Vehicle braking demand distribution method and device and vehicle

Abstract

The invention relates to a vehicle braking demand distribution method and device and a vehicle, and relates to the technical field of vehicles. The method comprises the steps that in response to braking operation of the vehicle, the braking demand torque of the vehicle is determined; determining a braking risk coefficient of the vehicle based on the driving road environment information and the driving information of the vehicle; under the condition that the braking risk coefficient is smaller than a preset risk coefficient, a torque distribution scheme is determined based on the braking demand torque, the current SOC value of the power battery and the torque upper limit value of the mechanical braking system; wherein the torque distribution scheme comprises a first torque distributed by an electric driving system of the vehicle and a second torque distributed by a mechanical braking system; and based on the torque distribution scheme, torque output of the electric drive braking system and the mechanical braking system is controlled. Therefore, on the premise that the braking requirement is met, the electric drive braking system can undertake the braking task as much as possible so as to conduct energy recovery.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to the technical field of vehicle braking, and specifically to a vehicle braking demand distribution method and device and a vehicle. BACKGROUND

[0002] With the rapid development of electric vehicle technology, as a highly integrated driving form, the wheel hub motor gradually enters the mass production application stage. The wheel hub motor integrates the motor, the speed reduction mechanism and the brake module in the wheel hub of the wheel, not only saving the layout space of the chassis, but also improving the transmission efficiency and the control flexibility. However, due to the compact space in the wheel hub, the size of the mechanical brake system is limited, which makes it difficult for the brake force provided by the mechanical brake system alone to meet the braking demand of the whole vehicle. Therefore, in the actual braking process, the electric drive brake system and the mechanical brake system usually work together to share the braking torque to meet the braking demand of the vehicle.

[0003] However, the braking torque distribution methods adopted by the related art are mostly rigid and lack flexibility, making it difficult to reasonably distribute the braking torque of the electric drive brake system and the mechanical brake system. SUMMARY

[0004] The present application provides a vehicle braking demand distribution method, device and vehicle to at least solve the technical problem that it is difficult to reasonably distribute the braking torque of the electric drive brake system and the mechanical brake system in the related art. The technical solution of the present application is as follows: In a first aspect, the present application provides a vehicle braking demand distribution method, comprising: determining a braking demand torque of a vehicle in response to a braking operation of the vehicle; determining a braking risk coefficient of the vehicle based on road environment information and driving information of the vehicle; determining a torque distribution scheme based on the braking demand torque, a current SOC value of a power battery and a torque upper limit value of a mechanical brake system in a case where the braking risk coefficient is less than a preset risk coefficient; wherein the torque distribution scheme comprises a first torque distributed by an electric drive system of the vehicle and a second torque distributed by the mechanical brake system; and controlling the torque output of the electric drive brake system and the mechanical brake system based on the torque distribution scheme.

[0005] According to the technical means, the braking demand torque can be accurately determined in response to the vehicle braking operation, the braking risk coefficient can be reasonably evaluated according to the driving road environment and the driving information, and the torque distribution scheme can be formulated according to the braking demand torque, the current SOC value of the power battery and the upper limit value of the mechanical braking system torque in the case that the braking risk coefficient is less than the preset risk value. In the case of low braking risk, the torque distribution scheme is formulated to meet the braking demand, and the electric drive braking system is made to undertake as much braking task as possible to recover energy, the recovered energy is used to charge the power battery with a low SOC value, and the torque of the mechanical braking system is reasonably distributed, so that the energy utilization efficiency of the vehicle is effectively improved and the endurance mileage of the power battery is prolonged on the basis of ensuring braking safety.

[0006] In a possible implementation, the torque distribution scheme is determined based on the braking demand torque, the current SOC value and the torque upper limit value, including: in the case that the current SOC value is less than a preset SOC threshold, determining a required demand energy for charging the power battery to the preset SOC threshold; determining a third torque corresponding to the demand energy; and determining the torque distribution scheme based on the third torque and the torque upper limit value.

[0007] According to the technical means, the required demand energy for charging the power battery to the preset threshold can be accurately calculated and the corresponding third torque can be obtained in the case that the current SOC value is less than the preset SOC threshold, and the scheme is formulated in combination with the upper limit value of the mechanical braking system torque, so that the electric drive braking system is used to recover energy to supplement the battery power when the vehicle brakes and the battery power is low, the electric drive and mechanical braking torques are reasonably distributed, the energy utilization efficiency of the vehicle is effectively improved, and the endurance mileage of the power battery is prolonged while the braking efficiency is ensured.

[0008] In a possible implementation, the torque distribution scheme is determined based on the third torque and the torque upper limit value, including: in the case that the third torque is less than or equal to a fourth torque, determining that the first torque is equal to the third torque, and determining that the second torque is equal to the torque difference between the braking demand torque and the first torque; wherein the fourth torque is the torque difference between the braking demand torque and the torque upper limit value; and in the case that the third torque is greater than the fourth torque, determining that the second torque is equal to the torque upper limit value, and determining that the first torque is equal to the difference between the braking demand torque and the first torque.

[0009] According to the technical means, the optimal distribution of the electric drive braking torque and the mechanical braking torque can be realized in the braking process according to the charging demand of the power battery and the capability of the mechanical braking system, so that the energy recovery efficiency is maximized, the economy and endurance of the vehicle are improved, and the braking safety and reliability are ensured.

[0010] In a possible implementation, the torque distribution scheme is determined based on the third torque and the torque upper limit value, including: in a case where the third torque is greater than or equal to the braking demand torque, determining that the first torque is equal to the braking demand torque.

[0011] According to the technical solution, when the third torque is greater than or equal to the braking demand torque, the first torque distributed by the electric drive system is directly determined to be equal to the braking demand torque, so that the electric drive system is preferentially enabled to undertake all braking tasks when the power battery has sufficient charging demand space and the electric drive system can provide recovered torque that can fully meet the braking demand, thereby achieving maximum energy recovery, and effectively improving energy utilization efficiency of the vehicle, reducing wear of the mechanical braking system, and reducing use cost of the vehicle.

[0012] In a possible implementation, in a case where the braking risk coefficient is less than the preset risk coefficient, the torque distribution scheme is determined based on the braking demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical braking system, including: in a case where the braking risk coefficient is less than the preset risk coefficient and the current SOC value is greater than or equal to the preset SOC threshold value, the torque distribution scheme is determined based on the braking demand torque and the torque upper limit value; and the torque output of the electric drive braking system and the mechanical braking system is controlled based on the torque distribution scheme.

[0013] According to the technical solution, when the braking risk coefficient is less than the preset risk coefficient and the current SOC value of the power battery is greater than or equal to the preset SOC threshold value, the current SOC value is no longer considered, and the torque distribution scheme is directly determined based on the braking demand torque and the torque upper limit value of the mechanical braking system, and the torque output of the electric drive braking system and the mechanical braking system is controlled based on the torque distribution scheme, so that the performance of the mechanical braking system can be preferentially fully utilized under the premise of ensuring braking safety, unnecessary intervention of the electric drive braking system is reduced, power battery overcharging caused by electric drive braking energy recovery is reduced, and the service life of the power battery is prolonged.

[0014] In a possible implementation, the method further includes: in a case where the braking risk coefficient is greater than or equal to the preset risk coefficient, determining the torque distribution scheme based on the braking demand torque and the torque upper limit value; and controlling the torque output of the electric drive braking system and the mechanical braking system based on the torque distribution scheme.

[0015] According to the technical means, in the high braking risk braking scene where the braking risk coefficient is greater than or equal to the preset risk coefficient, the current SOC value of the power battery is no longer considered, and the torque distribution scheme is directly determined based on the braking demand torque and the torque upper limit value of the mechanical braking system, and the torque output of the electric drive braking system and the mechanical braking system is accurately controlled, the braking safety and timeliness of the vehicle in an emergency can be preferentially ensured, effective braking is realized at the fastest speed, the braking opportunity is avoided due to the consideration of energy recovery and other factors, the risk of accidents is reduced to the greatest extent, and the safety of the driver and the vehicle is ensured.

