Cooperation brake control method and brake electronic control unit

Abstract

To provide a cooperation brake control method, a brake electronic control unit, a computer readable storage medium, a computer program product, and a decoupled power brake.SOLUTION: A cooperation brake control method includes: receiving a brake pedal signal; determining a target brake force on the basis of the brake pedal signal; and determining a use of a hydraulic brake system and / or a counter torque of a drive motor for braking a vehicle according to the target brake force, a temperature of a brake disc, and a temperature of the drive motor.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This application relates to the field of brake electronic control, and more specifically, to a collaborative brake control method for a vehicle, a brake electronic control unit, a computer-readable storage medium, a computer program product, and a decoupled power brake.

Background Art

[0002] When a hydraulic brake system is adopted for the brakes of a vehicle, if the temperature of the brake disc is very high, the hydraulic brake may become ineffective, which can be very dangerous in certain situations. For example, when driving on a winding mountain road for a long time, the driver may deeply depress the brake pedal, rapidly increasing the temperature of the brake disc, which often leads to a decrease in brake performance. Furthermore, overheating of the brake disc can also affect the lifespan of the hydraulic brake system.

Summary of the Invention

Problems to be Solved by the Invention

[0003] The inventors of this application have recognized the following. When the brake disc of a vehicle overheats and cannot provide sufficient braking force, braking can be achieved by utilizing the reverse torque (or counter torque) of the motor, or by combining the reverse torque of the motor with hydraulic braking (i.e., using the reverse torque of the motor as an auxiliary or alternative means for hydraulic braking). This approach can reduce overheating of the brake disc, and as a result, extend the lifespan of the hydraulic brake system.

[0004] Furthermore, in a decoupled power brake (such as an intelligent power brake IPB or a decoupled power brake DPB), when the brake electronic control unit (ECU) is functioning properly, the force applied by the driver on the brake pedal does not act directly on the brake wheel cylinder through the brake master cylinder. Instead, it is assisted by a brushless motor (BLM) within the brake ECU. The assistance generated by the brushless motor acts on the hydraulic plunger, pushing the brake fluid into the brake wheel cylinder to generate braking force.

[0005] When a failure occurs in the hydraulic module of the brake ECU, the decoupled power brake enters the mechanical backup mode. In this mechanical backup mode, all software functions related to hydraulic control fail, and the force applied by the driver on the brake pedal acts directly on the brake master cylinder, pushing the brake fluid into the brake wheel cylinder to generate braking force. In this mechanical backup mode, without the assistance from the brushless motor, it becomes very difficult for the driver to directly act on the brake master cylinder by applying force on the brake pedal, and it is difficult to generate sufficient braking force. In one embodiment of the present application, when the hydraulic module of the brake ECU fails and enters the mechanical backup mode, a request for the reverse torque of the drive motor is transmitted to increase the braking force in this mechanical backup mode.

Means for Solving the Problems

[0006] According to one aspect of the present application, there is provided a collaborative brake control method including receiving a brake pedal signal, determining a target braking force based on the brake pedal signal, and determining the use of a hydraulic brake system and / or the reverse torque of a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor.

[0007] As supplementary or alternative means to the above scheme, determining the use of a hydraulic brake system and / or the reverse torque of the drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor includes braking the vehicle using only the hydraulic brake system when the temperature of the brake disc is less than a first temperature threshold, or when the temperature of the drive motor exceeds a second temperature threshold, or in an emergency braking condition where the second temperature threshold is greater than the first temperature threshold.

[0008] As supplementary or alternative means to the above scheme, in the foregoing method, determining the use of a hydraulic brake system and / or the reverse torque of the drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor further includes braking the vehicle using both the hydraulic brake system and the reverse torque of the drive motor when the temperature of the brake disc is equal to or greater than the first temperature threshold but less than the second temperature threshold.

[0009] As supplementary or alternative means to the above scheme, in the foregoing method, braking the vehicle using both the hydraulic brake system and the reverse torque of the drive motor includes determining the braking torque T1 that the hydraulic brake system can provide based on the temperature of the brake disc, and transmitting a request T2 for the reverse torque of the drive motor to the vehicle control unit (VCU), where the request T2 for the reverse torque = target braking force - braking torque T1.

[0010] As supplementary or alternative means to the above scheme, in the foregoing method, determining the use of a hydraulic brake system and / or the reverse torque of the drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor further includes braking the vehicle using only the reverse torque of the drive motor when the temperature of the brake disc is equal to or greater than the second temperature threshold.

