Vehicle brake control method, system, computer device and storage medium

Abstract

The application relates to the technical field of vehicle intelligent control, and discloses a vehicle brake control method and system, computer equipment and a storage medium, the method comprising the following steps: in response to a brake request signal, determining a target brake pressure of a target vehicle; determining a target control strategy of a brake motor based on the target brake pressure and current state data of the brake motor; and based on the target control strategy, controlling the brake motor to drive a brake piston to move, so as to realize brake control of the target vehicle. In response to the brake request signal, the target brake pressure is determined, and then a control strategy is formulated in combination with the motor state data, so that precise planning of brake action is realized. Finally, the brake motor is controlled to drive the brake piston to move, the limitation of traditional one-way pressure building is broken through, bidirectional pressure building and synchronous liquid supplementing are realized, and the problem of insufficient brake fluid during continuous braking is avoided. While ensuring cost advantages, brake stability and comfort are enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a vehicle braking control method, system, computer equipment, and storage medium. Background Technology

[0002] With the development of vehicle electrification and intelligence, intelligent driving places higher demands on the response speed, control precision, and redundancy safety of braking systems.

[0003] However, the braking systems and braking control methods in the relevant technologies still have limitations in balancing braking performance and production costs. There is a need for a vehicle braking method that can optimize the braking system while ensuring better control accuracy. Summary of the Invention

[0004] This application aims to at least partially solve one of the technical problems in related technologies. To this end, this application proposes a vehicle braking control method, system, computer device, and storage medium. The main technical solutions adopted in this application include:

[0005] In a first aspect, this application provides a vehicle braking control method applied to a vehicle braking system; the system includes a brake motor, a brake cylinder, a brake piston, a brake fluid reservoir, a first brake channel, and a second brake channel; the brake motor and the brake cylinder are connected via the brake piston, and the brake cylinder is connected to the brake fluid reservoir via an inlet; the brake cylinder is connected to the first brake channel via a first outlet and to the second brake channel via a second outlet; the first brake channel has a first valve, and the second brake channel has a second valve, and both the first and second valves are one-way valves; the method includes: in response to a braking request signal, determining a target braking pressure for a target vehicle; determining a target control strategy for the brake motor based on the target braking pressure and the current state data of the brake motor; and, based on the target control strategy, controlling the brake motor to drive the brake piston to move, thereby achieving braking control of the target vehicle.

[0006] Firstly, the coordinated operation of the brake motor, brake cylinder, bidirectional brake channel, and one-way valve provides a reliable hardware foundation for brake control. Based on this, the target braking pressure is determined in response to the braking request signal, and a control strategy is formulated by combining this with motor status data to achieve precise planning of braking actions. Finally, by controlling the brake motor to drive the brake piston, the limitation of traditional unidirectional pressure building is overcome, achieving bidirectional pressure building and synchronous fluid replenishment, thus avoiding the problem of insufficient brake fluid during continuous braking. This enhances braking stability and comfort while maintaining cost advantages.

[0007] Optionally, based on a target control strategy, controlling the brake motor to drive the brake piston to move in order to achieve braking control of the target vehicle includes: determining a target control command based on the target control strategy; wherein the target control command includes a first pressure build-up command and a second pressure build-up command; and controlling the brake motor to rotate based on the target control command to drive the brake piston to move, thereby achieving braking control of the target vehicle.

[0008] By determining target control commands based on a target control strategy, abstract control planning is transformed into concrete, executable operational commands, providing a clear basis for the precise action of the brake motor. Controlling the brake motor's rotation based on these target control commands drives the brake piston to move and build pressure, achieving effective output of braking pressure. This enables efficient and accurate control for both simple unidirectional pressure boosting and complex bidirectional pressure building, thereby improving the overall braking system's adaptability and control precision under different operating conditions.

[0009] Optionally, the brake motor is controlled to rotate based on the target control command to drive the brake piston to move, thereby achieving braking control of the target vehicle. This includes: controlling the brake motor to rotate unidirectionally based on the first pressure-building command to perform unidirectional pressure building; wherein, unidirectional pressure building refers to the process of driving the brake piston to move in a fixed direction; and controlling the brake motor to rotate bidirectionally based on the second pressure-building command to perform bidirectional pressure building; wherein, bidirectional pressure building refers to the process of driving the brake piston to reciprocate.

[0010] By executing the first pressure-building command, the motor is triggered to rotate in one direction, thus achieving the basic pressure-building process by moving the brake piston in a fixed direction. The second pressure-building command controls the motor to rotate in both directions, thereby completing the two tasks of fluid replenishment and pressure building in a single control cycle, ensuring continuous and stable output of braking pressure when stroke resources are limited.

[0011] Optionally, controlling the brake motor to perform unidirectional rotation based on the first pressure-building command to perform unidirectional pressure building includes: identifying and analyzing the first pressure-building command to determine the type of pressure-building command; if the pressure-building command type indicates that the first pressure-building command is a positive pressure-building command, then controlling the brake motor to perform a first rotation to perform positive pressure building; wherein, positive pressure building refers to the process of driving the brake piston to move in a first direction; if the pressure-building command type indicates that the first pressure-building command is a reverse pressure-building command, then controlling the brake motor to perform a second rotation to perform reverse pressure building; wherein, reverse pressure building refers to the process of driving the brake piston to move in a second direction; the first direction and the second direction are opposite in orientation.

[0012] By identifying and analyzing the first pressure build-up command, it is possible to clearly distinguish whether pressure build-up needs to be performed in a single direction, either forward or reverse. Subsequently, based on the analysis results, the motor is controlled to perform the corresponding first or second rotation to precisely drive the brake piston to move in the first or second direction, completing the pressure build-up in the specified direction, thereby improving the flexibility of the braking system.

[0013] Optionally, the system further includes a pressure acquisition device; the method further includes: acquiring the real-time braking pressure of the target vehicle using the pressure acquisition device; updating the target control command when the real-time braking pressure does not reach the target braking pressure to obtain an updated control command; and using the updated control command to perform braking control on the target vehicle again until the real-time braking pressure reaches the target braking pressure.

[0014] Real-time braking pressure is acquired through pressure acquisition equipment, accurately capturing the actual operating status of the braking system and improving the accuracy and timeliness of pressure detection. When the real-time braking pressure fails to reach the target, the target control command is updated based on the pressure difference, achieving closed-loop precise adjustment of the braking pressure. Ultimately, throughout the entire operation, the process of detection, compensation, and updating is cyclically executed to ensure that the final braking pressure accurately matches the target value, avoiding under-braking or over-braking caused by fluctuations in operating conditions, and significantly improving the reliability of braking control.

[0015] Optionally, the braking request signal includes a target deceleration signal and a pedal braking signal; in response to the braking request signal, determining the target braking pressure of the target vehicle includes: determining the target braking deceleration based on the target deceleration signal and / or the pedal braking signal; and determining the target braking pressure based on the target braking deceleration.

[0016] By receiving and parsing braking request signals from multiple sources and converting them into target braking deceleration, precise action data is provided for the specific components that perform braking, making braking control more targeted and accurate.