[0016] In a possible implementation manner, the torque distribution scheme is determined based on the braking demand torque and the torque upper limit value, including: in the case that the braking demand torque is greater than the torque upper limit value, the second torque is determined to be equal to the torque upper limit value, and the first torque is determined to be equal to the difference between the braking demand torque and the first torque; in the case that the braking demand torque is less than or equal to the torque upper limit value, the second torque is determined to be equal to the braking demand torque.

[0017] According to the technical means, in the case that the braking demand torque is greater than the torque upper limit value, the mechanical braking system outputs the torque upper limit value as the second torque, and the electric drive braking system outputs the difference between the braking demand torque and the second torque as the first torque; or in the case that the braking demand torque is less than or equal to the torque upper limit value, the mechanical braking system directly bears all the braking demand torque, the torque can be reasonably distributed according to the actual capability of the mechanical braking system under the premise of ensuring braking safety, the mechanical braking system is prevented from being overloaded, and the mechanical braking system is used as much as possible to complete the braking task, and unnecessary intervention of the electric drive braking system is reduced.

[0018] In a possible implementation manner, the method further includes: after controlling the torque output of the electric drive braking system, determining braking recovery energy of the electric drive braking system; and in the case that the demand energy is greater than or equal to the braking recovery energy, supplying the power battery with the braking recovery energy.

[0019] According to the technical means, the braking recovery energy of the electric drive braking system can be determined after the torque output of the electric drive braking system is controlled, and the power battery is supplied with the braking recovery energy in the case that the demand energy is greater than or equal to the braking recovery energy, the braking recovery energy generated by the electric drive braking system can be fully utilized for recovery in the vehicle braking process, the originally wasted braking energy can be effectively collected and reused, the energy utilization efficiency of the vehicle is improved, the cruising range of the vehicle is increased, the dependence on external charging is reduced, and the use cost is reduced.

[0020] In a possible implementation, the method further comprises: determining braking recovery energy of the electric drive braking system after controlling the torque output of the electric drive braking system; in a case where the required energy is less than the braking recovery energy, using first recovery energy to power the power battery and using second recovery energy to power the suspension motor of the vehicle; wherein the first recovery energy is equal to the required energy; and the second recovery energy is equal to the energy difference between the braking recovery energy and the required energy.

[0021] According to the technical means, the braking recovery energy can be determined after the torque output of the electric drive braking system is controlled, and in a case where the required energy is less than the braking recovery energy, the first recovery energy equal to the required energy can be used to power the power battery, and the second recovery energy equal to the energy difference between the braking recovery energy and the required energy can be used to power the suspension motor of the vehicle. The recovered energy can be accurately allocated according to the actual energy requirement, the basic charging requirement of the power battery can be met in priority, overcharging of the power battery caused by excessive energy input can be avoided, the surplus energy can be reasonably used for the suspension motor, the overall energy utilization efficiency of the vehicle is improved, and stable operation of each system of the vehicle is ensured.

[0022] In a possible implementation, the braking risk coefficient of the vehicle is determined based on the driving road environment information and the driving information of the vehicle, comprising: determining the braking risk coefficient of the vehicle based on the vehicle speed, the brake pedal depth, the driving road environment information of the vehicle, and the relative distance between the vehicle and a target obstacle; wherein the target obstacle is the obstacle closest to the vehicle in the driving direction of the vehicle.

[0023] According to the technical means, the braking risk coefficient can be determined by comprehensively considering the vehicle speed, the brake pedal depth, the driving road environment information, and the relative distance between the vehicle and the closest target obstacle in the driving direction, so that the current braking risk condition of the vehicle can be dynamically and accurately evaluated in all directions, thereby providing a reliable basis for subsequent development of a reasonable braking strategy and torque allocation scheme, effectively improving the safety and stability of vehicle braking, and reducing the risk of accidents.

[0024] In a possible implementation, in a case where the predicted SOC consumption value of the vehicle from the current position to the destination is greater than the current SOC value, the preset SOC threshold value is the highest allowable charging SOC value of the power battery.

[0025] According to the technical means, in a case where the predicted SOC consumption value of the vehicle from the current position to the destination is greater than the current SOC value, the preset SOC threshold value can be set as the highest allowable charging SOC value of the power battery, so that in a case where the power of the vehicle is insufficient to reach the destination, the power battery can be preferentially ensured to have sufficient space for energy recovery, and the power can be as much as possible supplemented, thereby improving the possibility of the vehicle successfully reaching the destination.

[0026] In a second aspect, the present application provides a vehicle braking demand distribution device, the vehicle braking demand torque distribution device comprising: a first determination module, a second determination module, a third determination module and a first control module; the first determination module is configured to determine a braking demand torque of the vehicle in response to a braking operation of the vehicle; the second determination module is configured to determine a braking risk coefficient of the vehicle based on road environment information and driving information of the vehicle; the third determination module is configured to determine a torque distribution scheme based on the braking demand torque, a current SOC value of the power battery and a torque upper limit value of the mechanical braking system in a case where the braking risk coefficient is less than a preset risk coefficient; wherein the torque distribution scheme comprises a first torque distributed by an electric drive system of the vehicle and a second torque distributed by the mechanical braking system; and the first control module is configured to control torque output of the electric drive braking system and the mechanical braking system based on the torque distribution scheme.

[0027] In a possible implementation, the third determination module is specifically configured to: in a case where the current SOC value is less than a preset SOC threshold, determine a demand energy required for charging the power battery to the preset SOC threshold; determine a third torque corresponding to the demand energy; and determine the torque distribution scheme based on the third torque and the torque upper limit value.

[0028] In a possible implementation, the third determination module is specifically configured to: in a case where the third torque is less than or equal to a fourth torque, determine that the first torque is equal to the third torque, and determine that the second torque is equal to a torque difference between the braking demand torque and the first torque; wherein the fourth torque is a torque difference between the braking demand torque and the torque upper limit value; and in a case where the third torque is greater than the fourth torque, determine that the second torque is equal to the torque upper limit value, and determine that the first torque is equal to a difference between the braking demand torque and the first torque.

[0029] In a possible implementation, the third determination module is specifically configured to: in a case where the third torque is greater than or equal to the braking demand torque, determine that the first torque is equal to the braking demand torque.

[0030] In a possible implementation, the third determination module is specifically configured to: in a case where the braking risk coefficient is less than the preset risk coefficient and the current SOC value is greater than or equal to the preset SOC threshold, determine the torque distribution scheme based on the braking demand torque and the torque upper limit value; and control torque output of the electric drive braking system and the mechanical braking system based on the torque distribution scheme.

[0031] In a possible implementation, the third determination module is specifically configured to: in a case where the braking risk coefficient is greater than or equal to the preset risk coefficient, determine the torque distribution scheme based on the braking demand torque and the torque upper limit value; and control torque output of the electric drive braking system and the mechanical braking system based on the torque distribution scheme.

[0032] In a possible implementation, the third determining module is specifically configured to: in a case where the braking demand torque is greater than the torque upper limit value, determine that the second torque is equal to the torque upper limit value, and determine that the first torque is equal to a difference between the braking demand torque and the first torque; and in a case where the braking demand torque is less than or equal to the torque upper limit value, determine that the second torque is equal to the braking demand torque.

[0033] In a possible implementation, the device further includes a fourth determining unit and a first processing unit; and a third determining unit is configured to determine braking recovery energy of the electric drive braking system after the torque output of the electric drive braking system is controlled; and the first processing unit is configured to supply power to the power battery by using the braking recovery energy in a case where the demand energy is greater than or equal to the braking recovery energy.

[0034] In a possible implementation, the fourth determining unit is further configured to determine braking recovery energy of the electric drive braking system after the torque output of the electric drive braking system is controlled; and the first processing unit is further configured to supply power to the power battery by using first recovery energy and supply power to a suspension motor of the vehicle by using second recovery energy in a case where the demand energy is less than the braking recovery energy; wherein the first recovery energy is equal to the demand energy; and the second recovery energy is equal to an energy difference between the braking recovery energy and the demand energy.

[0035] In a possible implementation, the second determining unit is specifically configured to determine a braking risk coefficient of the vehicle based on a vehicle speed, a brake pedal depth, and road environment information of the vehicle, and a relative distance between the vehicle and a target obstacle; wherein the target obstacle is an obstacle closest to the vehicle in a driving direction of the vehicle.