[0011] According to another aspect of the present application, there is provided a brake electronic control unit comprising a receiving device that receives a brake pedal signal, a determining device that determines a target braking force based on the brake pedal signal, and a brake control device that determines the use of a hydraulic brake system and / or the reverse torque of a drive motor to brake the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor.

[0012] As a supplementary or alternative means of the above scheme, in the aforementioned brake electronic control unit, the brake control device is configured to brake the vehicle using only the hydraulic brake system when the temperature of the brake disc is less than a first temperature threshold, or when the temperature of the drive motor exceeds a second temperature threshold, or in an emergency braking condition where the second temperature threshold is greater than the first temperature threshold.

[0013] As a supplementary or alternative means of the above scheme, in the aforementioned brake electronic control unit, the brake control device is configured to brake the vehicle using both the hydraulic brake system and the reverse torque of the drive motor when the temperature of the brake disc is equal to or greater than the first temperature threshold but less than the second temperature threshold.

[0014] As a supplementary or alternative means of the above scheme, in the aforementioned brake electronic control unit, the brake control device is configured to determine a braking torque T1 that the hydraulic brake system can provide based on the temperature of the brake disc, and transmit a request T2 for the reverse torque of the drive motor to a vehicle control unit (VCU), where the request T2 for the reverse torque = target braking force - braking torque T1.

[0015] As a supplementary or alternative means of the above scheme, in the aforementioned brake electronic control unit, the brake control device is configured to brake the vehicle using only the reverse torque of the drive motor when the temperature of the brake disc is equal to or greater than the second temperature threshold.

[0016] As a supplementary or alternative means to the above scheme, in the aforementioned brake electronic control unit, when the hydraulic module of the brake control device fails, it enters a mechanical backup mode, and in the mechanical backup mode, it is configured to send a request for the reverse torque of the drive motor to provide supplementary braking force.

[0017] According to still other aspects of the present application, a computer-readable storage medium is provided, the medium includes instructions, and the instructions are for implementing the above method when executed.

[0018] According to still other aspects of the present application, a computer program product including a computer program is provided, and the computer program is for implementing the above method when executed by a processor.

[0019] According to still other aspects of the present application, a decoupled power brake including the aforementioned brake electronic control unit is provided.

[0020] The collaborative brake control scheme and the brake electronic control unit of the embodiments of the present application determine the use of a hydraulic brake system and / or the reverse torque of the drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor. This helps to address the problem of insufficient braking force due to overheating of the brake disc, reduce the risks caused by overheating of the brake disc, extend the life of the brake system under extreme operating conditions, improve brake redundancy, and enhance the robustness of the system.

[0021] Furthermore, requesting the drive motor to provide supplementary braking force in the mechanical backup mode can overcome the difficulty of generating sufficient braking force in the mechanical backup mode and assist in increasing the braking force in the mechanical backup mode.

Brief Description of the Drawings

[0022] The foregoing objects, other objects, and advantages of the present application will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which the same or similar elements are denoted by the same reference numerals.

Figure 1

Figure 2

Figure 3

Mode for Carrying Out the Invention

[0023] FIG. 1 shows a schematic flowchart of a collaborative braking control method 1000 according to an embodiment of the present application. As shown in FIG. 1, the collaborative braking control method 1000 includes, in step S110, receiving a brake pedal signal; in step S120, determining a target braking force based on the brake pedal signal; and in step S130, determining the use of a hydraulic brake system and / or the reverse torque of a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor.

[0024] In one embodiment, the "brake pedal signal" in step S110 is generated by the force applied by the driver on the brake pedal and the angular displacement sensor. Based on this brake pedal signal, the target braking force of the vehicle can be determined by conversion or other means.

[0025] In step S130, according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor, it is determined whether to use the hydraulic brake system and / or the reverse torque of the drive motor to brake the vehicle. In one embodiment, in step S130, when the temperature of the brake disc is less than the first temperature threshold, or when the temperature of the drive motor exceeds the second temperature threshold, or in an emergency braking condition where the second temperature threshold is greater than the first temperature threshold, only the hydraulic brake system is used to brake the vehicle.

[0026] In one embodiment, step S130 described above may further include braking the vehicle using both the hydraulic brake system and the reverse torque of the drive motor when the temperature of the brake disc is equal to or higher than the first temperature threshold but lower than the second temperature threshold. For example, braking the vehicle using both the hydraulic brake system and the reverse torque of the drive motor includes determining the braking torque T1 that the hydraulic brake system can provide based on the temperature of the brake disc, and transmitting a reverse torque requirement T2 to the vehicle control unit (VCU), where the reverse torque requirement T2 = target braking force - braking torque T1.

