Control method, device, storage medium and program product of fuel vehicle IHB system

Abstract

The embodiment of the application discloses a kind of control method, equipment, storage medium and program product of fuel car IHB system, belong to vehicle control technical field.Therein, the control method of fuel car IHB system includes when the deceleration device of vehicle is triggered and vehicle needs to shift, compensation brake pressure data for offsetting drag torque is acquired;According to the trigger amplitude of the deceleration device, calculate basic brake pressure;Control IHB system adjusts actual brake pressure according to the basic brake pressure and the compensation brake pressure data.This embodiment has the technical effect that the comfort of vehicle is improved on the one hand, and the fuel consumption is not needed on the other hand by acquiring compensation brake pressure data for offsetting drag torque, so that the deceleration process of vehicle is relatively smooth, IHB system adjusts actual brake pressure, so that actual brake pressure offsets drag torque.

Description

Control methods, equipment, storage media, and program products for IHB systems in gasoline-powered vehicles Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a control method, device, storage medium, and program product for an IHB system of a fuel-powered vehicle. Background Technology

[0002] For vehicles using the IHB (Integrated Intelligent Braking) system, if gear shifting occurs at the same time the brake pedal is depressed, drag torque of varying magnitude will be generated due to factors such as vehicle speed. This torque may cause some degree of discomfort to the driver and / or passengers.

[0003] To reduce this discomfort, vehicles currently use an active refueling system, but this undoubtedly increases fuel consumption. Summary of the Invention

[0004] This application provides a control method, device, storage medium, and program product for an IHB system in a fuel-powered vehicle, to at least solve the technical problem that the vehicle may cause a certain degree of discomfort to the driver and / or passengers.

[0005] According to a first aspect of the embodiments of this application, a control method for an IHB system in a fuel-powered vehicle is provided, the method comprising:

[0006] When the vehicle's deceleration device is triggered and the vehicle needs to shift gears, compensation braking pressure data for counteracting drag torque is acquired, wherein the deceleration device includes a device that can reduce the vehicle's speed.

[0007] Calculate the basic braking pressure based on the trigger amplitude of the deceleration device;

[0008] The IHB control system adjusts the actual braking pressure based on the base braking pressure and the compensated braking pressure data.

[0009] By using this embodiment, by acquiring the compensating braking pressure data used to counteract drag torque, the IHB system can adjust the actual braking pressure so that the actual braking pressure counteracts the drag torque, thereby making the vehicle deceleration process smoother. On the one hand, the vehicle's comfort is improved, and on the other hand, no fuel consumption is required.

[0010] In conjunction with the first aspect, in an optional implementation of the embodiments of this application, obtaining the compensating braking pressure data for offsetting drag torque includes:

[0011] The IHB system retrieves the compensating braking pressure data from a preset drag torque reduction table based on the vehicle driving data. The drag torque reduction table includes both vehicle driving data and compensating braking pressure data.

[0012] And / or, the vehicle powertrain system calculates the compensated braking pressure data based on vehicle driving data and vehicle power unit data.

[0013] This implementation provides at least two methods for acquiring compensated braking pressure data, making the acquisition of such data more flexible and improving the applicability of the solution. Furthermore, the IHB system directly retrieves the compensated braking pressure data based on a preset drag torque reduction table, reducing the computational burden and computational requirements of the IHB system. The vehicle powertrain system can also calculate the compensated braking pressure data, thus improving its accuracy and precision.

[0014] In conjunction with the first aspect, in one optional implementation of the embodiments of this application, the vehicle driving data includes driving mode, vehicle gear, and engine speed;

[0015] The IHB system retrieves the compensating braking pressure data from a preset drag torque reduction table based on the vehicle driving data, including:

[0016] The IHB system looks up the braking pressure curve corresponding to the driving mode, vehicle gear and engine speed in the drag torque reduction table to obtain the compensating braking pressure data, wherein the braking pressure curve is a curve of braking pressure value versus time used to offset drag torque.

[0017] By employing this implementation method, when retrieving compensating braking pressure data, the driving mode, vehicle gear, and engine speed are involved. This greatly improves the fit between the compensating braking pressure data and vehicle comfort, thereby enhancing vehicle comfort.

[0018] In conjunction with the first aspect, in an optional implementation of the embodiments of this application, after the control IHB system adjusts the actual braking pressure according to the basic braking pressure and the compensated braking pressure data, the method further includes:

[0019] Obtain the rate of change of vehicle deceleration;

[0020] If the rate of change of the deceleration exceeds a preset threshold, the compensating braking pressure data in the drag torque reduction table is corrected. The more the rate of change of the deceleration exceeds the preset threshold, the greater the correction magnitude.

