Single-pedal electric brake control method, device, system, vehicle and medium

Abstract

The application provides a single-pedal electric braking control method, device, system, vehicle and medium, relates to the technical field of vehicle control, and comprises the following steps: acquiring a current single-pedal opening degree signal, determining vehicle expected driving data and vehicle expected control parameters based on the current single-pedal opening degree signal; correcting the vehicle expected control parameters based on the driving data deviation between the vehicle real-time driving data and the vehicle expected driving data; and performing electric braking control on the single pedal based on the corrected vehicle expected control parameters. The application can realize linear and stable braking response of the vehicle under various driving conditions, solves the problem of harsh control and low comfort in the prior art, and significantly improves the human-computer interaction quality and riding experience in the single-pedal mode.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a single-pedal electric braking control method, device, system, vehicle, and medium. Background Technology

[0002] One-pedal electric braking technology is widely used in modern electric vehicles, allowing drivers to decelerate and recover energy simply by lifting the accelerator pedal. However, existing control strategies are typically based on a fixed mapping between pedal opening and braking torque. When the driver lifts the pedal at a non-constant rate or drives on an incline, the actual deceleration of the vehicle can fluctuate, resulting in "nodding" or "jerkiness." Furthermore, the gravitational component causes differences in deceleration under different road conditions, requiring frequent fine-tuning of the pedal to maintain the desired braking effect. Existing solutions only focus on torque response, resulting in a harsh braking process and a low level of user comfort. Summary of the Invention

[0003] The purpose of this application is to provide a one-pedal electric braking control method, device, system, vehicle, and medium to alleviate the aforementioned technical problems existing in the prior art.

[0004] In a first aspect, the present invention provides a single-pedal electric braking control method, comprising: Obtain the current single-pedal opening signal, and determine the vehicle's desired driving data and desired vehicle control parameters based on the current single-pedal opening signal; The desired vehicle control parameters are adjusted based on the deviation between the real-time vehicle driving data and the desired vehicle driving data. Single-pedal electric braking control is performed based on the corrected vehicle desired control parameters.

[0005] In an optional implementation, the desired vehicle driving data and desired vehicle control parameters are determined based on the current single-pedal opening signal, including: Obtain a first mapping relationship between a preset single-pedal opening signal and vehicle driving data, and a second mapping relationship between a preset single-pedal opening signal, vehicle driving data, and vehicle control parameters; Based on the current single-pedal opening signal, the vehicle's expected driving data is obtained by matching in the first mapping relationship; Based on the current single-pedal opening signal and the vehicle's real-time driving data, the desired vehicle control parameters are obtained by matching in the second mapping relationship.

[0006] In an optional implementation, the vehicle's desired driving data includes the target deceleration; the vehicle's desired driving data is obtained by matching the current single-pedal opening signal in a first mapping relationship, including: The target deceleration is obtained by querying and / or interpolating the current single-pedal opening signal in the first mapping relationship.

[0007] In an optional implementation, the desired vehicle control parameters include a base braking torque; based on the current single-pedal opening signal and real-time vehicle driving data, the desired vehicle control parameters are obtained by matching in a second mapping relationship, including: Based on the current single-pedal opening signal and real-time vehicle driving data, the basic braking torque is determined by querying the second mapping relationship.

[0008] In an optional implementation, the desired vehicle control parameters are corrected based on the deviation between the vehicle's real-time driving data and the vehicle's desired driving data, including: The deviation between the real-time driving data and the expected driving data of the vehicle is calculated proportionally and / or integrally to obtain the feedback correction torque. The desired control parameters of the vehicle are corrected by feedback correction torque.

[0009] In an optional implementation, single-pedal electric braking control is performed based on the modified desired vehicle control parameters, including: Based on the revised vehicle desired control parameters, a total braking torque command is executed to the braking system to control the braking system to perform a single-pedal electric braking control operation.

[0010] In an optional implementation, the braking actuation system includes an electric braking system and a mechanical braking system; based on the modified desired vehicle control parameters, a braking torque command is sent to the braking actuation system, including: When the electric braking system fails to provide the full braking torque, a first braking torque command is sent to the electric braking system and a second braking torque command is sent to the mechanical braking system based on the corrected vehicle desired control parameters, so as to control the electric braking system and the mechanical braking system to perform single-pedal electric braking operation.

[0011] In a second aspect, the present invention provides a single-pedal electric braking control device, comprising: The acquisition module is used to acquire the current single-pedal opening signal and determine the vehicle's desired control parameters corresponding to the vehicle's desired driving data based on the current single-pedal opening signal. The correction module is used to correct the vehicle's desired control parameters based on the deviation between the vehicle's real-time driving data and the vehicle's desired driving data. The control module is used for single-pedal electric braking control based on the corrected vehicle desired control parameters.

[0012] Thirdly, the present invention provides a single-pedal electric braking control system, comprising: Data acquisition device, used to collect real-time vehicle driving data; A controller for executing the method of any of the foregoing embodiments; The braking actuation system is used to perform single-pedal electric braking control in response to commands from the controller.

[0013] Fourthly, the present invention provides a vehicle including the single-pedal electric braking control system of the foregoing embodiments.

[0014] Fifthly, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the method of any of the foregoing embodiments.