[0027] For example, assuming that the target braking force input by the driver is 10 units, since the temperature of the brake disc exceeds the first temperature threshold but is lower than the second temperature threshold, the system is in a state of using both the hydraulic brake system and the reverse torque of the drive motor.

[0028] When it is determined that the hydraulic brake system can generate only 4 units of braking force based on the temperature of the brake disk, the brake electronic control unit requests the VCU to provide 6 units of braking force through the drive motor (reverse torque). When the VCU determines that the current-driven motor can provide 6 units of braking force based on the temperature of the motor and other parameters, the system operates normally. If the current-driven motor can provide only 4 units of braking force, it indicates that the VCU cannot respond fully, but this does not affect the current system state and the request for 6 units of braking force from the motor. In this case, the hydraulic brake unit provides the maximum hydraulic braking force based on the actual braking force that the motor can provide, and the temperature of the brake disk is not considered. That is, the hydraulic system provides the maximum braking force that can be generated currently to meet the overall demand for 10 units of braking force as much as possible.

[0029] In one embodiment, step S130 described above may further include braking the vehicle using only the reverse torque of the drive motor when the temperature of the brake disk is equal to or higher than a second temperature threshold.

[0030] In summary, in this embodiment, when the temperature of the brake disk is within the normal range (e.g., below the first temperature threshold), the hydraulic brake should have the highest priority (using only the hydraulic brake except for the conditions of the regenerative cooperative brake system (CRBS)). When the temperature of the brake disk rises (e.g., exceeds the first temperature threshold but is below the second temperature threshold), the reverse torque of the drive motor is partially involved in braking. When the temperature of the brake disk exceeds the second temperature threshold, the drive motor outputs braking torque independently.

[0031] Furthermore, it is easily understood by those skilled in the art that the collaborative brake control method 1000 provided by one or more embodiments of the present application can be implemented by a computer program. For example, the computer program is included in a computer program product and is for implementing the collaborative brake control method 1000 of one or more embodiments of the present application when executed by a processor. For example, when a computer-readable storage medium (e.g., a USB drive) including the computer program is connected to a computer, the computer program is for enabling the implementation of one or more embodiments of the collaborative brake control method 1000 of the present application when the computer program is executed.

[0032] Referring to FIG. 2, FIG. 2 shows a schematic structural diagram of a brake electronic control unit 2000 according to an embodiment of the present application. As shown in FIG. 2, the brake electronic control unit 2000 includes a receiving device 210, a determining device 220, and a brake control device 230. Here, the receiving device 210 is used to receive a brake pedal signal, the determining device 220 is used to determine a target braking force based on the brake pedal signal, and the brake control device 230 is used to determine the use of a hydraulic brake system and / or the reverse torque of a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disk, and the temperature of the drive motor.

[0033] In one embodiment, the receiving device 210 is configured to receive a "brake pedal signal" generated by the force applied by the driver on the brake pedal and the angular displacement sensor. Based on this brake pedal signal, the determining device 220 can be configured to determine the target braking force of the vehicle by conversion or other means (e.g., a look-up table, formula calculation, etc.).

[0034] In one embodiment, the brake control device 230 is configured to brake the vehicle using only the hydraulic brake system when the temperature of the brake disk is less than the first temperature threshold, or when the temperature of the drive motor exceeds the second temperature threshold, or in an emergency brake condition where the second temperature threshold is greater than the first temperature threshold.

[0035] In one embodiment, the brake control device 230 can be further configured to brake the vehicle using both the hydraulic brake system and the reverse torque of the drive motor when the temperature of the brake disk is equal to or greater than the first temperature threshold but less than the second temperature threshold. For example, the brake control unit 230 may be configured to determine the braking torque T1 that the hydraulic brake system can provide based on the temperature of the brake disk, and may be configured to transmit a reverse torque requirement T2 of the drive motor to the vehicle control unit (VCU), where the reverse torque requirement T2 = target braking force - braking torque T1.

[0036] In one embodiment, the brake control device 230 can be further configured to brake the vehicle using only the reverse torque of the drive motor when the temperature of the brake disk is equal to or greater than the second temperature threshold.

[0037] The hydraulic module of the brake electronic control unit (ECU) generally enters the mechanical backup mode in case of a failure. At this point, the brake control device 230 can be further configured to transmit a reverse torque requirement of the drive motor in the mechanical backup mode to provide additional braking force. This helps to overcome the problem of insufficient braking force in the existing mechanical backup mode and can improve brake redundancy and enhance the robustness of the system.

