Control method, control system, electronic device, and computer-readable storage medium

Abstract

The application relates to the control field, in particular to a control method, a control system, an electronic device and a computer readable storage medium. The method comprises the following steps: detecting a first measurement value of a first sensor; wherein the first sensor is used for collecting the longitudinal acceleration of a trailer, and the extension direction of the trailer head to tail line is the longitudinal direction; if the first measurement value of the first sensor is detected, controlling the trailer brake according to the first measurement value; if the first measurement value of the first sensor is not detected, controlling the trailer brake according to the second measurement value of a second sensor; wherein the second sensor is used for collecting the interaction force between the trailer and the towing vehicle. Through the method in the embodiment of the application, when the first sensor fails, the trailer brake can be controlled according to the measurement value of the second sensor. In other words, when some sensors in the trailer brake system fail, the trailer brake system can still realize autonomous deceleration braking, thereby improving the safety of driving.

Description

Technical Field

[0001] This application relates to the field of control, and more particularly to a control method, control system, electronic device, and computer-readable storage medium. Background Technology

[0002] Currently, trailer braking systems acquire actual operating condition data of the trailer through sensors and control the trailer braking based on this data. When certain critical sensors fail, the trailer braking system cannot acquire crucial actual operating condition data, thus losing its ability to autonomously decelerate and brake, affecting driving safety. Summary of the Invention

[0003] This application provides a control method, a control system, an electronic device, and a computer-readable storage medium, which solves the problem of low safety during trailer braking in the prior art.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] Firstly, a control method is provided, including:

[0006] The first measurement value of the first sensor is detected; wherein the first sensor is used to collect the longitudinal acceleration of the trailer, and the extension direction of the line connecting the front and rear of the trailer is longitudinal;

[0007] If a first measurement value is detected by the first sensor, the trailer brake is controlled based on the first measurement value;

[0008] If the first measurement value of the first sensor is not detected, the trailer brake is controlled according to the second measurement value of the second sensor; wherein the second sensor is used to collect the interaction force between the trailer and the tractor.

[0009] Using the method in this embodiment, when the first sensor fails, the trailer brake can be controlled based on the measurement value of the second sensor. In other words, even when some sensors in the trailer braking system fail, the trailer braking system can still achieve autonomous deceleration and braking, thereby improving driving safety.

[0010] In one implementation of the first aspect, the third measurement value is either the first measurement value or the second measurement value;

[0011] The steps for controlling the trailer brake based on the third measurement value include:

[0012] Obtain the target deceleration;

[0013] Calculate the deceleration deviation based on the third measured value and the target deceleration;

[0014] The trailer brake is controlled based on the deceleration deviation.

[0015] In this embodiment, the trailer braking is controlled based on the deceleration deviation between the target deceleration and the actual measurement value of the sensor. Since deceleration can characterize how fast a vehicle decelerates, controlling the trailer braking based on the deceleration deviation is more direct and precise.

[0016] In one implementation of the first aspect, obtaining the target deceleration includes:

[0017] Inspect the type of brakes on the tractor unit;

[0018] The target deceleration is obtained based on the braking type of the tractor.

[0019] In this embodiment, the target deceleration is obtained according to the braking type of the tractor. The method of calculating the target deceleration is different for different braking types. In this way, the target deceleration can be calculated more accurately, providing more reliable control parameters for subsequent braking control.

[0020] In one implementation of the first aspect, obtaining the target deceleration based on the braking type of the tractor includes:

[0021] If the braking type is the first type, the target deceleration is calculated based on the opening of the brake pedal; wherein, the first type represents a non-emergency braking situation under manual driving.

[0022] In one implementation of the first aspect, obtaining the target deceleration based on the braking type of the tractor includes:

[0023] If the braking type is the second type, a first deceleration is obtained from the automatic emergency braking system of the tractor; wherein the second type represents an emergency braking situation under manual driving.

[0024] Calculate the second deceleration based on the brake pedal opening;

[0025] The target deceleration is determined based on the maximum value of the first deceleration and the second deceleration.

[0026] In one implementation of the first aspect, obtaining the target deceleration based on the braking type of the tractor includes:

[0027] If the braking type is the third type, the target deceleration is obtained from the adaptive cruise control system of the tractor; wherein the third type represents a non-emergency braking situation of autonomous driving.

[0028] In one implementation of the first aspect, obtaining the target deceleration based on the braking type of the tractor includes:

[0029] If the braking type is the fourth type, a third deceleration is obtained from the automatic emergency braking system of the tractor; wherein, the fourth type represents an emergency braking situation of automatic driving;

[0030] The fourth deceleration is obtained from the adaptive cruise control system of the tractor.

[0031] The target deceleration is determined based on the maximum value of the third deceleration and the fourth deceleration.

[0032] In one implementation of the first aspect, calculating the deceleration deviation based on the third measurement value and the target deceleration includes:

[0033] When the third measurement value is the first measurement value, the deceleration deviation is determined based on the difference between the first measurement value and the target deceleration.

[0034] In one implementation of the first aspect, calculating the deceleration deviation based on the third measurement value and the target deceleration includes:

[0035] Given that the third measurement value is the second measurement value, the first actual deceleration of the tractor is obtained;

[0036] Calculate the second actual deceleration of the trailer based on the second measurement value;

[0037] The deceleration deviation is calculated based on the first actual deceleration and the second actual deceleration.

