Hybrid heavy truck in-cylinder brake control method and system

Abstract

The invention discloses an in-cylinder brake control method and system for a hybrid heavy truck, and belongs to the technical field of vehicle brake control. The method comprises the steps of determining an auxiliary braking capability grade according to current available power of a motor; the current gear of a retarder handle is obtained; calculating a motor braking torque request value based on a preset percentage corresponding to the gear; and according to the capability level and the current gear, querying a corresponding in-cylinder braking torque distribution MAP to obtain an in-cylinder braking torque request value. By sensing the change of the braking capacity of the motor in real time and dynamically adjusting the compensation level of the braking force in the cylinder, self-adaptive cooperation of electric braking and braking in the cylinder is achieved, and the stability of the auxiliary braking force of the whole vehicle and the consistency of the driving feeling under different motor capacity states are ensured while the electric braking is preferentially utilized for energy recovery.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle brake control, in particular to a cylinder-in-brake control method and system for a hybrid heavy truck. BACKGROUND

[0002] With the rapid development of the new energy vehicle industry, hybrid heavy trucks are increasingly widely used in the fields of logistics transportation and engineering operation due to their comprehensive advantages in power performance and energy saving and emission reduction. Heavy trucks often need to cope with harsh working conditions such as long downhill and heavy load, and therefore have very high requirements for the stability and reliability of the brake system. In order to meet the demand for large braking force, existing hybrid heavy trucks are usually equipped with multiple brake sources, including mechanical braking, cylinder-in-braking, motor braking, and some models are additionally equipped with a retarder, forming a multi-source brake collaborative working architecture.

[0003] In actual operation, the collaborative control of multiple brake sources is the key to ensuring the braking performance of the vehicle. However, the control strategies for each brake source in the prior art have obvious defects: first, most control schemes use fixed brake torque distribution logic and do not consider the dynamic change characteristics of the motor braking capacity. The braking capacity of the motor will fluctuate in real time due to the influence of various factors such as battery SOC state, motor temperature, working speed, etc., but the existing strategy does not establish a dynamic adaptation mechanism between the motor braking capacity and the cylinder-in-braking, which leads to the fact that when the motor braking capacity is sufficient, the cylinder-in-braking may still intervene excessively, or when the motor braking capacity decays, the cylinder-in-braking fails to supplement energy in time, affecting the consistency of the braking effect; second, the collaborative logic of each brake source lacks targeted optimization, and some schemes do not clearly define the brake priority or set unreasonable priority, which fails to fully utilize the energy recovery advantage of motor braking and the sustained braking advantage of cylinder-in-braking, resulting in waste of braking energy or uneven load distribution of the braking system; third, the existing control strategy lacks adaptability to different working conditions, and in core application scenarios such as long downhill and heavy load, it is difficult to dynamically adjust the intervention time and braking force of the cylinder-in-braking according to the real-time braking capacity of the motor, which is prone to problems such as brake response lag, insufficient braking force, or intensified wear of the braking system, and cannot meet the dual demands of braking safety and economy of hybrid heavy trucks.

[0004] Therefore, there is an urgent need for a control scheme that can dynamically adjust the cylinder-in-braking force according to the motor braking capacity, in order to solve the defects of poor adaptability and rigid logic in the existing multi-source brake collaborative control, and to ensure the braking stability and reliability of hybrid heavy trucks under various working conditions. SUMMARY

[0005] Therefore, the present application aims to solve the problem that the existing multi-brake source collaborative control does not adapt the cylinder-in-braking force to the dynamic change of the motor braking capacity when the hybrid heavy truck brakes under working conditions such as heavy load and slope, and thus provides a cylinder-in-brake control method and system for a hybrid heavy truck.