[0017] Optionally, determining the target control strategy for the brake motor based on the target braking pressure and the current state data of the brake motor includes: performing a matching search in a preset state dataset based on the current state data of the brake motor to determine the theoretical braking pressure of the target vehicle; wherein the preset state dataset is used to reflect the mapping relationship between the motor position and the theoretical braking pressure; and determining the target control strategy for the brake motor based on the target braking pressure and the theoretical braking pressure.

[0018] By mapping the real-time state of the motor to a quantifiable theoretical braking pressure, the system can quickly and directly assess the completion rate of the current braking state. Furthermore, by using both the theoretical pressure and the target pressure to determine the control strategy, the motor's actions become more targeted, improving the accuracy of braking pressure regulation.

[0019] Secondly, this application provides a vehicle braking control system, which includes: a braking control module and a braking execution module; the braking execution module includes a brake motor, a brake cylinder, a brake piston, a brake fluid reservoir, a first braking channel, and a second braking channel; the brake motor and the brake cylinder are connected through the brake piston, and the brake cylinder is connected to the brake fluid reservoir through an inlet; the brake cylinder is connected to the first braking channel through a first outlet and to the second braking channel through a second outlet; the first braking channel has a first valve, and the second braking channel has a second valve, and both the first valve and the second valve are one-way valves; the braking control module is used to determine the target braking pressure of the target vehicle in response to a braking request signal, and to determine the target control strategy of the brake motor based on the target braking pressure and the current state data of the brake motor; the braking execution module is used to implement braking control of the target vehicle based on the target control strategy.

[0020] Thirdly, this application also provides a computer device including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the above methods.

[0021] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of any of the methods described above.

[0022] Fifthly, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the steps of any of the above methods. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1a This is a structural diagram of a vehicle braking control system provided according to a scenario example of this application;

[0025] Figure 1b This is a flowchart of a vehicle braking control method according to an embodiment of this application;

[0026] Figure 2 Here is a flowchart of a vehicle braking control method according to yet another embodiment of this application;

[0027] Figure 3Here is a flowchart of a vehicle braking control method according to another embodiment of this application;

[0028] Figure 4 This is a structural block diagram of a vehicle braking control system according to an embodiment of this application;

[0029] Figure 5 This is an internal structural diagram of a computer device provided according to an embodiment of this application. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] Specifically, taking L3 level (which requires the braking system to still have redundant braking capability when a single component fails) intelligent driving as an example, the braking control schemes in related technologies mainly include the following: (1) Using EHB (Electro-Hydraulic Brake) and ESC (Electronic Stability Control) as two independent controllers, communicating through the CAN bus. This scheme has complete hydraulic braking redundancy capability and excellent performance, but there is an excessive backup problem of overlapping EHB and ESC functions, resulting in higher costs.

[0032] (2) An integrated solution combining IPB (Integrated Power Brake) and RBU (Redundant Brake Unit) is adopted. This solution also suffers from high system redundancy and high cost.

[0033] (3) The full-drive control scheme using EMB (Electro-Mechanical Brake) is currently the most expensive and has not yet been mass-produced, posing a significant implementation risk.

[0034] In summary, the Two-Box (Two-Box Braking System) solutions in related technologies mainly rely on EHB or IPB to achieve conventional hydraulic braking. In the event of EHB failure, ESC or RBU takes over to provide partial braking performance. Although this can meet the functional safety redundancy requirements, it still has the following shortcomings: two independent control modules lead to some valve body functions being redundant, the system is complex, and communication delays affect braking smoothness; IPB or EHB needs to be connected to the traditional brake pedal, resulting in poor layout flexibility, and the operating noise is easily transmitted into the cockpit, affecting NVH (Noise, Vibration, and Harshness) performance.

[0035] Furthermore, a simplified solution exists in related technologies, which retains only the pressure-building mechanism and its control section on the EHB basis to achieve braking backup with ESC. However, this solution currently only supports unidirectional pressure building, meaning the brake motor can only drive the brake piston to move in one direction (away from the initial position) to output brake fluid to build pressure. When the piston stroke is exhausted or the brake fluid is insufficient, the current braking process needs to be interrupted, and the system needs to rely on an external pressure source or an additional reset mechanism to replenish the brake fluid. Therefore, it is difficult to support continuous and high-frequency pressure building requirements.

[0036] For example, the proposed vehicle braking control method is described below through a scenario example of this application. Please refer to... Figure 1a The vehicle braking control method of this application can be applied to, for example... Figure 1a The vehicle braking system shown consists of a braking control module and a braking execution module.

[0037] Specifically, the braking control module may include an electronic control unit 110 and a drive control unit 120. The electronic control unit 110 can refer to a control unit that receives and processes braking request signals and generates motor control commands. For example, it can be an ECU (Electronic Control Unit) controller, including a circuit board 111 and a control housing 112, wherein the circuit board carries the core control circuitry, and the control housing provides physical protection and a mounting structure.

[0038] The drive control unit 120 can refer to a drive actuator that converts electrical control signals into mechanical motion. Exemplarily, it may include a brake motor, consisting of a motor housing 121, a rotor assembly 122, a stator 123, a worm gear 124, and a bushing 125. The stator 123 is fixedly assembled to the motor housing. The rotor assembly (bearing + rotor) 122 is connected to the worm gear 124, with a bearing mounted on one side and the other side serving as the output end. The motor housing 121 also provides physical protection and mounting structure. The rotor assembly 122 includes a bearing and a rotor, providing rotational power. The stator 123 works with the rotor to achieve electromagnetic drive. The worm gear 124 converts rotational motion into linear motion, and the bushing 125 transmits power and drives the brake piston. Furthermore, the system includes bolts for fixing the positions of the components.

[0039] The braking execution module 130 can refer to the core actuating component that converts mechanical motion into hydraulic braking pressure. Exemplarily, it may include a brake cylinder 131, a brake piston 132, and a brake fluid reservoir 133. One end of the brake piston is located inside the brake cylinder, and the other end is connected to the bushing of the drive control unit. Further, the brake cylinder 131 also has an inlet and two outlets. Figure 1a Only one inlet 135 is shown; the other outlet is located symmetrically on the other side (rear side) of the brake cylinder, allowing it to connect to the brake fluid reservoir 133 via the inlet, to the first brake channel via the first outlet, and to the second brake channel via the second outlet. Furthermore, each channel has two valves: a first valve for the first brake channel and a second valve for the second brake channel, both being one-way valves. It is understood that the brake cylinder 131 contains brake fluid and provides a pressure-building space, the brake piston 132 compresses the brake fluid to generate braking pressure, the brake fluid reservoir 133 can be a reservoir for storing brake fluid, and the one-way valves on each brake channel control the unidirectional flow of brake fluid to prevent backflow.

[0040] Specifically, after receiving a braking request signal, the electronic control unit 110 generates control commands through the control logic on its circuit board 111. Upon receiving the commands, the brake motor of the drive control unit 120 uses its stator to drive the rotor and worm gear to rotate. The rotation of the worm gear causes its bushing to reciprocate along the axial direction, thereby pushing the connected brake piston to reciprocate within the brake cylinder. During positive pressure build-up, the motor rotates forward, driving the brake piston to move in the first direction, compressing the brake fluid in the brake cylinder and outputting it through the outlet, thus establishing braking pressure. During reverse pressure build-up, the motor rotates in reverse, driving the brake piston to move in the opposite second direction. At this time, positive pressure can still be maintained or established on the pressure-building side of the brake piston, while negative pressure is formed on the other side of the piston (near the inlet side). At this time, the one-way valve at the outlet prevents brake fluid from flowing back from the brake end, and brake fluid is drawn from the brake fluid reservoir through the inlet to replenish the negative pressure area, thus achieving the process of replenishing brake fluid without interruption or continuing pressure build-up.