[0036] In a possible implementation, in a case where a predicted SOC consumption value of the vehicle from a current position to a destination is greater than a current SOC value, the preset SOC threshold value is a highest allowed charging SOC value of the power battery.

[0037] In a third aspect, the present application provides a vehicle, which includes the vehicle braking demand distribution device of the second aspect.

[0038] In a fourth aspect, the present application provides an electronic device, which includes a processor, and a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the first aspect and any possible implementation thereof.

[0039] In a fifth aspect, the present application provides a computer-readable storage medium, when instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to perform the method of the first aspect and any possible implementation thereof.

[0040] In a sixth aspect, the present application provides a computer program product, which comprises computer instructions, when the computer instructions are executed on an electronic device, the electronic device is caused to execute the method of the first aspect and any possible implementation thereof.

[0041] It should be noted that the technical effects brought by any implementation of the second aspect to the sixth aspect can be referred to the technical effects brought by the corresponding implementation in the first aspect, which will not be repeated here.

[0042] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0043] The drawings incorporated into the specification and forming a part thereof illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the application, and do not limit the present application.

[0044] Figure 1 is a schematic diagram of a hardware structure of a vehicle according to an exemplary embodiment; Figure 2 is a schematic diagram of a hardware structure of another vehicle according to an exemplary embodiment; Figure 3 is a schematic diagram of an energy distribution architecture of an electric drive braking system according to an exemplary embodiment; Figure 4 is a schematic diagram of an energy distribution architecture of an electric drive braking system applied to a four-wheel drive vehicle according to an exemplary embodiment; Figure 5 is a flowchart of a braking energy distribution control according to an exemplary embodiment; Figure 6 is a flowchart of a vehicle braking demand distribution method according to an exemplary embodiment; Figure 7 is a block diagram of a vehicle braking demand distribution apparatus according to an exemplary embodiment; Figure 8 is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0045] In order to make ordinary people in the art better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings.

[0046] It should be noted that the terms "first", "second", and the like in the description and in the claims of the present application and the above-described accompanying drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the present application, as detailed in the appended claims.

[0047] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments only represent some of the embodiments of the present application, not all the embodiments.

[0048] The vehicle braking demand distribution method provided by the embodiments of the present application can be applied to a vehicle. The vehicle can also be referred to as a vehicle, a mobile carrier, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), a driverless vehicle, etc.

[0049] In the embodiments of the present application, the vehicle can be a car, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, a fire truck, a police car, etc.), a driverless taxi, an intelligent and connected bus, an autonomous logistics vehicle, an electric truck, etc. In addition, the method is also applicable to various special vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, port vehicles, etc. The present application does not make specific limitations in this regard.

[0050] Figure 1 is a schematic diagram of a hardware structure of a vehicle according to an exemplary embodiment.

[0051] In one possible implementation, the vehicle can include a vehicle braking demand distribution apparatus 101, a data acquisition apparatus 102, an electric drive braking system 103, and a mechanical braking system 104.

[0052] Optionally, Figure 1 The vehicle brake demand distribution device 101 and the data acquisition device 102 can be connected in communication. The vehicle brake demand distribution device 101 can be connected with the electric drive braking system 103. The vehicle brake demand distribution device 101 can be connected with the mechanical braking system 104.

[0053] In actual application, the vehicle brake demand distribution device 101 can be connected in communication with one or more data acquisition devices 102. The vehicle brake demand distribution device 101 can be connected with one or more electric drive braking systems 103. The vehicle brake demand distribution device 101 can be connected with one or more mechanical braking systems 104.

[0054] For the convenience of understanding, the present application takes an example of the vehicle brake demand distribution device 101 being connected in communication with one data acquisition device 102, and the vehicle brake demand distribution device 101 being connected with one electric drive braking system 103 and one mechanical braking system 104.

[0055] Optionally, Figure 1 The vehicle brake demand distribution device 101 and the data acquisition device 102 can be functional modules integrated in the same device, or can be devices set independently. The present application does not limit this.

[0056] It is easy to understand that when the vehicle brake demand distribution device 101 and the data acquisition device 102 are functional modules integrated in the same device, the communication mode between the vehicle brake demand distribution device 101 and the data acquisition device 102 is the communication between the internal modules of the device. In this case, the communication process between the two is the same as the communication process when the vehicle brake demand distribution device 101 and the data acquisition device 102 are set independently.

[0057] For the convenience of understanding, the present application mainly takes an example of the vehicle brake demand distribution device 101 and the data acquisition device 102 being set independently.

[0058] Figure 1The data collection device 102 in the vehicle can collect first braking information related to braking demand, such as vehicle environment information (including vehicle driving road environment information) and vehicle state information (including vehicle driving information), in response to a braking operation of the vehicle, and send the first braking information to the vehicle braking demand distribution device 101. The vehicle braking demand distribution device 101 can determine the braking demand torque of the vehicle based on the first braking information. Then, the vehicle braking demand distribution device 101 can determine a braking risk coefficient of the vehicle based on the vehicle driving road environment information and the driving information, so as to determine a torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical braking system, in the case that the braking risk coefficient is less than a preset risk coefficient; wherein the torque distribution scheme includes a first torque distributed by the electric drive system 103 of the vehicle, and a second torque distributed by the mechanical braking system 104; and then the vehicle braking demand distribution device 101 can control the torque output of the electric drive braking system 103 and the mechanical braking system 104 based on the torque distribution scheme.

[0059] Optionally, Figure 1 The vehicle braking demand distribution device 101 in the vehicle can be deployed in a terminal, and can also be other types of electronic devices. Figure 1 The device form shown in the vehicle braking demand distribution device 101 is only one example of the device form of the vehicle braking demand distribution device 101, and does not constitute a limitation.

[0060] It should be noted that the structure shown in the embodiments of the present application does not constitute a limitation on the vehicle. More or fewer components than shown can be included, or certain components can be combined, or certain components can be split, or different component arrangements can be used. The components shown can be implemented in hardware, software, or a combination of software and hardware.

[0061] In some embodiments, in combination with Figure 1 As shown in Figure 2 , Figure 2 Another hardware structure of a vehicle is provided in the present application. Figure 2 The vehicle includes a brake pedal, a data collection device, a vehicle braking demand distribution device, a mechanical braking system, and an electric drive braking system.

[0062] Optionally, a connection can be established between the data collection device and the brake pedal. The vehicle braking demand distribution device can be connected to the data collection device, the mechanical braking system, and the electric drive braking system, respectively.

[0063] In one possible implementation, in response to a braking operation (operation of the brake pedal) of the vehicle, the data collection device can collect first braking information related to braking demand, such as vehicle environment information (including vehicle driving road environment information) and vehicle state information (including vehicle driving information), and send the first braking information to the vehicle braking demand distribution device.

[0064] Further, the vehicle brake demand distribution device can determine a brake demand torque of the vehicle, and determine a brake risk coefficient of the vehicle based on the driving road environment information and the driving information of the vehicle. Then, the vehicle brake demand distribution device can determine a torque distribution scheme (wherein the torque distribution scheme includes a first torque distributed by the electric drive system of the vehicle, and a second torque distributed by the mechanical brake system) based on the brake demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical brake system, when the brake risk coefficient is less than a preset risk coefficient. Alternatively, the vehicle brake demand distribution device can determine the torque distribution scheme based on the brake demand torque and the torque upper limit value, when the brake risk coefficient is greater than or equal to the preset risk coefficient. The vehicle brake demand distribution device can send a first instruction indicating that the electric drive brake system outputs the first torque to the electric drive brake system, and send a second instruction indicating that the mechanical brake system outputs the second torque to the mechanical brake system.

[0065] The electric drive brake system can output torque based on the first instruction, and the mechanical brake system can output torque based on the second instruction, so as to brake the vehicle.

[0066] In a possible implementation, the vehicle can further include a suspension motor and a power battery. The electric drive brake system can be connected to the suspension motor and the power battery respectively.

