Control method and device

Abstract

A control method and device are provided, the method including the steps of: obtaining accelerator pedal opening information and gradient information of a vehicle; determining a motor output torque based on the accelerator pedal opening information and the gradient information; and determining a first hydraulic braking torque based on a required braking torque and the motor output torque. The control method and device can be used in intelligent vehicles or electric vehicles, thereby improving the consistency of user driving and avoiding unexpected hazards caused by uneven braking effects.

Description

[Technical Field]

[0001] [Related Applications] This application claims priority to Chinese Patent Application No. 202211721805.6, filed with the State Intellectual Property Office of the People's Republic of China on December 30, 2022, entitled "CONTROL METHOD AND APPARATUS," which is incorporated herein by reference in its entirety.

[0002] [Technical field] FIELD OF THE INVENTION The present application relates to the field of vehicles, and more particularly to a control method and device. [Background technology]

[0003] Electric vehicles and intelligent vehicles typically have the function of energy regeneration and utilization using a motor, and can rapidly decelerate or brake the vehicle by controlling the vehicle's accelerator pedal. In addition, an increasing number of vehicles have the function of controlling vehicle acceleration, deceleration, and parking by operating the accelerator pedal, allowing users to reduce the frequency of pressing the brake pedal to some extent, thereby improving the user's driving experience. However, the use of energy regeneration functions cannot ensure consistency in the vehicle's braking effect in various braking scenarios. A challenge is how to achieve consistency in braking effect during energy regeneration based on the vehicle's operating conditions. Summary of the Invention

[0004] The embodiments of the present application provide a control method and device that can improve the consistency of a user's driving and avoid unexpected hazards caused by uneven braking effects.

[0005] According to a first aspect, there is provided a control method, which may be executed by a vehicle, an on-board terminal disposed in the vehicle, or a chip, processor, or circuit within the vehicle, but this is not limited to the embodiments of the present application.

[0006] The method comprises: acquiring accelerator pedal opening information and gradient information of a vehicle; determining a motor output torque based on the accelerator pedal opening information and the gradient information; determining a first hydraulic braking torque based on a required braking torque and the motor output torque; may include:

[0007] For example, the motor output torque may be used to control the operation of an electric braking mechanism, and the first hydraulic braking torque may be used to control the operation of a hydraulic braking mechanism.

[0008] In the present application, the operation of the electric braking mechanism is associated with the gradient information, and the hydraulic braking torque is determined based on the required braking torque and the motor output torque, thereby improving the consistency of the user's driving and avoiding unexpected dangers caused by uneven braking effects.

[0009] In some implementations of the first aspect, the motor output torque may include an energy regeneration torque and a gradient compensation torque, and the step of determining the motor output torque based on the accelerator pedal opening information and the gradient information may include: determining the energy regeneration torque based on accelerator pedal opening information and vehicle speed information; determining the gradient compensation torque based on the gradient information; may include:

[0010] For example, the vehicle's grade compensation torque for a current grade scenario may be determined based on the vehicle weight and / or vehicle load.

[0011] In practice, in order to achieve a better braking effect, it is usually necessary to calibrate the motor output torque. In this application, the motor output torque can be further refined and the energy regeneration torque and the gradient compensation torque can be distinguished, which can simplify the calibration of the motor output torque.

[0012] Referring to the first aspect, in some implementations of the first aspect, determining the gradient compensation torque based on the gradient information may include determining the gradient compensation torque based on the gradient information and the vehicle speed information.

[0013] In the present invention, the gradient compensation torque is determined based on the gradient information and the vehicle speed information, so that an appropriate gradient compensation torque can be applied to the vehicle based on the current speed of the vehicle during braking, which allows for smoother control of the electric braking mechanism during braking, thereby enabling smoother braking of the vehicle.

[0014] With reference to the first aspect, in some implementations of the first aspect, the method further includes acquiring a first reverse-running prevention characteristic torque, where the first reverse-running prevention characteristic torque is a torque required to prevent the vehicle from running in the wrong direction when parking the vehicle. The step of determining the gradient compensation torque based on the gradient information may include determining the gradient compensation torque based on the gradient information when the vehicle speed is equal to or greater than a first threshold, or determining the gradient compensation torque based on the gradient information and the first reverse-running prevention characteristic torque when the vehicle speed is less than the first threshold.

[0015] For example, the first threshold value may be any value, such as 2 km / h (kilometers per hour, km / h) or 2.5 km / h.

[0016] When the vehicle speed is less than the first threshold, the vehicle may be parked. In the present application, when the vehicle speed is less than the first threshold, reverse running of the vehicle can be prevented when parking the vehicle based on a reverse running prevention torque required when parking the vehicle. This ensures the safety of the vehicle and people.

[0017] With reference to the first aspect, in some implementations of the first aspect, when the vehicle speed is less than a first threshold, the step of determining the gradient compensation torque based on the gradient information and the first reverse-running prevention characteristic torque includes: determining a variation relationship between the gradient compensation torque and the vehicle speed based on a first gradient compensation characteristic torque and the first reverse running prevention characteristic torque, the first gradient compensation characteristic torque being a gradient compensation torque required when the vehicle speed is equal to a first threshold value; determining the gradient compensation torque based on the vehicle speed information and a variation relationship between the gradient compensation torque and the vehicle speed when the vehicle speed is less than the first threshold value; may include:

[0018] For example, the gradient compensation torque of the vehicle that exists when the vehicle speed is equal to the first threshold value, that is, the first gradient compensation characteristic torque, may be determined based on the gradient information.

