Vehicle brake control method, device, vehicle, storage medium and program product

Abstract

The application relates to a vehicle brake control method and device, a vehicle, a storage medium and a program product. The method comprises the following steps: acquiring temperature data of a brake component of a vehicle in the case that a mechanical brake of the vehicle is started; mapping driving condition data of the vehicle and the temperature data into corresponding target energy recovery intensity in the case that the temperature data meets temperature abnormality conditions; the target energy recovery intensity is used for indicating that the vehicle is decelerated through motor reverse traction; a target mechanical brake force matched with the target energy recovery intensity is determined in the case that the deceleration effect generated by the mechanical brake is maintained unchanged; the energy recovery intensity of the vehicle is adjusted to the target energy recovery intensity, and the mechanical brake force of the vehicle is adjusted to the target mechanical brake force. The method can improve energy recovery efficiency.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a vehicle braking control method, device, vehicle, computer-readable storage medium, and computer program product. Background Technology

[0002] In the field of new energy vehicle technology, regenerative braking systems have become an important technical means to improve vehicle range. However, in practical applications, excessively high brake disc temperature and insufficient energy recovery efficiency are two key issues. With the continuous growth of new energy vehicle ownership, users are increasingly concerned about vehicle safety and range. During frequent braking, especially on long downhill slopes and high-speed emergency braking, brake discs are prone to rapid temperature increases due to friction. If this exceeds a safe threshold, brake disc fade may occur, severely affecting braking performance and threatening driving safety.

[0003] Currently, although vehicle energy recovery systems are widely used, they have many limitations. They maintain the conventional recovery strategy even when the battery charge is high or the brake disc temperature is abnormal, resulting in energy waste and low energy recovery efficiency. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle braking control method, device, vehicle, computer-readable storage medium, and computer program product that can improve energy recovery efficiency in response to the above-mentioned technical problems.

[0005] In a first aspect, this application provides a vehicle braking control method, including:

[0006] When the vehicle's mechanical braking is engaged, acquire temperature data of the vehicle's braking components;

[0007] If the temperature data meets the abnormal temperature conditions, the vehicle's driving condition data is mapped to the temperature data to a corresponding target energy recovery intensity; the target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor for reverse drag.

[0008] With the goal of maintaining the deceleration effect generated by the mechanical braking unchanged, a target mechanical braking force matching the target energy recovery intensity is determined;

[0009] The energy recovery intensity of the vehicle is adjusted to the target energy recovery intensity, and the mechanical braking force of the vehicle is adjusted to the target mechanical braking force.

[0010] In one embodiment, mapping the vehicle's driving condition data and the temperature data to a corresponding target energy recovery intensity includes:

[0011] When the vehicle's state of charge is below a preset charging upper limit threshold, the vehicle's driving condition data and temperature data are mapped to a corresponding target energy recovery intensity.

[0012] In one embodiment, the driving condition data includes the vehicle speed and the road surface gradient where the vehicle is located; mapping the vehicle's driving condition data and the temperature data to a corresponding target energy recovery intensity includes:

[0013] Obtain the preset mapping table pre-configured for the vehicle; the preset mapping table includes the correspondence between vehicle speed, gradient, temperature and energy recovery intensity;

[0014] Based on the vehicle speed, road slope, and temperature data, the corresponding target energy recovery intensity is obtained from a preset mapping table.

[0015] In one embodiment, after adjusting the energy recovery intensity of the vehicle to the target energy recovery intensity and adjusting the mechanical braking force of the vehicle to the target mechanical braking force, the method further includes:

[0016] If the temperature data does not meet the abnormal temperature conditions, the road surface slope is less than a preset slope threshold, and the vehicle's brake pedal travel is less than a preset travel threshold, the vehicle's energy recovery intensity will be restored to the default energy recovery intensity, and the vehicle's mechanical braking force will be restored to the default mechanical braking force.

[0017] In one embodiment, the method further includes:

[0018] If the brake pedal travel of the vehicle exceeds a preset emergency braking threshold, the vehicle is determined to be in an emergency braking condition.

[0019] The energy recovery intensity of the vehicle is adjusted to the minimum energy recovery intensity to stop energy recovery, and the mechanical braking force of the vehicle is adjusted to the maximum mechanical braking force that matches the emergency braking condition.

[0020] In one embodiment, acquiring the temperature data of the vehicle's braking components includes:

[0021] The surface temperature distribution information of the vehicle's braking components is acquired using an infrared thermal imaging sensor.

[0022] Temperature information at key points of the braking component is collected using thermocouple sensors.

[0023] The temperature distribution information of the area is fused with the temperature information of the key points to obtain the temperature data of the braking component.

[0024] Secondly, this application also provides a vehicle braking control device, comprising:

[0025] The acquisition module is used to acquire temperature data of the vehicle's braking components when the vehicle's mechanical braking is activated.

[0026] The mapping module is used to map the vehicle's driving condition data to the temperature data as a corresponding target energy recovery intensity when the temperature data meets the abnormal temperature conditions; the target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor to reverse drag.

[0027] The determination module is used to determine a target mechanical braking force that matches the target energy recovery intensity, with the goal of maintaining the deceleration effect generated by the mechanical braking unchanged.

[0028] An adjustment module is used to adjust the energy recovery intensity of the vehicle to the target energy recovery intensity, and to adjust the mechanical braking force of the vehicle to the target mechanical braking force.

[0029] Thirdly, this application also provides a vehicle including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the above-described method.

[0030] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described method.

[0031] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method.

[0032] The aforementioned vehicle braking control method, device, vehicle, computer-readable storage medium, and computer program product, when the vehicle's mechanical braking is activated and the temperature data of the vehicle's braking components meets abnormal temperature conditions, map the vehicle's operating condition data and temperature data to a corresponding target energy recovery intensity. This target energy recovery intensity instructs the vehicle to decelerate via motor reverse drag. With the goal of maintaining the deceleration effect of mechanical braking, a target mechanical braking force matching the target energy recovery intensity is obtained. The vehicle's energy recovery intensity is adjusted to the target energy recovery intensity, and the vehicle's mechanical braking force is adjusted to the target mechanical braking force. This achieves coordinated control of energy recovery and mechanical braking. When the braking component temperature is abnormal, the energy recovery intensity can be dynamically adjusted based on the vehicle's operating conditions and the braking component temperature, avoiding energy waste caused by conventional fixed strategies. Furthermore, by increasing the energy recovery intensity and correspondingly reducing the mechanical braking force, the thermal load on the braking components is reduced while ensuring the overall deceleration effect remains unchanged, preventing brake fade and improving energy recovery efficiency, thus extending the service life of the braking system. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is an application environment diagram of a vehicle braking control method in one embodiment;

[0035] Figure 2 This is a flowchart illustrating a vehicle braking control method in one embodiment;

[0036] Figure 3 This is an overall framework diagram of a vehicle braking control method in one embodiment;

[0037] Figure 4 This is a logic diagram of a vehicle braking control method in one embodiment;

[0038] Figure 5 This is a flowchart illustrating another vehicle braking control method in one embodiment;

[0039] Figure 6 This is a structural block diagram of a vehicle braking control device in one embodiment;

[0040] Figure 7 This is a diagram of the internal structure of a vehicle in one embodiment. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0042] Currently, vehicle energy recovery systems have the following drawbacks:

[0043] First, relying solely on a single temperature sensor to monitor brake disc temperature cannot provide a comprehensive picture of the brake disc's temperature distribution, making it difficult to detect potential localized overheating. Furthermore, the perception of the vehicle's driving status is rather one-sided, such as monitoring only vehicle speed while ignoring crucial information like gradient and acceleration, thus failing to provide sufficient data support for adjusting energy recovery strategies.