[0041] Understandably, when functions such as ABS (Anti-lock Braking System) or VDC (Vehicle Dynamics Control) require pressure reduction during activation, conventional solutions require opening a dedicated pressure relief valve to allow brake fluid to flow back to the brake fluid reservoir. However, the control method of this application eliminates the need for an additional pressure relief valve in the system. Specifically, when functions such as ABS or VDC are activated, the brake motor is first controlled to perform a first rotation (which can be forward rotation) to drive the brake piston to move in a first direction (which can be the direction closer to the brake cylinder), reducing the volume of one of the brake channels (which can be the first brake channel) to build up pressure. When the forward pressure build-up is exhausted (or brake fluid needs to be replenished), the brake motor can be controlled to perform a second rotation (which can be reverse rotation) to drive the brake piston to move in a second direction (which can be the direction away from the brake cylinder). During this process, the movement of the brake piston expands the volume of the first brake channel, creating negative pressure and drawing brake fluid from the brake fluid reservoir through the inlet to replenish it. The first valve, due to its one-way characteristic, prevents brake fluid backflow from the wheel end. Simultaneously, it reduces the volume of the second brake channel, continuing to push brake fluid through the second valve to the wheel brakes to maintain or build pressure. Therefore, by reversing the drive motor, brake fluid replenishment and continuous pressure regulation can be achieved simultaneously without the need for a separate pressure relief valve and backflow channel.

[0042] Furthermore, when the brake pedal is released or the deceleration requested by the Advanced Driver Assistance Systems (ADAS) decreases, the pressure can also be reduced by reversing the drive motor, making the operation simpler. This also avoids the brake fluid insufficiency problem during continuous braking in traditional unidirectional pressure-building systems, shortens braking distance, improves braking comfort, and maintains the cost advantage of Electro-Hydraulic Brake (EHB).

[0043] Based on this, according to the embodiments of this application, a vehicle braking control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0044] This embodiment provides a vehicle braking control method, applied to the aforementioned vehicle braking system; such as Figure 1b As shown, the method includes the following steps:

[0045] S110, in response to a braking request signal, determine the target braking pressure of the target vehicle.

[0046] The braking request signal can be a command signal that triggers the target vehicle to perform braking action, used to instruct the braking system that "braking is currently required" and "how much braking force is needed." For example, the braking request signal can include a target deceleration signal and a pedal braking signal. The target deceleration signal can be a signal issued by the vehicle's autonomous driving system, indicating the deceleration rate the target vehicle needs to achieve, and can be calculated and sent by the Advanced Driver Assistance Systems (ADAS) based on environmental perception and decision-making. The pedal braking signal can be a signal that reflects the intensity of the driver's pressure on the brake pedal. For example, the brake pedal can be equipped with a travel sensor or force sensor; when braking is required, the depth or force of the driver's pressure is converted into a corresponding electrical signal, which is sent to the braking system as a braking request signal.

[0047] Understandably, the braking request signal contains the expected braking effect of the target vehicle, which can be converted into a target braking pressure. This target braking pressure can refer to the absolute pressure value that the braking system ultimately needs to achieve in order to realize the expected braking effect.

[0048] Specifically, in response to a braking request signal, the target braking pressure of the target vehicle is determined. First, the target braking deceleration can be determined based on the target deceleration signal and / or the pedal braking signal. Then, the target braking pressure is determined based on the target braking deceleration.

[0049] The target braking deceleration can refer to the instantaneous or average rate of speed reduction that the target vehicle needs to achieve during braking. In other words, it is a physical quantity representing how much the target vehicle can decelerate per second.

[0050] Understandably, both drivers and ADAS systems primarily seek to reduce the speed of the target vehicle by a specific amount. However, the final actuators of the braking system (such as brake calipers) use hydraulic pressure to clamp the brake discs, thereby generating braking. Therefore, the human-vehicle interaction layer's intention—"how much speed needs to be reduced"—needs to be translated into the execution layer's specific instruction—"how much hydraulic pressure needs to be established"—in order for the actuators to act precisely.

[0051] For example, a vehicle braking system can first identify the type of braking request signal that has been triggered, and then determine the target braking deceleration accordingly.

[0052] When only the target deceleration signal is triggered, the target braking deceleration can be directly determined based on the specific data contained in the target deceleration signal. For example, during adaptive cruise control, if the vehicle in front suddenly decelerates, the ADAS system will calculate and directly issue a signal with a target deceleration value of -4 m / s² as a braking request signal. After receiving this signal, the system can directly determine this value as the target braking deceleration.

[0053] When only the pedal braking signal is triggered, data conversion is required to obtain the target braking deceleration. For example, if a driver urgently presses the brake pedal, the pedal sensor collects a signal containing "ped depth 8cm, pressing speed 0.5cm / ms" and uses it as a braking request signal. After receiving this signal, the system can query a pre-existing mapping table of pedal travel and deceleration in the braking system database (e.g., 8cm depth corresponds to a deceleration of 12km / h) to obtain the target braking deceleration.

[0054] If both are triggered simultaneously, a deceleration comparison is required to determine the target braking deceleration. For example, if the driver is applying the brakes (pedal signal corresponds to -3 m / s²), and the ADAS system detects a collision risk and issues a stronger braking request (target deceleration signal corresponds to -6 m / s²), the system will convert the two signals into candidate deceleration values ​​(i.e., -3 m / s² and -6 m / s²), and then select the one with the larger absolute value (i.e., -6 m / s²) as the final target braking deceleration to prioritize the more urgent braking demand.

[0055] Furthermore, after obtaining the target braking deceleration, the target braking pressure can be determined based on the target braking deceleration.

[0056] For example, a mapping table of braking deceleration and braking pressure can be pre-stored in the braking system database. This table is based on a series of physical parameters and calibration experiments, such as the vehicle's total mass, tire rolling radius, effective brake disc radius, and caliper piston area. Then, after obtaining the target braking deceleration, the mapping table can be queried to obtain the target braking pressure for the current braking request.

[0057] By receiving and parsing braking request signals from multiple sources and converting them into target braking deceleration, precise action data is provided for the specific components that perform braking, making braking control more targeted and accurate.

[0058] S120. Determine the target control strategy for the brake motor based on the target braking pressure and the current state data of the brake motor.

[0059] The current status data can refer to data that characterizes the real-time operating position or angle of the brake motor. That is, the signal collected in real time by the position sensor built into the brake motor can reflect how much the motor rotor has rotated relative to a certain position (such as the initial zero position).

[0060] The target control strategy can refer to a series of planned instructions that guide the movement of the brake motor, that is, a detailed action plan that controls the direction or degree of rotation of the brake motor. For example, the target control strategy may include large braking strategies such as unidirectional pressure build-up control and bidirectional pressure build-up control, and may also include auxiliary braking strategies such as pressure holding control and pressure fine-tuning control.