[0015] The single-pedal electric braking control method, device, system, vehicle, and medium provided in this application determine the vehicle's desired driving data based on the single-pedal opening signal, establishing a comfort target corresponding to the driver's intention for the braking process and avoiding deceleration fluctuations caused by fixed torque mapping. By correcting the vehicle's desired control parameters using the deviation between real-time driving data and desired driving data, the system can dynamically sense and compensate for deviations caused by uneven pedal operation rates or changes in road conditions (such as slope or load), effectively suppressing nose-diving and jerking phenomena. Electric braking control based on the corrected control parameters ensures the smoothness and consistency of braking force output. Therefore, this application enables the vehicle to achieve linear and stable braking response under various driving conditions, solving the problems of stiff control and low comfort in existing technologies, and significantly improving the human-machine interaction quality and riding experience of single-pedal mode. Attached Figure Description

[0016] 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.

[0017] Figure 1 A flowchart of a single-pedal electric braking control method provided in this application embodiment; Figure 2 A structural diagram of a single-pedal electric braking control device provided in an embodiment of this application; Figure 3 A structural diagram of a single-pedal electric braking control system provided in an embodiment of this application; Figure 4 This is a structural diagram of a controller provided in an embodiment of this application. Detailed Implementation

[0018] 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, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0019] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0020] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0021] This application provides a one-pedal electric braking control method for use in electric or hybrid vehicles. This method allows for acceleration and deceleration with a single pedal, with a particular focus on braking comfort. See also... Figure 1 As shown, the method mainly includes the following steps.

[0022] S110: Obtain the current single-pedal opening signal, and determine the vehicle's desired driving data and desired vehicle control parameters based on the current single-pedal opening signal.

[0023] The aforementioned single-pedal opening signal refers to the electrical signal output by the pedal position sensor when the driver operates a single pedal. It is typically represented as a percentage value from 0% to 100% after analog-to-digital conversion. During braking, the driver gradually releases the pedal, decreasing the opening; during acceleration, the driver gradually depresses the pedal, increasing the opening.

[0024] Vehicle desired driving data characterizes the ideal motion state that the vehicle should achieve under one-pedal operation. The specific physical meaning of this data can be switched according to the control mode: during deceleration, the desired driving data is represented by the desired deceleration, aiming to provide a smooth, shock-free braking experience; during acceleration, the desired driving data is represented by the desired acceleration, used to achieve a linear and smooth acceleration response. Vehicle desired control parameters characterize the control quantities that the actuators need to output, such as the base braking torque during deceleration or the base driving torque during acceleration. These two parameters are used to set the control target and provide a feedforward control reference, respectively.

[0025] In practice, the vehicle's controller reads the single-pedal opening signal at fixed intervals. The controller pre-stores two mapping relationships: the first is a mapping between single-pedal opening and desired driving data (e.g., an "opening-desired deceleration" curve or an "opening-desired acceleration" curve), which is comfort-calibrated on a flat road surface to ensure that the desired deceleration or acceleration changes monotonically and smoothly with changes in pedal opening. The second is a mapping between single-pedal opening, current vehicle speed, and desired vehicle control parameters (e.g., a two-dimensional table of "opening-vehicle speed-basic braking torque" or "opening-vehicle speed-basic driving torque"). This table is calibrated on a flat road based on the vehicle dynamics model and is used to quickly generate feedforward control quantities that match the driver's intentions. Based on the current pedal opening and vehicle speed, the controller simultaneously obtains the desired deceleration (or desired acceleration) as the desired vehicle driving data and the basic braking torque (or basic driving torque) as the desired vehicle control parameters through table lookup or interpolation.

[0026] S120 corrects the desired vehicle control parameters based on the deviation between the vehicle's real-time driving data and the vehicle's desired driving data.

[0027] Real-time vehicle driving data is the vehicle's current actual motion state measured in real time by onboard sensors, such as the actual deceleration measured by an inertial measurement unit (IMU). Driving data deviation refers to the difference between expected driving data and real-time driving data, such as expected deceleration minus actual deceleration. Due to external disturbances such as road slope, load changes, and wind resistance, actual deceleration often deviates from the expected value. This deviation reflects the need for compensation for under- or over-braking. Correcting the vehicle's desired control parameters involves dynamically adjusting the previously determined feedforward control quantities (such as the base braking torque) based on the magnitude and trend of the deviation, so that the final braking torque can offset external disturbances and allow the actual deceleration to follow the expected value.

[0028] In one implementation, the actual deceleration is first acquired from an IMU or other sensor. Then, the deviation is calculated: the actual deceleration is subtracted from the expected deceleration. For example, on a flat road, the expected deceleration is 0.1g, and the actual deceleration is 0.08g, resulting in a positive deviation (+0.02g), indicating insufficient braking force. Next, this deviation is input into a closed-loop control algorithm, such as a proportional-integral (PI) controller. The proportional component multiplies the deviation by a proportional coefficient to obtain a correction component proportional to the current deviation value; the integral component accumulates the deviation over time and then multiplies it by an integral coefficient to obtain a correction component that eliminates steady-state error. The sum of these two components yields the feedback correction torque. This feedback correction torque is then superimposed on the original desired vehicle control parameters (base braking torque) to obtain the corrected desired vehicle control parameters. For example, if the base braking torque is 500 N·m and the feedback correction torque is +20 N·m, the corrected torque becomes 520 N·m. In this way, the system can automatically counteract continuous disturbances such as uphill driving and heavy loads.

[0029] S130 performs single-pedal electric braking control based on the modified vehicle desired control parameters.

[0030] This step involves applying the corrected control parameters (such as the corrected total braking torque) to drive the braking actuators, thereby decelerating the vehicle. The core of electric braking control is to prioritize the use of energy recovery braking (motor regenerative braking), supplementing it with mechanical braking when electric braking is insufficient, thus maximizing energy recovery efficiency while ensuring braking effectiveness.