[0044] Furthermore, energy recovery decisions are mostly based on simple, fixed rules and do not fully integrate multi-source information such as brake disc temperature, vehicle operating conditions, and battery status. This makes it impossible to dynamically optimize the energy recovery intensity for complex and ever-changing actual road conditions and vehicle status, resulting in low energy recovery efficiency. Moreover, when the brake disc temperature is too high, the recovery strategy cannot be adjusted in time to reduce the thermal load on the brake disc, which may exacerbate brake disc wear.

[0045] Moreover, the mechanical braking system and the energy recovery system lack effective coordination during operation. When adjusting energy recovery, the mechanical braking cannot be controlled synchronously and reasonably, which can easily cause the two to overlap or conflict. This not only affects braking comfort but also increases the risk of additional wear and overheating of the brake disc. At the same time, the human-machine interface is weak, making it difficult for the driver to intuitively understand the system's operating status, which is not conducive to safe driving.

[0046] The vehicle braking control method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, vehicle 102 achieves coordinated operation between the braking system and the energy recovery system. The core components and functions of vehicle 102 can be referred to in the following description.

[0047] Sensing layer components: responsible for real-time collection of brake disc temperature, vehicle driving status, and energy recovery system operation data.

[0048] Multimodal temperature detection module: Includes an infrared thermal imaging sensor and a thermocouple sensor. The infrared thermal imaging sensor scans the entire brake disc surface to obtain the surface temperature distribution and identify localized overheating areas; the thermocouple sensor accurately measures the temperature at key points on the brake disc. The data collected by both sensors is fused and processed to generate a real-time temperature curve of the brake disc.

[0049] Vehicle operating condition acquisition module: includes vehicle speed sensor, brake pedal travel sensor, acceleration sensor, and slope sensor. The vehicle speed sensor is used to collect the real-time vehicle speed; the brake pedal travel sensor is used to detect the depth of the brake pedal to determine the driver's braking intention; the acceleration sensor is used to collect the vehicle's longitudinal acceleration to identify rapid acceleration or deceleration conditions; the slope sensor is used to detect the road slope to distinguish between different operating conditions such as flat roads, uphill, and downhill.

[0050] Energy recovery status sensor: Integrated into the motor controller, it collects real-time data on the current recovery intensity, motor reverse torque, battery state of charge (SOC), and battery temperature of the energy recovery system, ensuring that energy recovery adjustments do not exceed the battery's safe range. The energy recovery intensity value ranges from 0% to 100%, where 0% indicates no energy recovery and 100% indicates energy recovery at the motor's maximum reverse torque.

[0051] Decision-making layer component: Calculates the optimal energy recovery adjustment strategy based on data from the perception layer.

[0052] The Electronic Control Unit (ECU) for linkage control is a dedicated control unit independent of the vehicle's original Vehicle Control Unit (VCU). It communicates in real time with the brake disc warning system, energy recovery system, and vehicle operating condition module via the Controller Area Network (CAN) bus, receiving temperature data, operating condition data, and energy recovery status data. This ECU has a built-in temperature-operating condition-recovery intensity mapping algorithm and a safety threshold model, which can dynamically calculate the target recovery intensity according to different operating conditions.

[0053] Cloud-based data support module: This module uploads real-time vehicle data to a cloud server via vehicle-to-everything (V2X) connectivity. The cloud server then optimizes local algorithms based on massive amounts of historical data from the same vehicle model and periodically pushes algorithm updates to the electronic control unit (ECU) of the linkage control system, improving decision-making accuracy. For example, the cloud server can analyze the temperature variation patterns of brake discs under different slopes and vehicle speeds, optimizing the temperature-regenerative braking intensity mapping table.

[0054] Execution layer components: Adjust the operating status of the energy recovery system according to the instructions of the decision layer, and at the same time feed back the execution results to form a closed-loop control.

[0055] Motor controller: Receives the target recovery intensity command sent by the electronic control unit of the linkage control, adjusts the motor's reverse drag torque, and achieves vehicle deceleration through motor reverse drag, reducing reliance on mechanical braking.

[0056] Braking system actuators include the master cylinder and brake calipers. When the electronic control unit of the linkage control adjusts the energy recovery intensity, it synchronously sends a load reduction signal to the braking system to reduce the clamping force of the brake calipers on the brake disc, thus avoiding excessive deceleration or additional friction and heating of the brake disc caused by the superposition of mechanical braking and energy recovery.

[0057] Human-machine interaction module: Integrated into the vehicle's central control screen and instrument panel, when the system enters the linkage control mode, it displays prompts such as "Brake disc temperature is too high, energy recovery has been enhanced" in real time, and also displays the current brake disc temperature, target recovery intensity and battery charge status, so that the driver can clearly understand the system status.

[0058] In practical applications, when the vehicle 102 initiates mechanical braking, it acquires the temperature data of the vehicle's braking components. If the temperature data meets the abnormal temperature conditions, the vehicle 102 maps the vehicle's driving condition data and the temperature data to a corresponding target energy recovery intensity. The abnormal temperature conditions can refer to the condition that the temperature of the vehicle's braking components is in an abnormal state. For example, if the temperature of the vehicle's braking components exceeds a preset abnormal temperature threshold, it can be determined that the temperature data meets the abnormal temperature conditions. The target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor for reverse drag. The vehicle 102 determines a target mechanical braking force that matches the target energy recovery intensity with the goal of maintaining the deceleration effect generated by mechanical braking. The vehicle's energy recovery intensity is adjusted to the target energy recovery intensity, and the vehicle's mechanical braking force is adjusted to the target mechanical braking force.

[0059] In one exemplary embodiment, such as Figure 2 As shown, a vehicle braking control method is provided, which is applied to... Figure 1 Taking vehicle 102 as an example, the explanation includes:

[0060] Step S202: When the vehicle's mechanical braking is activated, acquire the temperature data of the vehicle's braking components.

[0061] Mechanical braking refers to the process where the driver depresses the brake pedal, triggering the vehicle's mechanical braking system. This system uses brake calipers to clamp the brake discs, generating friction to slow or stop the vehicle. Braking components are those directly involved in friction braking during mechanical braking, primarily including the brake disc and brake pads. The brake disc is typically a disc-shaped metal component fixed to the wheel and rotating with it. The brake pads are fixed to the brake calipers; when the calipers clamp, the brake pads contact the brake disc, generating friction.

