Brake control method, electronic device, and vehicle

Abstract

The application discloses a brake control method, an electronic device and a vehicle, comprising: determining brake torque of a driving motor of the vehicle according to a brake fault type and a brake state parameter of the vehicle, the brake torque being used for driving the vehicle to perform a brake action corresponding to the brake fault type. According to different brake fault types, the vehicle itself can perform different brake capabilities, and the brake state parameter is combined to control the driving motor to generate corresponding brake torque, so that the vehicle performs the brake action corresponding to the brake fault type, the whole vehicle brake deceleration is close to the deceleration provided in the normal state of the vehicle, the harm risk of the driver and the passenger caused by insufficient or excessive brake provided by auxiliary brake is reduced, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a braking control method, electronic equipment, and vehicle. Background Technology

[0002] With the continuous development of automotive electronics technology and the integration of automotive systems, the adoption rate of brake-by-wire systems is increasing. In related technologies, when insufficient braking occurs due to malfunctions or damage to the brake-by-wire system, a drive motor can assist in vehicle deceleration. However, this approach suffers from safety and user experience deficiencies. Summary of the Invention

[0003] This application provides a braking control method, electronic device, and vehicle. These improvements enhance safety and user experience in situations where the brake-by-wire system malfunctions or is damaged.

[0004] To achieve the above objectives, according to a first aspect of this application, a braking control method is provided, comprising:

[0005] Based on the vehicle's braking fault type and braking status parameters, the braking torque of the vehicle's drive motor is determined, and the braking torque is used to drive the vehicle to perform braking actions corresponding to the braking fault type.

[0006] Optionally, determining the braking torque of the vehicle's drive motor based on the vehicle's braking fault type and braking state parameters includes:

[0007] The auxiliary braking strategy of the vehicle is determined based on the type of braking failure.

[0008] Based on the auxiliary braking strategy and the braking state parameters, the braking torque of the vehicle's drive motor is determined; the braking torque is used to drive the vehicle to perform the braking action, which corresponds to the auxiliary braking strategy.

[0009] Optionally, the braking fault type includes at least one of single-path fault, dual-path fault, and communication fault, and determining the vehicle's auxiliary braking strategy based on the vehicle's braking fault type includes:

[0010] In the case where the braking fault type is the single-path fault, the auxiliary braking strategy of the vehicle is determined to be an auxiliary deceleration strategy; and / or,

[0011] In the case where the braking fault type is a dual-path fault or a communication fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy.

[0012] Optionally, determining the braking torque of the vehicle's drive motor based on the auxiliary braking strategy and the braking state parameters includes:

[0013] When the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, the first braking torque is determined by the vehicle's drive motor based on the auxiliary deceleration strategy and the braking state parameters. The first braking torque is used to drive the vehicle to decelerate.

[0014] Optionally, determining the braking torque of the vehicle's drive motor based on the auxiliary braking strategy and the braking state parameters includes:

[0015] When the vehicle's auxiliary braking strategy is an auxiliary parking strategy, the second braking torque is determined by the vehicle's drive motor based on the auxiliary parking strategy and the braking state parameters. The second braking torque is used to drive the vehicle to a stop.

[0016] Optionally, the braking state parameters include at least one of brake pedal depth, brake switch signal, and vehicle speed.

[0017] Optionally, the braking torque is positively correlated with the braking depth and / or the vehicle speed.

[0018] Optionally, the braking state parameters further include the effective position state of the brake pedal depth, and determining the braking torque of the vehicle's drive motor based on the braking state parameters includes:

[0019] When the brake pedal depth is in an active position, the braking torque is determined based on the brake pedal depth and the vehicle speed.

[0020] Optionally, the braking state parameters further include the effective position state of the brake pedal depth, and determining the braking torque of the vehicle's drive motor based on the braking state parameters includes:

[0021] When the brake pedal depth effective position is invalid and the brake switch signal is a pedal press signal, the braking torque is determined based on the vehicle speed.

[0022] Optionally, when the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, determining the braking torque based on the brake pedal depth and the vehicle speed includes:

[0023] The first depth braking torque corresponding to the brake pedal depth is determined according to the brake pedal depth and the preset depth-deceleration torque mapping table.

[0024] The first speed braking torque corresponding to the vehicle speed is determined based on the vehicle speed and the preset speed-torque mapping table;

[0025] The first braking torque is obtained by filtering the first depth braking torque and the first speed braking torque using preset filtering conditions. The first braking torque is used to drive the vehicle to decelerate.

[0026] Optionally, when the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, determining the braking torque based on the vehicle speed includes:

[0027] The first braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table, and the first braking torque is used to drive the vehicle to decelerate.

[0028] Optionally, when the vehicle's auxiliary braking strategy is an auxiliary parking strategy, determining the braking torque based on the brake pedal depth and the vehicle speed includes:

[0029] The second depth braking torque corresponding to the brake pedal depth is determined based on the brake pedal depth and the preset depth-stop torque mapping table.

[0030] The second speed braking torque corresponding to the vehicle speed is determined based on the vehicle speed and the preset speed-torque mapping table;

[0031] The second braking torque is obtained by filtering the second depth braking torque and the second speed braking torque using preset filtering conditions. The second braking torque is used to drive the vehicle to stop.

[0032] Optionally, the braking state parameters further include the duration of pressing the brake pedal corresponding to the brake pedal depth, and the step of determining the second depth braking torque corresponding to the brake pedal depth based on the brake pedal depth and a preset depth-stop torque mapping table includes:

[0033] If the brake pedal depth is greater than the preset braking depth and the pedaling duration is greater than or equal to the preset duration, the parking torque with the largest absolute value in the preset depth-parking torque mapping table shall be used as the second depth braking torque.

