Control method, device and processor for a vehicle

Abstract

This application discloses a vehicle control method, apparatus, and processor. The method includes: acquiring a vehicle operating status signal and a command signal from at least one passenger in the vehicle, wherein the operating status signal indicates the vehicle's operating state under different operating conditions, and the command signal includes a braking request signal triggered by the passenger; determining the operating mode of the vehicle's power system based on the operating status signal and the command signal; determining a vehicle control strategy based on the operating mode and the vehicle's gear information, wherein the control strategy indicates the priority and distribution rules for coordinating the braking force generated by the vehicle's electric motor, engine, and retarder in the current operating mode; and controlling the vehicle to execute or disengage auxiliary braking functions according to the control strategy. This application solves the problem of low-efficiency vehicle control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, device, and processor. Background Technology

[0002] Currently, vehicle control often uses the vehicle's regenerative braking force as a single decision variable to classify braking modes, or simply superimposes braking sources. However, due to the lack of sufficient integration of the vehicle's multiple power modes and the active gear selection by the occupants (e.g., the driver), the coordination of braking sources is poor. The lack of robust degradation control based on real-time vehicle status and occupant commands results in insufficient adaptability in scenarios involving sensor failure or prediction errors. Furthermore, the uneven switching of operating modes between different vehicle braking systems makes it difficult to balance braking safety, energy recovery efficiency, and ride comfort, hindering optimal matching of multiple braking actuators. Therefore, the technical problem of low vehicle control effectiveness persists.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This application provides a vehicle control method, apparatus, and processor to at least address the technical problem of low vehicle control effectiveness.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided. The method may include: acquiring a vehicle operating status signal and a command signal from at least one passenger in the vehicle, wherein the operating status signal indicates the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the passenger; determining the operating mode of the vehicle's power system based on the operating status signal and the command signal; determining a vehicle control strategy based on the operating mode and the vehicle's gear information, wherein the control strategy indicates the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current operating mode; and controlling the vehicle to execute or disengage auxiliary braking functions according to the control strategy.

[0006] Optionally, based on the operating status signal and the command signal, the operating mode of the vehicle's power system is determined, including: in response to the detection of a braking request signal, where the operating status signal indicates that the vehicle's high-voltage system is disconnected and the engine provides driving force to the vehicle, the operating mode is determined to be a first mode, wherein the first mode indicates that the vehicle is driven by the engine; in response to the detection of a braking request signal, where the operating status signal indicates that the high-voltage system is connected and the electric motor provides driving force to the vehicle, the operating mode is determined to be a second mode, wherein the second mode indicates that the vehicle is driven by the electric motor; in response to the detection of a braking request signal, where the operating status signal indicates that the high-voltage system is connected and the engine and the electric motor jointly provide driving force to the vehicle, or the engine is in a power generation state and the electric motor provides driving force to the vehicle, the operating mode is determined to be a third mode, wherein the third mode indicates that the vehicle is driven by both the engine and the electric motor.

[0007] Optionally, the control strategy includes at least a first control strategy, a second control strategy, and a third control strategy. Based on the operating mode and the vehicle's gear information, the vehicle control strategy is determined, including: in response to the operating mode being a first mode, determining a first control strategy based on the gear information, wherein the first control strategy represents a rule for invoking the vehicle's retarder and / or the vehicle's engine to perform auxiliary braking functions in the first mode; in response to the operating mode being a second mode, determining a second control strategy based on the gear information, wherein the second control strategy represents a rule for invoking the vehicle's motor and / or retarder to perform auxiliary braking functions in the second mode; and in response to the operating mode being a third mode, determining a third control strategy based on the gear information, wherein the third control strategy represents a rule for invoking the motor to perform auxiliary braking in the third mode, and for invoking the retarder and engine to perform auxiliary braking functions based on the gear information and the motor's braking force.

[0008] Optionally, in response to the operating mode being a first mode, a first control strategy is determined based on the gear information, including: in response to the operating mode being a first mode and the gear information being a first gear, determining the first control strategy to invoke the engine to perform auxiliary braking function, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; in response to the operating mode being a first mode and the gear information being a second gear, determining the first control strategy to invoke the retarder and engine to perform auxiliary braking function, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0009] Optionally, in response to the second operating mode, a second control strategy is determined based on the gear information, including: in response to the second operating mode and the gear information being a first gear, determining the second control strategy to invoke the motor to perform auxiliary braking function, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; in response to the second operating mode and the gear information being a second gear, determining the second control strategy to invoke the motor to perform auxiliary braking function, and invoking the retarder to perform auxiliary braking function based on the braking force of the motor, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0010] Optionally, in response to the operating mode being the third mode, a third control strategy is determined based on the gear information, including: in response to the operating mode being the third mode and the braking force of the motor being less than the braking force threshold required by the gear information, determining the third control strategy to invoke the motor to perform auxiliary braking function and control the retarder and / or the engine to provide the remaining braking force; in response to the operating mode being the third mode and the braking force of the motor being greater than or equal to the braking force threshold, determining the third control strategy to invoke the motor to perform auxiliary braking function.

[0011] Optionally, the method further includes: in response to the motor temperature being higher than a cooling temperature threshold and the operating mode being a second mode, determining a second control strategy to start the engine to cool the braking system and maintain the auxiliary braking function of the motor or the auxiliary braking function of the retarder.

[0012] Optionally, according to the control strategy, controlling the vehicle to perform or deactivate the auxiliary braking function includes: acquiring a fault level signal of the vehicle's high-voltage system and the auxiliary braking switch status in the command signal; responding to the fault level signal indicating that the fault level is less than the fault level threshold and the auxiliary braking switch status is in the open state, controlling the vehicle to perform the auxiliary braking function according to the control strategy; responding to the fault level being greater than or equal to the fault level threshold, or responding to the auxiliary braking switch status being in the closed state, controlling the vehicle to prohibit the performance of the auxiliary braking function or deactivate the auxiliary braking function according to the control strategy.

[0013] According to another aspect of the embodiments of this application, a vehicle control device is also provided. The device may include: an acquisition unit, configured to acquire a vehicle operating status signal and a command signal from at least one passenger in the vehicle, wherein the operating status signal indicates the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the passenger; a first determination unit, configured to determine the operating mode of the vehicle's power system based on the operating status signal and the command signal; a second determination unit, configured to determine a vehicle control strategy based on the operating mode and the vehicle's gear information, wherein the control strategy indicates the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current operating mode; and a control unit, configured to control the vehicle to perform or disengage the auxiliary braking function according to the control strategy.

[0014] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program is executed by the processor to perform the methods described in the embodiments of this application.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0021] In this embodiment, by collecting the vehicle's operating status signal and the command signal from at least one driver / passenger, the operating mode of the vehicle's power system can be accurately identified. Then, based on the operating mode and the vehicle's gear information, a vehicle control strategy can be determined. Since the vehicle control strategy describes the priority and distribution rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder under the current operating mode, controlling the vehicle to execute or disengage auxiliary braking functions according to the control strategy overcomes the shortcomings of related technologies that are limited to a single dimension of regenerative braking or suffer from poor coordination of braking sources due to fixed logic. This ensures the braking safety and stability of the vehicle under different operating conditions or faults, thereby solving the technical problem of low vehicle control effectiveness and achieving the technical effect of improving the effectiveness of vehicle control. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of a P2 configuration hybrid commercial vehicle according to an embodiment of this application;

[0025] Figure 3 This is a flowchart of a multi-mode auxiliary braking control method for a P2 configuration hybrid commercial vehicle according to an embodiment of this application;

[0026] Figure 4 This is a flowchart of an auxiliary braking function execution method according to an embodiment of this application;

[0027] Figure 5 This is a flowchart of another auxiliary braking function execution method according to an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of this application;

[0029] Figure 7 This is a structural diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, functional component, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, functional components, or devices.