[0067] After controlling the torque output of the electric drive brake system, the vehicle brake demand distribution device can determine brake recovery energy of the electric drive brake system. Then, the vehicle brake demand distribution device can distribute the brake recovery energy based on the required energy required for charging the power battery to the preset SOC threshold, so as to supply the power battery and / or the suspension motor with energy by the brake recovery energy.

[0068] Specifically, the vehicle brake demand distribution device can distribute the brake recovery energy based on the required energy required for charging the power battery to the preset SOC threshold, including: the vehicle brake demand distribution device can determine a distribution scheme of the brake recovery energy (a first recovery energy corresponding to the power battery, and a second recovery energy corresponding to the suspension motor, and the first recovery energy and the second recovery energy can both be zero) based on the required energy. Then, the vehicle brake demand distribution device can send a third instruction (an instruction indicating that the first recovery energy is used to supply the power battery with energy) and a fourth instruction (an instruction indicating that the second recovery energy is used to supply the suspension motor with energy) to the electric drive brake system. The electric drive brake system receives the third instruction and the fourth instruction, so as to supply the power battery with energy by the first recovery energy, and supply the suspension motor with energy by the second recovery energy.

[0069] In some embodiments, in combination with Figure 2 As shown in Figure 3 , Figure 3 is a schematic diagram of an electric drive braking system energy distribution architecture according to an exemplary embodiment. Figure 3 The vehicle braking energy recovery distribution architecture in includes an electric drive braking system, and a suspension motor and a power battery connected to the electric drive braking system through a fuse.

[0070] Among them, the electric drive braking system can include an IGBT module and a motor (M).

[0071] When the electric drive braking system is controlled to output torque, the motor of the electric drive braking system can generate electricity to distribute the generated feed current (braking energy recovery) to the suspension motor and the power battery through the circuit (wherein the circuit corresponding to the power battery includes a first current control module and a battery control unit, and the circuit corresponding to the suspension motor includes a second current control module and a suspension motor control unit).

[0072] In addition, during the vehicle braking energy recovery distribution process, if the current in the circuit exceeds a predetermined value, or the circuit is short-circuited, etc., the fuse can be quickly fused to cut off the current path in time, avoid high temperature caused by large current to cause the line to catch fire, protect the safety of the entire vehicle braking energy recovery distribution architecture, and prevent serious accidents such as fire. In some embodiments, in combination with Figure 3 As shown in Figure 4 , Figure 4 is a schematic diagram of an electric drive braking system energy distribution architecture applied to a four-wheel drive vehicle according to an exemplary embodiment. Figure 4 In , each of the four wheels of the vehicle corresponds to one electric drive braking system and one suspension motor, and each electric drive braking system is respectively communicated with the suspension motor corresponding to the corresponding wheel and the power battery of the vehicle through a target mode (cooling circuit and high-voltage line; wherein the high-voltage line is provided with a fuse, a first current control module, a battery control unit, a second current control module and a suspension motor control unit, Figure 5 not shown in ), so as to realize precise independent control of the braking force of each wheel. In the process of vehicle driving, the adhesion conditions and stress conditions of different wheels may be different, and by independently controlling the braking force of each wheel, various complex road conditions can be better adapted to, and the braking effect and stability of the vehicle can be improved. In addition, since the energy generation conditions of different wheels during braking may be different, the independent electric drive braking system can effectively convert kinetic energy into electrical energy during braking according to the real-time state of each wheel, and improve the efficiency of braking energy recovery.

[0073] In some embodiments, in combination with Figure 2 As shown inFigure 5 As shown, Figure 5 is a flowchart of a brake energy distribution control according to an exemplary embodiment. The vehicle brake demand distribution device can adjust the pulse width modulation (PWM) duty cycle by means of a proportional-integral-derivative (PID) controller 1 and a PID controller 2, respectively, according to the charging current (demand energy) requested by the battery control unit and the brake current (second recovery energy) remaining after subtracting the battery charging current, and then adjust the BUCK-BOOST converter, so that the feeding current (brake recovery energy) generated by the electric drive braking system can flow to the suspension motor loop and the power battery loop, respectively, as expected.

[0074] The battery branch can adopt a current PID closed-loop control mode. Specifically, the PWM duty cycle is adjusted according to the error between the battery loop current value calculated by the current distribution calculation module and the initial battery loop current value, and then the output voltage of the BUCK-BOOST converter 1 in the battery branch is changed, so that the branch current eventually reaches the expected value calculated.

[0075] In addition, the suspension motor branch can adopt a control mode combining power outer loop and current inner loop. The total power Pall generated by the electric drive braking system (wherein Pall=Ubus Ibus, Ubus is the operating voltage of the electric drive braking system, and Ibus is the operating current of the electric drive braking system) minus the battery branch power Pbatt (wherein Pbatt=Ubatt Ibatt, Ubatt is the voltage in the battery branch, and Ibatt is the current in the battery branch), i.e. the available power Pmotor of the suspension motor (wherein Pmotor=Pall Pbatt). The power outer loop calculates the required current Imotor of the suspension motor according to the voltage Umotor of the suspension motor (wherein Imotor=Pbatt / Umotor), and the current inner loop accurately tracks the actual current Imotor_actual, confirms the difference between Imotor_actual and Imotor, and adjusts the PWM duty cycle by means of a PID controller to change the output voltage of the BUCK-BOOST converter 2 in the suspension motor, so that the feeding current generated by the electric drive can flow to the suspension motor as instructed.

[0076] Figure 6is a flow chart of a vehicle braking demand distribution method according to an exemplary embodiment, and an execution subject of the vehicle braking demand distribution method can be Figure 1 The vehicle braking demand distribution device 101 in the vehicle braking demand distribution device 101, as shown in Figure 6 The vehicle braking demand distribution method includes the following steps: S201-S204.

[0077] S201, in response to the braking operation of the vehicle, determining the braking demand torque of the vehicle.

[0078] In a possible implementation manner, the execution subject can determine that the braking operation is triggered when it is monitored that the brake pedal of the vehicle is stepped on, or it is monitored that an obstacle appears in the driving direction of the vehicle, and the automatic brake needs to be triggered. The execution subject can obtain first braking information related to the braking demand in response to the braking operation of the vehicle. Further, the execution subject can determine the braking demand torque matched with the first braking information from the braking demand MAP table based on the first braking information.

[0079] The first braking information related to the braking demand can include the brake pedal depth, the vehicle speed, the relative distance between the vehicle and the target obstacle, the tire pressure coefficient of the vehicle, the vehicle load coefficient, the road condition information, the road surface adhesion coefficient of the vehicle driving road, etc.

[0080] Exemplarily, the tire pressure information of the vehicle satisfies the following first formula: .

[0081] Wherein, can be used to represent the tire pressure coefficient of the vehicle, Pt can be used to represent the current tire pressure of the vehicle, Pt0 can be used to represent the standard tire pressure of the vehicle, and λ=1 under the standard tire pressure Pt0. The standard tire pressure Pt0 can be adjusted according to actual needs (different vehicles, different rolling radii). The vehicle load system satisfies the following second formula:

[0082] Wherein, can be used to represent the vehicle load coefficient, M can be used to represent the current vehicle load, can be used to represent the standard vehicle load, and the vehicle load coefficient is 1 under the standard vehicle load.

[0083] Optionally, the road surface adhesion coefficients corresponding to different road surfaces are different. For example, the road surface adhesion coefficient of the ice and snow road surface can be 0-0.5; the road surface adhesion coefficient of the asphalt road surface / cement road surface under the rain can be 0.5-1; the road surface adhesion coefficient of the asphalt / cement road surface under the non-rain and snow ice condition can be 1, and the road surface adhesion coefficient of the gravel soil and other uneven road surfaces can be greater than 1. The present application does not make specific limitation on this.

[0084] Exemplarily, the execution subject can normalize the tire pressure coefficient of the vehicle, the vehicle load coefficient, the relative distance between the vehicle and the target obstacle, the road adhesion coefficient, the vehicle speed, and the brake pedal depth to obtain the normalized tire pressure coefficient, the normalized vehicle load coefficient, the normalized relative distance, the normalized road adhesion coefficient, the normalized vehicle speed, and the normalized brake pedal depth. The execution subject can determine a first coefficient based on the normalized tire pressure coefficient and the normalized vehicle load coefficient, determine a second coefficient based on the normalized relative distance and the normalized road adhesion coefficient, and determine a third coefficient based on the normalized vehicle speed and the normalized brake pedal depth. Then, the execution subject can determine the brake demand torque corresponding to the first coefficient, the second coefficient, and the third coefficient from the brake demand MAP table.