[0021] By adopting this implementation method, when using the IHB system to obtain compensating braking pressure data, the drag torque reduction table will be continuously optimized, which helps to improve the compatibility of the drag torque reduction table with the vehicle in actual use, improve the accuracy of the compensating braking pressure data, and thus improve the comfort of the vehicle.

[0022] In conjunction with the first aspect, in one optional implementation of the embodiments of this application, the vehicle driving data includes the vehicle gear and engine speed, and the vehicle power unit data includes engine data and transmission data;

[0023] The vehicle powertrain system calculates the compensated braking pressure data based on vehicle driving data and vehicle power unit data, including:

[0024] The vehicle power system inputs the vehicle gear, engine speed, engine data and transmission data into a preset real-time physical model to calculate the braking pressure curve, wherein the braking pressure curve is a curve of braking pressure value versus time used to counteract drag torque.

[0025] The vehicle powertrain uses the braking pressure curve as the compensated braking pressure data.

[0026] By adopting this implementation method, the vehicle power system involves vehicle gear, engine speed, engine data and transmission data when calculating the compensation braking pressure data. This incorporates consideration of the engine and transmission into the calculation process of compensation braking pressure data, which helps to improve the accuracy of the compensation braking pressure data.

[0027] In conjunction with the first aspect, in an optional implementation of the embodiments of this application, the control IHB system adjusts the actual braking pressure according to the basic braking pressure and the compensated braking pressure data, including:

[0028] The IHB system calculates the difference between the base braking pressure and the braking pressure value corresponding to the corresponding time node on the braking pressure curve according to time, and obtains the target braking pressure.

[0029] The IHB system adjusts the actual braking pressure according to the target braking pressure.

[0030] Using this implementation method, the IHB system obtains the target braking pressure by calculating the difference. The calculation process is simple and fast, which helps to reduce the computing power requirements of the IHB system.

[0031] In conjunction with the first aspect, in an optional implementation of the embodiments of this application, the step of calculating the basic braking pressure based on the triggering amplitude of the deceleration device includes:

[0032] The trigger amplitude of the deceleration device is obtained, wherein the trigger amplitude includes at least one of the pressure exerted on the deceleration device and the distance moved by the deceleration device;

[0033] The trigger amplitude is mapped to deceleration according to a preset first mapping relationship, wherein the first mapping relationship is the correspondence between the trigger amplitude and the deceleration;

[0034] The deceleration is mapped to the basic braking pressure according to a preset second mapping relationship, wherein the second mapping relationship is the correspondence between deceleration and braking pressure generated by the brake.

[0035] This implementation method determines the basic braking pressure through a preset first mapping relationship and a second mapping relationship, which is convenient, fast, and helps to save computing resources.

[0036] According to a second aspect of the embodiments of this application, an electronic device is provided, the electronic device including a memory and a processor;

[0037] The memory is used to store computer programs;

[0038] The processor is used to execute the computer program to implement the steps of the method described above.

[0039] According to a third aspect of the present application, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program that, when run on a computer or processor, causes the computer or processor to perform the steps of the method described above.

[0040] According to a fourth aspect of the embodiments of this application, a computer program product is provided, the computer program product comprising computer instructions that, when executed by a computer or processor, cause the steps of the method described above to be performed.

[0041] The technical effects achieved by the second to fourth aspects mentioned above are similar to those achieved by the corresponding technical means in the first aspect, and will not be repeated here. Attached Figure Description

[0042] Figure 1 is a flowchart of a control method for an IHB system of a fuel vehicle provided in an embodiment of this application;

[0043] Figure 2 is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0044] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0045] It should be understood that "multiple" as mentioned herein refers to two or more. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In addition, to facilitate a clear description of the technical solutions of the embodiments of this application, the terms "first," "second," etc., are used in the embodiments of this application to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and the terms "first," "second," etc., do not necessarily imply that they are different.

[0046] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0047] First, the terminology used in the embodiments of this application will be introduced.

[0048] IHB (Integrated Hydraulic Brake System): Often referred to as an integrated intelligent braking system, intelligent hydraulic braking system, or one-box braking system, it's a system that highly integrates ESC, vacuum booster (or electronic booster in electric vehicles), and master cylinder into a single module. This distinguishes it from the braking systems of traditional gasoline vehicles or early new energy vehicles, which treated ESC and vacuum booster as separate components. It's important to note that vehicles equipped with an IHB system have a characteristic feature: there is no direct mechanical connection between the brake pedal and the actual brake hydraulic pressure; instead, they are "decoupled" through sensors and the electronic control unit. While this design brings convenience to intelligent driving, it may also make subtle powertrain disturbances that would otherwise be masked or negated by mechanical connections more easily perceived by the occupants.

