distribution method for new energy vehicles in the above embodiments, which can solve the technical problems of insufficient braking energy recovery and large mechanical brake wear in new energy vehicles. Compared with the prior art, the beneficial effects of the braking torque distribution device for new energy vehicles provided in this application are the same as the beneficial effects of the braking torque distribution method for new energy vehicles provided in the above embodiments, and other technical features of the braking torque distribution device for new energy vehicles are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0141] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0142] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0143] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, which are used to execute the braking torque distribution method for a new energy vehicle in the above embodiments.

[0144] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0145] The aforementioned computer-readable storage medium may be included in the braking torque distribution device of a new energy vehicle; or it may exist independently and not be installed in the braking torque distribution device of a new energy vehicle.

[0146] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the braking torque distribution device of the new energy vehicle, the braking torque distribution device of the new energy vehicle performs the following actions: acquires driving behavior signals, vehicle status signals, and vehicle speed change sequences; obtains driving behavior braking torque based on the driving behavior signals and vehicle status signals; filters the vehicle speed change sequence to obtain a target deceleration, and calculates the deceleration braking torque based on the target deceleration and vehicle status signals; determines the total braking torque based on the driving behavior braking torque and the deceleration braking torque; generates electric braking torque request values ​​and air braking torque request values ​​based on the total braking torque, and sends the electric braking torque request values ​​and air braking torque request values ​​to the motor controller and air brake controller, respectively, to output the corresponding braking torque.

[0147] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0148] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0149] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0150] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described braking torque distribution method for new energy vehicles, which can solve the technical problems of insufficient braking energy recovery and high mechanical brake wear in new energy vehicles. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the braking torque distribution method for new energy vehicles provided in the above embodiments, and will not be repeated here.

[0151] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the braking torque distribution method for new energy vehicles as described above.

[0152] The computer program product provided in this application can solve the technical problems of insufficient regenerative braking and excessive mechanical brake wear in new energy vehicles. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the braking torque distribution method for new energy vehicles provided in the above embodiments, and will not be repeated here.

[0153] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A braking torque distribution method for a new energy vehicle, characterized in that, The method includes: Acquire driving behavior signals, vehicle status signals, and vehicle speed change sequences; The driving behavior braking torque is obtained based on the driving behavior signal and the vehicle status signal; The vehicle speed change sequence is filtered to obtain the target deceleration, and the deceleration braking torque is calculated based on the target deceleration and the vehicle state signal to obtain the deceleration braking torque. The total braking torque is determined based on the braking torque of the driving behavior and the braking torque of the deceleration. Based on the total braking torque, an electric braking torque request value and an air braking torque request value are generated. The electric braking torque request value and the air braking torque request value are sent to the motor controller and the air braking controller, respectively, to output the corresponding braking torque.

2. The method as described in claim 1, characterized in that, The step of obtaining the driving behavior braking torque based on the driving behavior signal and the vehicle state signal includes: The brake pedal depth signal in the driving behavior signal is compared with a preset depth threshold to obtain the brake trigger state. The auxiliary braking opening signal in the driving behavior signal is compared with a preset opening threshold to obtain the auxiliary braking trigger state; The braking base torque is obtained by querying the braking torque mapping table based on the braking trigger state and the vehicle speed signal, load signal, slope signal and driving mode signal in the vehicle status signal; The auxiliary braking base torque is obtained by querying the auxiliary braking torque mapping table based on the auxiliary braking trigger state, the braking trigger state, the vehicle speed signal, the load signal, the slope signal, and the driving mode signal. The driving behavior braking torque is obtained by weighted summing of the basic braking torque and the auxiliary braking torque.

3. The method as described in claim 1, characterized in that, The step of filtering the vehicle speed change sequence to obtain the target deceleration includes: Vehicle speed values ​​are collected within a preset sampling period to obtain a vehicle speed change sequence; Remove the maximum and minimum values ​​from the vehicle speed change sequence to obtain the remaining vehicle speed sequence; Data that exceeds the preset deceleration range in the remaining vehicle speed sequence is removed to obtain the effective vehicle speed sequence; The target deceleration is obtained by performing a moving average process on the effective vehicle speed sequence.