[0031] In practice, the controller sends the modified vehicle control parameters (such as the total braking torque command) to the braking execution system. The braking execution system includes a motor controller (MCU) and a hydraulic brake controller (ESC / ABS). The controller first determines the maximum regenerative braking torque that the current electric braking system (motor) can provide, which depends on the vehicle's state (such as battery state of charge (SOC), motor speed, and motor temperature). If the total braking torque command does not exceed this maximum value, the controller only requests the torque from the motor controller. The motor operates in generator mode, producing drag torque and converting kinetic energy into electrical energy for storage. If the total braking torque command exceeds the motor's maximum capacity, the controller instructs the motor to output its maximum torque, while simultaneously sending the difference as a mechanical braking torque request to the hydraulic brake controller. The hydraulic brake system then provides supplementary friction torque through the brake calipers and discs. Through this "electricity first, mechanical second" allocation method, the vehicle can achieve both comfortable and efficient electric braking under various operating conditions.

[0032] The single-pedal electric braking control method provided in this application converts the pedal opening into desired driving data and desired vehicle control parameters simultaneously. Then, it corrects the control parameters based on the deviation of the driving data in real time and finally executes the electric braking in a priority manner. This allows the vehicle to automatically match the most suitable braking torque under different slopes, different loads, and different operating speeds, effectively eliminating the pitching and jerking phenomena during braking and significantly improving driving comfort and energy recovery efficiency.

[0033] For ease of understanding, the method provided in this application will be described in detail below.

[0034] In one implementation, the determination of the desired vehicle driving data and desired vehicle control parameters may include the following steps 1.1 to 1.3: Step 1.1: Obtain the first mapping relationship between the preset single-pedal opening signal and vehicle driving data, and the second mapping relationship between the preset single-pedal opening signal, vehicle driving data and vehicle control parameters.

[0035] The first mapping relationship can be represented by a mapping table of "pedal opening - target motion state". In braking scenarios, the preferred driving data is the target deceleration. The calibration of this first mapping relationship is conducted on a flat, dry test road with a high coefficient of friction, and is repeatedly adjusted by experienced driving evaluation engineers. The basic principle of calibration is that as the pedal opening decreases (i.e., the driver lifts the pedal), the target deceleration should increase monotonically, and the rate of change of deceleration relative to the pedal opening (i.e., the slope of the curve) should transition smoothly without abrupt changes. For example, in the common coasting area where the pedal opening decreases from 80% to 60%, the deceleration increment is small, gradually increasing from 0.05g to 0.1g; while in the emergency braking area where the opening decreases from 20% to 0%, the deceleration increment is larger, increasing from 0.3g to 0.4g. This design ensures smooth and gentle deceleration during normal deceleration, while providing sufficient braking force when strong deceleration is required.

[0036] The second mapping relationship is a two-dimensional table. The inputs are pedal opening and vehicle driving data (e.g., vehicle speed), and the output is vehicle control parameters (e.g., basic braking torque). This table is also calibrated based on a flat road dynamics model. The goal is that, on a straight road, using only the basic braking torque will allow the vehicle's actual deceleration to approach the target deceleration given by the first mapping relationship. Vehicle speed is introduced because the vehicle's kinetic energy, wind resistance, and regenerative braking capability vary significantly at different speeds. For example, at a speed of 100 km / h, the regenerative braking capability is strong, requiring a smaller basic braking torque; while at a speed of 10 km / h, the regenerative braking capability drops sharply, requiring a larger basic braking torque (mainly supplemented by hydraulic pressure) to achieve the same deceleration. Therefore, the two-dimensional lookup table can more accurately compensate for this nonlinear characteristic.

[0037] In practical implementation, the controller internally stores a one-dimensional array as the first mapping relationship, with array indices representing pedal opening (e.g., 0%, 10%, 20%...100%), and each index corresponding to a calibrated target deceleration value. When the current pedal opening (e.g., 67%) is received, if this opening happens to be the calibration point, it is read directly; otherwise, the corresponding target deceleration is calculated using linear interpolation or cubic spline interpolation. Simultaneously, the controller internally stores a two-dimensional matrix as the second mapping relationship, with rows corresponding to pedal opening (same as the calibration point in the first mapping) and columns corresponding to vehicle speed (e.g., 0, 10, 20...120 km / h). The controller reads the current vehicle speed (e.g., 55 km / h), and combined with the current pedal opening of 67%, obtains a basic braking torque value from the two-dimensional matrix using bilinear interpolation. This basic braking torque serves as the desired vehicle control parameter for subsequent feedforward control.

[0038] Step 1.2: Based on the current single-pedal opening signal, retrieve the vehicle's expected driving data from the first mapping relationship.

[0039] In one implementation, when applied to a vehicle braking scenario, the aforementioned desired vehicle driving data may include a target deceleration. When the target deceleration is obtained by querying a first mapping relationship based on the current single-pedal opening signal, it can be achieved through table lookup and / or interpolation. The table lookup can be determined, for example, by querying the aforementioned "pedal opening - target motion state" mapping table.

[0040] When determining the target deceleration, interpolation is preferable because the actual pedal opening is necessarily continuous and cannot be exactly at the calibration point. Using linear interpolation or higher-order spline interpolation ensures that the output target deceleration changes continuously, avoiding step-like jumps. For example, if 60% of the calibration point corresponds to 0.1g and 70% corresponds to 0.08g, then when the pedal opening is 65%, linear interpolation yields 0.09g. This approach allows the driver to obtain a smooth and predictable deceleration target at any pedal position.

[0041] Conventional closed-loop control relies on real-time feedback from the IMU, meaning it corrects for deceleration deviations after the vehicle enters a slope, resulting in a certain lag and potential for brief deceleration fluctuations at the slope entrance. This application further proposes a feedforward adjustment strategy based on road condition prediction.