[0085] The first coefficient satisfies the following third formula:

[0086] The second coefficient satisfies the following fourth formula:

[0087] The third coefficient satisfies the following fifth formula:

[0088] wherein, may be used to represent the tire pressure coefficient of the vehicle, may be used to represent the vehicle load coefficient. Φ may be used to represent a depth coefficient corresponding to the brake pedal depth, that is, the ratio between the brake pedal depth and the maximum pedal depth. The greater the brake pedal depth, the closer Φ is to 1. µ may be used to represent the road adhesion coefficient, d may be used to represent the proportional coefficient between the relative distance and the preset safety distance, and V may be used to represent the vehicle speed.

[0089] S202, determine the brake risk coefficient of the vehicle based on the driving road environment information and the driving information of the vehicle.

[0090] wherein, the driving road environment information can include the road adhesion coefficient of the driving road of the vehicle and the relative distance between the vehicle and the target obstacle. The driving information can include the brake pedal depth and the vehicle speed.

[0091] In one possible implementation manner, the execution subject can calculate the brake risk coefficient of the vehicle based on the following third formula. The sixth formula: C=µ*Φ*d*V.

[0092] Wherein, C can be used to represent the braking risk coefficient of the vehicle, Φ can be used to represent the depth coefficient corresponding to the brake pedal depth, that is, the ratio between the brake pedal depth and the maximum pedal depth, the greater the brake pedal depth, the closer Φ is to 1.µ can be used to represent the road adhesion coefficient, d can be used to represent the proportional coefficient between the relative distance and the preset safety distance, and V can be used to represent the vehicle speed.

[0093] It should be noted that the braking risk coefficient is used to reflect the potential risk degree of the vehicle after comprehensively considering various key factors when braking. For example, the road adhesion coefficient of the vehicle running road, the adhesion coefficients of different road materials (such as dry asphalt road, wet and slippery muddy road, snow and ice road, etc.) are significantly different, which directly affects the friction between the tire and the ground, and then plays a key role in the braking effect; the relative distance between the vehicle and the target obstacle determines the time and space available for braking after the vehicle discovers the obstacle, and the relative distance is too short, which will greatly increase the braking risk. At the same time, the braking risk coefficient is used to reflect the size of the driver's braking force, and the brake pedal depth is different, the braking force generated by the vehicle braking system is also different; the faster the vehicle speed, the greater the kinetic energy of the vehicle, and the more energy needs to be overcome during braking, so the braking distance will be correspondingly extended, and the braking risk will be higher. Through comprehensive analysis and calculation of these various factors, the braking risk coefficient can be obtained, which can provide an important reference for the driver, the vehicle control system and the traffic management department, etc. about the braking safety status of the vehicle.

[0094] In one possible implementation, when determining the braking risk coefficient of the vehicle, the factors considered by the embodiments of the present application are not limited to the above-mentioned road adhesion coefficient, relative distance proportional coefficient, depth coefficient corresponding to brake pedal depth, and vehicle speed and other key parameters. In order to more comprehensively and accurately evaluate the potential risk status of the vehicle during braking, the tire pressure coefficient of the vehicle and the vehicle load coefficient can also be included in the reference information category for calculating the braking risk coefficient.

[0095] Wherein, the tire pressure coefficient of the vehicle has a non-negligible influence on the braking performance, when the tire pressure is too high or too low, the contact area and friction between the tire and the ground will change, thereby affecting the braking distance and braking stability, therefore, taking it as reference information helps to more accurately reflect the braking risk. In addition, the inertia of the vehicle is different when the vehicle load is different, and the braking force and braking distance required during braking will also be different, and by taking the vehicle load coefficient into consideration, the accuracy and reliability of the braking risk coefficient calculation can be further enhanced.

[0096] S203, in a case where the braking risk coefficient is less than the preset risk coefficient, determining a torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical braking system.

[0097] The torque distribution scheme includes a first torque distributed by an electric drive system of the vehicle and a second torque distributed by the mechanical braking system. The preset risk coefficient can be a safety threshold set through a large amount of experimental data, theoretical analysis, and actual road condition simulation. The braking risk coefficient less than the preset risk coefficient indicates that the potential braking risk faced by the vehicle in the current driving state is at a relatively low level after comprehensively considering road environment factors (such as road adhesion coefficient, relative distance to the target obstacle, etc.) and vehicle driving information (including brake pedal depth, vehicle speed, etc.).

[0098] In a possible implementation, in a case where the braking risk coefficient is less than the preset risk coefficient, the above execution subject can determine the torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical braking system. That is, the above execution subject can dynamically coordinate the torque distribution ratio of the braking energy recovery torque (the first torque) and the friction braking (the second torque) according to the real-time state of charge of the power battery in a non-emergency and low-risk braking working condition (the braking risk coefficient is less than the preset risk coefficient), so as to maximize the braking energy recovery benefit.

[0099] Specifically, the above execution subject can determine the torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the torque upper limit value of the mechanical braking system, which can refer to S301-S303 below. Details are not described herein.

[0100] Alternatively, in a case where the braking risk coefficient is less than the preset risk coefficient and the current SOC value is greater than or equal to the preset SOC threshold value, the torque distribution scheme is determined based on the braking demand torque and the torque upper limit value, and the torque output of the electric drive braking system and the mechanical braking system is controlled based on the torque distribution scheme.

[0101] In yet another possible implementation, the above execution subject can determine the torque distribution scheme based on the braking demand torque and the torque upper limit value in a case where the braking risk coefficient is greater than or equal to the preset risk coefficient. That is, the above execution subject can perform torque distribution with the shortest response time and the maximum braking force output as the principle to ensure the safety of the vehicle as the highest goal in an emergency and high-risk braking working condition (the braking risk coefficient is greater than or equal to the preset risk coefficient).

[0102] Specifically, the execution subject determines the torque distribution scheme based on the braking demand torque and the torque upper limit value can include: in the case that the braking demand torque is greater than the torque upper limit value, determining that the second torque is equal to the torque upper limit value, and determining that the first torque is equal to the difference between the braking demand torque and the first torque. Alternatively, in the case that the braking demand torque is less than or equal to the torque upper limit value, determining that the second torque is equal to the braking demand torque.

[0103] In one possible implementation, after determining the torque distribution scheme, the execution subject can simulate the process of braking the vehicle based on the braking demand torque or the torque distribution scheme to determine a target vehicle speed when the vehicle travels to the target position. If the target vehicle speed is greater than a preset vehicle speed, it is determined that the current braking demand torque is small, and the braking demand torque needs to be adjusted; then the torque distribution scheme is regenerated. If the target vehicle speed is less than or equal to the preset vehicle speed, the braking demand torque does not need to be adjusted, and the torque output can be directly performed according to the torque distribution scheme.

[0104] The target position is a position equal to a preset safety distance between the vehicle and the target obstacle.

[0105] Optionally, the preset vehicle speed can be set according to actual needs. For example, the preset vehicle speed can be 0 or 5 kilometers per hour. The present application does not make specific limitations on this.

[0106] Specifically, if the target vehicle speed is greater than the preset vehicle speed, the execution subject can determine an adjustment coefficient based on the target vehicle speed and the preset vehicle speed, so as to adjust the first braking information by the adjustment coefficient to obtain adjusted braking information. Further, the execution subject can determine the braking demand torque matched with the adjusted braking information from the braking demand MAP table.

[0107] Exemplarily, the adjustment coefficient satisfies the following seventh formula: .

[0108] Wherein, k can be used to represent the adjustment coefficient, Vs can be used to represent the target vehicle speed, and Vmax can be used to represent the preset vehicle speed.

[0109] Optionally, the preset vehicle speed can be set according to actual needs. For example, the preset vehicle speed can be the highest speed of the vehicle, or 200 kilometers per hour. The present application does not make specific limitations on this.