[0038] In this embodiment, a second sensor monitors the interaction force between the tractor and the trailer. Even if the first sensor fails, the trailer braking system can still control the trailer's braking based on the detection data from the second sensor, thereby improving the safety redundancy of the trailer braking system and effectively enhancing driving safety.

[0039] In one implementation of the first aspect, obtaining the first actual deceleration of the tractor includes:

[0040] Obtain the braking force of the tractor in the current control cycle, wherein the braking force is determined based on the pedal opening of the tractor;

[0041] Based on the braking force of the tractor in the current control cycle, the second measurement value of the current control cycle, and the mass of the tractor, calculate the first actual deceleration of the tractor in the current control cycle.

[0042] The above calculation method can calculate the actual deceleration for tractors of different masses, thus adapting to different tractors and providing more accurate calculation results, which provides reliable data for subsequent braking control.

[0043] In one implementation of the first aspect, calculating the second actual deceleration of the trailer based on the second measured value includes:

[0044] Obtain the actual braking torque of the trailer in the previous control cycle; wherein, the actual braking torque is used to control the trailer braking;

[0045] The second actual deceleration of the trailer in the current control cycle is calculated based on the actual braking torque of the trailer in the previous control cycle, the second measurement value in the current control cycle, and the mass of the trailer.

[0046] The above calculation method can calculate the actual deceleration for trailers of different masses, thus making it applicable to different trailers. The calculation results are more accurate, providing reliable data for subsequent braking control.

[0047] In one implementation of the first aspect, controlling the trailer braking based on the deceleration deviation includes:

[0048] Calculate the first braking torque based on the target deceleration;

[0049] Calculate the second braking torque based on the deceleration deviation;

[0050] Calculate the actual braking torque based on the first braking torque and the second braking torque;

[0051] The trailer brakes are controlled based on the actual braking torque.

[0052] The first braking torque is used for feedforward control, which is based on the target deceleration. The basic principle of feedforward control is that when the vehicle in front is detected to be decelerating, the vehicle behind also begins to decelerate immediately, without waiting for a deceleration deviation between the two vehicles to occur. This improves the speed of system response.

[0053] The second braking torque is used for feedback control, which is based on deceleration deviation. The basic principle of feedback control is that when a deceleration deviation is detected between the two vehicles, the rear vehicle begins to increase braking force until the deceleration deviation is zero. Feedback control can improve the steady-state response accuracy of the system.

[0054] In this embodiment, by combining feedforward control and feedback control, the steady-state response accuracy of the system can be improved while ensuring the system response speed.

[0055] In one implementation of the first aspect, calculating the second braking torque based on the deceleration deviation includes:

[0056] The first component is calculated based on the first coefficient and the deceleration deviation of the current control cycle, wherein the first coefficient is determined based on the trailer speed of the current control cycle;

[0057] The second component is calculated based on the second coefficient and the deceleration deviation of the previous control cycle, wherein the second coefficient is determined based on the trailer speed of the previous control cycle;

[0058] The third component is calculated based on the deceleration deviation of the current control cycle, the deceleration deviation of the previous control cycle, and the third coefficient, wherein the third coefficient is determined based on the trailer speed of the current control cycle.

[0059] The second braking torque of the current control cycle is calculated based on the first component, the second component, and the third component.

[0060] In this embodiment, the deceleration deviation of the historical control cycle is taken into account. In this way, the impact of the calculation error of the deceleration deviation of a certain control cycle on the control accuracy can be reduced, thereby improving the steady-state response accuracy of the system.

[0061] In one implementation of the first aspect, controlling the trailer braking based on the actual braking torque includes:

[0062] The actual braking torque is divided into a first component and a second component based on the braking type of the trailer;

[0063] The drive motor of the trailer is controlled according to the first component force;

[0064] The hydraulic brakes of the trailer are controlled according to the second component force.

[0065] In one implementation of the first aspect, the step of splitting the actual braking torque into a first component and a second component according to the braking type of the trailer includes:

[0066] When the braking type is the first type or the third type, the first component force is greater than the second component force;

[0067] When the braking type is the second or fourth type, the first component force is less than the second component force;

[0068] Wherein, the first type represents non-emergency braking situations in manual driving; the second type represents emergency braking situations in manual driving; the third type represents non-emergency braking situations in autonomous driving; and the fourth type represents emergency braking situations in autonomous driving.

[0069] Understandably, in the first and third types of operating conditions, the deceleration is relatively small. The actual braking torque is processed by the electro-hydraulic braking coordination module, decomposed into an energy recovery braking target torque Tm (first component) and a hydraulic braking target torque Tb (second component), which are then sent to the motor controller and the service brake controller, respectively. The electro-hydraulic braking coordination module utilizes the energy recovery braking capabilities of the motor and battery as much as possible to reduce energy loss and improve energy efficiency.

[0070] In the second and fourth types of operating conditions, the deceleration is relatively large, requiring the target deceleration to be reached as quickly as possible. Therefore, the actual braking torque will not pass through the electro-hydraulic brake coordination module, but will be entirely distributed to the hydraulic brake; that is, the actual braking torque will be entirely distributed to the second component force and sent to the service brake controller.