[0042] Specifically, the vehicle is equipped with a forward-facing camera or a high-precision map module to acquire real-time road gradient information at a certain distance ahead (e.g., 50 to 200 meters). When the system detects that it is about to enter an uphill or downhill section, it pre-calculates the additional deceleration change caused by gravity based on the current vehicle speed, the remaining distance to the slope, and the estimated gradient angle. This change is then pre-added to the target deceleration obtained from the "optimal deceleration mapping curve for flat roads," generating a pre-corrected target deceleration. For example, when entering an uphill section, gravity will naturally increase the vehicle's actual deceleration. Without intervention, the closed-loop controller will gradually reduce the braking torque to maintain the target deceleration after entering the slope, but the response is slow. This solution proactively lowers the target deceleration by a predicted value corresponding to the slope before entering the slope, allowing the vehicle's actual deceleration to transition smoothly at the moment of entering the slope, without waiting for deviations to occur before correction. This solution upgrades post-event feedback to a dual control of feedforward and feedback, significantly improving transient comfort in complex road conditions.

[0043] In practical applications, different drivers have different subjective feelings about "comfort braking": some drivers prefer gentle, slow deceleration, while others prefer a more direct and forceful braking response. Based on this, this application employs an online learning adaptive calibration method to determine the optimal target deceleration curve on flat roads.

[0044] Specifically, during normal vehicle use, historical driving data is continuously recorded, including: the single-pedal opening change curve during each braking process, the actual vehicle deceleration response, and whether the driver performs "secondary corrections" (e.g., readjusting the pedal position during braking). Typical driver deceleration preferences are analyzed using unsupervised learning or simple statistical methods. For example, if the driver frequently depresses the pedal again after closed-loop control intervenes within a certain pedal opening range (indicating insufficient deceleration), the system gradually increases the target deceleration value corresponding to that opening range; conversely, if the driver frequently lifts the pedal further (indicating excessive deceleration), the value is decreased.

[0045] The learning process can use moving average or least squares methods to update the mapping table. After several driving cycles, the deceleration curve of each vehicle will gradually approach the driver's personalized comfort range. This solution achieves a personalized comfort experience for each individual driver by simply modifying the way the mapping table values ​​are taken, while keeping the closed-loop control framework unchanged, thus achieving seamless and continuous personalized adaptation.

[0046] Step 1.3: Based on the current single-pedal opening signal and the vehicle's real-time driving data, the desired vehicle control parameters are obtained by matching in the second mapping relationship.

[0047] The desired vehicle control parameters include the base braking torque. Based on the current single-pedal opening signal and real-time vehicle driving data, the base braking torque is determined by querying the second mapping relationship, and then the desired vehicle control parameters are obtained from this base braking torque. That is, the desired vehicle control parameters can be the base braking torque directly, or they can be a quantity obtained by simply processing the base braking torque. In most embodiments, the base braking torque itself is the desired vehicle control parameter.

[0048] The above method quickly obtains the feedforward torque through a two-dimensional lookup table, enabling the controller to respond immediately to minute changes in the pedal and avoid the delay that may be caused by pure closed-loop control.

[0049] Furthermore, when correcting the desired vehicle control parameters based on driving data deviations, the following steps 2.1 to 2.3 can be used: Step 2.1: Perform amplification calculation on the current value of the driving data deviation, and perform proportional and / or integral calculations on the driving data deviation to obtain the feedback correction torque.

[0050] The proportional operation directly generates a correction amount based on the current deviation; the larger the deviation, the stronger the correction, and the response is fast. The integral operation is used to accumulate historical values ​​of the deviation, thereby eliminating long-term steady-state errors, such as the continuous influence of the gravity component when a vehicle is climbing an incline for a long time.

[0051] In one implementation, the results of proportional and integral calculations can be fused. Fusion can be achieved by adding the two results, using weighted summation, or other combinations thereof. In practice, the controller can repeatedly perform the following calculations at a fixed control cycle (e.g., 20ms). First, the actual deceleration measured by the IMU is read, and then the deviation value is calculated as: target deceleration - actual deceleration. Next, the proportional output is calculated as: proportional gain × deviation value. The integral part needs to maintain an integral accumulation variable, which is updated in each cycle as: integral accumulation variable += integral gain × deviation value × control cycle. The integral output is then calculated as: integral accumulation variable. Finally, the proportional output and the integral output are added to obtain the feedback correction torque.

[0052] To prevent integral saturation (i.e., excessive integral term leading to overshoot), anti-saturation logic can be added: when the feedback correction torque reaches the limit of the actuator (motor or hydraulic system), the integral accumulation stops until it exits the saturation region.

[0053] Step 2.2: Correct the vehicle's desired control parameters using the feedback correction torque.

[0054] By adding the feedback correction torque to the original desired vehicle control parameters (base braking torque), the corrected desired vehicle control parameters are obtained. For example, if the base braking torque is 500 N·m and the feedback correction torque is 30 N·m, the corrected parameter is 530 N·m. In this way, even when the vehicle is fully loaded and climbing a hill, the integral term will gradually increase the braking torque until the actual deceleration catches up with the target value.

[0055] The above method ensures a rapid response to pedal changes and instantaneous disturbances through the proportional component, while the integral component ensures long-term steady-state error-free operation. The combination of the two makes the braking process both sensitive and precise, significantly improving comfort under different operating conditions.

[0056] Furthermore, when performing electric braking control based on the modified vehicle desired control parameters, a braking torque command can be sent to the braking execution system according to the modified vehicle desired control parameters to control the braking execution system to perform a single-pedal electric braking operation. In specific implementation, the braking torque command can be generated first based on the modified vehicle desired control parameters, and then the braking execution system can execute the braking torque command.