[0006] Specifically, the hybrid heavy truck cylinder braking control method comprises the following steps: Step S1: According to the current available power of the motor, the motor auxiliary braking capacity level is determined by comparing with the preset motor capacity threshold array; Step S2: Obtain the current gear signal of the vehicle retarder handle, the retarder handle has M gears, wherein M is an integer greater than or equal to 1; Step S3: According to the current gear of the retarder handle, the motor braking torque request value is calculated and output according to the preset motor torque percentage corresponding to the gear; Step S4: According to the motor auxiliary braking capacity level and the current gear of the retarder handle, the cylinder braking torque distribution MAP corresponding to the level is queried to obtain the cylinder braking torque request value.

[0007] In an embodiment of the present application, in step S1, according to the current available power of the motor, the motor auxiliary braking capacity level is determined by comparing with the preset motor capacity threshold array as follows: A motor capacity threshold array is preset as , wherein n≥0, to are increasing power thresholds; The motor auxiliary braking capacity level set is defined as , there are n+1 levels; Determine the current available power of the motor : If , the motor auxiliary braking capacity level is determined as ; If , the motor auxiliary braking capacity level is determined as , wherein ; If , the motor auxiliary braking capacity level is determined as .

[0008] In an embodiment of the present application, in step S2, the number of gears of the retarder handle M is consistent with the number of gear positions of the braking torque distribution.

[0009] In an embodiment of the present application, in step S3, according to the current gear of the retarder handle, the motor braking torque request value is calculated and output according to the preset motor torque percentage corresponding to the gear as follows: A motor torque percentage array is predefined as , corresponding to the 0th gear to the M-1th gear of the retarder handle in turn; According to the current retarder handle gear number The motor braking torque request value is calculated according to the following formula : wherein, is the motor peak torque.

[0010] In an embodiment of the present application, in step S4, according to the motor auxiliary braking capability level and the current gear of the retarder handle, the in-cylinder braking torque distribution MAP corresponding to the level is queried to obtain the in-cylinder braking torque request value. The method is as follows: According to the motor auxiliary braking capability level, one target MAP corresponding to the level is selected from the pre-stored G+1 in-cylinder braking torque distribution MAPs; wherein G is the maximum value of the motor auxiliary braking capability level; According to the current gear of the retarder handle, the corresponding in-cylinder braking torque set value is queried from the selected target MAP; wherein each in-cylinder braking torque distribution MAP has pre-defined M in-cylinder braking torque set values, respectively corresponding to M gears of the retarder handle; Based on the in-cylinder braking torque set value obtained by querying, the in-cylinder braking torque request value is determined.

[0011] In an embodiment of the present application, in the same in-cylinder braking torque distribution MAP, the in-cylinder braking torque value corresponding to a high gear is greater than the in-cylinder braking torque value corresponding to a low gear.

[0012] In an embodiment of the present application, in different in-cylinder braking torque distribution MAPs, the in-cylinder braking torque value corresponding to the same gear is not greater than the in-cylinder braking torque value corresponding to the same gear of a high-level motor auxiliary braking capability.

[0013] Based on the same inventive concept, the present application also provides an in-cylinder braking control system for a hybrid heavy truck, comprising: an auxiliary braking capability level evaluation module, a braking demand acquisition module, a motor braking torque request calculation module, and an in-cylinder braking torque request calculation module; wherein, The auxiliary braking capability level evaluation module is configured to determine the motor auxiliary braking capability level by comparing the current available power of the motor with a pre-set motor capability threshold array. The braking demand acquisition module is configured to acquire the current gear signal of the vehicle retarder handle, wherein the retarder handle has M gears, and M is an integer greater than or equal to 1. The motor braking torque request calculation module is configured to calculate and output the motor braking torque request value according to the current gear of the retarder handle and the pre-set motor torque percentage corresponding to the gear. The in-cylinder braking torque request calculation module is configured to query an in-cylinder braking torque distribution MAP corresponding to the level according to the motor auxiliary braking capability level and the current gear of the retarder handle, and obtain an in-cylinder braking torque request value.