[0071] Secondly, a control system is provided, comprising:

[0072] The first sensor is used to collect the longitudinal acceleration of the trailer;

[0073] The second sensor is used to collect the interaction force between the trailer and the tractor.

[0074] A chassis controller for performing the control method as described in any of the first aspects.

[0075] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method as described in any one of the first aspects above.

[0076] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the control method as described in any one of the first aspects above.

[0077] Fifthly, embodiments of this application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the control method described in any one of the first aspects.

[0078] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0079] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0080] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0081] Figure 1 This is a schematic diagram of the tractor and trailer provided in the embodiments of this application;

[0082] Figure 2 This is a schematic diagram of the trailer braking system provided in an embodiment of this application;

[0083] Figure 3 This is a flowchart illustrating the control method provided in an embodiment of this application;

[0084] Figure 4 This is a flowchart illustrating a control method provided in another embodiment of this application;

[0085] Figure 5 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0086] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0087] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0088] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0089] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0090] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0091] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0092] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0093] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0094] See Figure 1 This is a schematic diagram of the tractor and trailer provided in an embodiment of this application. Figure 1As shown, the tractor unit 11 and the trailer 12 are connected by a tow hook 13, and the tractor unit 11 and the trailer 12 exchange signals via an electrical connector 14. Force is transmitted between the tractor unit 11 and the trailer 12 via the tow hook 13. The tractor unit 11 provides the trailer 12 with the energy power required for braking and a braking request signal via the electrical connector 14.

[0095] When trailer 12 receives a braking request signal from tractor 11 via electrical connector 14, the trailer braking system acquires actual operating condition data of the trailer through sensors and controls the trailer braking based on the actual operating condition data. When some key sensors fail, the trailer braking system cannot acquire key actual operating condition data, thereby losing its ability to autonomously decelerate and brake, affecting driving safety.

[0096] Secondly, the braking force characteristics of a trailer braking system are usually fixed, making trailer braking a passive control mechanism. When the weight of the trailer changes, the driver needs to adjust their brake pedal habits to control the trailer braking, or manually adjust the braking force characteristics of the trailer braking system. This method requires a high level of driver expertise and cannot precisely control the trailer braking; improper settings can actually increase safety risks. Furthermore, in cases of sudden deceleration and braking, the longitudinal force of the tow hook 13 is significant, and the trailer braking system cannot adaptively adjust, resulting in a large impact force between the towing vehicle 11 and the trailer 12, leading to lower driving comfort and safety.

[0097] Based on this, the present application provides a control method that enables the trailer braking system to control the trailer deceleration and braking more precisely, thereby improving the comfort and safety of the driving process; especially in the event of failure of a key sensor, the trailer braking system can still decelerate and brake autonomously, thereby effectively improving driving safety.

[0098] For ease of explanation, the trailer braking system involved in the embodiments of this application will be introduced first.

[0099] See Figure 2 This is a schematic diagram of a trailer braking system provided in an embodiment of this application. It is intended as an example and not a limitation. Figure 2 As shown, the trailer braking system may include a chassis controller 21, an acceleration sensor 22, a traction hook force sensor 23, a tractor central gateway 24, a trailer central gateway 25, a service braking system 26, a parking braking system 27, and a motor control system 28.

[0100] The chassis controller 21 is connected to the acceleration sensor 22, the traction hook force sensor 23, the trailer central gateway 25, the service brake system 26, the parking brake system 27, and the motor control system 28. The tractor central gateway 24 is connected to the trailer central gateway 25.

[0101] The chassis controller 21 is responsible for the coordinated braking of the trailer and the tractor. It can send braking torque requests to the service braking system 26 to control the service braking torque, send parking brake requests to the parking brake system 27 to control the parking brake, and send motor drive torque requests and energy recovery torque requests to the motor control system 28 to control the drive motor torque.

[0102] It should be noted that the control method provided in this application embodiment is deployed in the chassis control 21.

[0103] The acceleration sensor 22 can be a stand-alone sensor or integrated into other onboard electronic control units. This sensor is responsible for collecting the vehicle's longitudinal acceleration. In this embodiment, the extension direction of the line connecting the front and rear of the trailer is longitudinal.

[0104] The tow hook force sensor 23 is responsible for collecting the interaction force between the tractor and the trailer acting on the tow hook. This force can be decomposed into longitudinal force and lateral force. In this embodiment, the lateral force is perpendicular to the longitudinal force. It is understood that the longitudinal force controls the vehicle's forward and backward movement, while the lateral force controls the vehicle's left and right movement.

[0105] The tractor central gateway 24 is responsible for transmitting the tractor's vehicle information and braking requests to the trailer central gateway. Correspondingly, the trailer central gateway 25 receives the tractor's vehicle information and braking requests sent by the tractor central gateway 24 and sends the received information to the chassis controller 21, enabling the chassis controller 21 to perform braking control on the trailer based on this information and braking requests. It can be understood that the tractor central gateway 24 and the trailer central gateway 25 essentially act as communication media between the tractor and the trailer.