[0032] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method may include the following steps.

[0034] Step S102: Obtain the vehicle's operating status signal and the command signal of at least one driver or passenger in the vehicle.

[0035] In the technical solution provided in step S102 of this application, the operating status signal can be used to represent the operating status of the vehicle under different working conditions, and the command signal can include a braking request signal triggered by the driver or passenger.

[0036] In this embodiment, in order to provide a comprehensive, accurate and real-time data basis for enabling the vehicle's auxiliary braking function and mode decision, the vehicle's operating status signal and the command signal of at least one driver or passenger in the vehicle can be acquired.

[0037] Optionally, the vehicle dynamics control unit (VDCU), as the core control unit, can collect multi-dimensional signals in real time through the vehicle bus. The vehicle bus can be a controller area network (CAN) bus.

[0038] Optionally, the operating status signal can be obtained by monitoring the status of the vehicle's high-voltage system (e.g., the closed / open status of the high-voltage relay, insulation resistance status), the candidate status of the current operating mode of the vehicle's power system, such as the vehicle's engine speed, torque, motor speed, torque, battery state of charge (SOC) and state of health (SOH), key chassis signals of the vehicle (e.g., real-time vehicle speed, current gear, brake pedal opening, accelerator pedal opening), and vehicle fault diagnosis signals (e.g., fault level of the high-voltage system, motor temperature, retarder temperature, etc.).

[0039] Optionally, the acquisition of command signals can rely on the user interface (e.g., the driver's) interface, including reading the status of the auxiliary braking switch group, such as the selection of the first (gear 1), second (gear 2), and third (gear 3) positions, the on / off status of the constant speed switch, the cruise control switch status, and the braking request signal or auxiliary braking activation request signal generated by the driver pressing the brake pedal. Specifically, gear 1 (low / weak braking) provides a small braking torque to the vehicle, mainly used for slight deceleration or maintaining speed on long downhill slopes. Gear 2 (medium / standard braking) provides a medium braking torque to the vehicle and is the gear commonly used in daily driving. Gear 3 (high / forced braking) provides a large auxiliary braking torque to the vehicle to cope with severe braking demands.

[0040] Optionally, the VDCU can also filter, denoise, and standardize the above-mentioned operating status signals and instruction signals to form a structured data stream that can be used for subsequent logical judgment.

[0041] In this embodiment, by acquiring the operating status signal, the current status information of the vehicle can be accurately perceived (e.g., the vehicle's speed, whether the vehicle's components are at risk of overheating or malfunction), which is a prerequisite for determining whether the auxiliary braking function is ready to be executed. By acquiring the command signal, the intention of the driver and passengers can be clarified (i.e., whether the driver actively requests to activate the auxiliary braking, and the desired braking intensity level), providing an accurate data basis for determining the subsequent working mode of the power system.

[0042] Step S104: Determine the operating mode of the vehicle's power system based on the operating status signal and command signal.

[0043] In the technical solution provided in step S104 of this application, the vehicle can be a P2 configuration hybrid commercial vehicle. This is only an example and is not a specific limitation. The P2 configuration is a configuration in which the vehicle's electric motor is installed between the engine and the vehicle's transmission, connected to the engine through a clutch, and directly drives the transmission input shaft.

[0044] In this embodiment, by comprehensively analyzing the operating status signal and the command signal, the current power source composition and energy flow direction of the vehicle can be identified, thereby determining the current operating mode of the vehicle's power system based on the power source composition and energy flow direction.

[0045] Optionally, due to significant differences in the availability, braking efficiency, and energy recovery characteristics of the various actuators (e.g., motor, engine, retarder) of a P2 configuration hybrid commercial vehicle under different operating modes, the operating mode can be determined as pure gasoline mode when the high-voltage system is detected to be disconnected (i.e., the high-voltage relay of the P2 configuration hybrid commercial vehicle is disconnected, and the motor cannot participate in driving or braking), and the engine is running and providing driving force to the vehicle (or is idling). When the high-voltage system is detected to be connected, and the motor is currently providing driving force to the P2 configuration hybrid commercial vehicle alone, while the engine is not providing driving force (e.g., the engine is stopped or only used for battery heating / cooling and does not output torque to drive the wheels), the operating mode can be determined as pure electric mode.

[0046] Optionally, the operating mode can be determined to be hybrid mode when the high-voltage system is detected to be connected and any of the following conditions are met: Condition 1: The engine and the electric motor jointly provide driving force for the vehicle (corresponding to parallel drive); Condition 2: The engine is in generator mode (i.e., the engine output torque is used to drive the generator to charge the battery or directly supply power to the electric motor), and the electric motor provides driving force for the vehicle (corresponding to series drive).

[0047] In this embodiment, the electric motor is unavailable in pure gasoline mode; the engine does not engage in driving in pure electric mode; and in hybrid mode, the power source is complex, requiring coordination of multiple resources, prioritizing the use of electric motor braking to recover energy, and only resorting to mechanical braking when insufficient. Accurately determining the operating mode provides a reliable basis for subsequently determining the vehicle's control strategy.

[0048] Step S106: Determine the vehicle control strategy based on the operating mode and the vehicle's gear information.

[0049] In the technical solution provided in step S106 of this application, the control strategy can be used to represent the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current working mode.

[0050] In this embodiment, gear information can be used to indicate whether the vehicle is in a low-speed range or a high-speed range.

[0051] Optionally, if the operating mode is pure gasoline mode, when the gear is in the low-speed range (corresponding to low vehicle speed), the control strategy can prioritize engine braking, utilizing the rules of engine pumping losses and exhaust braking to generate braking force. In this case, the retarder is not activated to save fuel and reduce wear. When the gear is in the high-speed range (corresponding to high vehicle speed or long downhill conditions), the engine braking force is insufficient. The control strategy can simultaneously activate the retarder and the engine, with the retarder providing the main braking force and the engine providing basic braking, achieving safe deceleration under high braking force requirements.

[0052] Optionally, if the operating mode is pure electric, in the low-speed range, the control strategy can prioritize the use of regenerative braking of the motor to recover kinetic energy into electrical energy, without engaging the retarder, to ensure better energy efficiency and comfort. In the high-speed range, or when the motor's regenerative braking capacity reaches its limit (e.g., when the battery is fully charged or the motor overheats), the control strategy maintains the maximum regenerative braking of the motor while simultaneously engaging the retarder to compensate for insufficient braking force and ensure braking efficiency.

[0053] Optionally, if the operating mode is hybrid mode, the maximum available regenerative braking force of the motor can be calculated and requested to achieve energy recovery. If the motor's braking force meets the vehicle's needs, electric braking is executed. If the motor's braking force is insufficient (e.g., in high-speed, heavy-load downhill conditions), the control strategy can, based on the remaining braking force demand and the current gear, utilize the retarder and / or engine for supplementation. For example, the retarder can be prioritized to maintain high efficiency of electric braking; if the retarder has reached its limit or failed, engine braking can be further utilized.

[0054] In this embodiment, by prioritizing and fully utilizing the regenerative braking force of the electric motor in different operating modes, and only intervening in mechanical braking (retarder / engine) when necessary, kinetic energy is converted into electrical energy to the greatest extent, thereby extending the driving range or reducing fuel consumption. The control strategy, based on gear information and operating mode determination, avoids drastic jumps in braking force between the electric motor, engine, and retarder, improving the driver's comfort experience.

[0055] Step S108: According to the control strategy, control the vehicle to perform auxiliary braking function or deactivate auxiliary braking function.