[0014] The application further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the hybrid heavy truck in-cylinder braking control method when executing the program.

[0015] The application further provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program implements the hybrid heavy truck in-cylinder braking control method when executed by a processor.

[0016] The above technical solution of the application has the following beneficial effects compared with the prior art: The application divides the available braking power of the motor into discrete capability levels by real-time evaluation, dynamically queries the in-cylinder braking torque MAP matched with the driver's braking gear demand, and realizes the adaptive cooperation of the motor braking force and the in-cylinder braking force. The method effectively solves the problem of uneven vehicle auxiliary braking force output and inconsistent driving experience caused by real-time fluctuations in motor braking capability due to factors such as battery state and temperature, and not only gives priority to the energy recovery benefit of motor braking, but also ensures braking safety and reliability through precise compensation of in-cylinder braking. The entire strategy is based on pre-calibrated MAP data, and has clear logic, efficient calculation, good engineering applicability and scalability. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to make the content of the application more easily understood, the application will be further described in detail below according to specific embodiments of the application and in conjunction with the accompanying drawings.

[0018] Figure 1 is a flowchart of the hybrid heavy truck in-cylinder braking control method provided in the embodiments of the application; Figure 2 is a structural schematic diagram of the hybrid heavy truck in-cylinder braking control system provided in the embodiments of the application.

[0019] Description of the Drawings: 100, auxiliary braking capability level evaluation module; 200, braking demand acquisition module; 300, motor braking torque request calculation module; 400, in-cylinder braking torque request calculation module. DETAILED DESCRIPTION

[0020] The embodiment of the cylinder braking control method for a hybrid heavy truck will be described in detail below with reference to the accompanying drawings and specific examples. The following description is intended to enable a person skilled in the art to fully understand and implement the present application, but does not limit the scope of protection.

[0021] Embodiment one: This embodiment provides a cylinder braking control method for a hybrid heavy truck. The overall process can be seen in Figure 1 The method is executed by a vehicle controller (such as VCU) to coordinate motor braking and engine cylinder braking under conditions such as downhill and continuous braking, and to adaptively adjust the cylinder braking force according to the real-time braking capacity of the motor to maintain a smooth braking experience and fully utilize electric braking for energy recovery.

[0022] Step S1: Determine the motor auxiliary braking capacity level

[0023] The controller first obtains the current available power of the motor . This available power is the maximum power that the motor can use for energy recovery (i.e. electric braking) at the current time, taking into account the current battery state of charge (SOC), motor temperature, speed, and controller limits; The system pre-stores an array of motor capacity thresholds, denoted as , where n≥0, and These threshold values divide the motor's braking capacity into n+1 discrete levels, forming a set of motor auxiliary braking capacity levels , where represents the weakest braking capacity, represents the strongest braking capacity.

[0024] The controller compares the current available power with the threshold array to determine its interval and then maps it to the corresponding capacity level G. The specific determination logic is as follows: If , then the motor auxiliary braking capacity level is determined as ; If , then the motor auxiliary braking capacity level is determined as , where ; If , then the motor auxiliary braking capacity level is determined as .

[0025] This step converts the continuous and dynamic changes of motor braking capability into a limited and processable discrete state by evaluating the discrete level of real-time available power of the motor, laying a direct basis for the subsequent fast and robust torque allocation based on lookup table method, avoiding complex continuous calculation, and improving the real-time performance and stability of the control system.

[0026] Step S2: Obtain driver braking demand gear

[0027] The controller collects and analyzes the input signal of the retarder handle to obtain the current auxiliary braking gear set by the driver . Assuming that the retarder handle has effective gears ( , usually including 0 gear, representing off or minimum braking), the gear number value range is a discrete set . The distribution logic level of brake torque in the system maintains a strict one-to-one correspondence with the physical gear setting of the handle.