[0034] Optionally, when the vehicle's auxiliary braking strategy is an auxiliary parking strategy, determining the braking torque based on the vehicle speed includes:

[0035] The second braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table. The second braking torque is used to drive the vehicle to a stop.

[0036] Optionally, the braking state parameters include vehicle speed, and determining the braking torque of the vehicle's drive motor includes:

[0037] When the vehicle speed is less than or equal to a preset speed threshold, the braking torque of the vehicle's drive motor is determined to be 0.

[0038] Optionally, the braking fault type can be determined based on feedback information from the vehicle's brake-by-wire system.

[0039] Optionally, determining the braking fault type based on feedback information from the vehicle's brake-by-wire system includes:

[0040] The braking fault type is determined based on at least two consecutive frames receiving fault feedback from the brake-by-wire system and / or not receiving verification feedback from the brake-by-wire system for more than a preset time.

[0041] Optionally, when the braking torque is greater than the maximum rated braking torque of the brake motor, the vehicle is driven to perform a braking action corresponding to the braking fault type using the maximum rated braking torque.

[0042] According to a second aspect of this application, an electronic device is provided, comprising:

[0043] Memory, on which computer programs / instructions are stored;

[0044] A processor is configured to execute the computer program / instructions in the memory to implement the steps of the braking control method described above.

[0045] According to a third aspect of this application, a computer-readable storage medium is provided that stores a computer program / instructions thereon, which, when executed by a processor, implements the steps of the braking control method described above.

[0046] According to a fourth aspect of this application, a computer program product is provided, including a computer program / instructions that, when executed by a processor, implement the steps of the braking control method described above.

[0047] According to a fifth aspect of this application, a vehicle is provided, the vehicle including electronic devices as described above, or computer-readable storage media as described above.

[0048] This application controls the drive motor to generate corresponding braking torque based on the different braking capabilities that the vehicle can still perform under different braking failure types, combined with braking state parameters, so as to drive the vehicle to perform braking actions corresponding to the braking failure type. This ensures that the vehicle's braking deceleration is close to the deceleration provided by the vehicle in normal condition, reducing the risk of injury to the driver and passengers caused by insufficient or excessive braking provided by auxiliary braking, while also improving the user experience.

[0049] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0050] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments 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 based on these drawings without creative effort.

[0051] Figure 1 This application provides a schematic flowchart of a braking control method in certain embodiments;

[0052] Figure 2 This application provides a schematic diagram of an auxiliary deceleration and braking control process under a single-path fault in certain embodiments;

[0053] Figure 3 This application provides a schematic diagram of an auxiliary parking brake control process under dual-path fault or communication fault conditions in certain embodiments. Detailed Implementation

[0054] 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. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Furthermore, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application.

[0055] With the continuous development of automotive electronics technology and the integration of automotive systems, brake-by-wire systems are increasingly being implemented in vehicles, becoming a crucial component for vehicle deceleration. However, when this system malfunctions, the vehicle's braking performance significantly deteriorates, resulting in insufficient braking deceleration and posing a threat to driver safety. Traditional braking control methods typically rely on the normal operation of the brake-by-wire system. If the system malfunctions, the vehicle controller often fails to respond promptly or take effective measures, preventing the vehicle from achieving the expected deceleration or stopping effect. While some technologies utilize a drive motor to assist vehicle deceleration when brake-by-wire systems malfunction or are damaged, this approach suffers from safety and user experience limitations.

[0056] To address the aforementioned problems, this application provides a braking control method, combining... Figure 1 , Figure 2 and Figure 3 As shown, it includes:

[0057] Based on the vehicle's braking fault type and braking status parameters, the braking torque of the vehicle's drive motor is determined. The braking torque is used to drive the vehicle to perform the braking action corresponding to the braking fault type.

[0058] This can be understood as follows: Braking fault types can include, but are not limited to, abnormal conditions in the vehicle's brake-by-wire system detected by vehicle controllers, sensors, fault diagnosis modules, etc., such as insufficient brake pad thickness, friction material detachment, pipe rupture, aging brake caliper seals, master cylinder failure, electronic / hydraulic system failure, motor failure, control module errors, communication line problems, etc.; Braking status parameters can include, but are not limited to, data that reflects the vehicle's braking status in real time, obtained through sensors, control systems, or driving behavior monitoring, such as whether the brake pedal is pressed (brake pedal switch signal), brake pedal depth information, brake pedal pressing duration information, brake pedal pressing force, whether the anti-lock braking system is activated, vehicle current speed, braking deceleration, road friction coefficient, etc.; Braking torque can include, but is not limited to, the reverse torque generated by the drive motor (such as the traction motor of an electric vehicle) during braking, used to decelerate the vehicle and recover some kinetic energy; Braking action can include, but is not limited to, the specific braking operation performed by the vehicle, such as braking with different decelerations based on different braking torque values.