[0056] In the technical solution provided in step S108 of this application, the vehicle controller (VDCU) can send a braking force request signal to specific actuators, such as the motor control unit (MCU), engine control unit (ECU), and retarder controller, according to the control strategy, and at the same time monitor the vehicle status to determine the execution or discontinuation of the auxiliary braking function.

[0057] In this embodiment, by controlling the vehicle to perform or deactivate the auxiliary braking function according to the control strategy, it can be ensured that the motor, engine and retarder generate braking force according to a predetermined priority and proportion, thereby achieving seamless coordination of multi-source braking.

[0058] Optionally, the VDCU can send requests to the electric motor, engine, and retarder separately based on the target braking force calculated by the control strategy. For example, in hybrid mode, if the control strategy specifies "electric priority," the VDCU first requests the electric motor to provide regenerative braking force; if the regenerative braking force is insufficient, it then requests the remaining braking force from the retarder.

[0059] Optionally, when the auxiliary braking function is activated and actual braking force is generated (i.e., any actuator of the motor, engine, and retarder outputs braking force), the VDCU can control the vehicle's brake lights to illuminate, alerting vehicles behind to the intention to slow down.

[0060] Optionally, the VDCU can also send a signal to the vehicle's instrument panel to indicate that the current auxiliary braking function is activated and to display the current gear (e.g., 1st, 2nd, 3rd, and constant speed).

[0061] Optionally, during the activation of the auxiliary braking function, the VDCU can coordinate the braking force requests of the motor and the retarder, without intervention from the vehicle's Electronic Braking System (EBS). However, when the occupant presses the vehicle's basic brake pedal, the basic braking system begins to operate, while the vehicle's auxiliary braking system (e.g., the motor / retarder) continues to request braking force according to the original control strategy, thus achieving superposition of braking forces.

[0062] Optionally, the driver or passenger can actively deactivate the auxiliary braking function by pressing the auxiliary braking cancel switch or a separate engine braking cancel switch (in which case only the engine braking is turned off, while the motor and retarder continue to operate).

[0063] Optionally, when the auxiliary braking switch signal is detected to be lost or invalid; or when the driver depresses the accelerator pedal, shifts into neutral, or the vehicle speed is below the vehicle speed threshold (e.g., 5 km / h); or when a level 3 or higher serious fault occurs in the high-voltage system, or the motor / retarder temperature is too high and triggers protection; or when the vehicle's anti-lock braking system or electronic stability program is activated, the vehicle can be temporarily and passively deactivated to prioritize vehicle stability control.

[0064] In this embodiment, the VDCU coordinates all actuators uniformly, avoiding the sudden torque changes that occur when switching between the motor, retarder, and mechanical brake in traditional braking. Especially in hybrid mode, the smooth transition between electric braking and mechanical braking eliminates the jerking sensation perceived by passengers.

[0065] In steps S102 to S108 of this application, by collecting the vehicle's operating status signal and the command signal from at least one driver / passenger, the operating mode of the vehicle's power system can be accurately identified. Then, based on the operating mode and the vehicle's gear information, a vehicle control strategy can be determined. Since the vehicle control strategy describes the priority and distribution rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder under the current operating mode, controlling the vehicle to execute or disengage auxiliary braking functions according to the control strategy overcomes the shortcomings of related technologies that are limited to a single dimension of regenerative braking or suffer from poor coordination of braking sources due to fixed logic. This ensures braking safety and stability under different operating conditions or faults, thereby solving the technical problem of low vehicle control effectiveness and achieving the technical effect of improving vehicle control effectiveness.

[0066] The method described in this embodiment will be further described below.

[0067] As an optional embodiment, step S104, based on the operating status signal and the command signal, determines the operating mode of the vehicle's power system, including: in response to detecting a braking request signal, where the operating status signal indicates that the vehicle's high-voltage system is disconnected and the engine provides driving force to the vehicle, determining the operating mode as a first mode, wherein the first mode indicates that the vehicle is driven by the engine; in response to detecting a braking request signal, where the operating status signal indicates that the high-voltage system is connected and the electric motor provides driving force to the vehicle, determining the operating mode as a second mode, wherein the second mode indicates that the vehicle is driven by the electric motor; in response to detecting a braking request signal, where the operating status signal indicates that the high-voltage system is connected and the engine and electric motor jointly provide driving force to the vehicle, or the engine is in a power generation state and the electric motor provides driving force to the vehicle, determining the operating mode as a third mode, wherein the third mode indicates that the vehicle is driven by both the engine and the electric motor.

[0068] In this embodiment, after receiving a braking request signal triggered by a driver or passenger (e.g., the auxiliary braking switch is activated or the driver presses the brake pedal to generate an intention to apply auxiliary braking), the vehicle control unit (VDCU) can perform in-depth analysis of the vehicle's operating status signal to accurately identify the current power architecture status and determine the operating mode of the vehicle's power system.

[0069] Optionally, the first mode can be a pure gasoline mode. The second mode can be a pure electric mode. The third mode can be a hybrid mode.

[0070] Optionally, the VDCU detects the status of the high-voltage system. If the high-voltage relay is in the open state (i.e., the high-voltage circuit is not connected, and the motor cannot participate in the power flow), and the engine is detected to be running and in driving mode (the engine outputs torque to drive the vehicle), then the current mode is determined to be the first mode. In the first mode, the vehicle relies entirely on the engine for operation, and the motor is in a non-working state or only acts as a generator in standby mode (but the high-voltage system is not closed, so it does not participate in the drive / braking closed loop).

[0071] Optionally, if the high-voltage relay is in the closed state (high-voltage circuit is connected), and the motor is detected to be outputting torque to drive the vehicle, while it is determined that the engine is not providing driving force (e.g., the engine is stopped, or the engine is only used for battery thermal management / cooling and is not outputting driving torque), then the current mode is determined to be the second mode. In the second mode, the vehicle is powered by the battery, and the motor alone undertakes the driving task, possessing strong energy recovery potential.

[0072] Optionally, if the engine and motor simultaneously output torque to drive the vehicle (parallel hybrid mode); or if the engine is running and outputting torque to generate electricity (engine in power generation mode), while the motor uses electrical energy to drive the vehicle (series hybrid mode), the current mode can be determined as the third mode. In the third mode, the powertrain is in a complex energy flow state, requiring coordination of the interaction between the engine, motor, and high-voltage system.

[0073] In the embodiments of this application, the electric motor is unavailable in pure oil mode, the engine is not driven in pure electric mode, and both power sources are available in hybrid mode. By accurately identifying the mode, it is possible to avoid erroneously requesting regenerative braking from the electric motor in pure oil mode (leading to control conflicts or invalid requests), or erroneously relying on the engine as the primary braking source in pure electric mode (leading to response lag or fuel waste).

[0074] As an optional embodiment, the control strategy includes at least a first control strategy, a second control strategy, and a third control strategy. Step S106 involves determining the vehicle's control strategy based on the operating mode and the vehicle's gear information, including: determining a first control strategy based on the gear information in response to the operating mode being a first mode, wherein the first control strategy represents a rule for invoking the vehicle's retarder and / or the vehicle's engine to perform auxiliary braking functions in the first mode; determining a second control strategy based on the gear information in response to the operating mode being a second mode, wherein the second control strategy represents a rule for invoking the vehicle's motor and / or retarder to perform auxiliary braking functions in the second mode based on the gear information; and determining a third control strategy based on the gear information in response to the operating mode being a third mode, wherein the third control strategy represents a rule for invoking the motor to perform auxiliary braking in the third mode, and for invoking the retarder and engine to perform auxiliary braking functions based on the gear information and the motor's braking force.

[0075] In this embodiment, the vehicle controller (VDCU) can match and activate the corresponding control strategy from a preset strategy library based on the determined operating mode and the real-time acquired vehicle gear information (or the vehicle speed / torque range based on gear mapping).