[0061] Among them, unidirectional pressure build-up control can refer to a control scheme in which the brake motor rotates only in one direction to drive the piston to move in one direction once. That is, the brake motor rotates only in one direction, driving the brake piston to move continuously in the same direction, squeezing the brake fluid to build up pressure.

[0062] Bidirectional pressure build-up control can be a control scheme that plans the brake motor to perform a rotation sequence in at least two opposite directions to drive the piston to reciprocate. That is, the brake motor rotates alternately in the forward and reverse directions, driving the brake piston to move back and forth, so as to complete the pressure build-up and brake fluid replenishment without interruption.

[0063] Specifically, the target control strategy can be determined as follows: First, based on the current state data of the brake motor, a matching search is performed in a preset state dataset to determine the theoretical braking pressure of the target vehicle. Then, the target control strategy of the brake motor is determined based on the target braking pressure and the theoretical braking pressure.

[0064] The preset state dataset refers to a pre-established and stored data set, specifically a collection of braking pressure data that the braking system can theoretically establish when the brake motor rotates to different angles. This dataset reflects the mapping relationship between the motor position and the theoretical braking pressure. The preset state dataset can be constructed by experimentally measuring the actual pressure at different motor rotation angles, and it has undergone multiple calculations and verifications.

[0065] The theoretical braking pressure refers to the pressure value that the system should be able to achieve under ideal conditions, which is obtained by querying the preset state dataset based on the current angle of the motor.

[0066] For example, firstly, the theoretical braking pressure (e.g., 60 bar) corresponding to the angle can be found in a preset state dataset based on the current state data of the brake motor. Then, the target braking pressure (e.g., 90 bar) is compared with the theoretical braking pressure (60 bar). If the theoretical braking pressure is less than the target braking pressure, it indicates insufficient pressure build-up, and further pressure build-up is required. In this case, the target control strategy can be determined as follows: control the brake motor to continue rotating in the current direction until the theoretical braking pressure reaches the target value. If the theoretical braking pressure is close to or equal to the target braking pressure, the target control strategy can be determined as follows: control the brake motor to stop rotating and maintain the current pressure.

[0067] It should be noted that, in addition to being obtained through experimental calibration, this preset state dataset can also be calculated based on the physical parameters of the braking system through a theoretical model. The two can be mutually verified or used in combination to improve the accuracy and applicability of the data.

[0068] Specifically, there is a clear physical mapping relationship between the current state data of the brake motor and the brake piston stroke and brake pressure.

[0069] For example, let's take the rotation angle of the brake motor as the current state data of the brake motor. First, there is a mapping relationship between the motor rotation angle and the piston stroke. That is, the rotational motion of the brake motor can be converted into the linear motion of the brake piston through a transmission mechanism (such as a worm gear and a ball screw). For example, assuming the rotation angle of the brake motor is θ and the linear stroke of the brake piston is s, the two satisfy the following relationship:

[0070]

[0071] In the formula, This refers to the pump's displacement, which is the theoretical volume of brake fluid output per revolution of the motor. The reduction ratio of the transmission mechanism (the ratio of the speed of the brake motor to the speed of the brake piston). This represents the cross-sectional area of ​​the brake piston.

[0072] This formula shows that the piston stroke *s* is linearly proportional to the motor rotation angle *θ*, and the proportionality coefficient of this relationship is determined by the pump displacement, reduction ratio, and piston area. Using this relationship, the system can convert the motor rotation angle at any given time into the corresponding absolute piston position or relative displacement in real time.

[0073] Secondly, in the initial stage of brake pressure build-up, there is also a mapping relationship between piston stroke and theoretical brake pressure. Specifically, before the brake fluid is saturated, that is, before the system reaches its maximum pressure build-up capacity, the establishment of theoretical brake pressure and piston stroke (i.e., motor rotation angle) will also show an approximately linear relationship.

[0074] For example, assuming the theoretical braking pressure is P, it satisfies the following relationship with the motor rotation angle θ:

[0075]

[0076] In the formula, This is the overall compressibility coefficient of the braking system, reflecting the influence of factors such as brake fluid compressibility, pipeline elastic deformation, and seal deformation on pressure buildup. In engineering practice, this coefficient is usually obtained through experimental calibration and can be approximated as a constant during the initial pressure buildup phase. In this example, it can be taken as 99%.

[0077] This formula shows that in the initial stage of pressure build-up, the theoretical braking pressure P will increase linearly with the motor rotation angle θ. That is, the larger the motor rotation angle, the longer the piston stroke, the more brake fluid is squeezed, and the system pressure increases linearly accordingly.

[0078] It is important to note that when the braking pressure rises to a certain level, the motor output torque and the braking load torque will reach a balance. At this point, the theoretical braking pressure will no longer increase with the increase of the motor rotation angle, and the system enters the pressure saturation region. This maximum pressure build-up capacity... It can be determined by the performance of the motor and the structure of the hydraulic system, and can be expressed as:

[0079]

[0080] In the formula, This is the maximum output torque of the brake motor; This refers to the mechanical efficiency of the transmission mechanism.

[0081] This formula shows that the maximum pressure build-up capacity is directly proportional to the motor torque and mechanical efficiency, and inversely proportional to the pump displacement. When the system pressure reaches... At that time, even if the motor continues to rotate, the pressure no longer rises significantly.

[0082] Based on the aforementioned theoretical model, the correspondence between motor rotation angle and theoretical braking pressure can be pre-generated in a preset state dataset: during the pressure rise phase, a linear model is used for calculation; after the pressure reaches its maximum build-up capacity, the pressure value remains unchanged. This method of mapping the real-time state of the motor to a quantifiable theoretical braking pressure allows the system to quickly and directly assess the completion rate of the current braking state. Furthermore, by using both theoretical and target pressures to determine the control strategy, the motor's actions become more targeted, improving the accuracy of braking pressure regulation.

[0083] Alternatively, the target control strategy of the brake motor can be determined based on the target braking pressure and the current state data of the brake motor in the following way: First, the target braking stroke is determined using the target braking pressure; then, based on the current state data of the brake motor, a matching search is performed in the first relational dataset to determine the current stroke data of the brake piston; subsequently, the available stroke data is determined based on the current stroke data; then, the available stroke data and the target braking stroke are compared to obtain the stroke comparison result; finally, the target control strategy of the brake motor is determined based on the stroke comparison result.

[0084] The target braking stroke refers to the total distance the brake piston needs to move from its current position to achieve the target braking pressure; that is, the distance the piston needs to move from its current position to establish the target pressure. Specifically, the system can pre-store a pressure-stroke mapping table to reflect the correspondence between the stroke and the pressure established, i.e., how much stroke is needed to establish how much pressure increment. First, the target braking pressure can be subtracted from the actual real-time braking pressure measured in the current system environment to determine the required pressure increment. Then, this pressure increment is used to look up the target braking stroke in the pressure-stroke mapping table.

[0085] The first relational dataset can refer to the mapping relationship between the motor position and the piston stroke. For example, it can be set that the motor can drive the piston to move a fixed distance of 10 mm in a straight line for every 360 degrees of motor rotation. For example, this dataset can be constructed by combining mechanical structural parameters such as the inner diameter of the brake cylinder, the pitch of the piston screw, and the transmission ratio, to theoretically calculate the corresponding stroke of the brake piston under different motor rotation angles, and then verifying it through actual calibration.