[0062] In practice, the vehicle's electronic control unit detects the brake pedal position signal through a brake pedal travel sensor. When the detected brake pedal travel exceeds a preset brake trigger threshold, it determines that the vehicle has engaged mechanical braking. This preset brake trigger threshold can be 5% of the maximum brake pedal travel. For example, if the maximum brake pedal travel is 100 mm, then when the brake pedal travel exceeds 5 mm, it is determined that the vehicle has engaged mechanical braking.

[0063] Temperature data refers to information that reflects the temperature status of braking components, including overall temperature values, local temperature values, and temperature distribution information. When the vehicle's mechanical braking is engaged, the electronic control unit acquires temperature data of the braking components through a multimodal temperature detection module to comprehensively and accurately understand their temperature status.

[0064] Step S204: If the temperature data meets the abnormal temperature conditions, map the vehicle's driving condition data and temperature data to the corresponding target energy recovery intensity.

[0065] Among them, abnormal temperature conditions refer to the conditions or standards for judging whether the temperature of braking components is in an abnormal state.

[0066] As an example, an abnormal temperature condition can be defined as the temperature of the braking components exceeding a preset abnormal temperature threshold. This abnormal temperature threshold is determined based on the material and size of the brake disc, as well as the vehicle's braking performance requirements. For instance, if a thermocouple sensor detects a temperature exceeding the normal threshold, and an infrared thermal imaging sensor simultaneously identifies that the temperature in the center area of ​​the brake disc's friction surface is higher than that at the edges, then the abnormal temperature condition can be confirmed.

[0067] As another example, abnormal temperature conditions may also include a rate of temperature rise exceeding a preset rate threshold; or, the highest or average temperature value in the temperature data exceeding a temperature abnormality threshold.

[0068] Driving condition data refers to information reflecting the vehicle's current driving status, including but not limited to parameters such as vehicle speed, road gradient, acceleration, and brake pedal travel. These parameters have a significant impact on the vehicle's braking demand and energy recovery capabilities. For example, on downhill sections, the vehicle is affected by the component of gravity, increasing braking demand, while also possessing higher kinetic energy and greater potential for energy recovery; at high speeds, the vehicle's kinetic energy is greater, and its energy recovery potential also increases accordingly.

[0069] The target energy recovery intensity refers to the energy recovery intensity that the motor should achieve when performing reverse drag braking under the current operating conditions in order to reduce the thermal load on the braking components and improve the energy recovery efficiency.

[0070] Among them, the energy recovery intensity is used to indicate that the vehicle decelerates by using the motor to reverse drag, that is, by the motor working in the power generation mode, generating reverse drag torque in the opposite direction of the vehicle's movement, so as to decelerate the vehicle.

[0071] In practice, the vehicle's driving condition data and temperature data can be mapped to corresponding target energy recovery intensities based on a preset mapping relationship. This mapping relationship establishes a correspondence between driving condition parameters, temperature parameters, and energy recovery intensities, enabling the determination of reasonable target energy recovery intensities under different operating conditions and temperature states.

[0072] Step S206: With the goal of maintaining the deceleration effect generated by mechanical braking unchanged, determine the target mechanical braking force that matches the target energy recovery intensity.

[0073] The deceleration effect of mechanical braking refers to the deceleration or braking force generated by the mechanical braking system on the vehicle under current operating conditions. During vehicle braking, the total braking force consists of both mechanical braking force and motor counter-driving braking force, the sum of which determines the overall deceleration effect of the vehicle. Maintaining a constant deceleration effect from mechanical braking means adjusting the mechanical braking force while adjusting the energy recovery intensity, so that the total braking force of the vehicle remains consistent before and after the adjustment. This ensures that the deceleration effect meets the driver's expectations and avoids driving discomfort or safety hazards caused by sudden changes in braking force.

[0074] The target mechanical braking force refers to the braking force that the mechanical braking system should generate to maintain a constant total braking force after the energy recovery intensity is adjusted to the target energy recovery intensity. Therefore, the target mechanical braking force can be calculated based on the motor reverse drag braking force corresponding to the target energy recovery intensity.

[0075] In practice, the vehicle's current total braking force requirement can be obtained first. This total braking force requirement can be determined using a preset braking force requirement calculation model based on parameters such as the driver's brake pedal travel, the vehicle's current speed, and the road gradient. For example, the braking force requirement calculation model can be: total braking force requirement equals brake pedal travel coefficient multiplied by the baseline braking force plus the gradient compensation braking force. Here, the brake pedal travel coefficient reflects the driver's braking intention intensity, the baseline braking force is the braking force required when the vehicle brakes at its current speed on a flat road, and the gradient compensation braking force is the additional braking force required to overcome the gravitational component of the vehicle caused by the road gradient.

[0076] Then, the motor's anti-drag braking force can be calculated based on the target energy recovery intensity. The motor's anti-drag braking force is directly proportional to the target energy recovery intensity and can be calculated using the following formula: Motor anti-drag braking force equals target energy recovery intensity multiplied by the motor's maximum anti-drag torque divided by the wheel radius. Here, the motor's maximum anti-drag torque is the maximum torque the motor can generate in generator mode, and the wheel radius is used to convert the torque into a force acting on the wheels.

[0077] Finally, the difference between the total braking force requirement and the motor's reverse drag braking force can be used as the target mechanical braking force. Through the above calculations, it is ensured that after adjusting the energy recovery intensity, the mechanical braking force is adjusted accordingly, so that the sum of the two still equals the total braking force requirement, maintaining the vehicle's deceleration effect unchanged.

[0078] Step S208: Adjust the vehicle's energy recovery intensity to the target energy recovery intensity, and adjust the vehicle's mechanical braking force to the target mechanical braking force.

[0079] In practice, the vehicle's electronic control unit sends control commands to the execution layer components to control the energy recovery system and the mechanical braking system to perform synchronous adjustments, thereby achieving coordinated control of energy recovery intensity and mechanical braking force. This reduces the frequency of friction and clamping force between the brake disc and brake pads, reduces brake system wear, extends component lifespan, and optimizes the lifespan of the brake system and the driving experience.

[0080] Specifically, the electronic control unit sends a target energy recovery intensity command to the motor controller via the controller area network bus. This command includes parameters such as the target energy recovery intensity value and the adjustment rate. Upon receiving the command, the motor controller controls the motor to generate corresponding anti-drag torque based on the target energy recovery intensity. The vehicle achieves primary deceleration through motor anti-drag, and the driver will feel a reduction in brake pedal feedback force (due to a decrease in mechanical braking force).

[0081] In this system, the motor's reverse torque is applied to the wheels through the transmission system, generating a braking force opposite to the vehicle's direction of motion, thus slowing the vehicle down. Optionally, in generator mode, the motor converts the vehicle's kinetic energy into electrical energy. This electrical energy is rectified and regulated by the motor controller before being stored in the power battery, achieving energy recovery.

[0082] In practice, while adjusting the energy recovery intensity, the electronic control unit sends a target mechanical braking force command to the braking system actuator. The braking system actuator calculates the clamping force that the brake caliper should generate based on the target mechanical braking force, and then adjusts the hydraulic pressure of the brake master cylinder or the motor drive force of the brake caliper to change the clamping force of the brake caliper on the brake disc.