[0028] This step directly and accurately captures the driver's subjective expectation and operation instruction for auxiliary braking intensity, ensuring that the target of the control system is consistent with the driver's intention, providing a clear demand input for the entire adaptive control logic, and is the basis for realizing the "man-machine combined" braking feeling.

[0029] Step S3: Calculate motor braking torque request value

[0030] The system pre-stores a motor torque percentage array , each element in the array corresponds to the gear of the retarder handle in turn ( value range is 0 to M-1). The percentage value represents the proportion of the braking torque provided by the motor at this handle gear to its peak torque ; The controller calculates the motor braking torque request value according to the current handle gear , according to the following formula: : This request value will be sent to the motor controller (MCU) to try to execute electric braking. Its established electric braking priority principle can maximize the recovery of braking energy at the initial stage of braking or when the motor capacity is sufficient, improving the economy of the whole vehicle, and reducing the load of the traditional friction braking system.

[0031] Step S4: Query and determine in-cylinder braking torque request value

[0032] To compensate the dynamic change of motor braking capability and ensure the total auxiliary braking force matches the driver's gear demand, the system pre-stores multiple cylinder braking torque distribution MAPs (or lookup tables). The total number of MAPs is G+1, where G is the maximum value of motor auxiliary braking capability level (i.e. G n corresponding to the level number n). Each MAP corresponds to a specific motor capability level , denoted as .

[0033] Inside each , M cylinder braking torque set values are pre-defined, corresponding to M retarder handle gears. The set value can be the absolute value of braking torque (unit: Nm) or the percentage relative to the current maximum achievable cylinder braking torque of the engine.

[0034] The controller selects the corresponding target MAP from the MAP set according to the capability level determined in step S1, i.e. . Then, the corresponding cylinder braking torque set value is obtained from according to the handle gear obtained in step S2.

[0035] Finally, the cylinder braking torque request value is calculated: If is a percentage value, then: ; If is an absolute torque value, then: .

[0036] The torque request value is sent to the engine controller (ECU) to trigger or dynamically adjust the cylinder braking of corresponding intensity. This step is the core mechanism to realize the adaptive function of the system. By querying the pre-defined data mapping table (MAP) according to the dual index of motor capability level and retarder handle gear, the system can determine the required cylinder braking compensation torque in real time under the current motor braking capability condition. This design converts the complex real-time dynamic compensation algorithm into efficient table lookup calculation, achieving millisecond-level control response. As a result, regardless of the high, medium or low braking capability state of the motor, the system can automatically and accurately adjust the cylinder braking force for compensation, ensuring that the driver can obtain highly consistent total braking force output and deceleration response when operating the same braking gear in different working conditions, thereby significantly improving the smoothness, predictability and vehicle handling quality of the braking process.

[0037] To ensure control effectiveness, the pre-defined MAP data meets the following core constraint conditions: ​​​Condition 1: For any one with a specific motor capacity level corresponding MAP (denoted as ), the internal storage of the cylinder brake torque set value is monotonically non-decreasing with the gear position. That is, for any gear position and , if , then there is always This constraint ensures that under the same motor capacity level, the output cylinder brake force can be positively correlated with the driver's operation intention to raise the brake gear, achieving linear or segmented linear control of brake intensity.

[0038] Condition 2: For any one fixed retarder handle gear , the cylinder brake set value corresponding to this gear in different MAPs is monotonically non-decreasing with the decrease of the motor auxiliary braking capacity level associated with it. That is, for any two motor capacity levels and , if (indicating corresponding motor brake capacity is weaker), then there is always This constraint constitutes the logical basis for system adaptive compensation: when the motor brake capacity decays, a higher cylinder brake torque set value will be automatically mapped in the corresponding MAP to compensate for the lack of electric brake, so that the driver can obtain consistent total auxiliary brake force and vehicle deceleration experience under the same handle gear.