[0086] Specifically, the current rotation angle value can first be determined based on the current state data of the brake motor (such as rotation angle). Then, this angle value is used to perform a matching search in the first relational dataset to obtain the current stroke data of the brake piston.

[0087] After obtaining the current stroke data, it is necessary to determine the available stroke data. This available stroke data can refer to the maximum distance the brake piston can travel from its current position in the pressure-building direction until it reaches the mechanical or design limits. Specifically, it can be determined by combining the maximum stroke of the brake cylinder, the current stroke data of the brake piston, and the direction of movement of the brake piston. For example, if the target control strategy is positive pressure building, the available stroke data can be obtained by subtracting the current stroke data of the brake piston from the maximum positive stroke of the brake cylinder. If the target control strategy is reverse pressure building, the current stroke data can be used as the available stroke data.

[0088] Furthermore, the available travel data and the target braking travel can be compared to obtain the travel comparison results, and the target control strategy for the brake motor can be determined based on these results.

[0089] Among them, the stroke comparison result can refer to the judgment result of whether the available stroke is sufficient to meet the current pressure building demand, that is, the conclusion of the relationship between the available stroke data and the target braking stroke.

[0090] Specifically, if the available travel data is greater than or equal to the target braking travel, the travel comparison result indicates that the travel is sufficient; otherwise, it indicates that the travel is insufficient.

[0091] Based on this result, when the stroke is sufficient, a control method that plans for unidirectional motor rotation can be used as the target control strategy. When the stroke is insufficient, a multi-segment rotation sequence including reverse direction can be planned as the target control strategy. That is, the target braking stroke that cannot be completed in one go is decomposed into multiple consecutive piston movement stages. By combining movements in different directions, the total stroke of the final movement is made to meet the target braking stroke.

[0092] For example, it can be planned to first control the brake motor to rotate in the reverse direction, driving the brake piston to move a certain distance in the opposite direction to the current pressure build-up demand, thereby releasing and replenishing the available stroke until the updated available stroke data meets the target braking stroke requirement, and then control the brake motor to rotate in the forward direction to complete the pressure build-up. Alternatively, it can be planned to first control the brake motor to rotate in the forward direction to the current stroke limit, and then immediately perform reverse rotation, using the reverse movement process to simultaneously replenish brake fluid and complete the pressure build-up for the remaining stroke.

[0093] The following example illustrates this concept. Assume that every 360 degrees of motor rotation corresponds to a 10mm piston movement, and the target braking pressure is 80 bar. First, the required pressure increment (20 bar) is calculated based on the current real-time braking pressure (60 bar). Then, using the pressure increment to look up the pressure-stroke mapping table, the target braking stroke corresponding to 20 bar is found to be 25mm. Next, the current status data of the brake motor is read, revealing a current rotation angle of 180 degrees (0.5 revolutions). Searching the first relational dataset, the current stroke of the brake piston is determined to be 5mm. Then, based on the structural parameters of the brake cylinder, the maximum forward stroke of the brake cylinder is found to be 30mm. Therefore, the available stroke data = 30mm - 5mm = 25mm. Comparing the available stroke data (25mm) with the target braking stroke (25mm), the stroke comparison result shows sufficient stroke (available stroke = target braking stroke). Therefore, the target control strategy is determined to be unidirectional pressure-building control, controlling the brake motor to continue rotating forward 720 degrees (2 revolutions), driving the piston to move another 20mm, bringing the cumulative stroke to 25mm to meet the target braking pressure requirement.

[0094] By translating target pressure requirements into specific stroke requirements, precise identification of braking needs is achieved. Then, based on stroke comparison results, different pressure-building control modes (unidirectional or reciprocating) are intelligently selected to ensure that a feasible and efficient motor action sequence can be planned under any operating condition, thereby improving the continuity and stability of braking control.

[0095] S130. Based on the target control strategy, control the brake motor to drive the brake piston to move, so as to achieve braking control of the target vehicle.

[0096] Specifically, after obtaining the target control strategy, it can be further decomposed into specific brake motor control commands and sent to the drive circuit to control the brake motor to drive the brake piston to move, thereby achieving braking control of the target vehicle.

[0097] For example, if the target control strategy is unidirectional pressure build-up control (e.g., forward rotation, 15 mm stroke), the brake motor can be controlled to perform unidirectional rotation, driving the worm and bushing, thereby pushing the brake piston to move 15 mm in the first direction (e.g., towards the brake cylinder). The movement of the brake piston compresses one side chamber of the brake cylinder, and the brake fluid opens the first valve through the first outlet, flows through the first brake passage to the brake of the corresponding wheel, builds up the required pressure, and achieves braking of the target vehicle.

[0098] If the target control strategy is bidirectional pressure-building control (e.g., rotating 15 mm forward first, then 3 mm backward), after controlling the brake motor to perform unidirectional rotation and consume the brake fluid in one chamber of the brake cylinder, the brake motor can then be controlled to perform reverse rotation, driving the brake piston to move 3 mm in a second direction (e.g., away from the brake cylinder). During this process, the piston moves to the right, causing the chamber volume corresponding to the first brake channel to expand, creating a negative pressure. This negative pressure draws fresh brake fluid from the brake fluid reservoir through the inlet to replenish that chamber. The first valve, due to its unidirectional characteristic (allowing fluid only to flow out, not in), prevents brake fluid backflow from the brake end, ensuring that the replenishment source is solely the brake fluid reservoir.

[0099] At the same time, due to the reverse movement of the piston, the space of the other side of the brake cylinder is compressed. The brake fluid opens the second valve through the second outlet on the other side of the brake cylinder and flows to the brake of the corresponding wheel through the second brake channel to build up the required pressure and achieve braking of the target vehicle.

[0100] Understandably, the core advantage of the above process lies in the fact that, during continuous braking, it eliminates the need for a separate pressure relief valve and complex return piping, as is the case with traditional systems. By directly controlling the drive motor to reverse, fluid can be replenished in the currently compressed chamber while pressure is built up in the other chamber, achieving simultaneous and efficient brake fluid replenishment and pressure regulation, thus simplifying the system structure.

[0101] In the above implementation, a reliable hardware foundation for braking control is first provided through the cooperation of the brake motor, brake cylinder, bidirectional braking channel, and one-way valve. Based on this, the target braking pressure is determined in response to the braking request signal, and a control strategy is formulated by combining motor status data to achieve precise planning of braking actions. Finally, by controlling the brake motor to drive the brake piston, the limitation of traditional unidirectional pressure building is overcome, achieving bidirectional pressure building and synchronous fluid replenishment, avoiding the problem of insufficient brake fluid during continuous braking. This enhances braking stability and comfort while maintaining cost advantages.

[0102] In some implementations, based on a target control strategy, the brake motor is controlled to drive the brake piston to move, thereby achieving braking control of the target vehicle. Please refer to the appendix. Figure 2 ,include:

[0103] S210. Determine the target control command based on the target control strategy.

[0104] Among them, the target control command can be a low-level command used to directly drive the brake motor to perform specific actions, that is, an executable signal generated by the target control strategy, which contains detailed parameters such as the rotation direction, angle or target position of the brake motor.

