Vehicle creep brake noise suppression method, device, electronic equipment and program product

Abstract

The application discloses a vehicle creeping brake noise suppression method and device, electronic equipment and program product. The method comprises the following steps: acquiring the driving mode and the creeping working condition parameters of the vehicle; initializing the creeping control core parameters according to the driving mode, and determining the corresponding noise suppression priority weight and power response priority weight; determining the creeping torque adjustment strategy according to the creeping working condition parameters and the creeping control core parameters, determining the creeping torque adjustment rate according to the noise suppression priority weight and the power response priority weight, and then adjusting the creeping motor output torque according to the creeping torque adjustment strategy and the creeping torque adjustment rate; determining the brake pressure adjustment strategy and the brake pressure adjustment rate according to the creeping torque adjustment strategy and the creeping torque adjustment rate, and performing brake pressure cooperative optimization according to the brake pressure adjustment strategy and the brake pressure adjustment rate. The application improves the NVH performance and driving comfort of the vehicle, and can be applied to the field of vehicle control technology.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, device, electronic device, and program product for suppressing vehicle creep braking noise. Background Technology

[0002] While crawl control can improve driving convenience, the slight contact and friction between the brake calipers and brake discs during crawling can generate high-frequency noise, affecting ride comfort and overall vehicle NVH performance. Existing noise control technologies have the following drawbacks: 1) Single control logic: It does not take into account the differences in vehicle driving modes (Economy mode focuses on energy saving, Sport mode focuses on response) and adopts a uniform creep torque and braking pressure control strategy, which cannot take into account noise suppression and driving experience in different scenarios. 2) Poor noise suppression: Noise reduction is achieved only through passive means such as optimizing the brake caliper structure and replacing friction materials, without dynamically adjusting torque and braking parameters at the control level, making it difficult to adapt to the "frequent small-amplitude braking" conditions during creep. 3) Insufficient coordination between torque and braking: The torque output of the creep motor is disconnected from the braking pressure control, which can easily lead to "excessive torque causing increased braking load" or "uneven braking pressure causing friction noise", resulting in unstable noise suppression effect; 4) Adaptability limitations: The differences in users' tolerance for power response and noise under different driving modes were not taken into account (e.g., users in Sport mode can accept slight noise but need a quick response, while users in Eco mode prioritize low noise), resulting in a poor user experience.

[0003] Therefore, there is an urgent need for a control scheme that combines differentiated driving mode design with dynamic coordination of creep torque and braking parameters to achieve noise suppression. Summary of the Invention

[0004] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0005] Therefore, one objective of this invention is to provide a method for suppressing vehicle creep braking noise. This method determines the core parameters of creep control, as well as the priority weights of noise suppression and power response, based on the vehicle's driving mode. It then determines the corresponding creep torque adjustment strategy and creep torque adjustment rate, and performs brake pressure co-optimization. This method can dynamically optimize the contact state between the caliper and the brake disc, effectively reducing creep braking noise while meeting the performance requirements of different driving modes, thereby improving the vehicle's NVH performance and ride comfort.

[0006] Another objective of this invention is to provide a vehicle creep braking noise suppression device.

[0007] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include: On one hand, embodiments of the present invention provide a method for suppressing vehicle creep braking noise, comprising the following steps: Obtain the vehicle's driving mode and crawling parameters; Initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight; The creeping torque adjustment strategy is determined based on the creeping operating condition parameters and the creeping control core parameters. The creeping torque adjustment rate is determined based on the noise suppression priority weight and the power response priority weight. Then, the output torque of the creeping motor is adjusted based on the creeping torque adjustment strategy and the creeping torque adjustment rate. The braking pressure adjustment strategy and braking pressure adjustment rate are determined based on the creep torque adjustment strategy and the creep torque adjustment rate, and the braking pressure is co-optimized based on the braking pressure adjustment strategy and the braking pressure adjustment rate.

[0008] Furthermore, in one embodiment of the present invention, the driving mode is one of economy mode, sport mode, standard mode and low speed mode, and the creeping operating parameters include real-time braking pressure and real-time creeping motor output torque.