[0039] In addition, the core parameter set involved in this control method, including the motor capacity threshold array , the motor torque percentage array and a series of cylinder brake torque distribution MAPs, can be deeply offline calibrated and optimized according to the specific configuration of the target vehicle model. This calibration process needs to consider the motor external characteristics, engine cylinder brake performance curve, vehicle mass and expected brake performance indicators of the vehicle model. This design strategy based on calibratable parameters not only makes the control logic clear and the computational load low, but also gives the method excellent vehicle platform adaptability and control robustness under complex working conditions.

[0040] Example 2: Based on the same inventive concept as Example 1, the present application also provides a hybrid heavy truck cylinder brake control system, as shown in Figure 2 , which can be integrated into the vehicle's vehicle control unit (VCU) or exist in the form of an independent control module, including: an auxiliary braking capacity level evaluation module 100, a brake demand acquisition module 200, a motor brake torque request calculation module 300 and a cylinder brake torque request calculation module 400; wherein, The auxiliary braking capability level evaluation module 100 is configured to determine the auxiliary braking capability level of the motor according to the current available power of the motor and by referring to a preset motor capability threshold array. The braking demand acquisition module 200 is configured to acquire a current gear signal of a vehicle retarder handle, the retarder handle having M gears, wherein M is an integer greater than or equal to 1. The motor braking torque request calculation module 300 is configured to calculate and output a motor braking torque request value according to the current gear of the retarder handle and by referring to a preset motor torque percentage corresponding to the gear. The in-cylinder braking torque request calculation module 400 is configured to acquire an in-cylinder braking torque request value by referring to an in-cylinder braking torque distribution MAP corresponding to the level according to the auxiliary braking capability level of the motor and the current gear of the retarder handle.

[0041] The modules interact with each other through an internal bus or signal line of the controller to work together to complete the adaptive braking torque distribution task.

[0042] The hybrid heavy truck in-cylinder braking control system of the embodiment is used to implement the hybrid heavy truck in-cylinder braking control method described above, and thus the specific embodiments of the hybrid heavy truck in-cylinder braking control system can be seen from the embodiment part of the hybrid heavy truck in-cylinder braking control method described above, for example, the auxiliary braking capability level evaluation module 100, the braking demand acquisition module 200, the motor braking torque request calculation module 300 and the in-cylinder braking torque request calculation module 400 are respectively used to implement steps S1, S2, S3 and S4 in the hybrid heavy truck in-cylinder braking control method in the embodiment one, and thus the specific embodiments can be referred to the description of the respective embodiment parts, and details are not repeated here to avoid redundancy.

[0043] Embodiment three: The application further provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the hybrid heavy truck in-cylinder braking control method in the embodiment one when executing the program.

[0044] Embodiment four: The application further provides a non-transitory computer readable storage medium having a computer program stored thereon, and the computer program is executable on a processor to implement the hybrid heavy truck in-cylinder braking control method in the embodiment one.

[0045] Those skilled in the art will appreciate that embodiments of the application can be devised for a method, a system, or a computer program product. Accordingly, the present application can be embodied in the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0046] The present application is described in reference to the flowchart illustrations and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0047] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0048] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0049] Obviously, the above-described embodiments are only examples and are not intended to limit the present application. Based on the above description, those skilled in the art can make other variations and modifications of the present application without departing from the present application. Neither requiring nor intending to limit the present application to the exact forms of implementations shown and described, it is to be understood that the application is capable of non-limiting embodiments in its broader aspects.

Claims

1. A method for controlling in-cylinder braking in a hybrid heavy-duty truck, characterized in that, Includes the following steps: Step S1: Based on the current available power of the motor, determine the motor's auxiliary braking capability level by referring to the preset motor capability threshold array; Step S2: Obtain the current gear signal of the vehicle retarder handle. The retarder handle has M gears, where M is an integer greater than or equal to 1. Step S3: Based on the current gear position of the retarder handle, calculate and output the motor braking torque request value according to the preset motor torque percentage corresponding to that gear position; Step S4: Based on the motor auxiliary braking capability level and the current gear of the retarder handle, query the in-cylinder braking torque distribution MAP corresponding to the level to obtain the in-cylinder braking torque request value.