[0106] The service braking system 26 is the actuator of the hydraulic brake, used to control the hydraulic brake. Specifically, the service braking system 26 receives a braking torque request command from the chassis controller 21 and converts it into the master cylinder pressure of the hydraulic brake to drive the hydraulic brake caliper to clamp the wheel, thereby realizing the vehicle's service braking function.

[0107] The parking brake system 27 is the brake actuator when the vehicle is parked. It receives the parking brake request command from the chassis controller 21 and converts it into current for the parking brake motor to drive the parking brake caliper to clamp the wheels and realize the parking brake function of the vehicle.

[0108] The motor control system 28 is the actuator for driving the motor and energy recovery braking. It receives drive and energy recovery torque request commands from the chassis controller 21 and converts them into motor current to control the rotation of the drive motor, thereby realizing vehicle forward movement or energy recovery braking.

[0109] like Figure 2 The trailer braking system shown includes a traction hook force sensor 23, which is a tension / compression sensor that monitors the interaction force between the tractor and the trailer. Even if the acceleration sensor 22 fails, the trailer braking system can still control the trailer's braking based on the data detected by the traction hook force sensor 23, thereby improving the safety redundancy of the trailer braking system and effectively enhancing driving safety.

[0110] based on Figure 2 The control method of the trailer braking system described in this application is described below.

[0111] See Figure 3 This is a flowchart illustrating the control method provided in an embodiment of this application. It is intended as an example and not a limitation. Figure 3 As shown, the control method may include the following steps:

[0112] S301, detect the first measurement value of the first sensor.

[0113] The first sensor is used to collect the longitudinal acceleration of the trailer, with the longitudinal direction defined by the line connecting the front and rear of the trailer. Figure 2 Taking the trailer braking system shown as an example, the first sensor can be an acceleration sensor 22.

[0114] S302, if the first measurement value of the first sensor is detected, the trailer brake is controlled according to the first measurement value.

[0115] S303, if the first measurement value of the first sensor is not detected, the trailer brake is controlled according to the second measurement value of the second sensor.

[0116] The second sensor is used to collect the interaction force between the trailer and the tractor. Figure 2 Taking the trailer braking system shown as an example, the second sensor can be the traction hook force sensor 23.

[0117] Understandably, the trailer braking control process can be divided into multiple control cycles, with S301-S303 executed in each control cycle. Accordingly, in the current control cycle, S301 involves detecting the first measurement value from the first sensor; S302 involves controlling the trailer braking based on the first measurement value if it is detected in the current control cycle; and S303 involves controlling the trailer braking based on the second measurement value if the first measurement value is not detected in the current control cycle.

[0118] Using the method in this embodiment, when the first sensor fails, the trailer brake can be controlled based on the measurement value of the second sensor. In other words, even when some sensors in the trailer braking system fail, the trailer braking system can still achieve autonomous deceleration and braking, thereby improving driving safety.

[0119] In one embodiment, the third measurement value is defined as either the first measurement value or the second measurement value; correspondingly, the step of controlling the trailer brake based on the third measurement value includes:

[0120] S401, obtain the target deceleration of the tractor.

[0121] The tractor unit has a target deceleration rate during deceleration. The trailer braking system can brake and decelerate the trailer according to the target deceleration rate to achieve coordinated deceleration. Here, the target deceleration rate of the tractor unit is the desired deceleration rate of the trailer.

[0122] In one embodiment, S401 may include: detecting the braking type of the tractor; and obtaining the target deceleration of the tractor based on the braking type of the tractor.

[0123] In this embodiment of the application, the braking type may include the following four types:

[0124] The first type represents non-emergency braking situations under manual driving. In this type, the tractor driver drives the vehicle and brakes by pressing the brake pedal, and this process does not trigger the Automatic Emergency Braking (AEB) system or the brake pedal opening is less than a certain threshold.

[0125] The second type represents emergency braking situations under manual driving. In this type, the tractor driver drives the vehicle and brakes by pressing the brake pedal, and this process triggers AEB or the brake pedal opening exceeds a certain threshold.

[0126] The third type represents non-emergency braking situations in autonomous driving. In this type, the tractor is in autonomous driving mode, and the longitudinal control function of the adaptive cruise control system (ACC) is controlling the vehicle's movement. Currently, it is in the deceleration phase, and the deceleration is below a certain threshold.

[0127] The fourth type represents an emergency braking situation during autonomous driving, specifically when AEB (Autonomous Emergency Braking) is triggered during ACC (Adaptive Cruise Control). In this type, the tractor is in autonomous driving mode, ACC is controlling the vehicle's movement, and it is currently in a deceleration phase. AEB is triggered, resulting in a significant deceleration.

[0128] Based on the four braking types mentioned above, obtaining the target deceleration can also include four methods:

[0129] Method 1: The braking type is Type 1. The target deceleration is calculated based on the opening of the brake pedal.

[0130] The target deceleration is a function of the brake pedal and the driving mode, i.e., a des_Pedal = f(PBrakePedal, DriveMode), where a des_Pedal This represents deceleration, PBrakePedal represents the brake pedal opening, and DriveMode represents the driving mode. A map table can be pre-set, which includes the deceleration corresponding to the brake pedal opening for each driving mode. Accordingly, in mode one, the deceleration corresponding to the brake pedal opening in the current driving mode can be obtained by querying the map table, and this deceleration is recorded as the target deceleration 'a'. des .