[0083] When the target mechanical braking force is less than the current mechanical braking force, the braking system actuator reduces the clamping force of the brake caliper, thereby reducing the pressure between the brake pads and the brake disc, lowering the friction, and consequently reducing the mechanical braking force. Because the reduction in mechanical braking force and the increase in the motor's counter-braking force numerically compensate for each other, the vehicle's total braking force remains constant, and the driver will not feel a sudden change in braking force.

[0084] In practical applications, the electronic control unit continuously monitors feedback information from the actuators during the adjustment process. The motor controller provides real-time feedback on parameters such as the actual energy recovery intensity, motor anti-drag torque, and motor temperature; the braking system actuators provide real-time feedback on parameters such as the actual mechanical braking force, brake caliper clamping force, and brake hydraulic pressure. Based on the feedback information, the electronic control unit determines whether the adjustment is performed as expected. If there is a deviation between the actual value and the target value, a closed-loop correction is performed, sending a correction command until the actual value reaches the target value.

[0085] For example, the electronic control unit also sends status update commands to the human-machine interface (HMI) module. Upon receiving the command, the HMI module displays corresponding prompts on the vehicle's central control screen or instrument panel, such as "Brake disc temperature too high, energy recovery enhanced." Simultaneously, the HMI module displays real-time parameters such as the current brake disc temperature, energy recovery intensity, mechanical braking force, and battery state of charge, allowing the driver to intuitively understand the system's operating status. This real-time feedback of system status through the HMI module, coupled with smoother brake pedal feedback during adjustments, improves driving comfort and controllability.

[0086] In the aforementioned vehicle braking control method, when the vehicle's mechanical braking is activated, and the temperature data of the vehicle's braking components meets the abnormal temperature conditions, the vehicle's driving condition data and temperature data are mapped to a corresponding target energy recovery intensity. This target energy recovery intensity instructs the vehicle to decelerate via motor reverse drag. With the goal of maintaining the deceleration effect of mechanical braking, a target mechanical braking force matching the target energy recovery intensity is obtained. The vehicle's energy recovery intensity and mechanical braking force are then adjusted to match the target energy recovery intensity. This achieves coordinated control of energy recovery and mechanical braking. When the braking component temperature is abnormal, the energy recovery intensity can be dynamically adjusted based on the vehicle's operating conditions and the braking component temperature, avoiding energy waste caused by conventional fixed strategies. Furthermore, by increasing the energy recovery intensity and correspondingly reducing the mechanical braking force, the thermal load on the braking components is reduced while ensuring the overall deceleration effect remains unchanged, preventing brake fade and improving energy recovery efficiency, thus extending the service life of the braking system.

[0087] In one embodiment, obtaining temperature data of the vehicle's braking components includes: acquiring surface temperature distribution information of the vehicle's braking components using an infrared thermal imaging sensor; acquiring key point temperature information of the braking components using a thermocouple sensor; and fusing the surface temperature distribution information with the key point temperature information to obtain the temperature data of the braking components.

[0088] The infrared thermal imaging sensor is a non-contact temperature measurement device that receives infrared energy radiated from the brake disc surface, converts it into temperature information, and generates a thermal image. Optionally, the infrared thermal imaging sensor is mounted on a vehicle suspension bracket or other fixed location, with its detection area covering the entire surface of the brake disc. The infrared thermal imaging sensor scans the brake disc at a preset acquisition frequency, for example, once every 0.5 seconds, acquiring the temperature values ​​of various areas on the brake disc surface to form surface temperature distribution information. This surface temperature distribution information can be a two-dimensional temperature distribution matrix, where each element corresponds to the temperature value of a specific area on the brake disc surface.

[0089] Key points refer to locations on the brake disc that are crucial for temperature monitoring, such as the central area, edge areas, and high-temperature-prone areas of the brake disc friction surface. A thermocouple sensor is a contact-type temperature measurement device that determines temperature by measuring the potential difference between two different metals at their contact points. Optionally, the thermocouple sensor is embedded or installed at the key points of the brake disc, measuring the temperature at that point at a preset sampling frequency, such as once every 0.5 seconds, to obtain the temperature information of the key point. Because thermocouple sensors perform direct contact measurements, their measurement accuracy is generally higher than that of infrared thermal imaging sensors.

[0090] In practice, the area temperature distribution information acquired by the infrared thermal imaging sensor and the key point temperature information acquired by the thermocouple sensor can be fused together. The fusion process can include: first, extracting the temperature values ​​corresponding to the key points in the area temperature distribution information; then, comparing these temperature values ​​with the key point temperature information measured by the thermocouple sensor; if the difference is within the allowable error range, the area temperature distribution information is calibrated using the thermocouple sensor's measurement; if the difference exceeds the allowable error range, a temperature sensor fault detection process is triggered. Through this fusion process, accurate and comprehensive temperature data for the braking components can be obtained, including both the overall temperature distribution of the brake disc and the precise temperature values ​​of key points.

[0091] Optionally, a real-time temperature curve for the brake disc can be generated based on the fused temperature data. This temperature curve, with time on the horizontal axis and temperature on the vertical axis, records the temperature change trend of the brake disc over time. By analyzing the slope of the temperature curve, the future temperature change trend of the brake disc can be predicted, providing a basis for subsequent temperature anomaly detection.

[0092] The technical solution of this application adopts a multi-modal temperature detection combination of infrared thermal imaging sensor and thermocouple sensor, which can accurately detect the temperature of braking components. Combined with linkage control for early intervention, it can effectively avoid the brake disc from thermal fade due to continuous high temperature and solve the risk of brake performance degradation under conditions such as long downhill.

[0093] In one embodiment, mapping vehicle driving condition data and temperature data to a corresponding target energy recovery intensity includes: mapping vehicle driving condition data and temperature data to a corresponding target energy recovery intensity when the vehicle's state of charge is lower than a preset charging upper limit threshold.

[0094] State of charge (SCC) refers to the current charge level of the battery, usually expressed as a percentage, ranging from 0% to 100%, where 0% indicates a fully discharged battery and 100% indicates a fully charged battery. The preset charging upper limit threshold is a charging limit set to protect battery performance and safety. When the battery's SCC reaches or exceeds this threshold, charging must be limited or stopped. Optionally, the preset charging upper limit threshold can be set to 90%, meaning that energy recovery is allowed when the battery's SCC is below 90%, and energy recovery should be reduced or stopped when the battery's SCC reaches or exceeds 90% to avoid overcharging.

[0095] When the vehicle's state of charge (SBC) is below a preset charging upper limit threshold, the electronic control unit performs a mapping operation, mapping driving condition data and temperature data to a target energy recovery intensity. By introducing pre-judgment logic based on the vehicle's SBC, the adjustment of energy recovery intensity is ensured to be made under the premise of battery safety, thereby improving driving safety and reliability.