[0105] Specifically, the target control command may include a first pressure-building command and a second pressure-building command. The first pressure-building command may be a specific command for implementing a unidirectional pressure-building control strategy, that is, controlling the brake motor to rotate unidirectionally to drive the brake piston to move in a fixed direction to complete pressure building. The second pressure-building command may be a specific command for implementing a bidirectional pressure-building control strategy, that is, controlling the brake motor to execute a rotation sequence including reverse directions to drive the brake piston to reciprocate to complete pressure building.

[0106] For example, the target control command can first be determined based on the target strategy and a preset command generation rule. This preset command generation rule can be a standard control command format that specifies how to encapsulate core parameters such as pressure build-up type (one-way / two-way), target stroke, and direction of movement.

[0107] S220: Based on the target control command, the brake motor is controlled to rotate, thereby driving the brake piston to move and achieving braking control of the target vehicle.

[0108] Specifically, braking control of the target vehicle can be achieved in the following ways: controlling the brake motor to rotate in one direction based on the first pressure build-up command to perform unidirectional pressure build-up; or controlling the brake motor to rotate in both directions based on the second pressure build-up command to perform bidirectional pressure build-up; wherein, bidirectional pressure build-up refers to the process of driving the brake piston to move back and forth.

[0109] Among them, unidirectional pressure building refers to the process of driving the brake piston to move in a fixed direction. That is, in a complete pressure building action, the brake piston only moves in a linear direction (first direction or second direction) to output brake fluid and build pressure by compressing the volume of the corresponding chamber in the brake cylinder.

[0110] Specifically, the brake motor is controlled to rotate unidirectionally based on the first pressure build-up command in order to build up pressure in one direction. First, the first pressure build-up command can be identified and analyzed to determine the type of pressure build-up command.

[0111] The pressure build-up command type can refer to a type identifier used to distinguish the rotation direction of the brake motor corresponding to the command, indicating whether the first pressure build-up command requires the motor to rotate forward or backward. For example, the first pressure build-up command may include a direction identifier field (such as "forward" or "reverse") or a code (such as "01" for forward and "02" for reverse). By reading the fields or codes in the first pressure build-up command, the pressure build-up command type can be identified. That is, if the field is "forward" or the code is "01", the pressure build-up command type is determined to be a forward pressure build-up command. If the field is "reverse" or the code is "02", the pressure build-up command type is determined to be a reverse pressure build-up command.

[0112] Furthermore, if the pressure build-up command type indicates that the first pressure build-up command is a positive pressure build-up command, then the brake motor is controlled to perform a first rotation to perform positive pressure build-up.

[0113] Here, a positive pressure-building command can refer to a pressure-building command that explicitly indicates the direction of the pressure-building action as positive. Positive pressure-building refers to the process of driving the brake piston to move in a first direction. For example, this first direction can refer to the direction in which the volume of the chamber connected to the first fluid outlet within the brake cylinder decreases and the pressure in the first pressure-building channel increases as the piston moves closer to the brake cylinder.

[0114] For example, upon recognizing a positive pressure build-up command, a signal can be sent to the drive circuit of the brake motor according to the rotation angle specified in the command, controlling the brake motor to rotate in a certain direction, such as clockwise by a corresponding angle. The rotation of the brake motor is converted into linear motion through a transmission mechanism (such as a worm gear or bushing), pushing the brake piston to move in the first direction. The piston movement compresses the corresponding chamber on one side of the brake cylinder, increasing the brake fluid pressure. After opening the first valve, the brake fluid flows through the first brake passage to the wheel brake, thereby achieving positive pressure build-up.

[0115] If the pressure build-up command type indicates that the first pressure build-up command is a reverse pressure build-up command, then control the brake motor to perform a second rotation to perform reverse pressure build-up.

[0116] The reverse pressure-building command can refer to a pressure-building command that explicitly indicates the direction of the pressure-building action is reversed. Reverse pressure-building refers to the process of driving the brake piston to move in a second direction, where the first direction and the second direction are opposite. For example, this second direction can refer to the direction in which the volume of the chamber connected to the second fluid outlet within the brake cylinder decreases and the pressure in the second pressure-building channel increases as the piston moves away from the brake cylinder.

[0117] For example, upon recognizing a reverse pressure build-up command, the brake motor can be controlled to rotate counterclockwise by a corresponding angle in the direction opposite to the forward pressure build-up, based on the command parameters. The rotation of the brake motor drives the brake piston to move in the second direction, compressing the corresponding chamber in the brake cylinder, causing the brake fluid pressure on that side to increase. After opening the second valve, the fluid flows through the second brake passage to the brake of the other wheel, thereby achieving reverse pressure build-up.

[0118] By identifying and analyzing the first pressure build-up command, it is possible to clearly distinguish whether pressure build-up needs to be performed in a single direction, either forward or reverse. Subsequently, based on the analysis results, the motor is controlled to perform the corresponding first or second rotation to precisely drive the brake piston to move in the first or second direction, completing the pressure build-up in the specified direction, thereby improving the flexibility of the braking system.

[0119] Furthermore, the brake motor can be controlled to rotate bidirectionally based on the second pressure-building command to perform bidirectional pressure building.

[0120] Among them, bidirectional pressure building can refer to the process of driving the brake piston to reciprocate. That is, in a compound pressure building action, the brake piston first moves in one direction to perform a part of the pressure building operation, and then moves in the opposite direction to perform the remaining pressure building operation.

[0121] For example, the second pressure-building command is first analyzed. Since the brake cylinder stroke has reached its limit or the brake fluid is insufficient, the second pressure-building command may contain a two-step action sequence, such as first performing forward pressure building and then performing reverse pressure building. Therefore, according to the first action sub-command in the command, the brake motor can be controlled to perform a first rotation (e.g., clockwise rotation), driving the brake piston to move a specified distance in the first direction. During this process, the brake piston moves and compresses the chamber connected to the first outlet, increasing the brake fluid pressure in the chamber and opening the first valve, thereby outputting brake fluid to the corresponding wheel brake through the first brake channel, completing the unidirectional pressure building on the first side.

[0122] Subsequently, immediately according to the second action sub-instruction in the command, the brake motor is controlled to perform a second rotation opposite to the first rotation direction (e.g., counterclockwise rotation), driving the brake piston to move another specified distance in the second direction. During this reverse movement, the piston movement simultaneously triggers two effects: On the one hand, the piston's movement in the second direction causes the previously compressed chamber connected to the first outlet to expand, creating a negative pressure inside. This negative pressure draws fresh brake fluid from the brake fluid reservoir through the inlet, replenishing the brake fluid in that chamber. On the other hand, the piston's movement in the second direction compresses another chamber in the brake cylinder connected to the second outlet, reducing its volume and increasing its pressure. This pushes the brake fluid on that side to open the second valve and output brake fluid to the brake of the other wheel through the second brake channel, establishing the required braking pressure.

[0123] Thus, by executing the bidirectional rotation sequence planned by the second pressure-building command, the system drives the brake piston to complete one reciprocating movement within one continuous control cycle, thereby coordinating the replenishment of brake fluid to one brake channel and the establishment of continuous pressure to the other brake channel.