[0131] Method 2: The braking type is Type 2. The first deceleration is obtained from the automatic emergency braking system of the tractor; the second deceleration is calculated based on the opening of the brake pedal; and the target deceleration is determined based on the maximum value of the first deceleration and the second deceleration.

[0132] After AEB is triggered, it typically applies heavy braking to avoid a collision with an obstacle. At this time, the autonomous driving system will issue the desired deceleration 'a' for AEB. AEB The target deceleration is the larger of the brake pedal deceleration and the desired AEB deceleration, i.e., ades = Max(a des_Pedal ,a AEB ).

[0133] Method 3: The braking type is the third type, and the target deceleration is obtained from the adaptive cruise control system of the tractor.

[0134] In autonomous driving mode, the expected deceleration 'a' emitted by ACC during braking. ACC Let this be the target deceleration.

[0135] Method 4: The braking type is the fourth type. The third deceleration is obtained from the automatic emergency braking system of the tractor; the fourth deceleration is obtained from the adaptive cruise control system of the tractor; and the target deceleration is determined based on the maximum value of the third and fourth decelerations.

[0136] In this method, the target deceleration is the larger of the expected deceleration of ACC and the expected deceleration of AEB, i.e., ades = Max(a ACC ,a AEB ).

[0137] In this embodiment, the target deceleration is obtained according to the braking type of the tractor. The method of calculating the target deceleration is different for different braking types. In this way, the target deceleration can be calculated more accurately, providing more reliable control parameters for subsequent braking control.

[0138] In one implementation, when the tractor decelerates, the tractor calculates the target deceleration based on the braking type and sends the target deceleration to the chassis controller 21 in the trailer braking system through the tractor central gateway 24 and the trailer central gateway 25.

[0139] In another implementation, when the tractor decelerates, the braking type and corresponding braking information (such as the opening of the brake pedal, the deceleration of ACC, the deceleration of ABE, etc.) are sent to the chassis controller 21 in the trailer braking system through the tractor central gateway 24 and the trailer central gateway 25; the chassis controller 21 calculates the target deceleration based on the received braking type and braking information.

[0140] S402, calculate the deceleration deviation based on the third measurement value and the target deceleration.

[0141] Understandably, when the third measurement value is the first measurement value, S402 is: calculate the deceleration deviation based on the first measurement value and the target deceleration. When the third measurement value is the second measurement value, S402 is: calculate the deceleration deviation based on the second measurement value and the target deceleration.

[0142] In one embodiment, if the third measurement is the first measurement, the deceleration deviation is determined based on the difference between the first measurement and the target deceleration.

[0143] Different braking types correspond to different deceleration deviations, as detailed below:

[0144] Type 1, target deceleration is a des =a des_Pedal The deceleration deviation is a error =a des_Pedal –a act Among them, a act This is the first measured value.

[0145] The second type, with a target deceleration of a. des =Max(a des_Pedal ,a AEB The deceleration deviation is a. error =Max(a des_Pedal ,a AEB )–a act .

[0146] The third type, with a target deceleration of a. des =a ACCThe deceleration deviation is a error =a ACC –a act .

[0147] The fourth type, with a target deceleration of a des =Max(a ACC ,a AEB The deceleration deviation is a. error =Max(a ACC ,a AEB )–a act .

[0148] In one embodiment, if the third measurement value is the second measurement value, a first actual deceleration of the tractor is obtained; a second actual deceleration of the trailer is calculated based on the second measurement value; and a deceleration deviation is calculated based on the first actual deceleration and the second actual deceleration.

[0149] The traction hook force sensor 23 can detect the interaction force between the tractor and the trailer, including longitudinal forces, which include pressure and tension. During deceleration braking in this embodiment, the longitudinal force manifests as pressure. The pressure between the tractor and the trailer is due to a deceleration deviation between them, which can be calculated from the measurement value of the traction hook force sensor 23.

[0150] In this embodiment, the interaction force between the tractor and the trailer is monitored by a traction hook force sensor 23 (the second sensor). Even if the acceleration sensor 22 (the first sensor) fails, the trailer braking system can still control the trailer's braking based on the detection data from the traction hook force sensor 23, thereby improving the safety redundancy of the trailer braking system and effectively enhancing driving safety.

[0151] Understandably, if the tractor unit has high braking force and the trailer unit has low braking force, the tow hook will exert a thrust on the tractor unit, inhibiting its deceleration, while exerting a pressure on the trailer unit, assisting its deceleration. Conversely, if the tractor unit has low braking force and the trailer unit has high braking force, the tow hook will exert a pressure on the tractor unit, assisting its deceleration, while exerting a thrust on the trailer unit, inhibiting its deceleration.

[0152] In one implementation of obtaining the first actual deceleration, the braking force of the tractor in the current control cycle is obtained; based on the braking force of the tractor in the current control cycle, the second measurement value of the current control cycle, and the mass of the tractor, the first actual deceleration of the tractor in the current control cycle is calculated.

[0153] The braking force is determined based on the pedal opening of the tractor unit. For example, a pre-established map table is retrieved, which includes the braking force corresponding to different pedal openings.