[0057] The modified vehicle desired control parameter can be a torque quantity (e.g., the total braking torque value after feedback correction), but in some implementations, the vehicle desired control parameter may also be other physical quantities (e.g., braking pressure, motor torque percentage, etc.), so it needs to be converted into a unified braking torque command.

[0058] Specifically, the controller first acquires the corrected desired vehicle control parameters, denoted as... This parameter may already directly express the required total braking torque (e.g., the result of the base braking torque plus the feedback correction torque), in which case the braking torque command... If the desired control parameter for the vehicle is braking pressure P, then it needs to be calculated using the brake's pressure-torque characteristic curve: Where k is the brake efficiency factor. If the desired control parameter for the vehicle is the percentage of motor torque... (For example, 0~100%), then it needs to be multiplied by the maximum available torque at the current motor speed to obtain the result. .

[0059] In a preferred embodiment of this application, the desired vehicle control parameter is the sum of the basic braking torque and the feedback correction torque. After the controller generates the total braking torque command, it also needs to perform a rationality check, such as checking whether it is within the torque range allowed by the system (e.g., not exceeding the upper limit of the combined output of the motor and hydraulic system, and not lower than zero or a negative value). If it exceeds the limit, a limiting process is performed and an alarm or flag is issued. Subsequently, the command is encoded into a CAN bus signal or a low-level drive signal and sent to the electric braking system and the mechanical braking system, respectively.

[0060] In one specific implementation, the braking execution system includes an electric braking system and a mechanical braking system. When the electric braking system cannot provide the full braking torque, a first braking torque command is sent to the electric braking system and a second braking torque command is sent to the mechanical braking system based on the corrected vehicle desired control parameters. This controls both the electric and mechanical braking systems to perform a single-pedal electric braking operation. In other words, depending on the vehicle state, the electric braking system can be prioritized to execute the braking torque command; when the electric braking system cannot provide the full braking torque, the mechanical braking system is controlled to supplement the braking torque.

[0061] In practice, the modified vehicle desired control parameters (e.g., the modified total braking torque) are first converted into torque request values ​​that the braking system can recognize. Because the physical characteristics of the vehicle's electric braking system (i.e., the drive motor) and mechanical braking system (hydraulic brakes) differ, the controller needs to coordinate the allocation. The controller monitors the vehicle's status in real time, including: the state of charge (SOC) of the battery, the maximum generating torque of the motor at the current speed, the motor temperature, the maximum allowable charging power of the battery, the pressure of the hydraulic braking system, the vehicle speed, and the status of the anti-lock braking system (ABS). The general principle is: if the electric braking system is capable of independently meeting the total torque requirement, electric braking is used entirely; if the electric braking capacity is insufficient, hydraulic braking is activated to supplement the difference.

[0062] For example, when a vehicle is traveling at 60 km / h and the driver releases the accelerator pedal, the controller calculates a corrected total braking torque command of 400 N·m. The current maximum regenerative braking torque of the electric motor at 60 km / h is 500 N·m, and the battery's SOC is 50%, allowing for charging. Therefore, the controller only sends a request for 400 N·m to the motor controller. The motor generates a drag torque, slowing the vehicle and simultaneously recovering energy. Another example: when a vehicle is traveling at a low speed of 10 km / h, it also requires 400 N·m of braking torque. However, the maximum regenerative braking torque of the electric motor at low speeds may only be 200 N·m (limited by the motor's low back EMF). In this case, the controller commands the motor to output 200 N·m and simultaneously requests 200 N·m from the hydraulic brake controller. The hydraulic braking system gradually builds up pressure to generate additional braking force, and the two combined achieve the total torque. This "electric priority, motor supplement" strategy ensures that the required braking force can be achieved at any vehicle speed while maximizing energy recovery.

[0063] In addition, when switching between electric braking and mechanical braking, in order to avoid jerking caused by sudden torque changes, the controller can implement a dynamic coordination algorithm: during the process of the motor exiting regenerative braking (for example, when the vehicle speed drops to below 5 km / h or the battery is close to full charge), the electric braking torque request is gradually reduced, while the hydraulic braking torque is gradually increased, so that the total torque transitions smoothly.

[0064] On low-friction surfaces (such as rain, snow, gravel, and wet asphalt), excessive braking torque can easily cause wheel lock-up or slippage. Even with ABS intervention, noticeable braking jerking and instability will occur. Conventional single-pedal control typically does not actively limit electric braking torque, or only passively disengages regenerative braking when ABS is activated, resulting in delayed response and potential for sudden changes in braking force. Therefore, in one implementation, active coordination optimization can be performed, specifically: Based on wheel speed sensors and IMU signals, the peak coefficient of adhesion of the current road surface is estimated in real time (e.g., by the slope of the slip ratio-coefficient of adhesion curve). When the estimated coefficient of adhesion is lower than a preset threshold (e.g., 0.8 times that of dry asphalt), the system automatically performs two adjustments: First, it proportionally reduces the global or local value of the "optimal target deceleration for flat roads" curve according to the coefficient of adhesion. For example, when the coefficient of adhesion is 0.3, the upper limit of the target deceleration is limited to 0.2g instead of the normal 0.4g. Second, it automatically reduces the proportional gain and integral gain of the closed-loop controller (PID) to slow down the torque correction speed and prevent wheel slippage caused by over-correction.

[0065] Meanwhile, in the torque distribution and execution module, a limit value proportional to the coefficient of adhesion is applied to the maximum regenerative braking torque that the electric braking system can output. This ensures that even if the driver instantly and completely lifts the pedal, the deceleration applied by the motor will not exceed the safe range allowed by the coefficient of adhesion. In this way, road condition perception is directly embedded into the comfort deceleration control and closed-loop correction, achieving smooth, safe, and jerky electric braking in low-adhesion scenarios.