[0009] Furthermore, in one embodiment of the present invention, the step of initializing the creep control core parameters according to the driving mode and determining the corresponding noise suppression priority and power response priority specifically includes: Based on the driving mode, a preset crawl control parameter library is matched to obtain the core parameters of crawl control, as well as the noise suppression priority and the power response priority; The core parameters for creep control include creep base torque and braking pressure threshold range.

[0010] Furthermore, in one embodiment of the present invention, the step of determining the creep torque adjustment strategy based on the creep operating condition parameters and the creep control core parameters specifically includes: The real-time braking pressure of the vehicle is determined based on the creep condition parameters, and the corresponding upper limit and lower limit of braking pressure are determined based on the braking pressure threshold range. When the real-time braking pressure is greater than the upper limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually reduce the output torque of the creep motor to the creep base torque. When the real-time braking pressure is less than the lower limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually increase the output torque of the creep motor to the creep base torque.

[0011] Furthermore, in one embodiment of the present invention, determining the creep torque adjustment rate based on the noise suppression priority weight and the dynamic response priority weight specifically includes: Obtain the maximum torque change rate under the dynamic response priority scenario and the minimum torque change rate under the noise suppression priority scenario; The base adjustment rate is determined based on the maximum torque change rate, the minimum torque change rate, and the dynamic response priority weight. Obtain the current creep braking noise of the vehicle and the preset creep braking noise threshold; The noise compensation coefficient is determined based on the current creep braking noise, the creep braking noise threshold, and the noise suppression priority weight. The creep torque adjustment rate is determined based on the basic adjustment rate and the noise compensation coefficient.

[0012] Furthermore, in one embodiment of the present invention, determining the braking pressure adjustment strategy and the braking pressure adjustment rate based on the creep torque adjustment strategy and the creep torque adjustment rate specifically includes: When the creep torque adjustment strategy is to gradually reduce the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is determined to be to gradually reduce the braking pressure until it falls into the braking pressure threshold range. When the creep torque adjustment strategy is to gradually increase the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is determined to be to gradually increase the braking pressure until it falls into the braking pressure threshold range. Obtain a preset creep torque-brake pressure conversion coefficient, and determine the brake pressure adjustment rate based on the creep torque adjustment rate and the creep torque-brake pressure conversion coefficient.

[0013] Furthermore, in one embodiment of the present invention, the vehicle creep braking noise suppression method further includes the following steps: When the vehicle switches driving modes, the target creep base torque and target braking pressure threshold range are determined according to the switched driving mode. The real-time creep motor output torque of the vehicle is smoothly adjusted to the target creep base torque according to the preset target creep torque adjustment rate, and the real-time braking force of the vehicle is controlled to synchronously and linearly transition to fall into the target braking pressure threshold range.

[0014] On the other hand, embodiments of the present invention provide a vehicle creep braking noise suppression device, comprising: The parameter acquisition module is used to acquire the vehicle's driving mode and crawling condition parameters; The control parameter initialization module is used to initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight. The creep torque adjustment module is used to determine the creep torque adjustment strategy based on the creep working condition parameters and the creep control core parameters, determine the creep torque adjustment rate based on the noise suppression priority weight and the power response priority weight, and then adjust the output torque of the creep motor based on the creep torque adjustment strategy and the creep torque adjustment rate. The brake pressure adjustment module is used to determine the brake pressure adjustment strategy and the brake pressure adjustment rate based on the creep torque adjustment strategy and the creep torque adjustment rate, and to perform brake pressure co-optimization based on the brake pressure adjustment strategy and the brake pressure adjustment rate.

[0015] On the other hand, embodiments of the present invention provide an electronic device, including: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-described method for suppressing vehicle creep braking noise.

[0016] On the other hand, embodiments of the present invention also provide a computer-readable storage medium storing a processor-executable computer program that, when executed by a processor, implements the above-described method for suppressing vehicle creep braking noise.

[0017] On the other hand, embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the above-described method for suppressing vehicle creep braking noise.