[0076] Optionally, when the operating mode is the first mode, the motor does not participate in braking. The VDCU can determine the vehicle's operating condition based on gear information. If the gear is in the low-speed range (corresponding to low vehicle speed or low load), the control strategy mainly uses the engine for auxiliary braking (e.g., using exhaust braking or fuel cut-off braking), and the retarder is not activated to save component wear. If the gear is in the high-speed range or under heavy load downhill conditions, the engine's braking force is insufficient to maintain a safe vehicle speed, and both the retarder and the engine can be used simultaneously. The retarder provides the main braking force, and the engine provides basic braking; the two work together to meet the demand for high braking force.

[0077] Optionally, when the operating mode is the second mode, the engine does not intervene in driving or braking. The VDCU executes the following rules based on the gear information. In the low-speed or medium-speed range, the electric motor can be prioritized for regenerative braking, converting kinetic energy into electrical energy to be recovered to the battery. In this case, the retarder is not activated to ensure better energy recovery efficiency and driving smoothness. In the high-speed range or when the electric motor's regenerative braking capacity reaches its limit (e.g., high battery SOC or motor overheating), the retarder can be activated while maintaining the maximum regenerative braking of the electric motor to compensate for the braking force gap and ensure braking performance.

[0078] Optionally, when the operating mode is the third mode, the power source is complex. The VDCU can execute a coordinated rule of "electric priority, motor retarding supplement." It can prioritize calculating and requesting the motor to provide regenerative braking force to achieve energy recovery. Then, it can determine whether the motor's braking force meets the vehicle's needs. If it does, only electric braking is performed. If the motor's braking force is insufficient (e.g., remaining braking force demand > maximum available braking force of the motor), the retarder and / or engine are invoked to supplement it based on the current gear information and remaining braking force demand. For example, the retarder can be prioritized to maintain high efficiency of electric braking; if the retarder has reached its limit, the engine is further invoked to provide remaining braking force.

[0079] In this embodiment, by distinguishing between three operating modes, it can be ensured that the control strategy is fully matched with the current physical topology. The pure oil mode focuses on mechanical braking, the pure electric mode focuses on electric braking, and the hybrid mode focuses on multi-source coordination. By introducing gear information as a trigger condition, the control strategy can adapt to a wide range of operating conditions from low-speed driving to high-speed heavy loads, achieving a focus on economy and comfort at low speeds (using a single high-efficiency source) and a focus on braking performance at high speeds (using multiple source superposition).

[0080] As an optional embodiment, in response to the operating mode being a first mode, a first control strategy is determined based on gear information, including: in response to the operating mode being a first mode and the gear information being a first gear, determining the first control strategy to invoke the engine to perform auxiliary braking function, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; in response to the operating mode being a first mode and the gear information being a second gear, determining the first control strategy to invoke the retarder and engine to perform auxiliary braking function, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0081] In this embodiment, when the vehicle controller (VDCU) determines that the vehicle is in the first mode (i.e., pure oil mode, the high-pressure system is disconnected, and the vehicle is driven only by the engine), it can further refine the specific control strategy based on the real-time gear information.

[0082] Optionally, the first gear is used to indicate a gear where the vehicle speed is below a speed threshold (e.g., 30 km / h or 40 km / h), and the first gear can be a low gear. The second gear is used to indicate a gear where the vehicle speed is above or equal to the speed threshold, and the second gear can be a high gear.

[0083] Optionally, when the operating mode is the first mode and the gear information is the first gear, the first control strategy can be determined to be to invoke the engine to perform auxiliary braking function. At this time, a fuel cut-off or exhaust braking command can be sent to the ECU to generate braking force using the engine's pumping losses and exhaust back pressure. During this stage, no braking force request is sent to the retarder, and the retarder remains idle.

[0084] Optionally, when the operating mode is the first mode and the gear information is the second gear, the first control strategy can be determined as invoking the retarder and engine to perform auxiliary braking functions. For example, the VDCU first sends a basic braking command to the ECU, and simultaneously sends a major braking force request command to the retarder controller. The retarder bears most of the braking load, while the engine provides basic braking to maintain engine speed stability and assist in deceleration. The two work together to provide a total braking force far greater than that of the engine alone, meeting the safety requirements for high-speed, heavy-load downhill driving.

[0085] In this embodiment, under low-speed conditions, the engine's braking force is sufficient to meet deceleration requirements, and the retarder is less efficient or may generate noise at low speeds. By utilizing only the engine, ineffective retarder intervention is avoided, extending the retarder's lifespan. Under high-speed conditions, engine braking force alone is often insufficient to control the downhill speed of heavily loaded vehicles, posing a risk of thermal fade. By introducing a retarder, utilizing its wear-free, high-capacity, and stable braking force, braking safety of the vehicle when descending long slopes can be ensured.

[0086] As an optional embodiment, in response to the operating mode being the second mode, a second control strategy is determined based on gear information, including: in response to the operating mode being the second mode and the gear information being the first gear, determining the second control strategy to invoke the motor to perform auxiliary braking function, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; in response to the operating mode being the second mode and the gear information being the second gear, determining the second control strategy to invoke the motor to perform auxiliary braking function, and invoking the retarder to perform auxiliary braking function based on the braking force of the motor, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0087] In this embodiment, when the vehicle controller (VDCU) determines that the vehicle is in the second mode (i.e., pure electric mode, with the high-voltage system connected and the motor driven independently), it can formulate a control strategy based on the gear information (corresponding to different vehicle speed ranges) to balance energy recovery efficiency and braking performance.

[0088] Optionally, when the operating mode is the second mode and the gear information is the first gear, the second control strategy can be determined to be to invoke the motor to perform auxiliary braking function. For example, the VDCU sends a regenerative braking request to the motor controller (MCU), and the motor operates as a generator, converting the vehicle's kinetic energy into electrical energy stored in the power battery. During this stage, no command is sent to the retarder to achieve electric braking and maximize energy recovery.

[0089] Optionally, when the operating mode is the second mode and the gear information is the second gear, the second control strategy can be determined as calling the motor to perform auxiliary braking function, and calling the retarder to perform auxiliary braking function based on the motor's braking force. For example, the VDCU first requests the motor to provide the maximum available regenerative braking force (limited by the motor torque limit, battery charging power, or SOC state). Then, it can calculate the remaining required braking force (total required braking force - actual motor output braking force). If the remaining braking force is greater than 0, a request is sent to the retarder controller, and the retarder provides this supplementary braking force. The VDCU coordinates the braking force output curves of the motor and the retarder to ensure a smooth process of intervention and withdrawal, avoiding sudden changes in braking force.

[0090] In this embodiment of the application, by dividing the gear / vehicle speed, the motor is not forced to bear all the braking force in high-speed conditions with high potential risks such as a fully charged battery or an overheated motor. Instead, the load is shared by the retarder to protect the core system of the vehicle.

[0091] As an optional embodiment, in response to the operating mode being the third mode, a third control strategy is determined based on the gear information, including: in response to the operating mode being the third mode and the braking force of the motor being less than the braking force threshold required by the gear information, determining the third control strategy to invoke the motor to perform auxiliary braking function and control the retarder and / or the engine to provide the remaining braking force; in response to the operating mode being the third mode and the braking force of the motor being greater than or equal to the braking force threshold, determining the third control strategy to invoke the motor to perform auxiliary braking function.

[0092] In this embodiment, when the vehicle controller (VDCU) determines that the vehicle is in the third mode (i.e., hybrid mode), it can dynamically determine the combination of braking sources based on the difference between the available braking force of the motor and the target braking force requirement corresponding to the gear information.