[0066] This embodiment uses an electric vehicle with a one-pedal function as an example to explain in detail how to achieve electric braking comfort braking and deceleration closed-loop control.

[0067] After the vehicle is powered on, the single-pedal position sensor outputs a real-time pedal opening signal (0% to 100%), which is simultaneously sent to the target deceleration calculation module and the feedforward torque calculation module. The target deceleration calculation module has a pre-stored "single-pedal opening" parameter. The "Optimal Target Deceleration Mapping Curve for Flat Roads" is obtained through repeated calibration by professional driving evaluation engineers on a flat, dry test road surface. Its basic characteristics are: when the driver releases the pedal, the target deceleration increases monotonically as the pedal opening decreases, and the rate of change of deceleration is smooth and without abrupt changes. For example, as the pedal opening decreases from 80% to 60%, the target deceleration increases linearly from 0.05g to 0.1g; as the opening decreases from 20% to 0%, the target deceleration increases smoothly from 0.3g to 0.4g. Based on the current single-pedal opening, the module outputs the corresponding target deceleration through table lookup or linear interpolation.

[0068] Meanwhile, the feedforward torque calculation module receives the single-pedal opening signal and the current vehicle speed signal. Internally, the module stores a two-dimensional feedforward mapping table, with row indices representing pedal opening (calibration points 0%, 10%, ..., 100%) and column indices representing vehicle speed (0, 10, 20, ..., 120 km / h). Each cell stores a basic braking torque value. This table is calibrated based on the vehicle's dynamics model on a flat road, with the goal of using this basic torque alone on a flat road to make the actual deceleration close to the target deceleration. The controller performs bilinear interpolation based on the current pedal opening and current vehicle speed, outputting the basic feedforward torque.

[0069] An inertial measurement unit (IMU) is installed near the vehicle's center of gravity to measure the actual longitudinal deceleration in real time. The raw acceleration signal output by the IMU is low-pass filtered (cutoff frequency 5~10Hz) and attitude compensated (using a gyroscope to eliminate the gravity component) to obtain a clean actual deceleration value. This value is then sent to the deviation calculation module.

[0070] The deviation calculation module compares the target deceleration with the actual deceleration to calculate the deceleration deviation:

[0071] in, To slow down the target, This represents the actual deceleration.

[0072] When the actual deceleration is less than the target deceleration A positive value indicates insufficient braking force; conversely, a negative value indicates insufficient braking force. A negative value indicates that the braking force is too strong.

[0073] deceleration deviation The input is sent to the feedback controller. This embodiment uses an anti-saturation ratio. integral Differential PID controller. The controller performs three calculations on the deviation: - Proportional calculation: ; -Integration operation: Accumulating variables ,in To control the cycle, the integral output ; - Differential operation: .

[0074] Adding these three together yields the feedback correction torque. .when When the torque output limit of the motor or hydraulic braking system is reached, the integral term is frozen to prevent integral saturation.

[0075] The torque synthesis module receives the basic feedforward torque. and feedback correction torque Adding them together gives the total braking torque command:

[0076] The instruction is sent to the torque distribution and execution module.

[0077] The torque distribution and execution module determines the distribution strategy based on the vehicle's current state (battery SOC, motor speed, vehicle speed, etc.). First, it queries the motor controller to obtain the maximum regenerative braking torque that the motor can currently provide. .if In this case, only the regenerative braking system of the motor executes the command, sending the total torque command directly to the motor controller. The motor operates in generator mode, producing resistance torque and recovering energy. If Then instruct the motor to output Simultaneously calculate the difference The system then sends the request for the difference to the hydraulic braking system (such as ESC or ABS), which then supplements the mechanical braking torque through the brake calipers and brake pads.

[0078] Throughout the braking process, the system consistently targets the optimal deceleration curve for flat roads. Through a three-tiered collaborative approach of rapid feedforward response, precise feedback correction, and electric-priority execution, it automatically counteracts external disturbances such as gradient, load, and wind resistance. Regardless of the rate at which the driver releases the pedal, or whether the vehicle is traveling uphill, downhill, or on a flat road, the actual deceleration... They can all smoothly and stably follow the target deceleration. This completely eliminates the "nodding" and "jerkiness" phenomena. At the same time, prioritizing energy recovery braking significantly improves the driving range and reduces wear on mechanical brake pads.

[0079] In summary, this application enables the vehicle to achieve linear and stable braking response under various driving conditions, solving the problems of stiff control and low comfort in existing technologies, and significantly improving the human-machine interaction quality and riding experience in one-pedal mode.

[0080] Based on the above method embodiments, this application also provides a single-pedal electric brake control device, see [link to relevant documentation]. Figure 2 As shown, the device includes the following steps: The acquisition module 210 is used to acquire the current single-pedal opening signal and determine the vehicle desired control parameters corresponding to the vehicle desired driving data based on the current single-pedal opening signal. Correction module 220 is used to correct the vehicle's desired control parameters based on the deviation between the vehicle's real-time driving data and the vehicle's desired driving data; Control module 230 is used for single-pedal electric braking control based on the corrected vehicle desired control parameters.

[0081] In one feasible implementation, the acquisition module 210 is used for: Obtain a first mapping relationship between a preset single-pedal opening signal and vehicle driving data, and a second mapping relationship between a preset single-pedal opening signal, vehicle driving data, and vehicle control parameters; Based on the current single-pedal opening signal, the vehicle's expected driving data is obtained by matching in the first mapping relationship; Based on the current single-pedal opening signal and the vehicle's real-time driving data, the desired vehicle control parameters are obtained by matching in the second mapping relationship.