[0049] Dragging torque refers to the engine braking force of a vehicle. When the transmission downshifts to a lower gear, the gear ratio increases, causing the engine speed to be "dragged" up by the wheels. Because this increase is not smooth and linear, especially when downshifting quickly after heavy braking, the engine braking force increases suddenly. This step change in braking torque is transmitted to the wheels through the transmission system, creating an additional, non-driver-initiated deceleration force on the vehicle. This results in a sudden dragging or jerking sensation for the driver / passengers, disrupting the smoothness and linearity of the braking process and reducing ride comfort.

[0050] Fuel rev-matching function: In order to solve the jerking problem caused by degreasing torque, vehicles with active downshift fuel rev-matching function will actively inject fuel into the engine at the same time as downshifting, so that the engine speed is already in place when the new gear is engaged, and will not be "dragged" up by the wheels, thus eliminating drag torque shock and making gear shifting smoother and more seamless.

[0051] The terminology used in the embodiments of this application has been described above.

[0052] IHB (Integrated Hydraulic Brake System) is a highly integrated brake-by-wire product that integrates the functions of Electronic Brake Assist (EBB) and Electronic Stability Control (ESC). This integration makes the vehicle's braking system more compact, lightweight, and capable of performing braking operations more efficiently. In existing gasoline vehicles equipped with IHB, when the brake pedal is depressed and gear shifting occurs due to speed / engine RPM reaching characteristic values, varying degrees of drag torque are generated depending on factors such as vehicle speed. This torque can cause some discomfort to the driver / passengers. For models / functions with active downshift rev-matching, while this discomfort is reduced, fuel consumption occurs due to the extra work done by the engine. Furthermore, some racing drivers, when performing extreme braking and shifting, skillfully use rev-matching to prevent engine drag torque from damaging the vehicle under extreme braking conditions, such as tire lock-up, loss of vehicle control, or performance degradation due to the vehicle's behavior deviating from its intended state.

[0053] Based on this, this application provides a control method for an IHB system of a fuel-powered vehicle. Referring to the flowchart of the control method for an IHB system of a fuel-powered vehicle shown in FIG1, the method includes the following processing steps.

[0054] S100: When the vehicle's deceleration device is triggered and the vehicle needs to shift gears, acquire compensating braking pressure data to counteract drag torque.

[0055] Here, "vehicle" refers to a fuel-powered vehicle or a motor vehicle that can generate power by consuming fuel. Deceleration devices include those that reduce the vehicle's speed, such as the brake pedal and handbrake.

[0056] The determination of whether a vehicle needs to shift gears includes at least two methods. The first is to determine whether the shifting device (such as moving the gear control lever) is triggered, such as when the driver actively moves the gear control lever, causing the vehicle to shift from 5th gear to 4th gear. The second is to determine whether the vehicle speed or engine speed has reached the preset shift point, such as when the engine speed drops from 2000 rpm to 1750 rpm, reaching the shift point, causing the vehicle to shift from 5th gear to 4th gear.

[0057] S102. Calculate the basic braking pressure based on the trigger amplitude of the deceleration device.

[0058] Different deceleration trigger points indicate different speed reductions required by the driver. For example, different braking pressures result in different speed reductions, a process predetermined at the factory. Furthermore, different speed reductions necessitate different braking pressures. For instance, a speed reduction of 0.8g (where g represents gravitational acceleration) might require a braking pressure of 12MPa. Similarly, since the vehicle's braking system is pre-installed, the conversion between the required speed reduction and the required braking pressure is fixed, allowing for the calculation of the base braking pressure after determining the trigger point.

[0059] The basic braking pressure is the braking pressure that the vehicle needs to generate based on the trigger amplitude of the deceleration device.

[0060] In one embodiment, braking pressure refers to the hydraulic pressure in the wheel cylinder (or caliper) of the braking system.

[0061] S104. The IHB system is controlled to adjust the actual braking pressure based on the basic braking pressure and the compensated braking pressure data.

[0062] After determining the basic braking pressure and compensating braking pressure data, the IHB system can be controlled to adjust the actual braking pressure, thereby offsetting the drag torque, reducing acceleration fluctuations during vehicle deceleration, and making the deceleration process smoother.

[0063] By using this embodiment, by acquiring the compensating braking pressure data used to counteract drag torque, the IHB system can adjust the actual braking pressure so that the actual braking pressure counteracts the drag torque, thereby making the vehicle deceleration process smoother. On the one hand, the vehicle's comfort is improved, and on the other hand, no fuel consumption is required.