[0093] Optionally, when the operating mode is the third mode and the motor's braking force is less than the braking force threshold required by the gear information, the third control strategy can be determined to be to call the motor to perform auxiliary braking function, and to control the retarder and / or engine to provide the remaining braking force. For example, the VDCU first calculates the total auxiliary braking torque required by the driver based on the gear information (reflecting vehicle speed and load). Then, the VDCU monitors or calculates in real time the maximum regenerative braking force that the current motor can provide under the current SOC (state of charge), temperature, and speed conditions. If it is determined that the available braking force of the motor is greater than or equal to the braking force threshold corresponding to the gear (i.e., the required braking force), the VDCU determines that the third control strategy is to call only the motor to perform auxiliary braking. The VDCU requests the corresponding regenerative braking torque from the motor controller, and the motor independently completes the braking task. At this time, the engine and retarder remain idle or only maintain basic operation, without outputting braking torque.

[0094] Optionally, when the operating mode is the third mode and the motor's braking force is greater than or equal to the braking force threshold, the third control strategy can be determined to be to invoke the motor to perform auxiliary braking function. For example, the VDCU first requests the motor to output its maximum available regenerative braking force to maximize energy recovery. The braking force gap is calculated as: Gear required braking force - Motor actual output braking force. The VDCU sends instructions to the retarder controller and engine ECU based on the current gear and the size of the braking force gap. If the braking force gap is small or medium, the retarder is prioritized to provide supplementary braking force, and the engine can maintain idle speed or slight braking. If the braking force gap is large (e.g., heavy load on a long downhill slope) and the retarder has reached its limit, the retarder and engine are simultaneously invoked (e.g., exhaust braking or fuel cut-off braking) to jointly provide the remaining braking force until the total demand is met.

[0095] In this embodiment, by determining whether the braking force of the motor meets the requirements, it ensures that zero-emission, high-recovery-efficiency electric braking is used preferentially when possible, reducing fuel consumption and mechanical wear. When braking capacity is limited (e.g., when the battery is fully charged, the motor is overheating, or there is a need for rapid deceleration), a mechanical braking source (retarder / engine) can be quickly identified and introduced to prevent safety hazards caused by insufficient braking force. This avoids energy waste caused by accidentally starting the engine or retarder when electric braking is sufficient (e.g., fuel consumption from engine idling or power consumption of the retarder coolant pump). At the same time, when electric braking is insufficient, mechanical braking force is reasonably distributed to avoid overloading a single mechanical braking source.

[0096] As an optional embodiment, the method further includes: in response to the motor temperature being higher than a cooling temperature threshold and the operating mode being a second mode, determining a second control strategy of starting the engine to cool the braking system and maintaining the auxiliary braking function of the motor or the auxiliary braking function of the retarder.

[0097] In this embodiment, for the special operating conditions under the second mode (pure electric mode), the vehicle control unit (VDCU) not only monitors the gear position and braking demand, but also monitors the thermal status of key components (especially the motor) in the power system in real time.

[0098] Optionally, the VDCU continuously reads the motor's temperature sensor data. When the real-time temperature of the motor is detected to be higher than a preset cooling temperature threshold (e.g., the motor winding temperature exceeds 80°C or 85°C, the specific threshold being calibrated according to the motor's heat dissipation characteristics), it is considered to enter an overheat protection warning state. If the vehicle is still in the second mode (pure electric mode) at this time, and the driver has an auxiliary braking requirement, the VDCU can determine to adopt a special second control strategy. For example, the VDCU sends a start command to the engine ECU to start the engine. At this time, the engine's main purpose is not to drive the vehicle, but to drive cooling system components such as the water pump and fan, or to act as a generator to supply power to the cooling system to accelerate the heat dissipation of the motor and braking system. Although the engine is started, the VDCU does not change the original auxiliary braking execution logic. That is, the VDCU continues to send regenerative braking requests to the motor controller, or, if the motor overheats and the regenerative capacity is limited, continues to request the retarder to provide braking force.

[0099] In this embodiment, active cooling measures prevent the risk of brake failure due to motor overheating. Even under extreme operating conditions, the vehicle can maintain effective auxiliary braking capability, avoiding safety accidents caused by heat fade.

[0100] As an optional embodiment, step S108, controlling the vehicle to perform or deactivate the auxiliary braking function according to the control strategy, includes: acquiring a fault level signal of the vehicle's high-voltage system and the auxiliary braking switch status in the command signal; responding to the fault level signal indicating that the fault level is less than the fault level threshold and the auxiliary braking switch status is in the open state, controlling the vehicle to perform the auxiliary braking function according to the control strategy; responding to the fault level being greater than or equal to the fault level threshold, or responding to the auxiliary braking switch status being in the closed state, controlling the vehicle to prohibit the performance of the auxiliary braking function or deactivate the auxiliary braking function according to the control strategy.

[0101] In this embodiment, the vehicle control unit (VDCU) can verify the safety status and driver instructions in real time before generating a braking force request according to a predetermined control strategy or during execution, in order to decide whether to continue to execute the auxiliary braking function, prohibit execution, or deactivate the activated auxiliary braking function.

[0102] Optionally, the VDCU can simultaneously acquire the fault level signal of the high-voltage system and the status signal of the auxiliary brake switch. When the fault level of the high-voltage system is detected to be less than the fault level threshold (i.e., the high-voltage system has no serious fault, or only a minor fault that does not affect braking safety, such as a level 1 or 2 fault); and the auxiliary brake switch is detected to be in the open state (the driver has issued an auxiliary brake command), the VDCU determines that the high-voltage system is in a safe and controlled state, and continues to execute the auxiliary brake function according to the control strategy corresponding to the current operating mode, sending braking force commands to the motor, retarder, or engine.

[0103] Optionally, the VDCU can monitor for any of the following abnormal conditions and take immediate safety measures if they occur. For example, when a high-voltage system fault level is detected to be greater than or equal to the fault level threshold (e.g., a Level 3 severe fault involving high-voltage insulation failure, severe motor overheating, battery overcharging / over-discharging, or other safety-threatening situations), the VDCU will prohibit the execution of new auxiliary braking functions regardless of the auxiliary braking switch status. If the auxiliary braking function is already in operation, it will immediately deactivate, cutting off braking requests to actuators such as the motor and retarder to prevent the fault from escalating. Alternatively, when the auxiliary braking switch is detected to be in the off state (the driver presses the cancel button or the switch resets), the VDCU determines that the driver intends to terminate the auxiliary braking, immediately deactivates the auxiliary braking function, stops sending relevant braking force requests, and the vehicle resumes braking primarily controlled by the basic braking system (EBS / foot brake).

[0104] Optionally, by monitoring the fault level, the potential impact of serious faults in the high-voltage system on the braking system is effectively isolated, preventing brake failure or unexpected braking caused by electrical faults, and ensuring the safety of occupants and the vehicle.

[0105] In this embodiment, by collecting the vehicle's operating status signal and the command signal from at least one driver / passenger, the operating mode of the vehicle's power system can be accurately identified. Then, based on the operating mode and the vehicle's gear information, a vehicle control strategy can be determined. Since the vehicle control strategy describes the priority and distribution rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder under the current operating mode, controlling the vehicle to execute or disengage auxiliary braking functions according to the control strategy overcomes the shortcomings of related technologies that are limited to a single dimension of regenerative braking or suffer from poor coordination of braking sources due to fixed logic. This ensures braking safety and stability under different operating conditions or faults, thereby solving the technical problem of low vehicle control effectiveness and achieving the technical effect of improving vehicle control effectiveness.