4. The method as described in claim 1, characterized in that, The step of calculating the deceleration braking torque based on the target deceleration and the vehicle state signal to obtain the deceleration braking torque includes: Convert the slope signal in the vehicle status signal into a slope angle value; Calculate the slope resistance torque based on the vehicle mass, wheel radius, and the slope angle value; Calculate the inertial drag torque based on the target deceleration, the vehicle mass, and the wheel radius; The slope resistance torque is added to the inertial resistance torque to obtain the deceleration braking torque.

5. The method as described in claim 1, characterized in that, The step of determining the total braking torque based on the braking torque of the driving behavior and the braking torque of the deceleration includes: Obtain the absolute value of the difference between the braking torque for the driving behavior and the braking torque for the deceleration; When the absolute value of the difference is less than the first preset deviation threshold, the larger value between the driving behavior braking torque and the deceleration braking torque is selected as the total braking torque. When the absolute value of the difference is greater than the first preset deviation threshold and less than the second preset deviation threshold, the braking torque of the driving behavior and the braking torque of the deceleration are weighted and summed to obtain the total braking torque. When the absolute value of the difference is greater than the second preset deviation threshold, the braking torque of the driving behavior is taken as the total braking torque.

6. The method as described in claim 1, characterized in that, The step of generating electric braking torque request values ​​and air braking torque request values ​​based on the total braking torque includes: Multiply the total braking torque by the preset electric braking priority coefficient to obtain the initial electric braking torque request value; Determine whether the initial electric braking torque request value is greater than the maximum electric braking capacity, and obtain the determination result; When the determination result is that the initial electric braking torque request value is greater than the maximum electric braking capacity, the maximum electric braking capacity is used as the electric braking torque request value, and the difference between the total braking torque and the maximum electric braking capacity is used as the air braking torque request value. When the determination result is that the initial electric braking torque request value is less than or equal to the maximum electric braking capacity, the initial electric braking torque request value is used as the electric braking torque request value, and the air braking torque request value is set to zero.

7. The method as described in claim 1, characterized in that, The step of sending the electric braking torque request value and the air braking torque request value to the motor controller and the air braking controller respectively, so as to output the corresponding braking torque, includes: The electric braking torque request value is sent to the motor controller via the vehicle CAN bus, so that the motor controller controls the motor to enter the power generation mode according to the electric braking torque request value. The requested air brake torque value is sent to the air brake controller via the vehicle CAN bus, so that the air brake controller controls the brake chamber pressure according to the requested air brake torque value. Receive the actual electric braking torque fed back by the motor controller and the actual air braking torque fed back by the air brake controller; Based on the sum of the actual electric braking torque and the actual air braking torque, the total braking torque is corrected in a closed loop to obtain the total braking torque for the next cycle.

8. A braking torque distribution device for a new energy vehicle, characterized in that, The device includes: The data acquisition module is used to acquire driving behavior signals, vehicle status signals, and vehicle speed change sequences; The driving behavior torque calculation module is used to obtain the driving behavior braking torque based on the driving behavior signal and the vehicle status signal. The deceleration torque calculation module is used to filter the vehicle speed change sequence to obtain the target deceleration, and calculate the deceleration braking torque based on the target deceleration and the vehicle state signal to obtain the deceleration braking torque. A torque decision module is used to determine the total braking torque based on the braking torque of the driving behavior and the braking torque of the deceleration. The control module is used to generate an electric braking torque request value and an air braking torque request value based on the total braking torque, and send the electric braking torque request value and the air braking torque request value to the motor controller and the air braking controller respectively to output the corresponding braking torque.

9. A braking torque distribution device for a new energy vehicle, characterized in that, The device includes: a memory, a processor, and a braking torque distribution program for a new energy vehicle stored in the memory and executable on the processor, the braking torque distribution program for the new energy vehicle being configured to implement the steps of the braking torque distribution method for a new energy vehicle as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a braking torque distribution program for a new energy vehicle. When the braking torque distribution program for a new energy vehicle is executed by the processor, it implements the steps of the braking torque distribution method for a new energy vehicle as described in any one of claims 1 to 7.

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