[0064] In one possible embodiment of this application, obtaining the compensating braking pressure data for offsetting drag torque includes:

[0065] The IHB system retrieves the compensating braking pressure data from a preset drag torque reduction table based on the vehicle driving data. The drag torque reduction table includes both vehicle driving data and compensating braking pressure data.

[0066] And / or, the vehicle powertrain system calculates the compensated braking pressure data based on vehicle driving data and vehicle power unit data.

[0067] The drag torque reduction table is a preset table in which different vehicle driving data correspond to different compensating braking pressure data. The specific vehicle driving data to be included can be set according to the actual vehicle conditions. However, it is certain that the vehicle driving data must include at least data related to drag torque, such as vehicle driving data that contributes to offsetting drag torque and vehicle driving data that generates drag torque.

[0068] The vehicle power unit includes devices capable of providing power to the vehicle, specifically one of a device providing driving power to the vehicle and a device providing braking power to the vehicle. It can be determined that the vehicle power unit includes at least devices related to drag torque, such as devices contributing to counteracting drag torque and devices generating drag torque.

[0069] This implementation provides at least two methods for acquiring compensated braking pressure data, making the acquisition of such data more flexible and improving the applicability of the solution. Furthermore, the IHB system directly retrieves the compensated braking pressure data based on a preset drag torque reduction table, reducing the computational burden and computational requirements of the IHB system. The vehicle powertrain system can also calculate the compensated braking pressure data, thus improving its accuracy and precision.

[0070] Optionally, in one implementation of this embodiment, the vehicle driving data includes driving mode, vehicle gear, and engine speed;

[0071] The IHB system retrieves the compensating braking pressure data from a preset drag torque reduction table based on the vehicle driving data, including:

[0072] The IHB system looks up the braking pressure curve corresponding to the driving mode, vehicle gear and engine speed in the drag torque reduction table to obtain the compensating braking pressure data, wherein the braking pressure curve is a curve of braking pressure value versus time used to offset drag torque.

[0073] Driving modes, such as Comfort, Sport, and Eco, prioritize vehicle smoothness to varying degrees, resulting in different levels of intervention in drag torque. Specifically, the requirements for vehicle smoothness gradually decrease in Comfort, Sport, and Eco modes. Therefore, Comfort mode offers the greatest intervention in drag torque, leading to higher accuracy in the corresponding compensating braking pressure data in the drag torque reduction table.

[0074] The vehicle gear position includes the current gear and the gear to be changed to. The engine speed includes the current engine speed and the engine speed after the gear change.

[0075] It should be noted that the degree of impact of drag torque on the driver and / or passengers varies depending on the vehicle gear; specifically, the greater the gear difference, the greater the impact. Different engine speeds also affect the engine's anti-drag characteristics. Therefore, in the drag torque reduction table, different combinations of driving mode, vehicle gear, and engine speed correspond to different compensating braking pressure data. The data in the compensating braking pressure data can be obtained through simulations and other experimental methods.

[0076] The braking pressure curve is a time function curve that reflects the process of drag torque generation, reaching its peak, and decay. For example, the braking pressure curve shows that from 0 to 50 ms, the braking pressure is 0 MPa; from 50 to 150 ms, the braking pressure increases from 0 MPa to 0.4 MPa; and from 150 to 350 ms, the braking pressure decreases from 0.4 MPa back to 0 MPa.

[0077] By employing this implementation method, when retrieving compensating braking pressure data, the driving mode, vehicle gear, and engine speed are involved. This greatly improves the fit between the compensating braking pressure data and vehicle comfort, thereby enhancing vehicle comfort.

[0078] Optionally, in one implementation of this embodiment, after the IHB control system adjusts the actual braking pressure based on the base braking pressure and the compensated braking pressure data, the method further includes:

[0079] Obtain the rate of change of vehicle deceleration;

[0080] If the rate of change of the deceleration exceeds a preset threshold, the compensating braking pressure data in the drag torque reduction table is corrected. The more the rate of change of the deceleration exceeds the preset threshold, the greater the correction magnitude.

[0081] By obtaining the rate of change of vehicle deceleration, the fluctuation of vehicle deceleration during gear shifting can be determined. For example, if the deceleration fluctuation is -0.02g and exceeds a preset threshold, a correction amount of 0.002MPa will be added to the corresponding compensating braking pressure data in the drag torque reduction table.

[0082] By adopting this implementation method, when using the IHB system to obtain compensating braking pressure data, the drag torque reduction table will be continuously optimized, which helps to improve the compatibility of the drag torque reduction table with the vehicle in actual use, improve the accuracy of the compensating braking pressure data, and thus improve the comfort of the vehicle.