[0106] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0107] Heavy-duty trucks and engineering vehicles (such as commercial vehicles) face severe braking safety challenges under complex operating conditions such as long-distance transportation, mountain driving, and heavy-load downhill driving. Traditional mechanical friction brakes are prone to thermal fade under continuous high-intensity braking, leading to decreased braking performance or even failure, which seriously threatens driving safety.

[0108] To alleviate the load on the main braking system and improve driving safety and economy, auxiliary braking technology has become a key feature of modern commercial vehicles. Common auxiliary braking methods include engine braking and retarder braking. In P2 hybrid commercial vehicles, the drive motor can also participate in braking, achieving auxiliary braking function and recovering energy.

[0109] However, existing auxiliary braking control strategies often suffer from limited coordination and a single mode. They fail to achieve optimal matching and smooth switching between multiple modes of braking—electric motor braking, retarder braking, and engine braking—based on dynamic conditions such as vehicle speed, gradient, and battery status. This results in low braking energy recovery efficiency and room for improvement in braking safety and comfort. Therefore, intelligently coordinating and switching these braking sources according to the vehicle's current operating mode and the driver's intentions is crucial for improving overall vehicle safety, braking smoothness, and energy recovery efficiency.

[0110] In related technologies, a method for managing the braking mode of hybrid commercial vehicles is disclosed, but it is limited to classifying the braking mode based on the regenerative braking capability of the motor as a single decision variable, without considering the systematic coordination strategy of multiple power modes of the vehicle, driver active gear selection and multiple brake actuators.

[0111] In related technologies, a regenerative braking and deceleration system for hybrid commercial vehicles is also disclosed, but it is not deeply integrated with the vehicle's existing multi-mode auxiliary braking execution architecture and driver active gear selection strategy. In scenarios where sensors fail or predictions are biased, it lacks a robust degradation control strategy based on real-time vehicle status and driver commands, resulting in insufficient system complexity and functional practicality.

[0112] To address the aforementioned issues, this application proposes a multi-mode auxiliary braking control method and system for P2 configuration hybrid commercial vehicles. It aims to resolve problems such as poor coordination of braking sources and unstable mode switching in existing technologies. By providing a system that fully integrates the advantages of electric motor braking, engine braking, and traditional auxiliary braking systems, it achieves a comprehensive improvement in braking performance, resulting in safety, efficiency, and comfort.

[0113] Figure 2 This is a schematic diagram of a P2 configuration hybrid commercial vehicle configuration according to an embodiment of this application, as shown below. Figure 2 As shown, it includes an engine, clutch, motor, transmission, retarder, main reducer, inverter, and power battery.

[0114] The engine is connected in series with the electric motor via a clutch, and the electric motor is located between the engine and the transmission. This layout allows the electric motor to assist the engine in driving the vehicle, drive the vehicle independently (in pure electric mode), and directly participate in regenerative braking.

[0115] At the power input end, the engine and electric motor are connected to the transmission input shaft via a clutch. The clutch is used to control the engagement and disengagement of engine power, enabling switching between pure electric, pure gasoline, or hybrid modes.

[0116] In energy conversion and storage, the inverter is connected between the motor and the power battery, and is responsible for controlling the motor's drive and power generation status, realizing bidirectional conversion of electrical energy and mechanical energy, as well as battery charging and discharging control.

[0117] At the power output end, the transmission outputs power to the final drive, which ultimately drives the wheels.

[0118] The retarder can be mounted at the rear end of the transmission output shaft or drive shaft. In the P2 configuration, the retarder operates in parallel with the motor. When high braking force is required, the motor provides regenerative braking, and the retarder provides additional eddy current or hydraulic braking; the two work together to reduce the load on the main braking system and recover energy.

[0119] Figure 3 This is a flowchart of a multi-mode auxiliary braking control method for a P2 configuration hybrid commercial vehicle according to an embodiment of this application, such as... Figure 3 As shown, the method includes the following steps.

[0120] Step S301: Acquire the input signal.

[0121] In this embodiment, driver operation signals and system status signals can be acquired.

[0122] Step S302: Is the vehicle controller continuously monitoring?

[0123] In this embodiment, it can be determined whether the vehicle controller is continuously monitoring. If yes, then step S303 is executed; otherwise, then step S305 is executed.

[0124] Step S303: Is the exit condition met?

[0125] In this embodiment, it can be determined whether the exit condition is met. If yes, then step S304 is executed; otherwise, step S306 is executed.

[0126] Step S304: Exit the function.

[0127] In this embodiment, the auxiliary braking function is deactivated as a whole when any of the following conditions are met: the driver presses the auxiliary braking cancel switch; the ignition switch is turned off; a level 3 or higher fault occurs in the high-voltage system; or the specific deactivation conditions of each currently activated braking component are met. Additionally, the driver can separately deactivate the engine braking function using a separate engine braking cancel switch without affecting the normal operation of the electric motor and retarder auxiliary braking.

[0128] Step S305: Determine the auxiliary braking execution strategy.

[0129] In this embodiment, the vehicle controller continuously monitors the following signals for subsequent control: ignition switch status, vehicle high-voltage system status and fault level, powertrain operating mode, vehicle speed, gear position, accelerator / brake pedal opening, and auxiliary braking switch group status. Depending on the vehicle's state, the auxiliary braking function can be divided into three sub-functions: Auxiliary braking in pure gasoline mode: Activates the retarder and engine braking. Auxiliary braking in pure electric mode: Employs both electric motor braking and retarder braking depending on the gear position. Auxiliary braking in hybrid mode: Prioritizes electric motor braking; then activates the retarder and engine braking.

[0130] Step S306: Unify and coordinate auxiliary braking requests.

[0131] In this embodiment, the unified coordination of auxiliary braking requests may include logic and priority, brake lights, and instrument display.

[0132] Optionally, the logic and priority can be switch priorities; for example, the control command for the auxiliary braking switch group has a higher priority than the cruise control switch. Brake light control means that when the auxiliary braking function is activated and generates braking force, the VDCU controls the vehicle's brake lights to illuminate. Instrument display means that the VDCU sends signals to the instrument panel to display the current activation status and gear of the auxiliary braking function. During auxiliary braking activation, the VDCU can uniformly handle the braking force requests from the electric motor and retarder, and the EBS does not intervene. When the driver presses the brake pedal, the basic braking system operates, but the braking force from the electric motor and retarder is still calculated and requested by the auxiliary braking function according to the original strategy.

[0133] Figure 4 This is a flowchart of an auxiliary braking function execution method according to an embodiment of this application, such as... Figure 4 As shown, it includes the following steps.

[0134] Step S401: Determine the current power mode.

[0135] In this embodiment, the current power mode can be determined.

[0136] Step S402: In pure oil mode, coordinate the use of the retarder and engine braking according to the gear selected by the driver.

[0137] Step S403: In pure electric mode, use the motor to brake or combine it with the retarder to brake in the selected gear, and start the engine to cool the system under specific conditions, while performing brake force interruption compensation.

[0138] In step S404, in hybrid mode, electric motor braking is used first, and then retarder and engine braking are superimposed according to gear requirements.

[0139] In the embodiments of this application, the auxiliary braking function can be executed through different strategies under different power modes.

[0140] Figure 5 This is a flowchart of another auxiliary braking function execution method according to an embodiment of this application, such as... Figure 5 As shown, it includes the following steps.

[0141] Step S501: Determine the current gear.

[0142] In this embodiment, the current gear can be determined.

[0143] Step S502: In constant speed mode, manually select according to braking requirements.

[0144] In this embodiment, in constant speed mode, manual selection can be made according to braking requirements.

[0145] Step S503: In manual speed mode, activate motor drive, retarder braking, and engine braking.

[0146] In this embodiment, in manual speed mode, motor drive, retarder braking, and engine braking can be activated to perform auxiliary braking functions.