[0096] Further optionally, the vehicle's driving condition data and temperature data are mapped to the corresponding target energy recovery intensity, including: when the vehicle's state of charge is lower than a preset charging upper limit threshold and the vehicle's motor controller is in a healthy state, the vehicle's driving condition data and temperature data are mapped to the corresponding target energy recovery intensity.

[0097] The "healthy state" of the motor controller refers to its normal operation without any faults or abnormalities. In practice, the vehicle's electronic control unit (ECU) can obtain the motor controller's operating status information through communication, including self-test results, fault codes, operating temperature, output capacity, and other parameters. Based on these parameters, the ECU determines whether the motor controller is in a healthy state. If the motor controller is faulty or malfunctioning, even if the temperature data meets the abnormal temperature conditions, the energy recovery intensity should not be increased to avoid safety hazards caused by the motor controller malfunction.

[0098] Under the above conditions, the electronic control unit performs a mapping operation, mapping the driving condition data and temperature data to the target energy recovery intensity.

[0099] For example, during the execution of linkage control by the electronic control unit, if the vehicle's state of charge is greater than or equal to the preset charging upper limit threshold, or if the vehicle's motor controller is in a faulty state, the electronic control unit can be controlled to immediately terminate the adjustment of the energy recovery intensity, restoring the energy recovery intensity to the default value or reducing it to the minimum value; at the same time, the emergency plan of the braking system is activated first, such as increasing mechanical braking force to ensure vehicle deceleration safety. Meanwhile, warning information is displayed on the vehicle's central control screen and instrument panel through the human-machine interaction module, such as "System abnormality, please drive with caution and seek repair at the nearest facility." In case of abnormality, braking safety is prioritized, further reducing driving hazards and conforming to the principle of safety priority.

[0100] The technical solution of this embodiment introduces pre-judgment logic for the vehicle's state of charge and the health status of the motor controller to ensure that the adjustment of energy recovery intensity is carried out under the premise of battery safety and normal motor system operation. This avoids braking failure caused by battery overcharging or motor failure due to blindly increasing energy recovery, thereby improving driving safety and reliability. Moreover, the energy recovery intensity is dynamically adjusted based on vehicle operating conditions, brake disc temperature, and battery status to avoid energy waste caused by conventional fixed strategies. It maximizes the recovery of braking energy within the battery safety range, indirectly improving the driving range of new energy vehicles, reducing the frequency of refueling, and improving energy recovery efficiency.

[0101] In one embodiment, the driving condition data includes the vehicle speed and the road slope where the vehicle is located; mapping the vehicle's driving condition data and temperature data to a corresponding target energy recovery intensity includes: obtaining a preset mapping table pre-configured for the vehicle; the preset mapping table includes the correspondence between vehicle speed, slope, temperature and energy recovery intensity; and obtaining the corresponding target energy recovery intensity from the preset mapping table based on the vehicle speed, road slope and temperature data.

[0102] Vehicle speed refers to the speed of a vehicle relative to the ground, usually obtained by measuring the rotational speed of the wheels using a vehicle speed sensor. Road slope refers to the angle of inclination of the road relative to the horizontal plane; uphill is positive, downhill is negative, and flat road is zero. Road slope can be measured using a slope sensor, which can be a gyroscope, accelerometer, or tilt sensor.

[0103] The preset mapping table is a data table pre-established based on parameters such as the vehicle's braking performance, energy recovery system capability, and braking component characteristics, through theoretical calculations, simulation analysis, or real-vehicle testing. This mapping table establishes a multi-dimensional correspondence between vehicle speed, road slope, braking component temperature, and energy recovery intensity.

[0104] In practical applications, a pre-configured mapping table is read from the vehicle's memory. Then, based on the current vehicle speed, road slope, and temperature data, the corresponding energy recovery intensity value is looked up in the mapping table. If the current parameter value exactly corresponds to an energy recovery intensity value in the mapping table, that energy recovery intensity value is directly used as the target energy recovery intensity. If the current parameter value lies between multiple energy recovery intensity values ​​in the mapping table, the target energy recovery intensity can be calculated using an interpolation algorithm, such as linear interpolation, bilinear interpolation, or trilinear interpolation.

[0105] In practice, based on vehicle speed, road slope and temperature data, the corresponding target energy recovery intensity is obtained from a preset mapping table. The target energy recovery intensity is the optimal value determined by comprehensively considering the braking demand, energy recovery potential and thermal load status of braking components under the current working conditions.

[0106] For example, the preset mapping table can be stored in a cloud server. The cloud server continuously optimizes the mapping table based on historical driving data and braking data of the same vehicle model, and periodically pushes the updated mapping table to the vehicle's electronic control unit through the vehicle network. This achieves dynamic optimization of the mapping relationship, which can dynamically adapt to complex road conditions. Compared with fixed rule decision-making, it is more intelligent and practical, and improves the accuracy of the target energy recovery intensity.

[0107] Optionally, driving condition data can also include parameters such as vehicle acceleration and brake pedal travel. Acceleration reflects the rate of change of vehicle speed. When a vehicle is undergoing rapid deceleration, the braking demand is greater, and the kinetic energy changes rapidly, resulting in a shorter energy recovery time window. Brake pedal travel reflects the intensity of the driver's braking intention; the greater the pedal travel, the greater the braking force the driver desires. During the mapping process, these parameters can be incorporated as additional dimensions into the mapping relationship to make the determination of the target energy recovery intensity more accurate.

[0108] In one embodiment, different vehicle models have different brake disc materials (such as cast iron, carbon fiber ceramic) and maximum energy recovery system capabilities (such as maximum reverse torque of the motor). The preset mapping table built into the linkage control ECU can be customized according to the vehicle model parameters, improving the system's adaptability and intelligence. In specific implementation, the preset mapping table that matches the vehicle model's configuration information can be called.

[0109] The technical solution of this application introduces vehicle speed and road slope as mapping parameters, and queries the target energy recovery intensity through a preset mapping table, which enriches the dimensions of the decision-making algorithm and enables the control strategy to accurately adapt to complex driving conditions such as long downhill slopes and high speeds. Compared with single-dimensional control, it significantly improves the calculation accuracy of the energy recovery target value and the scene adaptability.

[0110] In one embodiment, after completing the coordinated adjustment of energy recovery intensity and mechanical braking force, the electronic control unit continuously monitors the vehicle's temperature data and driving condition data to determine whether it is necessary to exit the linkage control mode and restore the default energy recovery intensity and mechanical braking force.

[0111] Specifically, after adjusting the vehicle's energy recovery intensity to the target energy recovery intensity and adjusting the vehicle's mechanical braking force to the target mechanical braking force, the method further includes: restoring the vehicle's energy recovery intensity to the default energy recovery intensity and restoring the vehicle's mechanical braking force to the default mechanical braking force when the temperature data does not meet the abnormal temperature conditions, the road slope is less than the preset slope threshold, and the vehicle's brake pedal travel is less than the preset travel threshold.

[0112] Specifically, temperature data not meeting abnormal temperature conditions means that the temperature of the braking components has returned to the normal range, such as when the temperature is below the abnormal temperature threshold or the rate of temperature decrease indicates that the temperature is stabilizing. This indicates that the thermal load on the braking components has been effectively controlled, and it is no longer necessary to reduce the use of mechanical braking by enhancing energy recovery.