[0082] In one feasible implementation, the vehicle's desired driving data includes a target deceleration; the aforementioned acquisition module 210 is further configured to: Based on the current single-pedal opening signal, the target deceleration is obtained by querying and / or interpolating in the first mapping relationship.

[0083] In one feasible implementation, the desired vehicle control parameters include a basic braking torque; the aforementioned acquisition module 210 is further configured to: Based on the current single-pedal opening signal and real-time vehicle driving data, the basic braking torque is obtained by querying the second mapping relationship.

[0084] In one feasible implementation, the above-mentioned correction module 220 is specifically used for: The deviation between the real-time driving data and the expected driving data of the vehicle is calculated proportionally and / or integrally to obtain the feedback correction torque. The desired control parameters of the vehicle are corrected by feedback correction torque.

[0085] In one feasible implementation, the control module 230 is specifically used for: Based on the revised vehicle desired control parameters, a braking torque command is sent to the braking system to control the braking system to perform a single-pedal electric braking operation.

[0086] In one feasible embodiment, the braking actuation system includes an electric braking system and a mechanical braking system; the control module 230 is further configured to: When the electric braking system fails to provide the full braking torque, a first braking torque command is sent to the electric braking system and a second braking torque command is sent to the mechanical braking system based on the corrected vehicle desired control parameters, so as to control the electric braking system and the mechanical braking system to perform single-pedal electric braking operation.

[0087] The device provided in this application embodiment has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts of the device embodiment not mentioned can be referred to the corresponding content in the aforementioned method embodiment.

[0088] Furthermore, this application provides a single-pedal electric braking control system, see [link to relevant documentation]. Figure 3 As shown, the system includes a data acquisition device, a controller, and a braking execution system. The data acquisition device includes at least: a single-pedal position sensor for real-time detection of the driver's single-pedal opening signal; a vehicle speed sensor (such as a wheel speed sensor) for acquiring the vehicle's current speed; and an inertial measurement unit for measuring the vehicle's actual longitudinal deceleration. Furthermore, depending on actual needs, the data acquisition device may also include a slope sensor, a battery state-of-charge monitoring module, a motor temperature sensor, etc., to provide richer vehicle status information.

[0089] The controller can be a vehicle control unit (VCU), a domain controller, or a separate brake control unit. For example... Figure 4 The diagram shows the structure of the controller. The electronic device 100 includes a processor 41 and a memory 40. The memory 40 stores computer-executable instructions that can be executed by the processor 41. The processor 41 executes the computer-executable instructions to implement any of the methods described above.

[0090] exist Figure 4 In the illustrated embodiment, the electronic device further includes a bus 42 and a communication interface 43, wherein the processor 41, the communication interface 43, and the memory 40 are connected via the bus 42.

[0091] The memory 40 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 43 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 42 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 42 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0092] Processor 41 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 41 or by software instructions. Processor 41 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory, and the processor 41 reads the information in the memory and, in conjunction with its hardware, completes the steps of the method described in the foregoing embodiment.

[0093] Specifically, the controller performs the following operations based on the signals acquired by the data acquisition device: determining the vehicle's desired driving data and desired control parameters based on the current single-pedal opening; correcting the vehicle's desired control parameters based on the deviation between the vehicle's real-time driving data and the desired driving data; generating a total braking torque command based on the corrected vehicle desired control parameters and sending it to the braking execution system.

[0094] The braking system comprises an electric braking subsystem and a mechanical braking subsystem. The electric braking subsystem mainly consists of a motor controller and a drive motor, used to respond to braking torque commands sent by the controller, enabling the motor to operate in regenerative braking mode to generate drag torque and recover energy. The mechanical braking subsystem, such as an electronic stability control unit (ESC) or an anti-lock braking system (ABS), along with actuators like brake calipers and discs, is used to supplement the output of mechanical braking torque when the electric braking torque is insufficient. The controller and the braking system are connected via a CAN bus, FlexRay, or dedicated hardwired wiring to ensure reliable real-time command transmission.

[0095] In a specific working example, the single-pedal position sensor in the data acquisition device detects that the driver has lifted the pedal at 65% of its maximum position, the vehicle speed sensor measures the current vehicle speed as 55 km / h, and the inertial measurement unit measures the actual deceleration as 0.08g. The controller uses a pre-stored first mapping relationship (pedal opening - desired deceleration) to look up the table and interpolate to obtain the desired deceleration of 0.09g. It then uses a second mapping relationship (pedal opening - vehicle speed - basic braking torque) to look up the table to obtain the basic braking torque. The controller calculates the deviation as 0.01g, and after proportional-integral calculation, obtains the feedback correction torque. The basic torque and the feedback torque are added to obtain the total braking torque command. Subsequently, the controller determines that the current maximum regenerative braking torque of the motor is greater than the total command, and therefore only sends this command to the motor controller. The motor then implements regenerative braking, and the vehicle decelerates smoothly at an actual deceleration of 0.09g. If the battery SOC is too high, preventing the motor from regenerating power, or if the motor's capacity is insufficient, the controller automatically requests the hydraulic braking system to supplement the difference in torque.

[0096] Through the coordinated operation of the aforementioned data acquisition device, controller, and braking execution system, this system can automatically compensate for deceleration fluctuations caused by changes in road conditions and operating speed, significantly improving braking comfort and energy recovery efficiency, without altering the driver's dominant control over the vehicle, based on the driver's manual operation of a single pedal.