[0018] The advantages and beneficial effects of the present invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention: This invention acquires the vehicle's driving mode and creep operating condition parameters, initializes the creep control core parameters according to the driving mode, and determines the corresponding noise suppression priority weight and power response priority weight. Based on the creep operating condition parameters and creep control core parameters, a creep torque adjustment strategy is determined. The creep torque adjustment rate is determined based on the noise suppression priority weight and power response priority weight. Then, the creep motor output torque is adjusted according to the creep torque adjustment strategy and creep torque adjustment rate. Finally, a braking pressure adjustment strategy and braking pressure adjustment rate are determined based on the creep torque adjustment strategy and braking pressure adjustment rate. Braking pressure is then optimized collaboratively based on the braking pressure adjustment strategy and braking pressure adjustment rate. This invention determines the creep control core parameters, noise suppression priority weight, and power response priority weight based on the vehicle's driving mode, and then determines the corresponding creep torque adjustment strategy and creep torque adjustment rate, and performs braking pressure optimization collaboratively. This dynamically optimizes the contact state between the caliper and the brake disc, effectively reducing creep braking noise while meeting the performance requirements of different driving modes, thus improving the vehicle's NVH performance and ride comfort. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the embodiments of the present invention are described below. It should be understood that the drawings described below are only for the convenience of clearly describing some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart illustrating the steps of a vehicle creep braking noise suppression method provided in an embodiment of the present invention; Figure 2 This is a structural block diagram of a vehicle creep braking noise suppression device provided in an embodiment of the present invention; Figure 3 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of this invention; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this invention as detailed in the appended claims.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0023] The vehicle creep braking noise suppression method provided in this invention can be applied to a terminal, a server, or software running on a terminal or server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, smart speaker, smartwatch, or vehicle terminal, but is not limited thereto; the server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network; the software can be an application that implements the vehicle creep braking noise suppression method, but is not limited to the above forms.

[0024] This invention can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This invention can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This invention can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0025] It should be noted that in various specific embodiments of the present invention, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user parking space location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards. In addition, when embodiments of the present invention require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirection to a confirmation page. Only after obtaining the user's separate permission or consent is the necessary user-related data for the normal operation of the embodiments of the present invention acquired.

[0026] Reference Figure 1 This invention provides a method for suppressing vehicle creep braking noise, specifically including the following steps: S101. Obtain the vehicle's driving mode and crawling parameters; S102. Initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight. S103. Determine the creep torque adjustment strategy based on the creep working condition parameters and the creep control core parameters, determine the creep torque adjustment rate based on the noise suppression priority weight and the power response priority weight, and then adjust the output torque of the creep motor based on the creep torque adjustment strategy and the creep torque adjustment rate. S104. Determine the braking pressure adjustment strategy and braking pressure adjustment rate based on the creep torque adjustment strategy and creep torque adjustment rate, and perform brake pressure co-optimization based on the braking pressure adjustment strategy and braking pressure adjustment rate.

[0027] This invention determines the core parameters of creep control, as well as the priority weights of noise suppression and power response, based on the vehicle's driving mode. It then determines the corresponding creep torque adjustment strategy and creep torque adjustment rate, and performs coordinated optimization of braking pressure. This dynamically optimizes the contact state between the caliper and the brake disc, effectively reducing creep braking noise while meeting the performance requirements of different driving modes. This improves the vehicle's NVH performance and ride comfort, and is applicable to various pure electric vehicles and plug-in hybrid electric vehicles, especially suitable for scenarios requiring frequent creep braking, such as congested urban roads and low-speed driving in residential areas.

[0028] As an optional implementation, the driving mode is one of the following: economy mode, sport mode, standard mode, and low speed mode. The crawling parameters include real-time braking pressure and real-time crawling motor output torque.

[0029] Specifically, after the vehicle is powered on, the following data is collected in real time: 1) Driving mode signal: The user-selected driving mode (ECO, SPORT, NORMAL, LOW) is obtained through the vehicle's CAN bus. 2) Operating parameters: The vehicle speed sensor collects the vehicle speed, the accelerator pedal opening sensor collects the pedal travel, the brake pedal pressure sensor collects the braking demand, and the motor controller feeds back the current creep motor output torque. Among them, the vehicle speed and accelerator pedal travel are used to determine whether the creep trigger state is in effect. When the pedal opening is ≤5% and the vehicle speed is ≤5km / h, the vehicle is determined to be in creep mode.