[0110] Exemplarily, the execution subject can adjust the third coefficient in S201 based on the adjustment coefficient to obtain an adjusted third coefficient. Then, the execution subject can determine the braking demand torque corresponding to the first coefficient, the second coefficient and the adjusted third coefficient from the braking demand MAP table. The adjusted third coefficient satisfies the following eighth formula: .

[0111] wherein, may be used to represent the adjusted third coefficient, V may be used to represent the vehicle speed, k may be used to represent the adjustment coefficient, and Φ may be used to represent the depth coefficient corresponding to the brake pedal depth.

[0112] S204, based on the torque distribution scheme, control the torque output of the electric drive braking system and the mechanical braking system.

[0113] In one possible implementation, the above execution subject can send a first torque output instruction to the electric drive braking system and a second torque output instruction to the mechanical braking system based on the torque distribution scheme, control the torque output of the electric drive braking system and the mechanical braking system, so that the electric drive braking system outputs a first torque and the mechanical braking system outputs a second torque.

[0114] In one possible implementation, the above execution subject can determine the braking recovery energy of the electric drive braking system after controlling the torque output of the electric drive braking system. Then, the above execution subject can use the braking recovery energy to power the power battery in the case that the demand energy of the power battery is greater than or equal to the braking recovery energy.

[0115] Alternatively, the above execution subject can use the first recovery energy to power the power battery and use the second recovery energy to power the suspension motor of the vehicle in the case that the demand energy of the power battery is less than the braking recovery energy.

[0116] In yet another embodiment, the above execution subject can estimate the feeding current (braking recovery energy) generated by the electric drive braking system based on the first torque based on the current battery voltage, the first torque, and the efficiency MAP table of the electric drive braking system, and predict the predicted SOC value of the power battery after charging the power battery based on the feeding current. Then, the above execution subject can distribute the feeding current based on the predicted SOC value, the current SOC value, and the preset SOC threshold value. The feeding current satisfies the following ninth formula:

[0117] wherein, I may be used to represent the feeding current, may be used to represent the first torque, N may be used to represent the rotational speed of the drive motor in the electric drive braking system, and 9550 is a unit conversion coefficient, may be used to represent the terminal voltage of the power battery, the efficiency of the electric drive braking system.

[0118] The predicted SOC value satisfies the following tenth formula: SOC(t) = SOC0 + k * Φ * V

[0119] wherein SOC(t) can be used to represent a predicted SOC value, SOC0 can be used to represent a current SOC value, Crated can be used to represent a rated capacity of the power battery, can be used to represent an instantaneous feeding current varying over time, can be used to represent a coulomb efficiency of the battery.

[0120] Specifically, the execution subject can use the feeding current entirely to energize the suspension motor when the current SOC value is greater than or equal to the preset SOC threshold.

[0121] Alternatively, the execution subject can use the feeding current entirely to energize the power battery when the predicted SOC threshold is less than or equal to the preset SOC threshold.

[0122] Alternatively, the execution subject can allocate the feeding current when the current SOC value is less than the preset SOC threshold and the predicted SOC threshold is greater than the preset SOC threshold, that is, the aforementioned manner of allocating the brake recovery energy based on the demand energy of the power battery. Herein, no further elaboration is made.

[0123] In a possible implementation manner, the execution subject can select a suspension load thrust range and a suspension motor load speed range capable of meeting a current ride comfort condition based on the feedback current corresponding to the second recovery energy and a suspension system parameter table pre-labeled according to a development stage during the process of energizing the suspension motor of the vehicle by using the second recovery energy.

[0124] Subsequently, the execution subject can calculate a motor temperature rise corresponding to each load thrust and load speed in the suspension load thrust range and the suspension motor load speed range based on a heating MAP table of the suspension motor. .

[0125] wherein, can be used to represent the motor temperature rise. Pin is used to represent an input electric power of the motor, Pin=Umotor Imotor, Umotor is used to represent an operating voltage of the suspension motor, Imotor is used to represent an operating current of the suspension motor. Pout is used to represent an output mechanical power of the motor, Pout=FMotor Vmotor, FMotor is used to represent a suspension load thrust, Vmotor is used to represent a suspension motor load speed. Rth is used to represent a total thermal resistance of the suspension motor, that is, a sum of an internal thermal resistance of the motor and an external thermal resistance determined by heat dissipation.

[0126] The execution subject can calculate the motor temperature rise and the suspension motor preset optimal temperature Tmax. After that, the above execution subject can determine the target suspension load thrust and the target suspension motor load speed that meet the comfort condition. Further, the above execution subject can control the suspension motor based on the target suspension load thrust and the target suspension motor load speed.

[0127] wherein the comfort condition is that the motor temperature rise corresponding to the suspension load thrust and the suspension motor load speed and the sum of the current winding temperature of the battery is less than the suspension motor preset optimal temperature.

[0128] Based on the above technical solution, the application can accurately determine the braking demand torque in response to the vehicle braking operation, reasonably evaluate the braking risk coefficient according to the driving road environment and driving information, and formulate a torque distribution scheme in the case that the braking risk coefficient is less than the preset risk value, the braking demand torque, the current SOC value of the power battery, and the upper limit value of the mechanical braking system torque. The torque distribution scheme can make the electric drive braking system bear as much braking task as possible for energy recovery according to the real-time state of the vehicle under the premise of meeting the braking demand, charge the power battery with the recovered energy when the SOC value is low, and reasonably distribute the torque of the mechanical braking system, thereby effectively improving the energy utilization efficiency of the vehicle and prolonging the endurance mileage of the power battery on the basis of ensuring braking safety.

[0129] In some embodiments, when determining the torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the upper limit value of the torque of the mechanical braking system, the vehicle braking demand distribution method can further include S301-S303.

[0130] S301, in the case that the current SOC value is less than the preset SOC threshold value, determining the required demand energy for charging the power battery to the preset SOC threshold value.

[0131] wherein the preset SOC threshold value can be a charging upper limit threshold value set to prevent overcharging of the battery.

[0132] Optionally, the preset SOC threshold value can be set according to actual needs. For example, the preset SOC threshold value can be 90%, or 95%. The application does not make specific limitations on this.

[0133] In one possible implementation, the above execution subject can reset the preset SOC threshold value based on the navigation information of the vehicle. For example, the above execution subject can set the preset SOC threshold value to the highest allowable charging SOC value of the power battery in the case that the predicted SOC consumption value of the vehicle from the current position to the destination is greater than the current SOC value.

[0134] Specifically, the execution subject can determine the optimal driving route and the information of each road segment based on the destination and the expected arrival time input by the user. Then, the execution subject can calculate the expected driving time and the driving speed (Vmin1, Vmin2, …, Vmini, …) of each road segment based on the expected arrival time, the information of each road segment, the total driving distance, and compare the driving speed of each road segment with the limit speed, and take the minimum speed as the target driving speed of each road segment. Furthermore, the execution subject can calculate the torque value required for each road segment and the electric drive system speed based on the target driving speed of each road segment, in order to calculate the energy consumption value required for the vehicle to travel from the current position to the destination in combination with the efficiency of the electric drive system, and convert the energy consumption value into a predicted SOC consumption value. The energy consumption value satisfies the following twelfth formula: .

[0135] wherein, may be used to represent the energy consumption value, may be used to represent the length of the road segment, may be used to represent the target driving speed of the road segment, may be used to represent the electric drive system speed, may be used to represent the torque value, may be used to represent the efficiency of the electric drive system.

[0136] S302, determine a third torque corresponding to the required energy.

[0137] wherein, the third torque corresponding to the required energy refers to the total electric energy required to charge the battery from the current SOC value to the preset SOC threshold, which is converted into the instantaneous braking torque request that the electric drive braking system should provide during braking.

[0138] S303, determine a torque distribution scheme based on the third torque and the torque upper limit value.

[0139] In one possible implementation, the execution subject determines that the first torque is equal to the third torque and determines that the second torque is equal to the torque difference between the braking demand torque and the first torque when the third torque is less than or equal to the fourth torque. Alternatively, the execution subject can determine that the second torque is equal to the torque upper limit value and determine that the first torque is equal to the difference between the braking demand torque and the first torque when the third torque is greater than the fourth torque.