[0154] For example, according to the formula Calculate the first actual deceleration of the traction force in the current control cycle. Where a1 is the first actual deceleration of the tractor, Fb1 is the braking force of the tractor, F is the second measured value, and m1 is the mass of the tractor.

[0155] It should be noted that the above is only one method for calculating the first actual deceleration of the tractor unit. In other calculation methods, only Fb1 and F can be considered, without considering the mass of the tractor unit. Compared with the calculation method that does not consider the mass of the tractor unit, the above calculation method can calculate the actual deceleration for tractor units of different masses, thus adapting to different tractor units. The calculation results are more accurate and provide reliable data for subsequent braking control.

[0156] In one implementation of obtaining the second actual deceleration, the actual braking torque of the trailer in the previous control cycle is obtained; wherein, the actual braking torque is used to control the trailer braking; and the second actual deceleration of the trailer in the current control cycle is calculated based on the actual braking torque of the trailer in the previous control cycle, the second measurement value in the current control cycle, and the mass of the trailer.

[0157] For example, according to the formula Calculate the second actual deceleration of the trailer during the current control cycle. Where a2 is the second actual deceleration of the trailer, m2 is the trailer mass, and Fb2 is the trailer braking force, determined based on the trailer's actual braking torque; for example, Fb2 = T. des / Rwhl is the actual braking torque, and Rwhl is the wheel radius.

[0158] It should be noted that the above is only one method for calculating the second actual deceleration of the trailer's braking force. In other calculation methods, only Fb2 and F can be considered, without considering the trailer's mass. Compared with the calculation method that does not consider the trailer's mass, the above calculation method can calculate the actual deceleration for trailers of different masses, thus being applicable to different trailers. The calculation results are more accurate, providing reliable data for subsequent braking control.

[0159] In one implementation, the deceleration deviation can be calculated by weighting the first and second actual decelerations. For example, using the formula... Calculate the deceleration deviation.

[0160] Understandably, as the braking force Fb2 of the trailer gradually increases, a error It will gradually decrease to 0, achieving coordinated braking between the two vehicles.

[0161] S403 controls trailer braking based on deceleration deviation.

[0162] In some implementations, braking can be achieved solely through feedforward control, such as controlling trailer braking based on the target deceleration. However, this control method suffers from poor stability and low steady-state response accuracy when the actual deceleration differs significantly from the target deceleration, especially at the initial moment of braking.

[0163] In one embodiment, braking can be performed by combining feedforward control and feedback control. Specifically, S403 may include:

[0164] Calculate the first braking torque based on the target deceleration;

[0165] Calculate the second braking torque based on the deceleration deviation;

[0166] The actual braking torque is calculated based on the first braking torque and the second braking torque.

[0167] Control the trailer braking based on the actual braking torque.

[0168] The first braking torque is used for feedforward control, which is based on the target deceleration. The basic principle of feedforward control is that when the vehicle in front is detected to be decelerating, the vehicle behind also begins to decelerate immediately, without waiting for a deceleration deviation between the two vehicles to occur. This improves the speed of system response.

[0169] The second braking torque is used for feedback control, which is based on deceleration deviation. The basic principle of feedback control is that when a deceleration deviation is detected between the two vehicles, the rear vehicle begins to increase braking force until the deceleration deviation is zero. Feedback control can improve the steady-state response accuracy of the system.

[0170] In this embodiment, by combining feedforward control and feedback control, the steady-state response accuracy of the system can be improved while ensuring the system response speed.

[0171] In one method of calculating the first braking torque, the first braking torque is calculated based on the fourth coefficient, the wheel radius, and the target deceleration.

[0172] For example, according to formula T ff =-K ff *m2*a des *R whl Calculate the first braking torque. Where, T... ff For the first braking torque, K ff This is the fourth coefficient; the negative sign indicates that the braking torque is negative when moving forward. The fourth coefficient can be determined based on vehicle speed. For example, a table showing the relationship between vehicle speed and the fourth coefficient can be pre-set, and the fourth coefficient corresponding to the current vehicle speed can be obtained by querying this table.

[0173] In one implementation of calculating the second braking torque, a first component is calculated based on a first coefficient and the deceleration deviation of the current control cycle, wherein the first coefficient is determined based on the trailer speed of the current control cycle;

[0174] The second component is calculated based on the second coefficient and the deceleration deviation of the previous control cycle, wherein the second coefficient is determined based on the trailer speed of the previous control cycle.

[0175] The third component is calculated based on the deceleration deviation of the current control cycle, the deceleration deviation of the previous control cycle, and the third coefficient, wherein the third coefficient is determined based on the trailer speed of the current control cycle.

[0176] The second braking torque for the current control cycle is calculated based on the first, second, and third components.

[0177] For example, according to the formula Calculate the second braking torque. Where Kp is the first coefficient, Ki is the second coefficient, Kd is the third coefficient, and T... fb (k) represents the second braking force in the k-th control cycle, is the deceleration deviation in the k-th control cycle, and T is the control cycle.

[0178] In this embodiment, the deceleration deviation of the historical control cycle is taken into account. In this way, the impact of the calculation error of the deceleration deviation of a certain control cycle on the control accuracy can be reduced, thereby improving the steady-state response accuracy of the system.