[0147] In this embodiment, the vehicle control unit (VDCU), as the core control unit, continuously monitors multiple key signals, including ignition switch status, high-voltage system status and fault level, powertrain operating mode (hybrid / pure electric / pure gasoline), real-time vehicle speed, current gear, accelerator / brake pedal opening, and auxiliary brake switch status, providing comprehensive basis for function enablement determination. The auxiliary brake switch group includes a 3-speed auxiliary brake switch with 1st, 2nd, and 3rd gear selection and a constant speed gear switch.

[0148] The VDCU executes the corresponding auxiliary braking sub-function strategy based on the current power mode. For example, in pure gasoline mode, the system coordinates the use of the retarder and engine braking according to the gear selected by the driver. In pure electric mode, the system uses electric motor braking or a combination of retarder braking according to the selected gear, and starts the engine to cool down the system under certain conditions, while performing brake force interruption compensation. In hybrid mode, the system prioritizes electric motor braking, and then superimposes retarder and engine braking according to gear requirements. During function execution, when the auxiliary braking function is activated and actual braking force is generated, the VDCU controls the vehicle's brake lights to illuminate, and simultaneously sends the current activation status and specific gear information to the instrument panel.

[0149] During assisted braking operation, the VDCU coordinates the braking force requests of the electric motor and retarder, and the EBS system does not intervene. When the driver depresses the brake pedal, the basic braking system operates normally, while the braking force requests of the electric motor and retarder are maintained by the VDCU according to the original gear strategy, and the assisted braking switch command always has a higher priority than cruise control. Function deactivation conditions include: the driver pressing the assisted braking cancel switch, the ignition switch being turned off, a level 3 or higher fault in the high-voltage system, or meeting specific deactivation conditions of the currently activated braking component (e.g., due to pressing the accelerator, activation of the anti-lock braking system, shifting into neutral, or excessively low vehicle speed).

[0150] The multi-mode auxiliary braking control method and system based on P2 configuration hybrid commercial vehicles provides a solution that can fully integrate the advantages of electric motor braking, engine braking and traditional auxiliary braking systems, and solves the problems of poor coordination of braking sources and unstable mode switching in the prior art, thereby achieving a comprehensive improvement in braking performance that is safe, efficient and comfortable.

[0151] The control method and system of this application are not only applicable to P2 configuration hybrid commercial vehicles, but can also be extended to other hybrid configurations such as P0, P3, and P4, as well as new energy commercial vehicles such as pure electric and fuel cell vehicles.

[0152] In the P0 configuration, the electric motor is located at the front of the engine (at the crankshaft pulley) and connected to the engine via a belt or gears, not directly connected to the transmission input shaft. In the P3 configuration, the electric motor is located after the transmission and before the final drive, directly driving the drive shaft. The engine and transmission are connected in series, while the electric motor is connected in parallel at the output. In the P4 configuration, the electric motor is located on the rear axle (or a separate axle), completely independent of the traditional engine-front axle drive system. This creates a dual-motor / dual-power-source layout, either "front-wheel drive + rear-wheel drive" or "pure electric rear-wheel drive."

[0153] The gear shifting logic based on a fixed calibration threshold in this embodiment can be adapted to personalized parameters by introducing machine learning algorithms, according to driver habits and road conditions.

[0154] In this application embodiment, it should be noted that 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. Furthermore, the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0155] According to an embodiment of this application, a vehicle control device is also provided. It should be noted that this vehicle control device can be used to execute the vehicle control method described in the embodiments.

[0156] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 6 As shown, the vehicle control device 600 may include: an acquisition unit 602, a first determination unit 604, a second determination unit 606, and a control unit 608.

[0157] The acquisition unit 602 is used to acquire the vehicle's operating status signal and the command signal of at least one driver or passenger in the vehicle. The operating status signal is used to indicate the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the driver or passenger.

[0158] The first determining unit 604 is used to determine the operating mode of the vehicle's power system based on the operating status signal and the command signal.

[0159] The second determining unit 606 is used to determine the vehicle's control strategy based on the operating mode and the vehicle's gear information. The control strategy is used to represent the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current operating mode.

[0160] The control unit 608 is used to control the vehicle to perform or deactivate the auxiliary braking function according to the control strategy.

[0161] Optionally, the first determining unit 604 includes: a first determining subunit, configured to determine the operating mode as a first mode in response to detecting a braking request signal, wherein an operating status signal indicates that the high-voltage system of the vehicle is in a disconnected state and the engine provides driving force to the vehicle, wherein the first mode indicates that the vehicle is driven by the engine; a second determining subunit, configured to determine the operating mode as a second mode in response to detecting a braking request signal, wherein an operating status signal indicates that the high-voltage system is in a connected state and the motor provides driving force to the vehicle, wherein the second mode indicates that the vehicle is driven by the motor; and a third determining subunit, configured to determine the operating mode as a third mode in response to detecting a braking request signal, wherein an operating status signal indicates that the high-voltage system is in a connected state and the engine and motor jointly provide driving force to the vehicle, or that the engine is in a power generation state and the motor provides driving force to the vehicle, wherein the third mode indicates that the vehicle is driven by the engine and motor jointly.

[0162] Optionally, the control strategy includes at least a first control strategy, a second control strategy, and a third control strategy. The second determining unit 606 includes: a fourth determining subunit, configured to determine the first control strategy based on gear information in response to the operating mode being the first mode, wherein the first control strategy represents a rule for invoking the vehicle's retarder and / or the vehicle's engine to perform auxiliary braking functions in the first mode; a fifth determining subunit, configured to determine the second control strategy based on gear information in response to the operating mode being the second mode, wherein the second control strategy represents a rule for invoking the vehicle's motor and / or retarder to perform auxiliary braking functions in the second mode based on gear information; and a sixth determining subunit, configured to determine the third control strategy based on gear information in response to the operating mode being the third mode, wherein the third control strategy represents a rule for invoking the motor to perform auxiliary braking in the third mode, and for invoking the retarder and engine to perform auxiliary braking functions based on gear information and the braking force of the motor.

[0163] Optionally, the fourth determining subunit includes: a seventh determining subunit, configured to determine a first control strategy of calling the engine to perform auxiliary braking function in response to the operating mode being the first mode and the gear information being the first gear, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; and an eighth determining subunit, configured to determine a first control strategy of calling the retarder and engine to perform auxiliary braking function in response to the operating mode being the first mode and the gear information being the second gear, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0164] Optionally, the fifth determining subunit includes: a ninth determining subunit, configured to determine a second control strategy of calling the motor to perform auxiliary braking function in response to the operating mode being the second mode and the gear information being the first gear, wherein the first gear is used to indicate a gear where the vehicle speed is lower than a vehicle speed threshold; and a tenth determining subunit, configured to determine a second control strategy of calling the motor to perform auxiliary braking function in response to the operating mode being the second mode and the gear information being the second gear, and to call the retarder to perform auxiliary braking function based on the braking force of the motor, wherein the second gear is used to indicate a gear where the vehicle speed is higher than or equal to a vehicle speed threshold.

[0165] Optionally, the sixth determining subunit includes: an eleventh determining subunit, configured to determine a third control strategy of calling the motor to perform auxiliary braking function and controlling the retarder and / or engine to provide the remaining braking force in response to the operating mode being the third mode and the motor's braking force being less than the braking force threshold required by the gear information; and a twelfth determining subunit, configured to determine a third control strategy of calling the motor to perform auxiliary braking function in response to the operating mode being the third mode and the motor's braking force being greater than or equal to the braking force threshold.

[0166] Optionally, the vehicle control device 600 further includes: a thirteenth determining subunit, for determining a second control strategy in response to the motor temperature being higher than a cooling temperature threshold and the operating mode being a second mode, that the engine is started to cool the braking system and the auxiliary braking function of the motor or the auxiliary braking function of the retarder is maintained.