[0140] Alternatively, the execution subject can determine that the first torque is equal to the braking demand torque when the third torque is greater than or equal to the braking demand torque.

[0141] Based on the above technical scheme, the application can accurately calculate the required energy for charging the power battery to the preset threshold value and obtain the corresponding third torque when the current SOC value is less than the preset SOC threshold value, and then combine the mechanical braking system torque upper limit value to formulate a scheme, which can preferentially use the electric drive braking system to recover energy to supplement the battery power when the vehicle is braking and the battery power is low, and reasonably allocate the electric drive and mechanical braking torque, thereby ensuring the braking efficiency while effectively improving the energy utilization efficiency of the vehicle and prolonging the endurance mileage of the power battery.

[0142] The above mainly introduces the scheme provided by the embodiments of the application from the perspective of the method. In order to realize the above functions, the vehicle braking demand distribution device or the electronic device includes the corresponding hardware structure and / or software module for executing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the application can be realized in the form of hardware or a combination of hardware and computer software. Whether a certain function is realized in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the application.

[0143] The embodiments of the application can divide the functional modules of the vehicle braking demand distribution device or the electronic device according to the above method, for example, the vehicle braking demand distribution device or the electronic device can include each functional module corresponding to each functional division, or two or more functions can be integrated in one processing module. The integrated module can be realized in the form of hardware or software functional module. It should be noted that the division of modules in the embodiments of the application is illustrative, and is only a logical functional division. Actual implementation can have another division method.

[0144] Figure 7 is a block diagram of a vehicle braking demand distribution device according to an exemplary embodiment. Referring to Figure 7The vehicle brake demand distribution device comprises a first determination module 701, a second determination module 702, a third determination module 703 and a first control module 704; the first determination module 701 is configured to determine a brake demand torque of the vehicle in response to a brake operation of the vehicle; the second determination module 702 is configured to determine a brake risk coefficient of the vehicle based on driving road environment information and driving information of the vehicle; the third determination module 703 is configured to determine a torque distribution scheme based on the brake demand torque, a current SOC value of the power battery and a torque upper limit value of the mechanical brake system in a case where the brake risk coefficient is less than a preset risk coefficient; wherein the torque distribution scheme comprises a first torque distributed by an electric drive system of the vehicle and a second torque distributed by the mechanical brake system; and the first control module 704 is configured to control torque output of the electric drive brake system and the mechanical brake system based on the torque distribution scheme.

[0145] In a possible implementation, the third determination module 703 is specifically configured to: in a case where the current SOC value is less than a preset SOC threshold, determine a required demand energy for charging the power battery to the preset SOC threshold; determine a third torque corresponding to the demand energy; and determine the torque distribution scheme based on the third torque and the torque upper limit value.

[0146] In a possible implementation, the third determination module 703 is specifically configured to: in a case where the third torque is less than or equal to a fourth torque, determine that the first torque is equal to the third torque, and determine that the second torque is equal to a torque difference between the brake demand torque and the first torque; wherein the fourth torque is a torque difference between the brake demand torque and the torque upper limit value; and in a case where the third torque is greater than the fourth torque, determine that the second torque is equal to the torque upper limit value, and determine that the first torque is equal to a difference between the brake demand torque and the first torque.

[0147] In a possible implementation, the third determination module 703 is specifically configured to: in a case where the third torque is greater than or equal to the brake demand torque, determine that the first torque is equal to the brake demand torque.

[0148] In a possible implementation, the third determination module 703 is specifically configured to: in a case where the brake risk coefficient is less than the preset risk coefficient and the current SOC value is greater than or equal to the preset SOC threshold, determine the torque distribution scheme based on the brake demand torque and the torque upper limit value; and control torque output of the electric drive brake system and the mechanical brake system based on the torque distribution scheme.

[0149] In a possible implementation, the third determination module 703 is specifically configured to: in a case where the brake risk coefficient is greater than or equal to the preset risk coefficient, determine the torque distribution scheme based on the brake demand torque and the torque upper limit value; and control torque output of the electric drive brake system and the mechanical brake system based on the torque distribution scheme.

[0150] In a possible implementation, the third determining module 703, specifically configured to: in the case that the braking demand torque is greater than the torque upper limit value, determine that the second torque is equal to the torque upper limit value, and determine that the first torque is equal to the difference between the braking demand torque and the first torque; in the case that the braking demand torque is less than or equal to the torque upper limit value, determine that the second torque is equal to the braking demand torque.

[0151] In a possible implementation, the apparatus further includes a fourth determining unit 705 and a first processing unit 706; the third determining unit 705 is configured to determine the braking recovery energy of the electric drive braking system after the torque output of the electric drive braking system is controlled; and the first processing unit 706 is configured to supply the power battery with the braking recovery energy in the case that the demand energy is greater than or equal to the braking recovery energy.

[0152] In a possible implementation, the fourth determining unit 705 is further configured to determine the braking recovery energy of the electric drive braking system after the torque output of the electric drive braking system is controlled; and the first processing unit is further configured to supply the power battery with the first recovery energy and supply the suspension motor of the vehicle with the second recovery energy in the case that the demand energy is less than the braking recovery energy; wherein the first recovery energy is equal to the demand energy; and the second recovery energy is equal to the energy difference between the braking recovery energy and the demand energy.

[0153] In a possible implementation, the second determining unit 702 is specifically configured to determine the braking risk coefficient of the vehicle based on the vehicle speed, the brake pedal depth, the road environment information, and the relative distance between the vehicle and the target obstacle; wherein the target obstacle is the obstacle closest to the vehicle in the driving direction of the vehicle.

[0154] In a possible implementation, in the case that the predicted SOC consumption value of the vehicle from the current position to the destination is greater than the current SOC value, the preset SOC threshold value is the highest allowed charging SOC value of the power battery.

[0155] As to the apparatus in the above-mentioned embodiments, the specific manners in which various modules perform operations have been described in detail in the embodiments of the method, and will not be described herein in detail.

[0156] Figure 8 is a block diagram of an electronic device according to an example embodiment. As shown in Figure 8 The electronic device includes, but is not limited to, a processor 801 and a memory 802.

[0157] The memory 802 is configured to store executable instructions of the processor 801. It can be understood that the processor 801 is configured to execute the instructions to implement the test method in the above-mentioned embodiments.

[0158] It should be noted that those skilled in the art can understand that Figure 8 The electronic device structure shown in the above embodiments does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in the above embodiments, or combine certain components, or arrange different components. Figure 8 The electronic device structure shown in the above embodiments does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in the above embodiments, or combine certain components, or arrange different components.

[0159] The processor 801 is the control center of the electronic device, connects various parts of the entire electronic device through various interfaces and lines, executes various functions of the electronic device and processes data by running or executing software programs and / or modules stored in the memory 802 and calling data stored in the memory 802, thereby overall monitoring the electronic device. The processor 801 can include one or more processing units. Alternatively, the processor 801 can integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor can also not be integrated into the processor 801.

[0160] The memory 802 can be used to store software programs and various data. The memory 802 can mainly include a program storage area and a data storage area, wherein the program storage area can store the operating system, the application programs required by at least one function module (such as the determination unit, the processing unit, etc.), etc. In addition, the memory 802 can include a high-speed random access memory, and can also include a non-volatile memory, for example, at least one magnetic disk storage device, a flash memory device, or other volatile solid-state memory device.

[0161] In the exemplary embodiments, a computer readable storage medium including instructions is also provided, for example, the memory 802 including instructions, which can be executed by the processor 801 of the electronic device to implement the methods in the above embodiments.

[0162] In actual implementation, Figure 7 The functions in the first determination module 701, the second determination module 702, the third determination module 703, the first control module 704, the fourth determination module 705, and the first processing module 706 can be realized by Figure 8 The processor 801 in the above embodiments can call the computer program stored in the memory 802 to realize. The specific execution process can refer to the description of the method part in the above embodiments, which will not be described here.

[0163] Optionally, the computer readable storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a Read-Only Memory (ROM), a Random Access Memory (RAM), a CD-ROM, a magnetic tape, a floppy disk and an optical data storage device, etc.