[0179] In one implementation of controlling trailer braking, the actual braking torque is divided into a first component and a second component according to the trailer braking type; the trailer's drive motor is controlled according to the first component; and the trailer's hydraulic brake is controlled according to the second component.

[0180] like Figure 2 In the trailer braking system described in this embodiment, the chassis controller 21 can send a first component force to the motor control system 28, so that the motor control system 28 controls the drive motor to rotate according to the first component force, thereby realizing the vehicle's energy recovery braking. The chassis controller 21 can also send a second component force to the service braking system 26, so that the service braking system 26 controls the hydraulic brakes according to the second component force, causing the hydraulic brake calipers to clamp the wheels, thereby realizing the vehicle's service braking function.

[0181] In one implementation, when the braking type is the first type or the third type, the first component force is greater than the second component force; when the braking type is the second type or the fourth type, the first component force is less than the second component force.

[0182] Understandably, in the first and third types of operating conditions, the deceleration is relatively small. The actual braking torque is processed by the electro-hydraulic braking coordination module, decomposed into an energy recovery braking target torque Tm (first component) and a hydraulic braking target torque Tb (second component), which are then sent to the motor controller and the service brake controller, respectively. The electro-hydraulic braking coordination module utilizes the energy recovery braking capabilities of the motor and battery as much as possible to reduce energy loss and improve energy efficiency.

[0183] In the second and fourth types of operating conditions, the deceleration is large, requiring the target deceleration to be reached as quickly as possible. Therefore, the actual braking torque will not pass through the electro-hydraulic brake coordination module, but will be entirely distributed to the hydraulic brake; that is, the actual braking torque Tdes will be entirely distributed to the second component force and sent to the service brake controller.

[0184] In the embodiments described in S401-S402, the trailer braking is controlled based on the deceleration deviation between the target deceleration and the actual measured value of the sensor. Since deceleration can characterize how fast a vehicle decelerates, controlling the trailer braking based on the deceleration deviation is a more direct and precise method.

[0185] For example, see Figure 4 This is a flowchart illustrating the control method provided in an embodiment of this application. It is intended as an example and not a limitation. Figure 4 As shown, the control algorithm flow may include:

[0186] Identify the operating condition type, i.e., the braking type. Calculate the desired deceleration (target deceleration) based on the operating condition, brake pedal opening, and intelligent driving target acceleration. Calculate the deceleration deviation based on the measurements from the acceleration sensor, traction hook force sensor, and operating condition type. Calculate the first braking torque T of the feedforward controller based on the desired deceleration. ff The second braking torque T of the feedback controller is calculated based on the deceleration deviation. fb The first braking torque T ff Second braking torque T fb The sum of these values ​​represents the actual braking torque T of the trailer. des Then, based on the operating conditions (braking type), the actual braking torque is distributed to the electro-hydraulic brake coordination module and the braking system (i.e., the service brake system). The electro-hydraulic brake coordination module further distributes the braking torque, assigning the first component T... m Send to the motor control system to transfer the second component force T b Send to the braking system.

[0187] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0188] Figure 5 This is a schematic diagram of the structure of the electronic device provided in an embodiment of this application. For example... Figure 5 As shown, the terminal device 5 in this embodiment includes: at least one processor 50 ( Figure 5 (Only one is shown) a processor, a memory 51, and a computer program 52 stored in the memory 51 and executable on the at least one processor 50, wherein the processor 50 executes the computer program 52 to implement the steps in any of the above control method embodiments.

[0189] The terminal device may be a desktop computer, laptop, handheld computer, or cloud server, etc. This terminal device may include, but is not limited to, a processor and memory. Those skilled in the art will understand that... Figure 5 This is merely an example of terminal device 5 and does not constitute a limitation on terminal device 5. It may include more or fewer components than shown in the figure, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0190] The processor 50 can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0191] In some embodiments, the memory 51 may be an internal storage unit of the terminal device 5, such as a hard disk or memory of the terminal device 5. In other embodiments, the memory 51 may be an external storage device of the terminal device 5, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the terminal device 5. Furthermore, the memory 51 may include both internal and external storage units of the terminal device 5. The memory 51 is used to store the operating system, applications, boot loader, data, and other programs, such as the program code of the computer program. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0192] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the steps in the above-described method embodiments.

[0193] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps described in the various method embodiments.

[0194] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a device / terminal equipment, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0195] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0196] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0197] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0198] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0199] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method, characterized in that, include: The first measurement value of the first sensor is detected; wherein the first sensor is used to collect the longitudinal acceleration of the trailer, and the extension direction of the line connecting the front and rear of the trailer is longitudinal; If a first measurement value is detected by the first sensor, the trailer brake is controlled based on the first measurement value; If the first measurement value of the first sensor is not detected, the trailer brake is controlled according to the second measurement value of the second sensor; wherein, the second sensor is used to collect the interaction force between the trailer and the tractor. Wherein, the third measurement value is either the first measurement value or the second measurement value; the step of controlling the trailer brake according to the third measurement value includes: Obtain the target deceleration; Calculate the deceleration deviation based on the third measured value and the target deceleration; Control the trailer braking based on the aforementioned deceleration deviation; The step of calculating the deceleration deviation based on the third measured value and the target deceleration includes: Given that the third measurement value is the second measurement value, the first actual deceleration of the tractor is obtained; Calculate the second actual deceleration of the trailer based on the second measurement value; The deceleration deviation is calculated based on the first actual deceleration and the second actual deceleration.