[0083] Optionally, in one implementation of this embodiment, the vehicle driving data includes the vehicle gear and engine speed, and the vehicle power unit data includes engine data and transmission data;

[0084] The vehicle powertrain system calculates the compensated braking pressure data based on vehicle driving data and vehicle power unit data, including:

[0085] The vehicle power system inputs the vehicle gear, engine speed, engine data and transmission data into a preset real-time physical model to calculate the braking pressure curve, wherein the braking pressure curve is a curve of braking pressure value versus time used to counteract drag torque.

[0086] The vehicle powertrain uses the braking pressure curve as the compensated braking pressure data.

[0087] In one embodiment, the vehicle powertrain system, such as the ECU and TCU, includes engine data such as the current actual engine torque (considering turbo pressure, ignition angle, throttle position, coolant temperature, etc.), engine moment of inertia, instantaneous fuel injection quantity, etc., and transmission data such as the current gear ratio, target gear ratio, torque converter slip rate, clutch status, etc.

[0088] The real-time physics model is preset. For example, under the current engine torque, speed, and load, the real-time physics model calculates how much reverse drag torque the engine will generate if it instantly switches to 6th gear (increasing the transmission ratio) and what the torque's change curve looks like over time. The result is compensated braking pressure data, which, for example, reaches its peak at 80ms and decays to zero within 300ms.

[0089] It should be noted that, unlike the IHB system's table lookup, in this embodiment, after the vehicle powertrain calculates the compensated braking pressure data, it transmits the compensated braking pressure data to the IHB system via the CAN bus, enabling the IHB system to adjust the actual braking pressure based on the compensated braking pressure data.

[0090] By adopting this implementation method, the vehicle power system involves vehicle gear, engine speed, engine data and transmission data when calculating the compensation braking pressure data. This incorporates consideration of the engine and transmission into the calculation process of compensation braking pressure data, which helps to improve the accuracy of the compensation braking pressure data.

[0091] Optionally, in one implementation of this embodiment, the control IHB system adjusts the actual braking pressure based on the base braking pressure and the compensated braking pressure data, including:

[0092] The IHB system calculates the difference between the base braking pressure and the braking pressure value corresponding to the corresponding time node on the braking pressure curve according to time, and obtains the target braking pressure.

[0093] The IHB system adjusts the actual braking pressure according to the target braking pressure.

[0094] In other words, the IHB system calculates the target braking pressure as the base braking pressure minus the actual braking pressure, and then adjusts the actual braking pressure to match the target braking pressure. For example, the compensated braking pressure data shows that the drag torque reaches its peak 80ms after gear shift engagement, with a braking pressure of 0.8MPa, and decays to zero within 300ms. The IHB system then reduces the braking pressure from the base braking pressure of 4.0MPa to 3.2MPa within 0-80ms, and smoothly restores it to 4.0MPa within 80-300ms. This ensures that the vehicle deceleration remains stably at around -0.3g throughout the entire process, achieving smooth braking.

[0095] Using this implementation method, the IHB system obtains the target braking pressure by calculating the difference. The calculation process is simple and fast, which helps to reduce the computing power requirements of the IHB system.

[0096] Optionally, in one implementation of this embodiment, calculating the basic braking pressure based on the trigger amplitude of the deceleration device includes:

[0097] The trigger amplitude of the deceleration device is obtained, wherein the trigger amplitude includes at least one of the pressure exerted on the deceleration device and the distance moved by the deceleration device;

[0098] The trigger amplitude is mapped to deceleration according to a preset first mapping relationship, wherein the first mapping relationship is the correspondence between the trigger amplitude and the deceleration;

[0099] The deceleration is mapped to the basic braking pressure according to a preset second mapping relationship, wherein the second mapping relationship is the correspondence between deceleration and braking pressure generated by the brake.

[0100] The first and second mapping relationships are determined after the vehicle leaves the factory.

[0101] This implementation method determines the basic braking pressure through a preset first mapping relationship and a second mapping relationship, which is convenient, fast, and helps to save computing resources.

[0102] In the above embodiments of this application, the descriptions of each embodiment have their own emphasis. Parts not described in detail in a certain embodiment can be referred to in the relevant descriptions of other embodiments. The steps illustrated in the related flowcharts can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be performed in a different order than that shown here. In other words, the order of steps described in the foregoing embodiments is merely an example. Reasonable adjustments to the order of steps based on the content of the embodiments of this application are also within the protection scope of the embodiments of this application.