[0038] The above-mentioned brake electronic control unit 2000 can be integrated into various types of decoupled power brakes, including but not limited to intelligent power brakes (IPB) or decoupled power brakes (DPB). For example, the decoupled power brake (DPB) combines the advantages of modular brake systems and integrated brake systems, featuring small size, light weight, high installation flexibility, and good NVH performance. Together with the electronic stability system of the vehicle body, the separated brake redundancy scheme can meet the higher requirements of future autonomous driving. The intelligent power brake (IPB) integrates the brake booster and the electronic stability system of the vehicle body. When combined with a redundant brake unit (RBU), it can meet the requirements for brake redundancy in autonomous driving.

[0039] Figure 3 shows the state transition diagram of the brake electronic control unit according to an embodiment of the present application. As shown in Figure 3, the brake electronic control unit can have a plurality of states, including a hydraulic-only brake state S310, a cooperative state of the motor and the hydraulic brake S320, a motor-only brake state S330, a mechanical backup state (without motor brake) S340, and a mechanical backup state (with motor brake) S350. Here, when condition 311 is satisfied, a transition from state S310 to state S320 occurs, and when condition 312 is satisfied, a transition from state S320 to state S310 occurs.

[0040] In one or more embodiments, condition 311 may include that the temperature of the brake disc is greater than a first temperature threshold but less than a second temperature threshold. Condition 312 may include that the temperature of the brake disc is less than the first temperature threshold, or the temperature of the motor is higher than the second temperature threshold, or that an emergency brake is currently in progress (e.g., an emergency brake by ABS or the electronic stability program ESP of the vehicle body).

[0041] Continuing to refer to FIG. 3, when condition 321 is satisfied, a transition from state S320 to state S330 occurs, and when condition 322 is satisfied, a transition from state S330 to state S320 occurs. When condition 315 is satisfied, a transition from state S310 to state S340 occurs, and when condition 316 is satisfied, a transition from state S340 to state S310 occurs. When condition 325 is satisfied, a transition from state S320 to state S340 occurs, and when condition 326 is satisfied, a transition from state S340 to state S320 occurs. When condition 335 is satisfied, a transition from state S330 to state S340 occurs, and when condition 336 is satisfied, a transition from state S340 to state S330 occurs. When condition 348 is satisfied, a transition from state S340 to state S350 occurs, and when condition 349 is satisfied, a transition from state S350 to state S340 occurs. Further, when condition 319 is satisfied, a transition from state S330 to state S310 occurs.

[0042] In one or more embodiments, condition 321 may include that the temperature of the brake disk is higher than a second temperature threshold. Condition 322 may include that the temperature of the brake disk is less than the second temperature threshold but higher than a first temperature threshold, or that the temperature of the motor is higher than the first temperature threshold. Condition 315 may include a hydraulic shutdown (e.g., due to a solenoid valve failure). Condition 316 may include that the hydraulic brake system has recovered and the temperature of the brake disk is less than the first temperature threshold. Condition 325 may include a hydraulic shutdown (e.g., due to a solenoid valve failure). Condition 326 may include that the hydraulic brake system has recovered and the temperature of the brake disk is less than the second temperature threshold but higher than the first temperature threshold. Condition 335 may include a hydraulic shutdown (e.g., due to a solenoid valve failure). Condition 336 may include that the hydraulic brake system has recovered and the temperature of the brake disk is higher than the second temperature threshold. Condition 348 may include a hydraulic shutdown (e.g., due to a solenoid valve failure) and that the motor can provide reverse torque. Condition 349 may include a hydraulic shutdown (e.g., due to a solenoid valve failure) and that the motor cannot provide reverse torque. Condition 319 may include that the temperature of the brake disk is less than the first temperature threshold, or that the temperature of the motor is higher than the second temperature threshold, or that the motor cannot provide reverse torque (cannot perform motor braking), or that it is in an emergency braking state.

[0043] Note that the state transition diagram shown in FIG. 3 is merely an example and is not limiting. In the final implementation, those skilled in the art can adapt and optimize according to the actual needs (e.g., current existing logic).

[0044] In summary, the collaborative braking control scheme and the brake electronic control unit of the embodiments of the present application determine the use of the hydraulic brake system and / or the reverse torque of the drive motor to brake the vehicle according to the target braking force, the temperature of the brake disc, and the temperature of the drive motor. This addresses the problem of insufficient braking force due to overheating of the brake disc, reduces the risks caused by overheating of the brake disc, extends the life of the brake system under extreme operating conditions, improves brake redundancy, and helps to enhance the robustness of the system.