[0164] In the example embodiments, the embodiments of the present application also provide a computer program product comprising one or more instructions executable by the processor 801 of the electronic device to complete the method in the above embodiments.

[0165] It should be noted that the instructions in the above computer readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device to realize each process of the above method embodiments, and can achieve the same technical effects as the above method. To avoid repetition, it will not be repeated here.

[0166] Through the description of the above embodiments, those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of each functional module is taken as an example for illustration. In actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0167] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules or units is only a logical function division. In actual implementation, another division mode can be used, for example, a plurality of units or components can be combined or integrated into another device, or some features can be omitted or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed units can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0168] The units described as separate components can or can not be physically separated, and the components displayed as units can be one physical unit or multiple physical units, that is, they can be located in one place, or they can be distributed in multiple different places. According to actual needs, part or all of the units can be selected to achieve the purpose of the present embodiment scheme.

[0169] In addition, each of the functional units in the embodiments of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware, or in the form of a software functional unit.

[0170] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on such an understanding, the technical solutions of the embodiments of the present application essentially, or the part that contributes to the prior art, or all or a part of the technical solutions can be embodied in the form of a software product. The software product is stored in a storage medium, including a number of instructions to make a device (which can be a single-chip microcomputer, a chip, etc.) or a processor (processor) execute all or part of the steps of the embodiments of the method of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk or an optical disk, and various other media that can store program codes.

[0171] The embodiments of the present application provide a computer program product containing instructions, which, when executed on a computer, cause the computer to perform the test method in the method embodiments described above.

[0172] The embodiments of the present application also provide a computer-readable storage medium, which stores instructions, and when the instructions are executed on a computer, the computer performs the test method in the method flow shown in the method embodiments described above.

[0173] The computer readable storage medium, for example, can be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a register, a hard disk, a fiber optic device, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing, or any other medium from which a computer can read instructions. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The processor and the storage medium can reside in an application-specific integrated circuit (ASIC). In an embodiment of the application, the computer readable storage medium can be any tangible medium that can contain, or store, a program for use by or in connection with an instruction execution system, apparatus, or device.

[0174] Since the test device, the computer readable storage medium, and the computer program product in the embodiments of the application can be applied to the above method, the technical effects that can be achieved thereby can be referred to the above method embodiments, which will not be described herein again.

[0175] The above merely describes the specific embodiments of the application, but the protection scope of the application is not limited thereto, and any change or replacement within the technical scope disclosed in the application should be covered within the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims.

Claims

1. A method for allocating vehicle braking demand, characterized in that, The vehicle braking demand torque distribution method includes: In response to the vehicle's braking operation, the required braking torque of the vehicle is determined; Based on the vehicle's road environment information and driving information, the braking risk coefficient of the vehicle is determined; If the braking risk coefficient is less than the preset risk coefficient, a torque distribution scheme is determined based on the braking demand torque, the current SOC value of the power battery, and the upper limit of the torque of the mechanical braking system; wherein, the torque distribution scheme includes a first torque allocated by the electric drive system of the vehicle and a second torque allocated by the mechanical braking system. Based on the torque distribution scheme, the torque output of the electric drive braking system and the mechanical braking system is controlled.

2. The vehicle braking demand allocation method according to claim 1, characterized in that, The process of determining the torque distribution scheme based on the braking demand torque, the current SOC value, and the torque upper limit value includes: If the current SOC value is less than a preset SOC threshold, determine the required energy to charge the power battery to the preset SOC threshold. Determine the third torque corresponding to the required energy; The torque distribution scheme is determined based on the third torque and the upper limit of the torque.

3. The vehicle braking demand allocation method according to claim 2, characterized in that, The step of determining the torque distribution scheme based on the third torque and the upper limit of torque includes: If the third torque is less than or equal to the fourth torque, the first torque is determined to be equal to the third torque, and the second torque is determined to be equal to the torque difference between the braking demand torque and the first torque; wherein, the fourth torque is the torque difference between the braking demand torque and the upper limit value of the torque. If the third torque is greater than the fourth torque, the second torque is determined to be equal to the upper limit of the torque, and the first torque is determined to be equal to the difference between the braking demand torque and the first torque.

4. The vehicle braking demand allocation method according to claim 2, characterized in that, The step of determining the torque distribution scheme based on the third torque and the upper limit of torque includes: If the third torque is greater than or equal to the braking demand torque, then the first torque is determined to be equal to the braking demand torque.

5. The vehicle braking demand allocation method according to claim 1, characterized in that, When the braking risk coefficient is less than a preset risk coefficient, a torque distribution scheme is determined based on the braking demand torque, the current SOC value of the power battery, and the upper limit of the torque of the mechanical braking system, including: When the braking risk coefficient is less than the preset risk coefficient and the current SOC value is greater than or equal to the preset SOC threshold, the torque distribution scheme is determined based on the braking demand torque and the torque upper limit value. Based on the torque distribution scheme, the torque output of the electric drive braking system and the mechanical braking system is controlled.

6. The vehicle braking demand allocation method according to claim 1, characterized in that, The method further includes: If the braking risk coefficient is greater than or equal to the preset risk coefficient, the torque distribution scheme is determined based on the braking demand torque and the torque upper limit value. Based on the torque distribution scheme, the torque output of the electric drive braking system and the mechanical braking system is controlled.

7. The vehicle braking demand allocation method according to claim 5 or 6, characterized in that, The process of determining the torque distribution scheme based on the braking torque demand and the upper limit of torque includes: If the braking demand torque is greater than the upper limit of torque, the second torque is determined to be equal to the upper limit of torque, and the first torque is determined to be equal to the difference between the braking demand torque and the first torque. If the required braking torque is less than or equal to the upper limit of the torque, the second torque is determined to be equal to the required braking torque.

8. The vehicle braking demand allocation method according to any one of claims 2-4, characterized in that, The method further includes: After controlling the torque output of the electric drive braking system, the regenerative braking energy of the electric drive braking system is determined; When the required energy is greater than or equal to the regenerative braking energy, the regenerative braking energy is used to power the power battery.

9. The vehicle braking demand allocation method according to any one of claims 2-4, characterized in that, The method further includes: After controlling the torque output of the electric drive braking system, the regenerative braking energy of the electric drive braking system is determined; When the required energy is less than the regenerative braking energy, the first regenerative energy is used to power the power battery, and the second regenerative energy is used to power the vehicle's suspension motor. Wherein, the first recovered energy is equal to the demanded energy; the second recovered energy is equal to the energy difference between the braking recovered energy and the demanded energy.

10. The vehicle braking demand allocation method according to claim 1, characterized in that, The determination of the vehicle's braking risk coefficient based on the vehicle's road environment information and driving information includes: Based on the vehicle's speed, brake pedal depth, road environment information, and the relative distance between the vehicle and the target obstacle, the braking risk coefficient of the vehicle is determined; wherein, the target obstacle is the obstacle closest to the vehicle in the vehicle's direction of travel.

11. The vehicle braking demand allocation method according to claim 2 or 5, characterized in that, If the predicted SOC consumption value of the vehicle traveling from its current location to its destination is greater than the current SOC value, the preset SOC threshold is the maximum allowable SOC value for charging the power battery.

12. A vehicle braking demand distribution device, characterized in that, The vehicle braking demand torque distribution device includes: a first determining module, a second determining module, a third determining module, and a first control module; The first determining module is used to determine the braking torque required by the vehicle in response to the vehicle's braking operation; The second determining module is used to determine the braking risk coefficient of the vehicle based on the road environment information and driving information of the vehicle. The third determining module is used to determine a torque distribution scheme based on the braking demand torque, the current SOC value of the power battery, and the upper limit of the torque of the mechanical braking system when the braking risk coefficient is less than the preset risk coefficient; wherein, the torque distribution scheme includes a first torque allocated by the electric drive system of the vehicle and a second torque allocated by the mechanical braking system. The first control module is used to control the torque output of the electric drive braking system and the mechanical braking system based on the torque distribution scheme.

13. A vehicle, characterized in that, The vehicle includes the vehicle braking demand distribution device as described in claim 12.

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