[0103] In one specific implementation of this application embodiment, the control method for the IHB system of a fuel-powered vehicle includes the following processing steps:

[0104] Example 1

[0105] When the IHB receives a signal indicating that the engine speed has reached the shift threshold or that the transmission is shifting gears, it reduces pressure based on the internally calibrated mode-gear-speed-drag force reduction table and time curve, as well as the current braking force value, in order to counteract the engine drag torque. The calibration parameters are matched and optimized according to the vehicle model based on engine characteristics, and can also be adaptively learned based on the real-time deceleration rate of change.

[0106] For ease of understanding, the following example is provided:

[0107] Scenario: The vehicle is cruising at 80km / h (5th gear, engine 2000rpm), and the driver presses the brake pedal with moderate force to slow down.

[0108] 1. Signal monitoring and triggering:

[0109] The IHB continuously monitors the CAN signal. When the driver depresses the brake pedal, the IHB begins to build up basic braking pressure.

[0110] As vehicle speed decreases, engine speed also decreases. When the engine speed drops to 1750 rpm (the preset threshold for shifting from 5 to 4), the TCU decides to shift gears and issues a "torque intervention request" signal.

[0111] 2. Decision calculation:

[0112] The IHB controller immediately captures the current status: driving mode = "Comfort", target shift = "5 to 4", initial shift speed = 1750 rpm, current driver requested braking force = 3 MPa.

[0113] The controller queries the internal "Comfort -5 to 4" data map, inputs the engine speed of 1750rpm, and finds that the peak drag torque expected to be generated by this shift is equivalent to 0.5MPa of braking pressure, and its time curve is "rapid rise, lasting 300ms, and slow decline".

[0114] Calculation: Target braking pressure = 3MPa - 0.5MPa (The coefficient currently on the time curve).

[0115] 3. Dynamic execution and offsetting:

[0116] 0-50ms (gear shift begins, torque cavity): IHB pressure remains at 3MPa.

[0117] Between 50 and 150ms (when the new gear is engaged, the drag torque increases sharply): Based on the curve, the IHB rapidly reduces the wheel cylinder pressure from 3MPa to approximately 2.6MPa. At this point, the "extra braking sensation" generated by engine drag is precisely offset by the "actively released braking force" of the IHB.

[0118] 150-350ms (drag torque decay): The IHB pressure smoothly recovers from 2.6MPa to 3MPa according to the curve, in sync with the decay of the drag torque.

[0119] Throughout the process, the vehicle's actual deceleration remained stable at around -0.4g, without any fluctuations such as a sudden increase in weight followed by a return to normal.

[0120] 4. Effectiveness Evaluation and Learning:

[0121] IHB's inertial sensors continuously measure the actual deceleration. Calculations revealed a small fluctuation of -0.02g in deceleration during gear shifts.

[0122] The system determined that the offset was slightly insufficient. Therefore, it added a correction of +0.02MPa to the "gain table" value for the operating condition "Comfort -5 to 4 -1750rpm" in the background and updated the learning value.

[0123] Next time, under extremely similar operating conditions, the system will try to use 0.52MPa as a benchmark for compensation in order to achieve a more perfect effect.

[0124] Example 2

[0125] Based on its own characteristics and the characteristics of the transmission, the engine calculates in real time the drag torque generated by the engine due to downshifting and sends a request for a decompression value to the vehicle bus. The IHB then reduces the braking force accordingly based on this value, thereby increasing driving / riding comfort.

[0126] For ease of understanding, the following example is provided:

[0127] Scene:

[0128] Vehicle: A gasoline vehicle equipped with a 2.0T turbocharged engine, an 8-speed automatic transmission, and an integrated intelligent braking system (IHB).

[0129] Operating conditions: The vehicle is cruising at 90 km / h in "Comfort Mode" (in 7th gear, engine speed 2100 rpm). The driver smoothly depresses the brake pedal and begins to decelerate.

[0130] Phase 1: Triggering and Perception

[0131] Driver operation: The driver depresses the brake pedal, intending to decelerate smoothly. The pedal travel sensor transmits a signal to the IHB controller.

[0132] IHB Base Pressure Buildup: Based on the pedal signal, the IHB controller calculates the deceleration required by the driver as -0.3g and instructs the hydraulic pump to build up the corresponding base braking pressure (e.g., 4.0MPa) to the four wheel cylinders.

[0133] Powertrain monitoring: Simultaneously, the engine control unit (ECU) and transmission control unit (TCU) are also monitoring the vehicle's status in real time. They detect:

[0134] The vehicle speed dropped to approximately 82 km / h.

[0135] The engine speed dropped to approximately 1950 rpm.