[0059] Specifically, when a vehicle enters braking mode, the braking torque value required by the vehicle's drive motor is determined based on the vehicle's braking fault type and braking state parameters, using methods such as preset algorithm calculations or mapping tables obtained through prior experimental testing. Then, the drive motor is controlled to generate reverse torque according to the braking torque value to drive the vehicle to perform the braking action corresponding to the braking fault type. Related motor-assisted braking methods rely solely on braking state parameters to adjust the motor's braking torque. In complex operating conditions, these methods lack sufficient redundancy control capabilities or have imperfect control logic, resulting in insufficient safety and user experience. This application, based on the different braking capabilities the vehicle can still perform under different braking fault types, and combined with braking state parameters, controls the drive motor to generate corresponding braking torque to drive the vehicle to perform the braking action corresponding to the braking fault type. This ensures that the vehicle's braking deceleration is close to the deceleration provided under normal vehicle conditions, reducing the risk of injury to the driver and passengers due to insufficient or excessive braking provided by auxiliary braking, while also improving the user experience.

[0060] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, the braking torque of the vehicle's drive motor is determined based on the vehicle's braking fault type and braking status parameters, including:

[0061] Determine the vehicle's auxiliary braking strategy based on the type of braking failure.

[0062] Based on the auxiliary braking strategy and braking state parameters, the braking torque of the vehicle's drive motor is determined; the braking torque is used to drive the vehicle to perform braking actions, and the braking actions correspond to the auxiliary braking strategy.

[0063] In this context, auxiliary braking strategies can be understood as including, but not limited to, dynamically formulating different braking control strategies based on different braking fault types when a vehicle's braking system malfunctions. This strategy ensures the vehicle has sufficient deceleration and braking capability by replacing or supplementing the original braking method. For example, auxiliary braking strategies could include auxiliary parking strategies, auxiliary deceleration straight-line driving strategies, and auxiliary deceleration lane-changing strategies.

[0064] Specifically, the auxiliary braking strategy to be executed when the vehicle enters braking condition is determined based on the type of braking fault. When the vehicle enters braking condition, the braking torque value of the vehicle's drive motor under that strategy and braking state parameters is determined using a preset algorithm or a mapping table obtained through prior experimental testing, based on the auxiliary braking strategy and braking state parameters. Then, the drive motor is controlled to generate reverse torque according to the braking torque value to drive the vehicle to execute the auxiliary braking strategy and braking action corresponding to the braking fault type. This application achieves multi-dimensional optimization of braking safety and driving experience by dynamically adapting the auxiliary braking strategy to the braking fault type and accurately calculating the braking torque of the drive motor in conjunction with braking state parameters, making it suitable for vehicle braking control needs under complex conditions.

[0065] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, braking fault types include at least one of single-path fault, dual-path fault, and communication fault. The vehicle's auxiliary braking strategy is determined based on the type of braking fault, including:

[0066] When the braking fault type is a single-path fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary deceleration strategy; and / or,

[0067] In the event of a braking fault type of dual-path fault or communication fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy.

[0068] This can be understood as follows: a single-path fault may include, but is not limited to, a degraded braking system that still retains some hydraulic assist, such as providing a braking deceleration lower than a preset threshold (e.g., 7 m / s^2, 6.43 m / s^2); a dual-path fault may include, but is not limited to, a degraded braking system with no hydraulic assist, such as providing a braking deceleration lower than a preset threshold (e.g., 6.43 m / s^2); a communication fault may include, but is not limited to, communication between the braking system and the vehicle controller via a wireless or wired (e.g., controller area network bus) network. If the braking system verification signal is not received for several consecutive frames (e.g., 10 frames, 20 frames), or if the verification signal is incorrect or the life frame is abnormal, the vehicle controller determines that the integrated braking control system has a communication fault.

[0069] Specifically, in the case of a single-path braking fault, it indicates that the braking system still retains some braking force, thus the vehicle's auxiliary braking strategy is determined to be an auxiliary deceleration strategy. In the case of a dual-path braking fault or a communication fault, it indicates that the braking system has no braking force or that the vehicle controller has lost contact with the braking system. For safety, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy. Different auxiliary braking strategies are applied to different types of braking faults, which can improve both safety and driving comfort.

[0070] In one specific embodiment, combined with Figure 2 and Figure 3 As shown, the integrated braking system's braking capacity varies depending on the type of braking fault. For a single-path fault, the integrated braking system still has some braking capacity and executes an auxiliary deceleration strategy; for a dual-path fault, the integrated braking system has almost no braking capacity and executes an auxiliary stopping strategy. This avoids the situation where, in the case of a single-path fault, the deceleration resulting from the sum of the deceleration from the auxiliary braking function and the deceleration from the single-path fault in the integrated braking system is not too large, thus preventing injury to the occupants due to inertia when the vehicle skids or decelerates excessively.

[0071] In some implementations, combined Figure 2 As shown, the braking torque of the vehicle's drive motor is determined based on the auxiliary braking strategy and braking state parameters, including:

[0072] When the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, the first braking torque is determined by the vehicle's drive motor based on the auxiliary deceleration strategy and braking state parameters. The first braking torque is used to drive the vehicle to decelerate.

[0073] Specifically, when the vehicle enters braking mode, based on the auxiliary deceleration strategy and braking state parameters, the first braking torque value of the vehicle's drive motor under the given deceleration strategy and braking state parameters is determined through methods such as preset algorithm calculations or mapping tables obtained from prior experimental tests. Then, the drive motor is controlled to generate reverse torque based on the first braking torque value to drive the vehicle to perform deceleration. Through the auxiliary deceleration strategy, dynamic braking control is achieved in single-path fault scenarios, improving the vehicle's braking response speed and safety.