2. The hybrid heavy-duty truck in-cylinder braking control method according to claim 1, characterized in that: In step S1, the method for determining the motor's auxiliary braking capability level based on the motor's current available power and by referring to a preset motor capability threshold array is as follows: The preset motor capacity threshold array is as follows where n≥0, to An incremental power threshold; Define the set of motor auxiliary braking capability levels as follows: There are a total of n+1 levels; Determine the current available power of the motor : like Then the auxiliary braking capability level of the motor is determined to be: ; like Then the auxiliary braking capability level of the motor is determined to be: ,in ; like Then the auxiliary braking capability level of the motor is determined to be: .

3. The hybrid heavy-duty truck in-cylinder braking control method according to claim 1, characterized in that: In step S2, the number of gears M of the retarder handle is consistent with the number of gears for braking torque distribution.

4. The hybrid heavy-duty truck in-cylinder braking control method according to claim 1, characterized in that: In step S3, the method for calculating and outputting the motor braking torque request value based on the current gear position of the retarder handle and according to the preset percentage of motor torque corresponding to that gear position is as follows: A predefined array of motor torque percentages is These correspond to gears 0 through M-1 of the retarder handle, respectively. Based on the current retarder handle shift number Calculate the required motor braking torque value using the following formula. : ,in, This represents the peak torque of the motor.

5. The hybrid heavy-duty truck in-cylinder braking control method according to claim 1, characterized in that: In step S4, the method for obtaining the requested in-cylinder braking torque value by querying the in-cylinder braking torque distribution MAP corresponding to the motor auxiliary braking capability level and the current gear position of the retarder handle is as follows: Based on the motor auxiliary braking capability level, a target MAP is selected from the pre-stored G+1 in-cylinder braking torque distribution MAPs; where G is the maximum value of the motor auxiliary braking capability level. Based on the current gear position of the retarder handle, the corresponding in-cylinder braking torque setting value is obtained from the selected target MAP; wherein, each in-cylinder braking torque distribution MAP has M predefined in-cylinder braking torque setting values, which correspond to the M gear positions of the retarder handle respectively; Based on the in-cylinder braking torque setting value obtained from the query, the in-cylinder braking torque request value is determined.

6. The hybrid heavy-duty truck in-cylinder braking control method according to claim 5, characterized in that: In the same cylinder braking torque distribution MAP, the cylinder braking torque value corresponding to the higher gear is greater than the cylinder braking torque value corresponding to the lower gear.

7. The hybrid heavy-duty truck in-cylinder braking control method according to claim 5, characterized in that: In different in-cylinder braking torque distribution MAPs, the in-cylinder braking torque value corresponding to the same gear is not greater than the in-cylinder braking torque value corresponding to the auxiliary braking capability of the higher-level motor in the same gear.

8. A hybrid heavy-duty truck in-cylinder braking control system, characterized in that, Includes the following modules: The auxiliary braking capability level assessment module is used to determine the motor's auxiliary braking capability level by comparing it with a preset motor capability threshold array based on the motor's current available power. The braking demand acquisition module is used to acquire the current gear signal of the vehicle retarder handle. The retarder handle has a total of M gears, where M is an integer greater than or equal to 1. The motor braking torque request calculation module is used to calculate and output the motor braking torque request value based on the current gear position of the retarder handle and according to the preset percentage of motor torque corresponding to that gear position. And an in-cylinder braking torque request calculation module, which is used to query the in-cylinder braking torque distribution MAP corresponding to the motor auxiliary braking capability level and the current gear of the retarder handle, and obtain the in-cylinder braking torque request value.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the hybrid heavy truck in-cylinder braking control method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the hybrid heavy truck in-cylinder braking control method as described in any one of claims 1 to 7.

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