[0030] As an optional implementation, the creep control core parameters are initialized according to the driving mode, and the corresponding noise suppression priority and power response priority are determined, specifically as follows: Based on the driving mode, a preset crawl control parameter library is matched to obtain the core parameters of crawl control, as well as the noise suppression priority and power response priority; Among them, the core parameters of creep control include creep base torque and braking pressure threshold range.

[0031] Specifically, a crawl control parameter library for different driving modes is pre-configured. Core control parameters are initialized based on the mode type, and the priority weights for noise suppression and power response are determined. For example, in Eco mode, the noise suppression priority weight is 0.7, the power response priority weight is 0.3, the initial crawl base torque T0 = 5 N·m, and the braking pressure threshold range is 0.5-0.8 MPa; in Sport mode, the power response priority weight is 0.7, the noise suppression priority weight is 0.3, the initial crawl base torque T0 = 8 N·m, and the braking pressure threshold range is 0.6-1.0 MPa; in Standard mode, the priorities of both are balanced (both with a weight of 0.5), the initial crawl base torque T0 = 6 N·m, and the braking pressure threshold range is 0.55-0.9 MPa; in Low speed mode, the noise suppression priority weight is 0.8, the power response priority weight is 0.2, the initial crawl base torque T0 = 4 N·m, and the braking pressure threshold range is 0.4-0.7 MPa.

[0032] As a further optional implementation, a creep torque adjustment strategy is determined based on creep operating condition parameters and creep control core parameters, specifically including: S1031. Determine the real-time braking pressure of the vehicle based on the creep condition parameters, and determine the corresponding upper limit and lower limit of braking pressure based on the braking pressure threshold range. S1032. When the real-time braking pressure is greater than the upper limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually reduce the output torque of the creep motor to the creep base torque. S1033. When the real-time braking pressure is less than the lower limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually increase the output torque of the creep motor to the creep base torque.

[0033] Specifically, based on the creep operating condition parameters and the initialized creep control core parameters, a "base torque + dynamic compensation" strategy is used to adjust the creep motor output torque to avoid excessive force on the brake calipers, which would generate noise. The specific values ​​of the creep base torque and brake pressure threshold range corresponding to the aforementioned different driving modes are explained below: 1) Economic mode: When the real-time braking pressure is detected to be >0.8MPa, the creep torque needs to be gradually reduced to the creep base torque to reduce the resistance between the motor torque and the braking pressure; when the real-time braking pressure is detected to be <0.5MPa, the creep motor output torque needs to be gradually increased to the creep base torque to ensure creep smoothness. 2) Motion mode: When the real-time braking pressure is detected to be >1MPa, the creep torque needs to be gradually reduced to the creep base torque to balance noise suppression and power reserve; when the real-time braking pressure is detected to be <0.6MPa, the creep motor output torque needs to be gradually increased to the creep base torque to meet the requirements of rapid response. 3) Standard mode: When the real-time braking pressure is detected to be >0.9MPa, the creep torque needs to be gradually reduced to the creep base torque to balance noise and response; when the real-time braking pressure is detected to be <0.55MPa, the creep motor output torque needs to be gradually increased to the creep base torque. 4) Low speed mode: When the real-time braking pressure is detected to be >0.7MPa, the creep torque needs to be gradually reduced to the creep base torque to maximize noise suppression and allow slight power delay; when the real-time braking pressure is detected to be <0.4MPa, the creep motor output torque needs to be gradually increased to the creep base torque.