[0074] In some implementations, combined Figure 3 As shown, the braking torque of the vehicle's drive motor is determined based on the auxiliary braking strategy and braking state parameters, including:

[0075] When the vehicle's auxiliary braking strategy is an auxiliary parking strategy, the second braking torque is determined by the vehicle's drive motor based on the auxiliary parking strategy and braking state parameters. The second braking torque is used to drive the vehicle to a stop.

[0076] Specifically, when the vehicle enters braking mode, based on the auxiliary parking strategy and braking state parameters, the second braking torque value of the vehicle's drive motor under the given parking strategy and braking state parameters is determined through methods such as preset algorithm calculations or mapping tables obtained from prior experimental tests. Then, the drive motor is controlled to generate reverse torque based on the second braking torque value to drive the vehicle to perform a parking action, such as gradually reducing the vehicle speed and pulling over to the side of the road when it is safe to do so based on the surrounding environment. Through the auxiliary parking strategy, safe parking control is achieved in scenarios of dual-path failure or communication failure, avoiding the risk of vehicle loss of control due to braking system failure.

[0077] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, braking status parameters include at least one of brake pedal depth, brake switch signal, and vehicle speed.

[0078] This can be understood as follows: Brake pedal depth can include, but is not limited to, the travel (or displacement) of the brake pedal when pressed by the driver, which can be measured by sensors (such as potentiometers or Hall effect sensors) to reflect the "depth" or "force" of the pedal press; the brake switch signal can include, but is not limited to, a sensor connected to the vehicle controller at the brake pedal. When this sensor is in direct contact with the brake pedal, the vehicle controller determines that the brake pedal is in a "not pressed" state, meaning the brake switch signal is a no-press signal. When the sensor is not in contact with the brake pedal, the vehicle controller determines that the brake pedal is in a "pressed" state, meaning the brake switch signal is a pressed signal; vehicle speed can include, but is not limited to, the vehicle's current speed, which can be obtained through wheel speed sensors (or GPS (Global Positioning System) data) to reflect the vehicle's motion status. Through multi-parameter redundancy design, it is ensured that basic braking function can still be maintained when some signals fail, improving the robustness of the system.

[0079] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, braking torque is positively correlated with braking depth and / or vehicle speed.

[0080] Specifically, a greater braking depth indicates a greater deceleration desired by the driver, thus requiring a larger braking torque from the drive motor. And / or, a higher speed necessitates a greater braking torque from the drive motor if braking to decelerate or stop is required. This positive correlation design ensures that the vehicle can output greater braking torque at high speeds or when the brake pedal is pressed deeply, matching the deceleration requirements under normal braking conditions.

[0081] In some implementations, combined Figure 2 and Figure 3 As shown, the braking state parameters also include the effective position status of the brake pedal depth. Based on the braking state parameters, the braking torque of the vehicle's drive motor is determined, including:

[0082] When the brake pedal depth is in an effective position, the braking torque is determined based on the brake pedal depth and vehicle speed.

[0083] This can be understood as follows: the valid brake pedal depth status can include, but is not limited to, verification of the brake pedal depth signal by the brake control system. When the brake depth signal is reliable, the brake control system sends a "valid" signal to the vehicle controller; when the brake depth signal is unreliable, the brake control system sends a "invalid" signal to the vehicle controller. The signal is communicated via wireless or wired (such as a controller area network bus) network.

[0084] Specifically, if the brake pedal depth valid position is active, it indicates that the brake pedal depth data is reliable. Then, based on the brake pedal depth and vehicle speed, the required braking torque from the drive motor is determined using a pre-set algorithm or a mapping table obtained through prior experimental testing. By determining the valid brake pedal depth position, the braking intensity can be dynamically adjusted when the brake pedal depth signal is normal, improving the accuracy of brake control.

[0085] In some implementations, combined Figure 2 and Figure 3 As shown, the braking state parameters also include the effective position status of the brake pedal depth. Based on the braking state parameters, the braking torque of the vehicle's drive motor is determined, including:

[0086] When the brake pedal depth effective position is invalid and the brake switch signal is a pedal press signal, the braking torque is determined based on the vehicle speed.

[0087] Specifically, if the brake pedal depth valid position is invalid, it indicates that the brake pedal depth data is unreliable, and a brake switch signal indicating pedal application is detected. Therefore, based on the vehicle speed, the required braking torque from the drive motor is determined using a preset algorithm or a mapping table obtained through prior experimental testing. Through backup control logic in case of signal failure, basic deceleration function is still provided even when the brake pedal depth signal fails, improving system safety.

[0088] Compared to related technologies that use electric motor-assisted braking, some solutions adjust the motor's auxiliary braking torque based on brake pedal travel and vehicle speed information. However, these methods lack sufficient redundancy control capabilities or have incomplete control logic when facing complex conditions such as brake switch signal failure or invalid brake pedal depth. This method, however, uses the vehicle controller to collect and determine one or more of the following: brake pedal depth, brake switch signal, vehicle speed information, and the valid brake pedal depth status. It then performs logical judgments to implement the electric motor-assisted braking function. This method allows the function to function even if some information collected by the vehicle controller fails, significantly reducing the probability of functional failure.

[0089] In some implementations, combined Figure 2 As shown, when the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, the braking torque is determined based on the brake pedal depth and vehicle speed, including:

[0090] The first depth braking torque corresponding to the brake pedal depth is determined based on the brake pedal depth and the preset depth-deceleration torque mapping table.

[0091] Determine the first speed braking torque corresponding to the vehicle speed based on the vehicle speed and the preset speed-torque mapping table;

[0092] The first braking torque is obtained by filtering the first depth braking torque and the first speed braking torque using preset filtering conditions. The first braking torque is used to drive the vehicle to decelerate.