[0124] By executing the first pressure-building command, the motor is triggered to rotate in one direction, thus achieving the basic pressure-building process by moving the brake piston in a fixed direction. The second pressure-building command controls the motor to rotate in both directions, thereby completing the two tasks of fluid replenishment and pressure building in a single control cycle, ensuring continuous and stable output of braking pressure when stroke resources are limited.

[0125] In the above implementation, by determining the target control command based on the target control strategy, the abstract control plan is transformed into specific executable operation commands, providing a clear basis for the precise action of the brake motor. Controlling the brake motor's rotation based on the target control command drives the brake piston to move and build pressure, achieving effective output of braking pressure. This ensures efficient and accurate control for both simple unidirectional pressure boosting and complex bidirectional pressure building, thereby improving the overall braking system's adaptability and control precision under different operating conditions.

[0126] In some implementations, the system also includes a pressure acquisition device; after completing braking control of the target vehicle, please refer to the appendix. Figure 3 The method also includes:

[0127] S310. Obtain the real-time braking pressure of the target vehicle using pressure acquisition equipment.

[0128] The pressure acquisition device refers to a sensing device used to detect the actual pressure of brake fluid in the braking system in real time. Specifically, this pressure acquisition device can be mounted at the brake master cylinder outlet or on the brake line to directly monitor the brake fluid pressure flowing to the brake. Real-time brake pressure refers to the actual brake pressure value output by the braking system at the current moment.

[0129] It should be noted that real-time braking pressure is a true feedback of the actual operating state of the braking system, while the theoretical braking pressure mentioned earlier is an estimate derived from the motor position and a preset dataset. Ideally, the theoretical braking pressure and the real-time braking pressure should be basically consistent. However, in actual operating conditions, if there is a minor leak in the system or changes in the brake fluid temperature alter its characteristics, the real-time braking pressure may be slightly lower than the theoretical estimate. In this case, closed-loop control needs to be performed based on the real-time measurement value to calibrate the control accuracy.

[0130] For example, taking a pressure sensor as a pressure acquisition device, it continuously monitors the pressure in the brake line and converts it into an analog or digital electrical signal for the system to receive and read, thereby obtaining the real-time braking pressure value of the target vehicle at the current moment.

[0131] S320. If the real-time braking pressure does not reach the target braking pressure, update the target control command to obtain the updated control command.

[0132] Specifically, the system first calculates the pressure difference between the real-time braking pressure and the target braking pressure. Then, based on this pressure difference and a preset pressure-stroke mapping table, it identifies the additional braking stroke that needs to be supplemented. Next, according to the supplemented stroke and the current movement state of the brake piston, parameters such as the rotation direction or angle of the original target control command are adjusted to obtain the updated control command. This updated control command can be a new or modified control command added to the original control command to compensate for the pressure gap, capable of driving the brake motor to perform supplementary actions.

[0133] For example, assuming the target braking pressure is 90 bar, the initial braking control command is "motor rotates 720 degrees forward (corresponding to a 20 mm stroke)". However, after the initial braking control, the real-time braking pressure obtained by the pressure acquisition device is 70 bar, which does not reach the target value. First, the pressure difference can be calculated, resulting in (90 bar - 70 bar = 20 bar). Then, a lookup is performed in the mapping table to obtain the supplementary braking stroke (e.g., 10 mm). Next, the current state data of the brake motor is obtained and analyzed to determine that the brake piston is currently at the 20 mm forward stroke position, and the available forward stroke is still sufficient, so there is no need to switch directions. Finally, by combining all the above data, an updated control command is generated, such as "motor rotates 360 degrees forward (corresponding to a 10 mm stroke)".

[0134] S330: Use the updated control command to apply braking control to the target vehicle again until the real-time braking pressure reaches the target braking pressure.

[0135] For example, this updated control command (such as the motor rotating 360 degrees forward) will be sent to the brake motor in real time so that it responds to the command to perform the rotation operation, thereby driving the brake piston to move forward by 10 mm through the transmission components, further squeezing the brake fluid.

[0136] After completing this braking control, the pressure acquisition device will monitor the braking pressure in real time. If the real-time braking pressure detected again reaches 90 bar (target value), the braking control will stop. If it still does not reach (e.g., 88 bar), the above process will be repeated: recalculate the pressure difference (2 bar), determine the supplementary stroke (1 mm), update the control command (e.g., rotate the motor 36 degrees forward) and execute it until the real-time braking pressure reaches 90 bar.

[0137] It should be noted that the aforementioned closed-loop control process based on real-time pressure feedback can be flexibly embedded into the entire braking control process. It is not only applicable after a single braking control operation is completed, but can also be used for interrupted or periodic pressure fine-tuning during continuous pressure build-up (such as when executing a pressure build-up command with a long stroke), thereby achieving dynamic and precise control of the entire pressure build-up process and ensuring the accuracy of the final pressure output.

[0138] In the above implementation, real-time braking pressure is acquired through a pressure acquisition device, accurately capturing the actual operating state of the braking system and improving the accuracy and timeliness of pressure detection. When the real-time braking pressure fails to reach the target, the target control command is updated based on the pressure difference, achieving closed-loop precise adjustment of the braking pressure. Ultimately, throughout the entire operation, the process of detection, compensation, and updating is cyclically executed to ensure that the final braking pressure accurately matches the target value, avoiding under-braking or over-braking caused by fluctuations in operating conditions, and significantly improving the reliability of braking control.

[0139] It should be understood that although the steps in the flowchart above are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart above may include multiple steps or stages, which are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps.

[0140] This specification also provides a vehicle braking control system 400, such as... Figure 4 As shown, the system includes a braking control module 410 and a braking execution module 420.

[0141] The braking execution module 420 includes a brake motor, a brake cylinder, a brake piston, a brake fluid reservoir, a first braking channel, and a second braking channel. The brake motor and the brake cylinder are connected through the brake piston, and the brake cylinder is connected to the brake fluid reservoir through an inlet. The brake cylinder is connected to the first braking channel through a first outlet and to the second braking channel through a second outlet. The first braking channel has a first valve, and the second braking channel has a second valve, both of which are one-way valves.

[0142] The system includes a brake motor to provide rotational power, a brake cylinder to hold brake fluid and provide pressure build-up space, and a brake piston to reciprocate within the brake cylinder to change the chamber volume. The brake fluid reservoir stores spare brake fluid, and the first and second brake channels deliver brake fluid to the brakes of different wheels. The first and second valves ensure unidirectional flow of brake fluid within their respective channels.

[0143] The braking control module 410 is used to respond to a braking request signal, determine the target braking pressure of the target vehicle, and determine the target control strategy of the braking motor based on the target braking pressure and the current state data of the braking motor.

[0144] Specifically, the braking control module 410 can receive braking request signals from the driver's pedal or the Advanced Driver Assistance System (ADAS) and convert them into specific target braking pressure values. Simultaneously, it acquires the real-time rotation angle of the brake motor as current state data; by comprehensively comparing the target pressure with the system state estimated based on the motor state, it determines a target control strategy that adapts to the current needs and resource conditions.

[0145] The braking execution module 420 is used to implement braking control of the target vehicle based on the target control strategy.