[0045] Furthermore, requesting the drive motor to provide supplementary braking force in the mechanical backup mode can overcome the difficulty of generating sufficient braking force in the mechanical backup mode and increase the braking force in the mechanical backup mode.

[0046] The above embodiments mainly illustrate the collaborative braking control method and the brake electronic control unit of the embodiments of the present application. Although only some of the embodiments of the present application are described, it should be understood by those skilled in the art that the present application can be implemented in various other forms without departing from its spirit and scope. Therefore, the presented embodiments and implementations are illustrative rather than limiting, and the present application may include various modifications and exchanges without departing from the spirit and scope defined by various claims.

Claims

1. 1. A cooperative brake control method, comprising: receiving a brake pedal signal; determining a target braking force based on the brake pedal signal; determining the use of a hydraulic brake system and / or a counter torque of a drive motor to brake the vehicle according to the target braking force, the temperature of the brake disc and the temperature of the drive motor; The method according to claim 1, further comprising:

2. determining the use of the counter torque of a hydraulic brake system and / or a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc and the temperature of the drive motor; braking the vehicle using only the hydraulic brake system when a temperature of the brake disc is below a first temperature threshold, or when a temperature of the drive motor exceeds a second temperature threshold, or during an emergency braking condition where the second temperature threshold is greater than the first temperature threshold. The method of claim 1.

3. determining the use of the counter torque of a hydraulic brake system and / or a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc and the temperature of the drive motor; and further comprising: braking the vehicle using both the hydraulic brake system and the counter torque of the traction motor when the temperature of the brake disc is equal to or greater than the first temperature threshold but less than the second temperature threshold. The method of claim 2.

4. Braking the vehicle using both the hydraulic brake system and the counter torque of the drive motor comprises: determining a braking torque T1 that the hydraulic brake system can provide based on a temperature of the brake disc; Sending the counter torque request T2 of the drive motor to the vehicle control unit (VCU), where the counter torque request T2=the target braking force-the braking torque T1; Including, The method according to claim 3.

5. determining the use of the counter torque of a hydraulic brake system and / or a drive motor for braking the vehicle according to the target braking force, the temperature of the brake disc and the temperature of the drive motor; braking the vehicle using only the counter torque of the traction motor when the temperature of the brake disc is equal to or greater than the second temperature threshold. The method according to claim 3.

6. A brake electronic control unit, The brake electronic control unit a receiving device for receiving a brake pedal signal; a determination device for determining a target braking force based on the brake pedal signal; a brake control device for determining the use of a hydraulic brake system and / or a counter torque of a drive motor to brake the vehicle according to the target braking force, a temperature of the brake disc and a temperature of the drive motor; A brake electronic control unit comprising:

7. The brake control device includes: and configured to brake the vehicle using only the hydraulic brake system when a temperature of the brake disc is below a first temperature threshold, or when a temperature of the drive motor exceeds a second temperature threshold, or during an emergency braking condition where the second temperature threshold is greater than the first temperature threshold.

7. The brake electronic control unit according to claim 6.

8. The brake control device includes: configured to brake the vehicle using both the hydraulic brake system and the counter torque of the traction motor when a temperature of the brake disc is equal to or greater than the first temperature threshold but less than the second temperature threshold.

8. The brake electronic control unit according to claim 7.

9. The brake control device includes: determining the braking torque T1 that the hydraulic brake system can provide based on the temperature of the brake disc; Sending the counter torque request T2 of the drive motor to the vehicle control unit (VCU) It is structured as follows: The counter torque request T2=the target braking force−the braking torque T1.

9. The brake electronic control unit according to claim 8.

10. The brake control device includes: and configured to brake the vehicle using only the counter torque of the traction motor when the temperature of the brake disc is equal to or greater than the second temperature threshold.

9. The brake electronic control unit according to claim 8.

11. The brake control device includes: configured to enter a mechanical backup mode upon failure of a hydraulic module of the brake electronic control unit, and to transmit a request for counter torque of the drive motor in the mechanical backup mode to provide supplemental braking force.

11. An electronic brake control unit according to any one of claims 6 to 10.

12. A computer readable storage medium, comprising instructions, which, when executed, perform the method of any one of claims 1 to 5.

13. A computer program product, comprising a computer program for carrying out the method according to any one of claims 1 to 5, when said computer program is executed by a processor.

14. A decoupled power brake, characterized in that the decoupled power brake comprises a brake electronic control unit according to any one of claims 6 to 11.

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