2. The control method according to claim 1, characterized in that, The acquisition of the target deceleration includes: Inspect the type of brakes on the tractor unit; The target deceleration is obtained based on the braking type of the tractor.

3. The control method according to claim 2, characterized in that, The step of obtaining the target deceleration based on the braking type of the tractor includes: If the braking type is the first type, the target deceleration is calculated based on the opening of the brake pedal; wherein, the first type represents a non-emergency braking situation under manual driving.

4. The control method according to claim 2, characterized in that, The step of obtaining the target deceleration based on the braking type of the tractor includes: If the braking type is the second type, a first deceleration is obtained from the automatic emergency braking system of the tractor; wherein, the second type represents an emergency braking situation under manual driving. Calculate the second deceleration based on the brake pedal opening; The target deceleration is determined based on the maximum value of the first deceleration and the second deceleration.

5. The control method according to claim 2, characterized in that, The step of obtaining the target deceleration based on the braking type of the tractor includes: If the braking type is the third type, the target deceleration is obtained from the adaptive cruise control system of the tractor; wherein the third type represents a non-emergency braking situation of autonomous driving.

6. The control method according to claim 2, characterized in that, The step of obtaining the target deceleration based on the braking type of the tractor includes: If the braking type is the fourth type, a third deceleration is obtained from the automatic emergency braking system of the tractor; wherein, the fourth type represents an emergency braking situation of automatic driving; The fourth deceleration is obtained from the adaptive cruise control system of the tractor; The target deceleration is determined based on the maximum value of the third deceleration and the fourth deceleration.

7. The control method according to any one of claims 2-6, characterized in that, The calculation of deceleration deviation based on the third measurement value and the target deceleration includes: When the third measurement value is the first measurement value, the deceleration deviation is determined based on the difference between the first measurement value and the target deceleration.

8. The control method according to claim 1, characterized in that, The acquisition of the first actual deceleration of the tractor includes: Obtain the braking force of the tractor in the current control cycle, wherein the braking force is determined based on the pedal opening of the tractor; Based on the braking force of the tractor in the current control cycle, the second measurement value of the current control cycle, and the mass of the tractor, calculate the first actual deceleration of the tractor in the current control cycle.

9. The control method according to claim 1, characterized in that, The calculation of the trailer's second actual deceleration based on the second measurement value includes: Obtain the actual braking torque of the trailer in the previous control cycle; wherein, the actual braking torque is used to control the trailer braking; The second actual deceleration of the trailer in the current control cycle is calculated based on the actual braking torque of the trailer in the previous control cycle, the second measurement value in the current control cycle, and the mass of the trailer.

10. The control method according to claim 1, characterized in that, The step of controlling trailer braking based on the deceleration deviation includes: Calculate the first braking torque based on the target deceleration; Calculate the second braking torque based on the deceleration deviation; Calculate the actual braking torque based on the first braking torque and the second braking torque; The trailer brakes are controlled based on the actual braking torque.

11. The control method according to claim 10, characterized in that, The calculation of the second braking torque based on the deceleration deviation includes: The first component is calculated based on the first coefficient and the deceleration deviation of the current control cycle, wherein the first coefficient is determined based on the trailer speed of the current control cycle; The second component is calculated based on the second coefficient and the deceleration deviation of the previous control cycle, wherein the second coefficient is determined based on the trailer speed of the previous control cycle; The third component is calculated based on the deceleration deviation of the current control cycle, the deceleration deviation of the previous control cycle, and the third coefficient, wherein the third coefficient is determined based on the trailer speed of the current control cycle. The second braking torque of the current control cycle is calculated based on the first component, the second component, and the third component.

12. The control method according to claim 10, characterized in that, The step of controlling the trailer braking based on the actual braking torque includes: The actual braking torque is divided into a first component and a second component based on the braking type of the trailer; The drive motor of the trailer is controlled according to the first component force; The hydraulic brakes of the trailer are controlled according to the second component force.

13. The control method according to claim 12, characterized in that, The step of dividing the actual braking torque into a first component and a second component based on the trailer's braking type includes: When the braking type is the first type or the third type, the first component force is greater than the second component force; When the braking type is the second or fourth type, the first component force is less than the second component force; Wherein, the first type represents non-emergency braking situations in manual driving; the second type represents emergency braking situations in manual driving; the third type represents non-emergency braking situations in autonomous driving; and the fourth type represents emergency braking situations in autonomous driving.

14. A control system, characterized in that, include: The first sensor is used to collect the longitudinal acceleration of the trailer; The second sensor is used to collect the interaction force between the trailer and the tractor. A chassis controller for performing the control method as described in any one of claims 1 to 13.

15. The control system according to claim 14, characterized in that, Also includes: A motor control system is used to control the drive motor of the trailer according to the first component force sent by the chassis controller; The service braking system is used to control the hydraulic brakes of the trailer according to the second component force sent by the chassis controller.

16. 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 computer program, it implements the control method as described in any one of claims 1 to 13.

17. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the control method as described in any one of claims 1 to 13.

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