[0097] Furthermore, this application provides a vehicle. The vehicle may be a pure electric vehicle, a plug-in hybrid electric vehicle, or a range-extended electric vehicle, and includes at least one motor for drive and a vehicle controller for controlling the motor and braking. In particular, the vehicle is equipped with the single-pedal electric braking control system described in the third aspect above.

[0098] Specifically, the vehicle is equipped with data acquisition devices, including a single-pedal position sensor, a vehicle speed sensor, and an inertial measurement unit. The vehicle's controller (e.g., a vehicle controller or domain controller) has a computer program programmed into its internal memory to implement any of the aforementioned method implementations. The braking system (including a motor controller, a drive motor, and a hydraulic braking unit) is connected to the controller via an onboard network.

[0099] When the driver accelerates or decelerates using a single pedal, the controller determines the desired deceleration (or acceleration) and basic braking torque (or driving torque) in real time based on the pedal opening. Simultaneously, it receives feedback from the inertial measurement unit on the actual deceleration, calculates the deviation, and generates a feedback correction torque through proportional-integral-derivative control. These are then superimposed to obtain the total torque command, which is preferentially applied by the electric motor for regenerative braking, with hydraulic braking supplementing any shortfall. This vehicle can automatically maintain precise tracking of the desired deceleration with the actual deceleration under various conditions, including flat roads, uphill and downhill sections, different loads, and varying pedal operation rates by the driver. This eliminates braking dive and jerking, resulting in a linear, comfortable, and efficient single-pedal driving experience.

[0100] Thanks to the integration of the aforementioned one-pedal electric braking control system, this vehicle significantly improves braking comfort and energy recovery efficiency, enhancing overall fuel economy and ride quality without increasing the driver's workload. Furthermore, the system operates within a manual driving framework, maintaining the driver's primary control over the vehicle, ensuring safety and reliability.

[0101] This application also provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are called and executed by a processor, the computer-executable instructions cause the processor to implement the above-described method. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0102] The computer program products of the single-pedal electric braking control method, device, system, vehicle, and medium provided in the embodiments of this application include a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0103] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application.

[0104] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, 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 of the various embodiments of this application. 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.

[0105] In the description of this application, it should be noted that the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0106] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0107] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A single-pedal electric braking control method, characterized in that, include: Obtain the current single-pedal opening signal, and determine the vehicle's desired driving data and vehicle's desired control parameters based on the current single-pedal opening signal; The desired vehicle control parameters are corrected based on the driving data deviation between the real-time vehicle driving data and the desired vehicle driving data. Single-pedal electric braking control is performed based on the corrected vehicle desired control parameters.

2. The method according to claim 1, characterized in that, Based on the current single-pedal opening signal, the desired vehicle driving data and desired vehicle control parameters are determined, including: Obtain a first mapping relationship between a preset single-pedal opening signal and vehicle driving data, and a second mapping relationship between a preset single-pedal opening signal, vehicle driving data, and vehicle control parameters; Based on the current single-pedal opening signal, the desired vehicle driving data is obtained by matching in the first mapping relationship; Based on the current single-pedal opening signal and the vehicle's real-time driving data, the desired vehicle control parameters are obtained by matching in the second mapping relationship.

3. The method according to claim 2, characterized in that, The desired vehicle driving data includes the target deceleration; The desired vehicle driving data is obtained by matching the current single-pedal opening signal in the first mapping relationship, including: The target deceleration is obtained by querying and / or interpolating the current single-pedal opening signal in the first mapping relationship.

4. The method according to claim 2, characterized in that, The desired vehicle control parameters include a basic braking torque; based on the current single-pedal opening signal and the vehicle's real-time driving data, the desired vehicle control parameters are obtained by matching in the second mapping relationship, including: Based on the current single-pedal opening signal and the vehicle's real-time driving data, the basic braking torque is obtained by querying the second mapping relationship.

5. The method according to claim 1, characterized in that, Correcting the desired vehicle control parameters based on the driving data deviation between the vehicle's real-time driving data and the vehicle's desired driving data includes: The deviation between the real-time driving data of the vehicle and the expected driving data of the vehicle is calculated proportionally and / or integrally to obtain the feedback correction torque. The desired vehicle control parameters are corrected by the feedback correction torque.

6. The method according to claim 1, characterized in that, Single-pedal electric braking control based on the corrected vehicle desired control parameters includes: Based on the modified vehicle desired control parameters, a braking torque command is sent to the braking actuation system to control the braking actuation system to perform a single-pedal electric braking operation.

7. The method according to claim 6, characterized in that, The braking execution system includes an electric braking system and a mechanical braking system; based on the corrected vehicle desired control parameters, a braking torque command is sent to the braking execution system, including: When the electric braking system does not meet the full braking torque, a first braking torque command is sent to the electric braking system and a second braking torque command is sent to the mechanical braking system according to the corrected vehicle desired control parameters, so as to control the electric braking system and the mechanical braking system to perform a single-pedal electric braking operation.

8. A single-pedal electric braking control device, characterized in that, include: The acquisition module is used to acquire the current single-pedal opening signal and determine the vehicle desired control parameters corresponding to the vehicle desired driving data based on the current single-pedal opening signal. The correction module is used to correct the vehicle's desired control parameters based on the driving data deviation between the vehicle's real-time driving data and the vehicle's desired driving data. A control module for performing single-pedal electric braking control based on the modified vehicle desired control parameters.

9. A single-pedal electric braking control system, characterized in that, include: Data acquisition device, used to collect real-time vehicle driving data; A controller for performing the method according to any one of claims 1 to 7; A braking actuation system for performing single-pedal electric braking control in response to instructions from the controller.

10. A vehicle, characterized in that, Includes the single-pedal electric braking control system as described in claim 9.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 7.

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