[0093] This can be understood as follows: the values ​​in the preset depth-deceleration torque mapping table may include, but are not limited to, those calculated based on the braking depth-vehicle deceleration table. In the braking depth-vehicle deceleration table, each braking depth corresponds to a vehicle deceleration, and this value should be determined by the relevant personnel working on the vehicle braking system. The calculation method for the first braking torque value in the preset depth-deceleration torque mapping table is: First braking torque = Half-load mass of the vehicle × Vehicle deceleration ÷ 2 × Rolling radius of the drive wheel.

[0094] The values ​​in the preset speed-torque mapping table may include, but are not limited to, measures to prevent the vehicle's auxiliary deceleration and braking torque from being applied too slowly during speed reduction. This would prevent the drive wheel torque from remaining negative when the vehicle reaches a preset speed value (e.g., 2 km / h, 3 km / h), causing the vehicle to be driven backward by negative torque after stopping. The preset speed-torque mapping table values ​​are obtained through actual vehicle calibration and adjustment.

[0095] Specifically, in the case of a single-path braking fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary deceleration strategy. If the brake pedal depth effective position is active, the first braking torque corresponding to the brake pedal depth is determined by looking up a table using the brake pedal depth and a preset depth-deceleration torque mapping table; the first speed braking torque corresponding to the vehicle speed is determined by looking up a table using the vehicle speed and a preset speed-torque mapping table. Then, preset filtering conditions are used to filter the first braking torque and the first speed braking torque, such as the maximum value, the minimum value, or a weighted average, to obtain the first braking torque. The drive motor is then controlled to generate reverse torque based on the first braking torque value to drive the vehicle to perform deceleration. Through the lookup table method and filtering conditions, precise control of the braking torque is achieved, ensuring the stability and reliability of the braking effect.

[0096] In some implementations, combined Figure 2 As shown, when the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, the braking torque is determined based on the vehicle speed, including:

[0097] The first braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table. The first braking torque is used to drive the vehicle to decelerate.

[0098] Specifically, in the case of a single-path braking fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary deceleration strategy. If the brake pedal depth effective position is invalid at this time, the first braking torque corresponding to the vehicle speed is determined by looking up a table based on the vehicle speed and a preset speed-torque mapping table. Then, the drive motor is controlled to generate reverse torque based on the first braking torque value to drive the vehicle to perform deceleration. Determining the braking torque directly by looking up the table based on the vehicle speed simplifies the control logic and improves the system's response speed.

[0099] In some implementations, combined Figure 3 As shown, when the vehicle's auxiliary braking strategy is an auxiliary parking strategy, the braking torque is determined based on the brake pedal depth and vehicle speed, including:

[0100] Determine the second depth braking torque corresponding to the brake pedal depth based on the brake pedal depth and the preset depth-stop torque mapping table;

[0101] The second speed braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table;

[0102] The second braking torque is obtained by filtering the second depth braking torque and the second speed braking torque using preset filtering conditions. The second braking torque is used to drive the vehicle to stop.

[0103] This can be understood as follows: the values ​​in the preset depth-stop torque mapping table may include, but are not limited to, those calculated based on the braking depth-vehicle deceleration table. In the braking depth-vehicle deceleration table, each braking depth corresponds to a vehicle deceleration, and this value should be determined by personnel involved in the vehicle braking system. The calculation method for the second braking torque value in the preset depth-stop torque mapping table is: Second braking torque = Vehicle half-load mass × Vehicle deceleration × Drive wheel rolling radius.

[0104] Specifically, in cases where the braking fault type is a dual-path fault or a communication fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy. If the brake pedal depth effective position is active at this time, the second braking torque corresponding to the brake pedal depth is determined by looking up a table based on the brake pedal depth and a preset depth-parking torque mapping table; the second speed braking torque corresponding to the vehicle speed is determined by looking up a table based on the vehicle speed and a preset speed-torque mapping table. Then, preset filtering conditions are used to filter the second braking torque and the second speed braking torque, such as the maximum value, the minimum value, or a weighted average, to obtain the second braking torque. The drive motor is then controlled to generate reverse torque based on the second braking torque value to drive the vehicle to perform the parking action. Through comprehensive judgment of multiple parameters, the reasonable distribution of braking torque under the parking strategy is ensured, avoiding control deviations caused by a single parameter.

[0105] In some implementations, combined Figure 3 As shown, the braking state parameters also include the duration of pedal engagement corresponding to the brake pedal depth, and the second depth braking torque corresponding to the brake pedal depth is determined based on the brake pedal depth and a preset depth-stop torque mapping table, including:

[0106] If the brake pedal depth is greater than the preset braking depth and the pedal duration is greater than or equal to the preset duration, the parking torque with the largest absolute value in the preset depth-parking torque mapping table is used as the second braking torque depth.

[0107] Specifically, when the brake pedal depth is greater than the preset braking depth (e.g., 25%, 30%, 50% of the maximum braking depth) and the pedal duration is greater than or equal to the preset duration (e.g., 3s, 5s), the parking torque with the largest absolute value is obtained by looking up the preset depth-stopping torque mapping table, and this value is used as the second braking torque. When the brake pedal depth is greater than the preset braking depth and the pedal duration is greater than or equal to the preset duration, it indicates that the driver intends to brake suddenly. For user safety, an auxiliary stopping strategy is adopted, directly using the maximum braking torque to improve safety.