[0113] The preset slope threshold is used to determine whether the vehicle is still in a slope condition that requires special braking control. For example, the preset slope threshold can be set to -5°. When the absolute value of the road slope is less than 5° (for example, the road slope is 0°), it is considered that the vehicle has left the long downhill section and entered a flat or gentle slope section, and it is no longer necessary to maintain the enhanced energy recovery intensity.

[0114] The preset travel threshold is used to determine whether the driver still intends to brake. When the brake pedal travel is less than this threshold, it is considered that the driver has released or substantially released the brake pedal, the vehicle no longer needs braking force, and the linkage control mode can be exited.

[0115] When all three conditions mentioned above are met simultaneously, the electronic control unit determines that the triggering conditions for the linkage control have disappeared and executes the exit logic. The electronic control unit sends an energy recovery intensity restoration command to the motor controller, restoring the energy recovery intensity from the target energy recovery intensity to the default energy recovery intensity. The default energy recovery intensity is the energy recovery intensity used by the vehicle under normal operating conditions, and is usually determined based on factors such as driving mode and battery state of charge.

[0116] Simultaneously, the electronic control unit sends a mechanical braking force restoration command to the braking system actuators, restoring the mechanical braking force from the target mechanical braking force to the default mechanical braking force. The default mechanical braking force is calculated based on the driver's brake pedal travel under the default energy recovery intensity.

[0117] After receiving the status update command from the electronic control unit, the human-machine interface module updates the displayed information, such as displaying "Brake disc temperature is normal, energy recovery has been restored to default," and stops displaying the enhanced energy recovery prompt, so that the driver knows that the system has exited the linkage control mode.

[0118] The technical solution of this application embodiment sets multiple conditions, including temperature, slope and brake pedal travel, as the exit logic of the linkage control strategy, and constructs a complete closed-loop control system to ensure that the vehicle can promptly and smoothly return to the default driving mode after leaving the abnormal working condition, thereby improving driving safety and reliability.

[0119] In one embodiment, during vehicle operation, situations may arise requiring emergency braking, such as when an obstacle suddenly appears ahead and the driver slams on the brakes. In emergency braking situations, braking safety is the primary objective, and energy recovery control should be subordinate to the requirements of braking safety.

[0120] Specifically, the method also includes: determining that the vehicle is in an emergency braking condition when the vehicle's brake pedal travel exceeds a preset emergency braking threshold; adjusting the vehicle's energy recovery intensity to the minimum energy recovery intensity to stop energy recovery; and adjusting the vehicle's mechanical braking force to the maximum mechanical braking force that matches the emergency braking condition.

[0121] The preset emergency braking threshold is a threshold used to determine whether the driver intends to brake in an emergency. Optionally, the preset emergency braking threshold can be 50% to 70% of the maximum travel of the brake pedal. For example, when the brake pedal travel exceeds 50% of the maximum travel of the brake pedal, it is determined that the driver intends to brake in an emergency, and the vehicle is in an emergency braking condition.

[0122] In practice, upon detecting that the vehicle is in an emergency braking situation, the electronic control unit immediately executes the emergency braking control strategy. First, the electronic control unit sends an emergency braking command to the motor controller, adjusting the energy recovery intensity to the minimum energy recovery intensity. The minimum energy recovery intensity can be 0%, meaning energy recovery is completely stopped and the motor no longer generates reverse torque; or it can be a small value close to zero, such as 5%, retaining a small amount of energy recovery capacity so that the energy recovery function can be quickly restored after the emergency braking ends.

[0123] The purpose of stopping or reducing energy recovery is to avoid interference from the energy recovery system with the mechanical braking system. During emergency braking, the mechanical braking system needs to operate at its maximum capacity to generate maximum braking force, bringing the vehicle to a stop in the shortest possible distance. If the energy recovery system continues to operate at a high intensity at this time, it may affect the distribution and control precision of the mechanical braking force, hindering the achievement of effective emergency braking.

[0124] Simultaneously, the electronic control unit sends a maximum mechanical braking force command to the brake system actuators, adjusting the mechanical braking force to match the maximum mechanical braking force required for emergency braking. The maximum mechanical braking force is the maximum braking force that the braking system can generate under current operating conditions, and is typically limited by factors such as the maximum clamping capacity of the brake calipers, the coefficient of friction between the brake pads and brake discs, and the coefficient of adhesion between the tires and the road surface.

[0125] After receiving the command, the brake system actuator quickly increases the clamping force of the brake caliper, causing the brake pads to press tightly against the brake disc, generating maximum friction. At the same time, it may trigger the anti-lock braking system, which prevents the wheels from locking up by adjusting the braking pressure, thus ensuring the directional stability and braking efficiency of the vehicle during emergency braking.

[0126] During emergency braking, the electronic control unit suspends other adjustment logic of the linkage control mode, prioritizing the execution of emergency braking. Once the vehicle's brake pedal travel returns to below the preset emergency braking threshold, indicating the end of the emergency braking condition, the electronic control unit reassesses the current temperature and driving condition data to determine whether to resume linkage control or restore the default state.

[0127] Therefore, if the driver suddenly presses the brake pedal during the linkage control process (e.g., the travel is ≥50%, indicating an intention to brake urgently), the linkage control ECU will temporarily disengage from control to prioritize ensuring the mechanical braking works at full capacity (maximizing clamping force) and avoid energy recovery adjustments affecting the emergency braking effect. After the driver releases the pedal, the linkage will be reassessed to determine whether to resume, following the principle of prioritizing the driver's intention.

[0128] The technical solution of this application embodiment ensures that the driver's emergency braking intention can be responded to first under any circumstances by forcibly minimizing energy recovery and maximizing mechanical braking when an emergency braking condition is detected, thus guaranteeing driving safety and reliability.

[0129] For the convenience of those skilled in the art, Figure 3 An exemplary overall framework diagram of a vehicle braking control method is provided. The vehicle braking control method may include the following five stages: initial state and data acquisition, temperature warning and linkage triggering, decision calculation and command issuance, execution feedback and dynamic adjustment, and operating condition change and linkage exit.

[0130] Furthermore, for the convenience of those skilled in the art, Figure 4 An exemplary logic diagram of a vehicle braking control method is provided.

[0131] For example, taking the scenario where the brake disc temperature continuously rises when a new energy vehicle is driving on a long downhill section in a mountainous area (15° slope, initial speed 80km / h), the linkage system's working process is divided into 5 stages, forming a closed-loop control of "detection-decision-execution-feedback-exit".

[0132] Phase 1: Initial State and Data Acquisition.

[0133] When the vehicle enters a long downhill section, the driver lightly presses the brake pedal (10% of the travel) to activate the mechanical brakes for deceleration. The initial brake disc temperature is 120°C, and the energy recovery system is at its default intensity.