[0146] Specifically, the braking execution module 420 can receive the target control strategy issued by the braking control module 410 and parse it into specific motor drive commands. It then controls the brake motor to rotate in the corresponding direction and angle according to the commands, driving the brake piston to perform specified unidirectional or reciprocating movements within the brake cylinder via a transmission mechanism (such as a worm gear and bushing). The piston's movement compresses the brake fluid and outputs pressure through a dual brake channel controlled by a one-way valve, thereby achieving braking control of each wheel of the target vehicle.

[0147] For specific limitations regarding a vehicle braking control system, please refer to the limitations regarding a vehicle braking control method described above, which will not be repeated here. Each module in the aforementioned vehicle braking control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0148] In this embodiment, a vehicle braking control system is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above-mentioned functions.

[0149] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, such as... Figure 5 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processor can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations. Figure 5 Take a processor 10 as an example.

[0150] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0151] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0152] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0153] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0154] The computer device also includes an input device 30 and an output device 40. The processor 10, memory 20, input device 30, and output device 40 can be connected via a bus or other means. Figure 5 Taking the example of a connection between China and Israel via a bus.

[0155] Input device 30 can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the computer device, such as a touchscreen, keypad, mouse, trackpad, touchpad, joystick, one or more mouse buttons, trackball, joystick, etc. Output device 40 may include display devices, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some alternative embodiments, the display device may be a touchscreen.

[0156] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0157] This application provides a computer program product including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the method of any embodiment of this application.

[0158] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

[0159] The systems, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0160] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0161] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0162] This application is described with reference to flowchart illustrations and / or block diagrams of methods, systems, apparatuses, and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more flowchart illustrations and / or one or more block diagrams.

[0163] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0164] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0165] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0166] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0167] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0168] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle braking control method, characterized in that, An application to a vehicle braking system; the system includes a brake motor, a brake cylinder, a brake piston, a brake fluid reservoir, a first brake channel, and a second brake channel; the brake motor and the brake cylinder are connected via the brake piston, and the brake cylinder is connected to the brake fluid reservoir via an inlet; the brake cylinder is connected to the first brake channel via a first outlet and to the second brake channel via a second outlet; the first brake channel has a first valve, and the second brake channel has a second valve, and both the first valve and the second valve are one-way valves; the method includes: In response to a braking request signal, determine the target braking pressure of the target vehicle; Determine the target braking stroke using the target braking pressure; The corresponding current rotation angle value is determined based on the current state data of the brake motor; wherein, the current state data refers to data characterizing the real-time operating position or angle of the brake motor; The current rotation angle value is used to perform a matching search in the first relational dataset to determine the current stroke data of the brake piston; Determine available itinerary data based on current itinerary data; Based on the comparison between the available travel data and the target braking travel, if the available travel data is greater than or equal to the target braking travel, a control method for planning the motor to rotate in one direction is adopted as the target control strategy; if the available travel data is less than the target braking travel, a multi-stage rotation of the motor including reversal of direction is adopted as the target control strategy. Based on the target control strategy, the brake motor is controlled to drive the brake piston to move, so as to achieve braking control of the target vehicle.

2. The method according to claim 1, characterized in that, The step of controlling the brake motor to drive the brake piston to move based on the target control strategy to achieve braking control of the target vehicle includes: The target control command is determined based on the target control strategy; wherein the target control command includes a first pressure building command and a second pressure building command. The target control command controls the brake motor to rotate, thereby moving the brake piston and achieving braking control of the target vehicle.

3. The method according to claim 2, characterized in that, The step of controlling the brake motor to rotate based on the target control command, thereby moving the brake piston and achieving braking control of the target vehicle, includes: Based on the first pressure build-up command, the brake motor is controlled to perform unidirectional rotation to build up pressure in one direction; wherein, the unidirectional pressure build-up refers to the process of driving the brake piston to move in a fixed direction; Based on the second pressure-building command, the brake motor is controlled to perform bidirectional rotation to build up pressure in both directions; wherein, the bidirectional pressure building refers to the process of driving the brake piston to reciprocate.

4. The method according to claim 3, characterized in that, The step of controlling the brake motor to perform unidirectional rotation based on the first pressure-building command to perform unidirectional pressure building includes: The first pressure build-up command is identified and analyzed to determine the type of pressure build-up command. If the pressure build-up command type indicates that the first pressure build-up command is a positive pressure build-up command, then the brake motor is controlled to perform a first rotation to perform positive pressure build-up; wherein, positive pressure build-up refers to the process of driving the brake piston to move in a first direction; If the pressure build-up command type indicates that the first pressure build-up command is a reverse pressure build-up command, then the brake motor is controlled to perform a second rotation to perform reverse pressure build-up; wherein, the reverse pressure build-up refers to the process of driving the brake piston to move in a second direction; the first direction and the second direction are opposite in orientation.

5. The method according to claim 2, characterized in that, The system also includes a pressure acquisition device; the method further includes: The real-time braking pressure of the target vehicle is obtained using the pressure acquisition device. If the real-time braking pressure does not reach the target braking pressure, the target control command is updated to obtain an updated control command. The updated control command is used to apply braking control to the target vehicle again until the real-time braking pressure reaches the target braking pressure.

6. The method according to claim 1, characterized in that, The braking request signal includes a target deceleration signal and a pedal braking signal; determining the target braking pressure of the target vehicle in response to the braking request signal includes: The target braking deceleration is determined based on the target deceleration signal and / or the pedal braking signal; The target braking pressure is determined based on the target braking deceleration.

7. The method according to claim 1, characterized in that, The step of determining the target control strategy for the brake motor based on the target braking pressure and the current state data of the brake motor includes: Based on the current state data of the brake motor, a matching search is performed in a preset state dataset to determine the theoretical braking pressure of the target vehicle; wherein, the preset state dataset is used to reflect the mapping relationship between the motor position and the theoretical braking pressure. The target control strategy for the brake motor is determined based on the target braking pressure and the theoretical braking pressure.

8. A vehicle braking control system, characterized in that, The system includes a braking control module and a braking execution module; the braking execution module includes a brake motor, a brake cylinder, a brake piston, a brake fluid reservoir, a first braking channel, and a second braking channel; the brake motor and the brake cylinder are connected via the brake piston, and the brake cylinder is connected to the brake fluid reservoir via an inlet; the brake cylinder is connected to the first braking channel via a first outlet and to the second braking channel via a second outlet; the first braking channel has a first valve, and the second braking channel has a second valve, and both the first valve and the second valve are one-way valves; The braking control module is used to respond to a braking request signal, determine the target braking pressure of the target vehicle, and use the target braking pressure to determine the target braking stroke. The corresponding current rotation angle value is determined based on the current state data of the brake motor; wherein, the current state data refers to data characterizing the real-time operating position or angle of the brake motor; The current rotation angle value is used to perform a matching search in the first relational dataset to determine the current stroke data of the brake piston; Determine available itinerary data based on current itinerary data; Based on the comparison between the available travel data and the target braking travel, if the available travel data is greater than or equal to the target braking travel, a control method for planning the motor to rotate in one direction is adopted as the target control strategy; if the available travel data is less than the target braking travel, a multi-stage rotation of the motor including reversal of direction is adopted as the target control strategy. The braking execution module is used to implement braking control of the target vehicle based on the target control strategy.

9. A computer device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method of any one of claims 1 to 7.

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