[0108] In some implementations, combined Figure 3 As shown, when the vehicle's auxiliary braking strategy is an auxiliary parking strategy, the braking torque is determined based on the vehicle speed, including:

[0109] The second braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table. The second braking torque is used to drive the vehicle to a stop.

[0110] Specifically, in cases of dual-path or communication failure in braking, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy. If the brake pedal depth effective position is invalid at this time, the second braking torque corresponding to the vehicle speed is determined by looking up the vehicle speed and a preset speed-torque mapping table. Then, the drive motor is controlled to generate reverse torque based on the second braking torque value to drive the vehicle to perform a parking action. Determining the braking torque directly by looking up the table based on the vehicle speed simplifies the control logic and improves the system's response speed.

[0111] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, braking state parameters include vehicle speed, which determines the braking torque of the vehicle's drive motor, including:

[0112] When the vehicle speed is less than or equal to a preset speed threshold, the braking torque of the vehicle's drive motor is determined to be 0.

[0113] Specifically, when the vehicle speed is less than or equal to a preset speed threshold, such as less than 3 km / h or 2 km / h, in order to prevent the vehicle from traveling in the opposite direction when the auxiliary braking function stops the vehicle, the auxiliary braking torque is disengaged at low vehicle speeds, and the braking torque of the drive motor is directly set to 0.

[0114] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, the type of braking fault is determined based on feedback information from the vehicle's brake-by-wire system.

[0115] In this context, the vehicle's brake-by-wire system can be understood to include, but is not limited to, the Integrated Power Brake (IPB) system, which encompasses electro-hydraulic braking, cooperative regenerative braking, electronic stability control, and passive safety functions. When the IPB system is functioning normally, after the driver depresses the brake pedal, it collects the brake pedal push-rod travel, identifies the driver's braking intention, and sends signals such as the brake pedal push-rod travel and wheel-end braking feedback torque values ​​to the vehicle controller. The vehicle controller then controls the vehicle's electric motors based on the torque signals sent by the IPB system to coordinate with the hydraulic braking system, achieving the driver's braking intention and recovering some of the vehicle's kinetic energy. Simultaneously, the vehicle controller collects brake switch signals as a backup for the brake pedal push-rod travel signals to prevent the risk of the vehicle failing to brake in the event of a malfunction in the IPB system.

[0116] Specifically, vehicle controllers, such as domain controllers, receive feedback information from the brake-by-wire system via wired or wireless communication methods, process and analyze it to determine the type of braking fault. This feedback information from the brake-by-wire system enables rapid and accurate identification of fault types, improving system reliability.

[0117] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, the type of braking fault is determined based on feedback information from the vehicle's brake-by-wire system, including:

[0118] The braking fault type is determined based on at least two consecutive frames receiving fault feedback from the brake-by-wire system and / or no verification feedback from the brake-by-wire system for more than a preset time.

[0119] Specifically, if the vehicle controller receives fault feedback from the brake-by-wire system for at least two consecutive frames (e.g., 2, 3, or 5 frames) via wired or wireless communication, it processes and analyzes this fault information to determine the type of braking fault, such as a single-path or dual-path fault. Alternatively, if no verification feedback from the brake-by-wire system (e.g., a verification signal, an incorrect verification signal, or an abnormal lifeframe) is received within a preset time period (e.g., 100ms, 500ms, or 1000ms), the controller determines the braking fault type to be a communication fault. This multi-frame judgment and timeout mechanism improves the reliability of fault diagnosis and avoids misjudgments caused by occasional communication anomalies.

[0120] In some implementations, combined Figure 1 , Figure 2 and Figure 3 As shown, when the braking torque is greater than the maximum rated braking torque of the brake motor, the vehicle is driven to perform the braking action corresponding to the braking fault type using the maximum rated braking torque.

[0121] Specifically, when the braking torque determined based on the vehicle's braking fault type and braking state parameters exceeds the maximum calibrated braking torque of the drive motor, the maximum calibrated braking torque is used to drive the vehicle to perform the braking action corresponding to the braking fault type, in order to ensure the safety and lifespan of the drive motor. In one specific embodiment, when the vehicle controller executes an auxiliary deceleration strategy or an auxiliary parking strategy, the maximum feedback capability limit of the drive motor must be considered to avoid damage or abnormal conditions to the powertrain; whether the maximum allowable charging capacity limit of the power battery needs to be considered can be assessed based on whether there is a risk of overcharging of the power battery. This application suggests conducting a risk assessment with the aim of maximizing the vehicle's braking effect.

[0122] In some implementations, combined Figure 2 and Figure 3 As shown, if the vehicle's braking fault condition has been dealt with or restored, the braking torque of the vehicle's drive motor is determined based on the torque information of the brake-by-wire system.

[0123] To better illustrate the embodiments provided in this application, the following description is provided in conjunction with... Figure 2 and Figure 3 The following example illustrates this.

[0124] In one specific embodiment, combined with Figure 2 The diagram shown is a flowchart of the auxiliary deceleration strategy for the drive motor in this application, including:

[0125] S21: A single-path fault occurs in the integrated braking control system. The vehicle controller obtains information on brake pedal depth, brake switch signal, brake pedal depth valid position status and current vehicle speed to determine whether the vehicle has entered braking condition.

[0126] S22: The vehicle controller executes different auxiliary deceleration logics based on the brake pedal depth, brake switch signal, brake pedal depth valid position status and current vehicle speed information, and controls the vehicle motor feedback torque for auxiliary deceleration;

[0127] S23: If the fault recovery of the brake-by-wire system is detected, the vehicle controller will brake according to the torque information sent by the brake-by-wire system.