[0134] The sensing layer components operate continuously: the infrared thermal imaging sensor scans the brake disc to confirm that there is no local overheating; the thermocouple sensor collects temperature data every 0.5 seconds and uploads it to the linkage control ECU in real time; the vehicle speed sensor displays that the vehicle speed is stable at 75km / h, the slope sensor identifies the current slope as 15°, the battery SOC is 65%, and it supports enhanced energy recovery.

[0135] Phase 2: Temperature warning and linkage triggering.

[0136] As downhill driving time increases and mechanical braking is used frequently, the brake disc temperature rises rapidly. The thermocouple sensor detects that the temperature exceeds the normal threshold, and the infrared thermal imaging sensor simultaneously identifies that the temperature in the center area of ​​the brake disc friction surface is higher than that at the edge, confirming the temperature abnormality.

[0137] The brake disc warning system sends a "temperature over-limit signal" to the linkage control ECU, triggering the linkage control mode. The linkage control ECU simultaneously receives vehicle operating condition data (vehicle speed 75km / h, slope 15°, brake pedal travel 10%) and energy recovery status data (current intensity, battery) via the CAN bus, and starts the decision algorithm.

[0138] Phase 3: Decision calculation and instruction issuance.

[0139] The linkage control ECU calls the built-in algorithm: based on the working condition combination of "15° slope + 75km / h vehicle speed + brake disc temperature", it queries the pre-stored "temperature-slope-vehicle speed-recovery intensity" mapping table and calculates that the target energy recovery intensity needs to be increased to 70%, while the brake caliper clamping force needs to be reduced from 3800N to 2200N to ensure that the deceleration effect remains unchanged and reduce mechanical friction.

[0140] The algorithm synchronously verifies battery safety: the current battery SOC is 65%, which is not exceeding the charging limit, and the battery temperature of 28℃ is within the safe range, so it is determined that the energy recovery enhancement will not damage the battery; the linkage control ECU sends the "target recovery intensity 70%" command to the motor controller, sends the "clamping force reduced to 2200N" command to the braking system actuator, and sends a prompt command to the human-machine interaction module at the same time.

[0141] Phase 4: Execution Feedback and Dynamic Adjustment.

[0142] After receiving the command, the motor controller completes the anti-drag torque adjustment within 0.2s, increasing it from 1200N·m to 2800N·m, and the energy recovery intensity is increased to 70%. The vehicle achieves the main deceleration through motor anti-drag, and the driver feels a reduction in the feedback force of the brake pedal (due to the reduction in mechanical brake clamping force).

[0143] The brake system actuator synchronously adjusts the clamping force, reducing friction between the brake disc and brake pads. The thermocouple sensor detects that the temperature rise is slowing down and no longer continues to rise. The infrared thermal imaging sensor confirms that there is no expansion of local overheating areas.

[0144] The linkage control ECU continuously receives feedback from the execution layer: the motor controller reports "actual recovery intensity 70%, reverse drag torque is 2800 N·m, no abnormality", the brake system actuator reports "clamping force 2200N, braking pressure normal", and the temperature sensor reports "temperature stable at 60℃". It is determined that the current adjustment is effective and the target recovery intensity is maintained.

[0145] Phase 5: Changes in operating conditions and linkage termination.

[0146] As the vehicle exits the long downhill section and enters a flat road (slope sensor detects 0°), the driver releases the brake pedal (0% travel), and the vehicle speed decreases; the thermocouple sensor detects that the brake disc temperature begins to drop, returning to the normal threshold.

[0147] The linkage control ECU recognizes "temperature returns to normal + slope 0° + no braking intention", triggers the linkage exit logic, sends the command "restore recovery intensity to default 30%" to the motor controller, and sends the command "clamping force restored to default value" to the braking system actuator.

[0148] The motor controller and the brake system actuator both reported "default state restored", and the human-machine interface module indicated "brake disc temperature is normal, energy recovery has been restored to default". The system exited the linkage control mode and returned to normal operation.

[0149] The technical solution of this application adopts a multi-modal temperature detection combination of infrared thermal imaging sensor and thermocouple sensor, and integrates multi-parameter acquisition modules such as vehicle speed, slope, acceleration, and battery state of charge to achieve comprehensive and accurate perception of brake disc status, vehicle operating condition, and energy recovery system. An independently set up linkage control electronic control unit constructs a decision algorithm that couples multiple factors such as temperature, slope, vehicle speed, and battery state. Combined with cloud-based historical data optimization strategies, it can dynamically calculate the target energy recovery intensity and mechanical braking force, and has the logical judgment ability of prioritizing safety and driver intent. A closed-loop control of "decision command - execution adjustment - status feedback - dynamic optimization" is established to achieve synchronous response between the motor controller (adjusting recovery intensity) and the braking system actuator (adjusting clamping force), ensuring no conflict or overlap between the two. Information synchronization is also achieved through human-machine interaction. Customized preset mapping tables are used for different vehicle models with different brake disc materials and maximum motor anti-drag torque. Local algorithms are updated via cloud data to optimize decision accuracy, improving the system's adaptability and intelligence level.

[0150] In one embodiment, such as Figure 5 As shown, another vehicle braking control method is provided, which is applied to... Figure 1 Taking vehicle 102 as an example, the explanation includes the following steps:

[0151] Step S502: When the vehicle is mechanically braked, the surface temperature distribution information of the vehicle's braking components is collected by an infrared thermal imaging sensor; the temperature information of key points of the braking components is collected by a thermocouple sensor; and the surface temperature distribution information and the temperature information of key points are fused to obtain the temperature data of the braking components.

[0152] Step S504: If the temperature data meets the abnormal temperature conditions, and if the vehicle's state of charge is lower than the preset charging upper limit threshold, obtain the preset mapping table pre-configured for the vehicle; and obtain the corresponding target energy recovery intensity from the preset mapping table based on the vehicle speed, road slope and temperature data.

[0153] The target energy recovery intensity is used to indicate how the vehicle decelerates by using the motor to reverse drag.

[0154] The driving condition data includes the vehicle speed and the road slope where the vehicle is located.

[0155] The preset mapping table includes the correspondence between vehicle speed, gradient, temperature and energy recovery intensity.

[0156] Step S506: With the goal of maintaining the deceleration effect generated by mechanical braking unchanged, determine the target mechanical braking force that matches the target energy recovery intensity.

[0157] Step S508: Adjust the vehicle's energy recovery intensity to the target energy recovery intensity, and adjust the vehicle's mechanical braking force to the target mechanical braking force.

[0158] Step S510: If the temperature data does not meet the abnormal temperature conditions, the road slope is less than the preset slope threshold, and the vehicle's brake pedal travel is less than the preset travel threshold, the vehicle's energy recovery intensity is restored to the default energy recovery intensity, and the vehicle's mechanical braking force is restored to the default mechanical braking force.

[0159] Step S512: When the vehicle's brake pedal travel exceeds a preset emergency braking threshold, determine that the vehicle is in an emergency braking condition; adjust the vehicle's energy recovery intensity to the minimum energy recovery intensity to stop energy recovery; and adjust the vehicle's mechanical braking force to the maximum mechanical braking force that matches the emergency braking condition.