[0167] Optionally, the control unit 608 includes: an acquisition subunit for acquiring a fault level signal of the vehicle's high-voltage system and the auxiliary brake switch status in the command signal; a first control subunit for controlling the vehicle to perform auxiliary braking function according to a control strategy in response to the fault level signal indicating that the fault level is less than a fault level threshold and the auxiliary brake switch status is in the open state; and a second control subunit for controlling the vehicle to prohibit the performance of the auxiliary braking function or deactivate the auxiliary braking function according to a control strategy in response to the fault level being greater than or equal to the fault level threshold, or in response to the auxiliary brake switch status being in the closed state.

[0168] In this embodiment, the acquisition unit 602 acquires the vehicle's operating status signal and the command signal from at least one passenger in the vehicle. The operating status signal indicates the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the passenger. The first determination unit 604 determines the operating mode of the vehicle's power system based on the operating status signal and the command signal. The second determination unit 606 determines the vehicle's control strategy based on the operating mode and the vehicle's gear information. The control strategy indicates the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current operating mode. The control unit 608 controls the vehicle to execute or disengage the auxiliary braking function according to the control strategy, thereby solving the technical problem of low vehicle control effectiveness and achieving the technical effect of improving the effectiveness of vehicle control.

[0169] This application also provides an electronic device 70, please refer to... Figure 7 , Figure 7 This is a structural diagram of an electronic device according to an embodiment of the present application, including a processor 710 and a memory 720, wherein the memory 720 is used to store computer programs; the processor 710 is used to execute the programs stored in the memory 720 to implement the methods described in any embodiment of the present application.

[0170] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0171] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0172] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0173] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0174] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0175] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0176] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0179] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0180] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: The vehicle's operating status signal and at least one driver / passenger's command signal are acquired, wherein the operating status signal is used to indicate the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the driver / passenger. Based on the operating status signal and the command signal, the operating mode of the vehicle's power system is determined; Based on the operating mode and the vehicle's gear information, a control strategy for the vehicle is determined, wherein the control strategy is used to represent the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current operating mode. According to the control strategy, the vehicle is controlled to perform auxiliary braking function or deactivate the auxiliary braking function.

2. The method according to claim 1, characterized in that, Based on the operating status signal and the command signal, the operating mode of the vehicle's power system is determined, including: In response to the detection of the braking request signal, the operating status signal indicates that the high-voltage system of the vehicle is disconnected and the engine provides driving force to the vehicle, and the operating mode is determined to be a first mode, wherein the first mode is used to indicate that the vehicle is driven by the engine; In response to the detection of the braking request signal, the operating status signal indicates that the high-voltage system is in a connected state and the motor provides the driving force to the vehicle, and the operating mode is determined to be a second mode, wherein the second mode is used to indicate that the vehicle is driven by the motor; In response to the detection of the braking request signal, the operating status signal indicates that the high-voltage system is in the connected state and the engine and the motor jointly provide the driving force to the vehicle, or the engine is in the generator state and the motor provides the driving force to the vehicle, and the operating mode is determined to be the third mode, wherein the third mode is used to indicate that the vehicle is driven by the engine and the motor together.

3. The method according to claim 1, characterized in that, The control strategy includes at least a first control strategy, a second control strategy, and a third control strategy. Based on the operating mode and the vehicle's gear information, the vehicle's control strategy is determined, including: In response to the operating mode being a first mode, a first control strategy is determined based on the gear information, wherein the first control strategy is used to represent the rule for invoking the vehicle's retarder and / or the vehicle's engine to perform the auxiliary braking function in the first mode. In response to the operating mode being the second mode, a second control strategy is determined based on the gear information, wherein the second control strategy is used to represent the rule for invoking the vehicle's motor and / or the retarder to perform the auxiliary braking function in the second mode, based on the gear information; In response to the operating mode being the third mode, a third control strategy is determined based on the gear information, wherein the third control strategy is used to represent the rules for invoking the motor to perform auxiliary braking in the third mode, and for invoking the retarder and the engine to perform the auxiliary braking function based on the gear information and the braking force of the motor.

4. The method according to claim 3, characterized in that, In response to the operating mode being the first mode, the first control strategy is determined based on the gear information, including: In response to the operating mode being the first mode and the gear information being the first gear, the first control strategy is determined to be to call the engine to execute the auxiliary braking function, wherein the first gear is used to indicate the gear where the vehicle speed is lower than the vehicle speed threshold; In response to the operating mode being the first mode and the gear information being the second gear, the first control strategy is determined to invoke the retarder and the engine to perform the auxiliary braking function, wherein the second gear is used to indicate the gear where the vehicle speed is higher than or equal to the vehicle speed threshold.

5. The method according to claim 3, characterized in that, In response to the operating mode being the second mode, the second control strategy is determined based on the gear information, including: In response to the operating mode being the second mode and the gear information being the first gear, the second control strategy is determined to be to call the motor to perform the auxiliary braking function, wherein the first gear is used to indicate the gear where the vehicle speed is lower than the vehicle speed threshold; In response to the operating mode being the second mode and the gear information being the second gear, the second control strategy is determined to be to call the motor to perform the auxiliary braking function, and to call the retarder to perform the auxiliary braking function according to the braking force of the motor, wherein the second gear is used to indicate the gear where the vehicle speed is higher than or equal to the vehicle speed threshold.

6. The method according to claim 3, characterized in that, In response to the operating mode being the third mode, the third control strategy is determined based on the gear information, including: In response to the operating mode being the third mode, and the braking force of the motor being less than the braking force threshold required by the gear information, the third control strategy is determined to be to call the motor to perform the auxiliary braking function, and to control the retarder and / or the engine to provide the remaining braking force. In response to the operating mode being the third mode and the braking force of the motor being greater than or equal to the braking force threshold, the third control strategy is determined to be to invoke the motor to perform the auxiliary braking function.

7. The method according to claim 5, characterized in that, The method further includes: In response to the motor temperature being higher than the cooling temperature threshold and the operating mode being the second mode, the second control strategy is determined to be to start the engine to cool the braking system and maintain the auxiliary braking function of the motor or the auxiliary braking function of the retarder.

8. The method according to any one of claims 1 to 7, characterized in that, According to the control strategy, controlling the vehicle to perform or deactivate the auxiliary braking function includes: Obtain the fault level signal of the high-voltage system of the vehicle, and the auxiliary brake switch status in the command signal; In response to the fault level signal indicating that the fault level is less than the fault level threshold and the auxiliary braking switch being in the on state, the vehicle is controlled to perform the auxiliary braking function according to the control strategy. In response to the fault level being greater than or equal to the fault level threshold, or in response to the auxiliary braking switch being in a closed state, the vehicle is controlled to prohibit the execution of the auxiliary braking function or to deactivate the auxiliary braking function in accordance with the control strategy.

9. A vehicle control device, characterized in that, include: The acquisition unit is used to acquire the vehicle's operating status signal and the command signal of at least one driver or passenger in the vehicle, wherein the operating status signal is used to indicate the vehicle's operating status under different operating conditions, and the command signal includes a braking request signal triggered by the driver or passenger. The first determining unit is used to determine the operating mode of the vehicle's power system based on the operating status signal and the command signal. The second determining unit is used to determine the control strategy of the vehicle based on the working mode and the gear information of the vehicle, wherein the control strategy is used to represent the priority and allocation rules for coordinating the braking force generated by the vehicle's motor, engine, and retarder in the current working mode. The control unit is configured to control the vehicle to perform or deactivate the auxiliary braking function in accordance with the control strategy.

10. A processor, characterized in that, The processor is used to run a program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

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