[0034] As a further optional implementation, the creep torque adjustment rate is determined based on the noise suppression priority weight and the dynamic response priority weight, specifically including: S1034. Obtain the maximum torque change rate under the dynamic response priority scenario and the minimum torque change rate under the noise suppression priority scenario. S1035. Determine the foundation adjustment rate based on the maximum torque change rate, the minimum torque change rate, and the dynamic response priority weight. S1036. Obtain the vehicle's current creep braking noise and the preset creep braking noise threshold. S1037. Determine the noise compensation coefficient based on the current creep braking noise, the creep braking noise threshold, and the noise suppression priority weight; S1038. Determine the creep torque adjustment rate based on the basic adjustment rate and the noise compensation coefficient.

[0035] Specifically, the maximum torque change rate Vmax under the dynamic response priority scenario is obtained, which is usually 50-100 N·m / ms, and the minimum torque change rate Vmin under the noise suppression priority scenario is obtained, which is usually 5-20 N·m / ms. The base adjustment rate Vbase = Vmin + (Vmax - Vmin) * Wr is determined based on the maximum torque change rate Vmax, the minimum torque change rate Vmin and the dynamic response priority weight Wr.

[0036] The noise compensation coefficient Kn is determined based on the vehicle's current creep braking noise, the preset creep braking noise threshold, and the noise suppression priority weight Wn = 1 - (current creep braking noise / creep braking noise threshold) * Wn.

[0037] The final creep torque adjustment rate is determined as Vfinal = Vbase * Kn.

[0038] It is understood that the embodiments of the present invention calculate the creep torque adjustment rate based on the noise suppression priority weight, the power response priority weight, and the current creep braking noise. This not only balances the noise suppression and power response requirements in the current driving mode, but also performs noise compensation adjustment based on the current creep braking noise level, thereby improving the accuracy of creep torque adjustment.

[0039] As a further optional implementation, the braking pressure adjustment strategy and braking pressure adjustment rate are determined based on the creep torque adjustment strategy and the creep torque adjustment rate, specifically including: S1041. When the creep torque adjustment strategy is to gradually reduce the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is to gradually reduce the braking pressure until it falls into the braking pressure threshold range. S1042. When the creep torque adjustment strategy is to gradually increase the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is to gradually increase the braking pressure until it falls into the braking pressure threshold range. S1043. Obtain the preset creep torque-brake pressure conversion coefficient, and determine the brake pressure adjustment rate based on the creep torque adjustment rate and the creep torque-brake pressure conversion coefficient.

[0040] Specifically, the braking pressure adjustment strategy and braking pressure adjustment rate are determined based on the creep torque adjustment strategy and creep torque adjustment rate, thereby dynamically optimizing the braking pressure. For example, when the creep torque decreases, the braking pressure is reduced simultaneously to avoid sudden pressure changes that could cause abnormal noise from the caliper and brake disc.

[0041] In some alternative embodiments, to address the "drag noise" of the brake caliper, the brake pressure is briefly reduced by 0.1-0.2 MPa during the creep force switching interval (e.g., 0.2 seconds after brake release) to separate the caliper from the brake disc and eliminate static friction noise.

[0042] In some optional embodiments, a microphone sensor installed near the brake caliper monitors the noise decibel value in real time and sets a noise threshold (45dB for economy / low speed mode, 50dB for standard mode, and 55dB for sport mode). If the noise exceeds the threshold, the creep torque is further reduced and the rate of increase in brake pressure is slowed down. If the noise is below the threshold and the power response is insufficient, the creep torque is appropriately increased to balance performance and noise.

[0043] As a further optional implementation, the vehicle creep braking noise suppression method also includes the following steps: S201. When the vehicle switches driving modes, determine the target creep base torque and target braking pressure threshold range based on the switched driving mode. S202. Smoothly adjust the real-time creep motor output torque of the vehicle to the target creep base torque according to the preset target creep torque adjustment rate, and control the real-time braking force of the vehicle to synchronously and linearly transition to fall into the target braking pressure threshold range.

[0044] Specifically, when a user switches driving modes, the control module smoothly adjusts the creep torque to the target creep base torque of the new driving mode according to the preset target creep torque adjustment rate (e.g., 0.3 N·m / ms). The braking pressure synchronously and linearly transitions to the corresponding target braking pressure threshold range to avoid noise caused by sudden torque changes. When the vehicle speed is >5 km / h or the accelerator pedal opening is >10% (exiting the creep condition), the creep torque gradually returns to zero, the braking pressure returns to the normal control logic, and the process terminates.