[0128] In one specific embodiment, all the above signals are transmitted through the vehicle's CAN (Controller Area Network) network, sending and receiving one frame of signal every 10ms. When the vehicle controller receives a single-path fault in the integrated braking control system for at least two consecutive frames (e.g., 2, 3, 5 frames, etc.), the vehicle controller determines that braking conditions have been entered and implements a drive motor-assisted deceleration strategy. The vehicle controller calculates the brake pedal push rod travel as a braking depth signal in real time, and the brake switch signal is acquired through hard wiring.

[0129] The torque of the motor-assisted deceleration strategy is not superimposed on the normal braking feedback or coasting feedback torque; unless otherwise specified, the motor-assisted deceleration torque response rate is the braking feedback torque rate of the vehicle controller responding to the integrated braking control system.

[0130] After determining that motor-assisted deceleration is required, the vehicle controller needs to perform the following actions:

[0131] 1. When the braking depth valid position is valid:

[0132] (1) The vehicle controller obtains the first depth braking torque according to the preset depth-deceleration torque mapping table;

[0133] (2) The vehicle controller obtains the first speed braking torque according to the preset speed-torque mapping table (the design auxiliary braking torque exit speed is set to 2km / h);

[0134] (3) |First braking torque|=min{|First depth braking torque|,|First speed braking torque|}.

[0135] 2. When the brake depth valid position is invalid and the brake switch signal switches to "Pressed":

[0136] First braking torque = First speed braking torque.

[0137] In one specific embodiment, combined with Figure 3 The diagram shown is a flowchart of the drive motor-assisted parking strategy of this application, including:

[0138] S31: When a dual-path fault or communication fault is detected in the integrated braking control system, the vehicle controller obtains the brake pedal depth, brake switch signal, brake pedal depth valid position status and current vehicle speed information to determine whether the vehicle has entered braking condition.

[0139] S32: The vehicle controller executes different auxiliary deceleration logics based on the brake pedal depth, brake switch signal, brake pedal depth valid position status and current vehicle speed information, and controls the vehicle motor feedback torque to assist in stopping;

[0140] S33: If the integrated braking control system fault recovery is detected, the vehicle controller will brake according to the torque information sent by the integrated braking control system.

[0141] In practice, all the above signals are transmitted through the vehicle's CAN network, sending and receiving one frame of signal every 10ms. When the vehicle controller receives a dual-path fault in the integrated braking control system for at least two consecutive frames (e.g., 2, 3, 5 frames, etc.) or fails to receive verification feedback from the brake-by-wire system for more than 10 frames, the vehicle controller determines that braking is in progress and initiates assisted deceleration with the drive motor. The vehicle controller calculates the brake pedal pushrod travel as the braking depth signal in real time, and the brake switch signal is acquired via hard wiring.

[0142] The torque of the motor-assisted parking strategy is not superimposed on the normal braking feedback or coasting feedback torque; unless otherwise specified, the motor-assisted parking torque response rate is the braking feedback torque rate of the vehicle controller responding to the integrated braking control system.

[0143] After determining that a motor-assisted parking strategy needs to be implemented, the vehicle controller must perform the following actions:

[0144] 1. When the braking depth valid bit is active:

[0145] (1) The vehicle controller looks up the second depth braking torque according to the preset depth-stop torque mapping table. When "braking depth > 30% and lasts for 3s", |second depth braking torque| = the feedback torque value with the largest absolute value in the preset depth-stop torque mapping table;

[0146] (2) The vehicle controller obtains the second speed braking torque by looking up the preset speed-torque mapping table (the design auxiliary parking feedback exit speed is set to 2km / h);

[0147] (3) |Second braking torque|=min{|Second depth braking torque|,|Second speed braking torque|}.

[0148] 2. When the brake depth valid bit is invalid and the brake switch state is switched to "Pressed":

[0149] Second braking torque = Second speed braking torque.

[0150] This application also provides an electronic device, including:

[0151] Memory, on which computer programs / instructions are stored;

[0152] A processor is used to execute computer programs / instructions in memory to implement the steps of the braking control method described above.

[0153] This application also provides a computer-readable storage medium storing a computer program / instructions thereon, which, when executed by a processor, implements the steps of the braking control method described above.

[0154] This application also provides a computer program product, including a computer program / instruction that, when executed by a processor, implements the steps of the braking control method described above.

[0155] This application also provides a vehicle that includes the electronic device described above, or the computer-readable storage medium described above.

[0156] In the description of this specification, the terms "specifically," "furthermore," "particularly," "can be understood," "even further," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this application. In this specification, the 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0157] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0158] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A braking control method, characterized in that, include: Based on the vehicle's braking fault type and braking status parameters, the braking torque of the vehicle's drive motor is determined, and the braking torque is used to drive the vehicle to perform braking actions corresponding to the braking fault type.

2. The method according to claim 1, characterized in that, Determining the braking torque of the vehicle's drive motor based on the vehicle's braking fault type and braking status parameters includes: The auxiliary braking strategy of the vehicle is determined based on the type of braking failure. Based on the auxiliary braking strategy and the braking state parameters, the braking torque of the vehicle's drive motor is determined; the braking torque is used to drive the vehicle to perform the braking action, which corresponds to the auxiliary braking strategy.