[0136] Decision: Based on the internal shift map, the TCU determines that the current operating condition meets the condition of "downshifting from 7th to 6th gear" and prepares to perform the shift.

[0137] Phase Two: The "Brain" of the Dynamic System - Calculation

[0138] Signal synchronization and data acquisition: At the moment the TCU decides to shift gears (approximately 50ms before execution), the ECU and TCU enter a collaborative calculation state. They share the most accurate instantaneous data at this moment through an internal high-speed bus.

[0139] The ECU provides: the current actual torque of the engine (considering turbo pressure, ignition timing, throttle position, coolant temperature, etc.), engine rotational inertia, and instantaneous fuel injection quantity.

[0140] The TCU provides: current gear ratio (7th gear), target gear ratio (6th gear), torque converter slip, and clutch status.

[0141] Real-time physics model calculation: The ECU (as the main calculation unit) calls its internal high-precision engine model and torque observer to perform a forward simulation calculation.

[0142] Results and conversion: The model calculates the result in milliseconds: peak drag torque -65Nm (the negative sign represents braking torque).

[0143] Torque variation time curve: It is predicted that the torque will reach its peak 80ms after the gear shift and decay to zero within 300ms.

[0144] Generate and send a "service request": The ECU converts the calculation results into a "language" that the braking system can understand: Based on the vehicle parameters (tire radius, final drive ratio, 6th gear ratio, braking system gain), the -65Nm engine drag torque is converted into an equivalent brake wheel cylinder pressure change value: -0.8MPa.

[0145] The ECU generates a standard CAN bus message.

[0146] IHB Reception and Parsing: The IHB controller continuously monitors the bus. When it receives a message with ID 0x0CF, it immediately performs verification and parsing. It extracts the key instruction: "Within the next 300ms, reduce the total braking pressure by 0.8MPa according to the given curve."

[0147] Pressure closed-loop control: IHB's underlying pressure control algorithm starts working: Set new target pressure: Target pressure = Driver's base pressure 4.0MPa + Compensation request -0.8MPa = 3.2MPa.

[0148] Control actuator: The micro motor and precision solenoid valve within the IHB work together to actively open the pressure relief valve and control the speed of the motor pump, causing the wheel cylinder pressure to drop rapidly and precisely from 4.0 MPa.

[0149] Real-time feedback: The pressure sensor on the wheel cylinder feeds back the actual pressure value (e.g., 3.19 MPa) to the controller, forming a closed-loop control to ensure that the pressure curve perfectly follows the requested curve.

[0150] Phase Four: Offset and Recovery

[0151] Timeframe 0-80ms: The transmission completes the downshift, and the engine drag torque T_drag rapidly increases from 0 to -65Nm. Simultaneously, the IHB pressure precisely decreases from 4.0MPa to 3.2MPa. The deceleration effects of these two factors perfectly cancel each other out.

[0152] At time 80-300ms: the engine drag torque begins to decrease. The IHB pressure, according to the request curve, rises smoothly and synchronously from 3.2MPa to 4.0MPa.

[0153] Driver and passenger perception: Throughout the process, the vehicle's deceleration remained consistently at around -0.3g. They did not feel any "lurch" or "jerk" caused by gear shifting; they only felt very linear and smooth braking.

[0154] During vehicle deceleration and gear shifting, it can increase the comfort of passengers; it can work in conjunction with the rev-matching function (specifically to eliminate engine drag torque during gear shifting), adaptively reducing deceleration during normal downshifting when the brake pedal is depressed, and increasing engine speed to increase passenger comfort when downshifting without depressing the brake pedal; in some scenarios, it can replace the "rev-matching" function to increase real-time passenger comfort, thus reducing energy consumption.

[0155] The above provides illustrative examples of the method embodiments according to this application. This application also provides a computer program product comprising computer instructions that, when executed by a computer or processor, cause the steps of the method described above to be performed.

[0156] This application also provides a computer-readable storage medium storing a computer program that, when run on a computer or processor, causes the computer or processor to perform the steps of the method described above.

[0157] This application also provides an electronic device, which includes a memory and a processor;

[0158] The memory is used to store computer programs;

[0159] The processor is used to execute the computer program to implement the steps of the method described above.

[0160] Specifically, as shown in Figure 2, the electronic device includes a processor 100, at least one communication bus 200, a user interface 300, at least one external communication interface 400, and a memory 500. The communication bus 200 is configured to enable communication between these components. The user interface 300 may include a display screen, and the external communication interface 400 may include standard wired and wireless interfaces. The memory 500 stores control methods for a fuel-powered vehicle IHB system. The processor 100 uses these methods when executing the control methods for the fuel-powered vehicle IHB system stored in the memory 500.