[0045] The method steps of the embodiments of the present invention have been described above. It can be understood that the embodiments of the present invention determine the core parameters of creep control, as well as the priority weights of noise suppression and power response, based on the vehicle's driving mode. This leads to the determination of the corresponding creep torque adjustment strategy and creep torque adjustment rate, and the coordinated optimization of braking pressure. This dynamically optimizes the contact state between the caliper and the brake disc, effectively reducing creep braking noise while meeting the performance requirements of different driving modes, thus improving the vehicle's NVH performance and ride comfort.

[0046] Reference Figure 2 This invention provides a vehicle creep braking noise suppression device, comprising: The parameter acquisition module is used to acquire the vehicle's driving mode and crawling condition parameters; The control parameter initialization module is used to initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight. The creep torque adjustment module is used to determine the creep torque adjustment strategy based on creep operating condition parameters and creep control core parameters, determine the creep torque adjustment rate based on noise suppression priority weight and power response priority weight, and then adjust the output torque of the creep motor according to the creep torque adjustment strategy and creep torque adjustment rate. The brake pressure adjustment module is used to determine the brake pressure adjustment strategy and brake pressure adjustment rate based on the creep torque adjustment strategy and creep torque adjustment rate, and to perform brake pressure co-optimization based on the brake pressure adjustment strategy and brake pressure adjustment rate.

[0047] It is understood that the content of the above method embodiments is applicable to the present device embodiments. The specific functions implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0048] Reference Figure 3 This invention provides an electronic device, comprising: At least one processor; At least one memory for storing at least one program; When the above-mentioned at least one program is executed by the above-mentioned at least one processor, the above-mentioned at least one processor implements the above-mentioned method for suppressing vehicle creep braking noise.

[0049] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0050] This invention also provides a computer-readable storage medium storing a processor-executable computer program that, when executed by a processor, implements the above-described method for suppressing vehicle creep braking noise.

[0051] This invention provides a computer-readable storage medium that can execute a vehicle creep braking noise suppression method provided in the method embodiments of this invention. It can execute any combination of the implementation steps of the method embodiments and has the corresponding functions and beneficial effects of the method.

[0052] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method for suppressing vehicle creep braking noise.

[0053] It is understood that the content of the above method embodiments is applicable to the embodiments of this program product. The specific functions implemented by the embodiments of this program product are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0054] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory 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 embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor 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.

[0055] The embodiments described in this invention are for the purpose of more clearly illustrating the technical solutions of the embodiments of this invention, and do not constitute a limitation on the technical solutions provided by the embodiments of this invention. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this invention are also applicable to similar technical problems.

[0056] The terms "first," "second," "third," "fourth," etc. (if present) in the specification and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0057] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the aforementioned blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0058] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the aforementioned functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0059] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0060] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-including system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0061] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the aforementioned program can be printed, because the aforementioned program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0062] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0063] In the foregoing description of this specification, references to terms such as "one embodiment," "another embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0064] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0065] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the above embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A method for suppressing vehicle creep braking noise, characterized in that, Includes the following steps: Obtain the vehicle's driving mode and crawling parameters; Initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight; The creeping torque adjustment strategy is determined based on the creeping operating condition parameters and the creeping control core parameters. The creeping torque adjustment rate is determined based on the noise suppression priority weight and the power response priority weight. Then, the output torque of the creeping motor is adjusted based on the creeping torque adjustment strategy and the creeping torque adjustment rate. The braking pressure adjustment strategy and braking pressure adjustment rate are determined based on the creep torque adjustment strategy and the creep torque adjustment rate, and the braking pressure is co-optimized based on the braking pressure adjustment strategy and the braking pressure adjustment rate.

2. The method for suppressing vehicle creep braking noise according to claim 1, characterized in that, The driving mode is one of the following: economy mode, sport mode, standard mode, and low speed mode. The crawling operating parameters include real-time braking pressure and real-time crawling motor output torque.