3. The method according to claim 2, characterized in that, The braking fault type includes at least one of single-path fault, dual-path fault, and communication fault. Determining the vehicle's auxiliary braking strategy based on the vehicle's braking fault type includes: In the case where the braking fault type is the single-path fault, the auxiliary braking strategy of the vehicle is determined to be an auxiliary deceleration strategy; and / or, In the case where the braking fault type is a dual-path fault or a communication fault, the vehicle's auxiliary braking strategy is determined to be an auxiliary parking strategy.

4. The method according to claim 3, characterized in that, Determining the braking torque of the vehicle's drive motor based on the auxiliary braking strategy and the braking state parameters includes: When the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, the first braking torque is determined by the vehicle's drive motor based on the auxiliary deceleration strategy and the braking state parameters. The first braking torque is used to drive the vehicle to decelerate.

5. The method according to claim 3, characterized in that, Determining the braking torque of the vehicle's drive motor based on the auxiliary braking strategy and the braking state parameters includes: When the vehicle's auxiliary braking strategy is an auxiliary parking strategy, the second braking torque is determined by the vehicle's drive motor based on the auxiliary parking strategy and the braking state parameters. The second braking torque is used to drive the vehicle to a stop.

6. The method according to claim 3, characterized in that, The braking status parameters include at least one of the following: brake pedal depth, brake switch signal, and vehicle speed.

7. The method according to claim 6, characterized in that, The braking torque is positively correlated with the braking depth and / or the vehicle speed.

8. The method according to claim 6, characterized in that, The braking state parameters also include the effective position status of the brake pedal depth. Determining the braking torque of the vehicle's drive motor based on the braking state parameters includes: When the brake pedal depth is in an active position, the braking torque is determined based on the brake pedal depth and the vehicle speed.

9. The method according to claim 6, characterized in that, The braking state parameters also include the effective position status of the brake pedal depth. Determining the braking torque of the vehicle's drive motor based on the braking state parameters includes: When the brake pedal depth effective position is invalid and the brake switch signal is a pedal press signal, the braking torque is determined based on the vehicle speed.

10. The method according to claim 8, characterized in that, When the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, determining the braking torque based on the brake pedal depth and the vehicle speed includes: The first depth braking torque corresponding to the brake pedal depth is determined according to the brake pedal depth and the preset depth-deceleration torque mapping table. The first speed braking torque corresponding to the vehicle speed is determined based on the vehicle speed and the preset speed-torque mapping table; The first braking torque is obtained by filtering the first depth braking torque and the first speed braking torque using preset filtering conditions. The first braking torque is used to drive the vehicle to decelerate.

11. The method according to claim 9, characterized in that, When the vehicle's auxiliary braking strategy is an auxiliary deceleration strategy, determining the braking torque based on the vehicle speed includes: The first braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table, and the first braking torque is used to drive the vehicle to decelerate.

12. The method according to claim 8, characterized in that, When the vehicle's auxiliary braking strategy is an auxiliary parking strategy, determining the braking torque based on the brake pedal depth and the vehicle speed includes: The second depth braking torque corresponding to the brake pedal depth is determined based on the brake pedal depth and the preset depth-stop torque mapping table. The second speed braking torque corresponding to the vehicle speed is determined based on the vehicle speed and the preset speed-torque mapping table; The second braking torque is obtained by filtering the second depth braking torque and the second speed braking torque using preset filtering conditions. The second braking torque is used to drive the vehicle to stop.

13. The method according to claim 12, characterized in that, The braking state parameters also include the duration of pedal engagement corresponding to the brake pedal depth, and the step of determining the second depth braking torque corresponding to the brake pedal depth based on the brake pedal depth and a preset depth-stop torque mapping table includes: If the brake pedal depth is greater than the preset braking depth and the pedaling duration is greater than or equal to the preset duration, the parking torque with the largest absolute value in the preset depth-parking torque mapping table shall be used as the second depth braking torque.

14. The method according to claim 9, characterized in that, When the vehicle's auxiliary braking strategy is an auxiliary parking strategy, determining the braking torque based on the vehicle speed includes: The second braking torque corresponding to the vehicle speed is determined based on the vehicle speed and a preset speed-torque mapping table. The second braking torque is used to drive the vehicle to a stop.

15. The method according to claim 1, characterized in that, The braking state parameters include vehicle speed, and determining the braking torque of the vehicle's drive motor includes: When the vehicle speed is less than or equal to a preset speed threshold, the braking torque of the vehicle's drive motor is determined to be 0.

16. The method according to any one of claims 1-15, characterized in that, Also includes: The type of braking fault is determined based on feedback information from the vehicle's brake-by-wire system.

17. The method according to claim 16, characterized in that, Determining the braking fault type based on feedback information from the vehicle's brake-by-wire system includes: The braking fault type is determined based on at least two consecutive frames receiving fault feedback from the brake-by-wire system and / or not receiving verification feedback from the brake-by-wire system for more than a preset time.

18. The method according to any one of claims 1-15, characterized in that, Also includes: When the braking torque is greater than the maximum rated braking torque of the brake motor, the vehicle is driven to perform a braking action corresponding to the braking fault type using the maximum rated braking torque.

19. An electronic device, characterized in that, include: Memory, on which computer programs / instructions are stored; A processor for executing the computer program / instructions in the memory to implement the steps of the braking control method according to any one of claims 1-18.

20. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the braking control method according to any one of claims 1-18.

21. A computer program product, comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the braking control method according to any one of claims 1-18.

22. A vehicle, characterized in that, The vehicle includes the electronic device as claimed in claim 19, or the computer-readable storage medium as claimed in claim 20.

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