[0160] For specific limitations on the above steps, please refer to the above description of the specific limitations on a vehicle braking control method.

[0161] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0162] Based on the same inventive concept, this application also provides a vehicle braking control device for implementing the vehicle braking control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle braking control device embodiments provided below can be found in the limitations of the vehicle braking control method described above, and will not be repeated here.

[0163] In one exemplary embodiment, such as Figure 6 As shown, a vehicle braking control device is provided, comprising:

[0164] The acquisition module 610 is used to acquire temperature data of the vehicle's braking components when the vehicle's mechanical braking is activated.

[0165] The mapping module 620 is used to map the vehicle's driving condition data to the temperature data as a corresponding target energy recovery intensity when the temperature data meets the abnormal temperature conditions; the target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor for reverse drag.

[0166] The determination module 630 is used to determine a target mechanical braking force that matches the target energy recovery intensity with the goal of maintaining the deceleration effect generated by the mechanical braking unchanged.

[0167] The adjustment module 640 is used to adjust the energy recovery intensity of the vehicle to the target energy recovery intensity, and to adjust the mechanical braking force of the vehicle to the target mechanical braking force.

[0168] In one embodiment, the mapping module 620 is specifically used to map the vehicle's driving condition data and temperature data to a corresponding target energy recovery intensity when the vehicle's state of charge is lower than a preset charging upper limit threshold.

[0169] In one embodiment, the mapping module 620 is specifically used to obtain a preset mapping table pre-configured for the vehicle; the preset mapping table includes the correspondence between vehicle speed, slope, temperature and energy recovery intensity; and obtains the corresponding target energy recovery intensity from the preset mapping table based on the vehicle speed, road slope and temperature data.

[0170] In one embodiment, the adjustment module 640 is specifically used to restore the energy recovery intensity of the vehicle to the default energy recovery intensity and the mechanical braking force of the vehicle to the default mechanical braking force when the temperature data does not meet the abnormal temperature conditions, the road slope is less than a preset slope threshold, and the brake pedal travel of the vehicle is less than a preset travel threshold.

[0171] In one embodiment, the adjustment module 640 is specifically configured to determine that the vehicle is in an emergency braking condition when the brake pedal travel of the vehicle exceeds a preset emergency braking threshold; adjust the energy recovery intensity of the vehicle to the minimum energy recovery intensity to stop energy recovery; and adjust the mechanical braking force of the vehicle to the maximum mechanical braking force that matches the emergency braking condition.

[0172] In one embodiment, the acquisition module 610 is specifically used to acquire surface temperature distribution information of the braking components of the vehicle through an infrared thermal imaging sensor; acquire key point temperature information of the braking components through a thermocouple sensor; and fuse the surface temperature distribution information and the key point temperature information to obtain the temperature data of the braking components.

[0173] The various modules in the aforementioned vehicle braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the vehicle's processor in hardware form or independent of it, or stored in the vehicle's memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0174] In one exemplary embodiment, a vehicle is provided whose internal structure diagram can be as follows: Figure 7 As shown, the vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The vehicle's processor provides computing and control capabilities. The vehicle's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The vehicle's input / output interface is used for exchanging information between the processor and external devices. The vehicle's communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle braking control method. The vehicle's display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the vehicle can be a touch layer covering the display screen, or buttons, trackballs or touchpads set on the vehicle body, or external keyboards, touchpads or mice, etc.

[0175] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle to which the present application is applied. A specific vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0176] In one exemplary embodiment, a vehicle is provided, including a memory and a processor, the memory storing a computer program that the processor executes to implement the steps in the above-described method embodiments.

[0177] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0178] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0179] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0180] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0181] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0182] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle's mechanical braking is engaged, acquire the temperature data of the vehicle's braking components; If the temperature data meets the abnormal temperature conditions, the vehicle's driving condition data is mapped to the temperature data to a corresponding target energy recovery intensity; the target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor for reverse drag. With the goal of maintaining the deceleration effect generated by the mechanical braking unchanged, a target mechanical braking force matching the target energy recovery intensity is determined; The energy recovery intensity of the vehicle is adjusted to the target energy recovery intensity, and the mechanical braking force of the vehicle is adjusted to the target mechanical braking force.

2. The method according to claim 1, characterized in that, The step of mapping the vehicle's driving condition data and the temperature data to a corresponding target energy recovery intensity includes: When the vehicle's state of charge is below a preset charging upper limit threshold, the vehicle's driving condition data and temperature data are mapped to a corresponding target energy recovery intensity.

3. The method according to claim 2, characterized in that, The driving condition data includes the vehicle speed and the road slope where the vehicle is located; mapping the vehicle's driving condition data and the temperature data to a corresponding target energy recovery intensity includes: Obtain the preset mapping table pre-configured for the vehicle; the preset mapping table includes the correspondence between vehicle speed, gradient, temperature and energy recovery intensity; Based on the vehicle speed, road slope, and temperature data, the corresponding target energy recovery intensity is obtained from a preset mapping table.

4. The method according to claim 3, characterized in that, After adjusting the energy recovery intensity of the vehicle to the target energy recovery intensity and adjusting the mechanical braking force of the vehicle to the target mechanical braking force, the method further includes: If the temperature data does not meet the abnormal temperature conditions, the road surface slope is less than a preset slope threshold, and the vehicle's brake pedal travel is less than a preset travel threshold, the vehicle's energy recovery intensity will be restored to the default energy recovery intensity, and the vehicle's mechanical braking force will be restored to the default mechanical braking force.

5. The method according to claim 1, characterized in that, The method further includes: If the brake pedal travel of the vehicle exceeds a preset emergency braking threshold, the vehicle is determined to be in an emergency braking condition. The energy recovery intensity of the vehicle is adjusted to the minimum energy recovery intensity to stop energy recovery, and the mechanical braking force of the vehicle is adjusted to the maximum mechanical braking force that matches the emergency braking condition.

6. The method according to claim 1, characterized in that, The acquisition of temperature data of the vehicle's braking components includes: The surface temperature distribution information of the vehicle's braking components is acquired using an infrared thermal imaging sensor. Temperature information at key points of the braking component is collected using thermocouple sensors. The temperature distribution information of the area is fused with the temperature information of the key points to obtain the temperature data of the braking component.

7. A vehicle braking control device, characterized in that, The device includes: The acquisition module is used to acquire temperature data of the vehicle's braking components when the vehicle's mechanical braking is activated. The mapping module is used to map the vehicle's driving condition data to the temperature data as a corresponding target energy recovery intensity when the temperature data meets the abnormal temperature conditions; the target energy recovery intensity is used to instruct the vehicle to decelerate by using the motor to reverse drag. The determination module is used to determine a target mechanical braking force that matches the target energy recovery intensity, with the goal of maintaining the deceleration effect generated by the mechanical braking unchanged. An adjustment module is used to adjust the energy recovery intensity of the vehicle to the target energy recovery intensity, and to adjust the mechanical braking force of the vehicle to the target mechanical braking force.

8. A vehicle comprising a memory and a processor, said memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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