[0161] The descriptions of the above computer program products, computer-readable storage media, and electronic devices are similar to those of the above method embodiments, and have similar beneficial effects. For any technical details not disclosed in the computer program products, computer-readable storage media, and electronic devices of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0162] The sequence numbers or order of description of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0163] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, 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, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0164] 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0165] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0166] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer, or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital versatile disc (DVD)), or a semiconductor medium (e.g., solid state disk (SSD)). It is worth noting that the computer-readable storage medium mentioned in the embodiments of this application can be a non-volatile storage medium; in other words, it can be a non-transient storage medium.

[0167] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in the embodiments of this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the scene data of the current frame in the 3D virtual scene involved in the embodiments of this application, the client's device information, and the scene interaction information are all obtained with full authorization.

[0168] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method for an IHB system in a fuel-powered vehicle, characterized in that, The method includes: acquiring compensating braking pressure data to counteract drag torque when the vehicle's deceleration device is triggered and the vehicle needs to shift gears, wherein the deceleration device includes a device capable of reducing the vehicle's speed; calculating a base braking pressure based on the trigger amplitude of the deceleration device; controlling the IHB system to adjust the actual braking pressure based on the base braking pressure and the compensating braking pressure data; after the IHB system adjusts the actual braking pressure based on the base braking pressure and the compensating braking pressure data, the method further includes: acquiring the rate of change of vehicle deceleration; if the rate of change of deceleration exceeds a preset threshold, correcting the compensating braking pressure data in the drag torque reduction table, wherein the greater the amount by which the rate of change of deceleration exceeds the preset threshold, the greater the correction amplitude; wherein acquiring the compensating braking pressure data to counteract drag torque includes: the IHB system retrieving the compensating braking pressure data from a preset drag torque reduction table based on the vehicle's driving data, wherein the drag torque reduction table includes vehicle driving data and compensating braking pressure data, and the vehicle driving data includes driving mode, vehicle gear, and engine position. The engine speed; the IHB system retrieves the compensating braking pressure data from a preset drag torque reduction table based on the vehicle driving data, including: the IHB system searches the drag torque reduction table for the braking pressure curve corresponding to the driving mode, vehicle gear, and engine speed to obtain the compensating braking pressure data, wherein the braking pressure curve is a curve of braking pressure value versus time used to offset drag torque; or, the vehicle powertrain system calculates the compensating braking pressure data based on the vehicle driving data and vehicle power unit data, wherein the vehicle driving data includes the vehicle gear and engine speed, and the vehicle power unit data includes engine data and transmission data; the vehicle powertrain system calculates the compensating braking pressure data based on the vehicle driving data and vehicle power unit data, including: the vehicle powertrain system inputs the vehicle gear, engine speed, engine data, and transmission data into a preset real-time physical model to calculate the braking pressure curve, wherein the braking pressure curve is a curve of braking pressure value versus time used to offset drag torque; the vehicle powertrain system uses the braking pressure curve as the compensating braking pressure data.

2. The control method for the IHB system of a fuel-powered vehicle according to claim 1, characterized in that, The control IHB system adjusts the actual braking pressure based on the base braking pressure and the compensated braking pressure data, including: the IHB system calculates the difference between the base braking pressure and the braking pressure value corresponding to the corresponding time node on the braking pressure curve according to time, to obtain the target braking pressure; the IHB system adjusts the actual braking pressure according to the target braking pressure.

3. The control method for the IHB system of a fuel-powered vehicle according to claim 1, characterized in that, The step of calculating the basic braking pressure based on the trigger amplitude of the deceleration device includes: obtaining the trigger amplitude of the deceleration device, wherein the trigger amplitude includes at least one of the pressure received by the deceleration device and the distance moved by the deceleration device; mapping the trigger amplitude to deceleration according to a preset first mapping relationship, wherein the first mapping relationship is a correspondence between the trigger amplitude and the deceleration; and mapping the deceleration to the basic braking pressure according to a preset second mapping relationship, wherein the second mapping relationship is a correspondence between the deceleration and the braking pressure generated by the brake.

4. An electronic device, characterized in that, The electronic device includes a memory and a processor; the memory is used to store a computer program; the processor is used to execute the computer program to implement the steps of the method according to any one of claims 1-3.

5. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on a computer or processor, causes the computer or processor to perform the steps of the method according to any one of claims 1-3.

6. A computer program product, characterized in that, The computer program product includes computer instructions that, when executed by a computer or processor, cause the steps of the method as described in any one of claims 1-3 to be performed.

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