3. The method for suppressing vehicle creep braking noise according to claim 1, characterized in that, The process of initializing the creep control core parameters according to the driving mode and determining the corresponding noise suppression priority and power response priority is as follows: Based on the driving mode, a preset crawl control parameter library is matched to obtain the core parameters of crawl control, as well as the noise suppression priority and the power response priority; The core parameters for creep control include creep base torque and braking pressure threshold range.

4. The method for suppressing vehicle creep braking noise according to claim 3, characterized in that, The step of determining the creep torque adjustment strategy based on the creep operating condition parameters and the creep control core parameters specifically includes: The real-time braking pressure of the vehicle is determined based on the creep condition parameters, and the corresponding upper limit and lower limit of braking pressure are determined based on the braking pressure threshold range. When the real-time braking pressure is greater than the upper limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually reduce the output torque of the creep motor to the creep base torque. When the real-time braking pressure is less than the lower limit of the braking pressure, the creep torque adjustment strategy is determined to be to gradually increase the output torque of the creep motor to the creep base torque.

5. A method for suppressing vehicle creep braking noise according to claim 1, characterized in that, The step of determining the creep torque adjustment rate based on the noise suppression priority weight and the dynamic response priority weight specifically includes: Obtain the maximum torque change rate under the dynamic response priority scenario and the minimum torque change rate under the noise suppression priority scenario; The base adjustment rate is determined based on the maximum torque change rate, the minimum torque change rate, and the dynamic response priority weight. Obtain the current creep braking noise of the vehicle and the preset creep braking noise threshold; The noise compensation coefficient is determined based on the current creep braking noise, the creep braking noise threshold, and the noise suppression priority weight. The creep torque adjustment rate is determined based on the basic adjustment rate and the noise compensation coefficient.

6. A method for suppressing vehicle creep braking noise according to claim 4, characterized in that, The step of determining the braking pressure adjustment strategy and braking pressure adjustment rate based on the creep torque adjustment strategy and the creep torque adjustment rate specifically includes: When the creep torque adjustment strategy is to gradually reduce the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is determined to be to gradually reduce the braking pressure until it falls into the braking pressure threshold range. When the creep torque adjustment strategy is to gradually increase the output torque of the creep motor to the creep base torque, the braking pressure adjustment strategy is determined to be to gradually increase the braking pressure until it falls into the braking pressure threshold range. Obtain a preset creep torque-brake pressure conversion coefficient, and determine the brake pressure adjustment rate based on the creep torque adjustment rate and the creep torque-brake pressure conversion coefficient.

7. A method for suppressing vehicle creep braking noise according to claim 3, characterized in that, The method for suppressing vehicle creep braking noise also includes the following steps: When the vehicle switches driving modes, the target creep base torque and target braking pressure threshold range are determined according to the switched driving mode. The real-time creep motor output torque of the vehicle is smoothly adjusted to the target creep base torque according to the preset target creep torque adjustment rate, and the real-time braking force of the vehicle is controlled to synchronously and linearly transition to fall into the target braking pressure threshold range.

8. A vehicle creep braking noise suppression device, characterized in that, include: The parameter acquisition module is used to acquire the vehicle's driving mode and crawling condition parameters; The control parameter initialization module is used to initialize the core parameters of the crawl control according to the driving mode, and determine the corresponding noise suppression priority weight and power response priority weight. The creep torque adjustment module is used to determine the creep torque adjustment strategy based on the creep working condition parameters and the creep control core parameters, determine the creep torque adjustment rate based on the noise suppression priority weight and the power response priority weight, and then adjust the output torque of the creep motor based on the creep torque adjustment strategy and the creep torque adjustment rate. The brake pressure adjustment module is used to determine the brake pressure adjustment strategy and the brake pressure adjustment rate based on the creep torque adjustment strategy and the creep torque adjustment rate, and to perform brake pressure co-optimization based on the brake pressure adjustment strategy and the brake pressure adjustment rate.

9. An electronic device, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a vehicle creep braking noise suppression method as described in any one of claims 1 to 7.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements a vehicle creep braking noise suppression method as described in any one of claims 1 to 7.

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