[0019] In the present application, during the process of braking the vehicle until the vehicle comes to a stop, the gradient compensation torque can smoothly transition from the first gradient compensation characteristic torque to the first reverse running prevention characteristic torque, thereby improving the user experience.

[0020] In some implementations of the first aspect, the method may further include acquiring energy regeneration power information, and determining the energy regeneration torque based on accelerator pedal position information and vehicle speed information may include: The control method may include determining the energy regeneration torque based on accelerator pedal opening information, the vehicle speed information, and the energy regeneration power information.

[0021] In the present application, the actual braking effect of the vehicle can be matched with the expected braking effect based on the actual energy regeneration state, taking into account the limitations of the regenerative power of the motor, battery, etc. in the energy regeneration process.

[0022] With reference to the first aspect, in some implementations of the first aspect, the vehicle may include a first electric braking mechanism and a second electric braking mechanism. allocating a first motor output torque to the first electric braking mechanism and a second motor output torque to the second electric braking mechanism based on the motor output torque; adjusting the first motor output torque allocated to the first electric braking mechanism and adjusting the second motor output torque allocated to the second electric braking mechanism based on operating conditions of the first motor output torque and the second motor output torque; It may further include:

[0023] In the present application, by adjusting the motor output torque allocated to multiple electric braking mechanisms, consistency in braking effect can be achieved and the energy regeneration rate can be improved.

[0024]

[0013] Referring to the first aspect, in some implementations of the first aspect, the vehicle includes a hydraulic braking system, and the method may further include controlling braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque.

[0025] In the present application, by controlling the braking of the vehicle in combination with the hydraulic braking system, it is possible to prevent situations such as the vehicle slipping or running in the wrong direction when braking the vehicle using only the electric braking mechanism, and to ensure consistency in the braking effect.

[0026] With reference to the first aspect, in some implementations of the first aspect, the method may further include acquiring a first braking torque, the first braking torque being a braking torque applied to the vehicle by the hydraulic braking system. Controlling braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque may include controlling braking of the vehicle based on the first hydraulic braking torque, the first braking torque, and the hydraulic braking system.

[0027] In the present application, the hydraulic braking system is subjected to closed-loop control to match the braking effect of the hydraulic braking system with a set expected value, thereby ensuring consistency of the braking effect.

[0028] Referring to the first aspect, in some implementations of the first aspect, the method may further include determining the requested braking torque based on a driving mode of the vehicle and / or user instruction information.

[0029] In the present application, differentiated settings of braking effects in different driving modes can be implemented to improve the user experience.

[0030] Referring to the first aspect, in some implementations of the first aspect, the method includes: When the accelerator pedal depression degree is equal to or less than a preset threshold value, controlling braking of the vehicle based on the motor output torque and the first hydraulic braking torque until the vehicle comes to a stop; setting the motor output torque to 0 when the period during which the vehicle is in the stopped state is equal to or longer than a first period; It may further include:

[0031] In the present application, after the vehicle is parked, the motor output torque is maintained within the range of the first period, which helps to ensure vehicle braking in the event of a hydraulic brake failure and avoids unexpected dangers caused by the hydraulic brake failure.

[0032] Referring to the first aspect, in some implementations of the first aspect, the method includes: enabling a parking brake function and setting the first hydraulic brake torque to 0 when the period of time during which the vehicle is in the stationary state is equal to or greater than a second period, the second period being longer than the first period; It may further include:

[0033] In the present application, excessive use of the hydraulic braking system after the vehicle brakes can be reduced, and the life of the hydraulic braking system can be extended.

[0034] Referring to the first aspect, in some implementations of the first aspect, the method may further include determining a fluctuation relationship between the motor output torque and the vehicle speed based on the gradient information.

[0035] In the present application, by determining the variation relationship between the motor output torque and the vehicle speed based on the gradient, the variation relationship can be applied to various gradient scenarios, and consistency of braking effect can be achieved.

[0036] According to a second aspect, there is provided a control device, said device comprising: an acquisition unit configured to acquire accelerator pedal opening information and gradient information of a vehicle; a processing unit configured to determine a motor output torque based on the accelerator pedal opening information and the gradient information, and to determine a first hydraulic brake torque based on a required brake torque and the motor output torque; may include:

[0037] With reference to the second aspect, in some implementations of the second aspect, the motor output torque may include an energy regeneration torque and a gradient compensation torque. determining the energy regeneration torque based on accelerator pedal opening information and vehicle speed information; determining the gradient compensation torque based on the gradient information; It may be configured as follows.

[0038] Referring to the second aspect, in some implementations of the second aspect, the processing unit may be configured to determine the gradient compensation torque based on the gradient information and the vehicle speed information.

[0039] With reference to the second aspect, in some implementations of the second aspect, the acquisition unit may be further configured to acquire a first reverse-running prevention characteristic torque, where the first reverse-running prevention characteristic torque is a torque required to prevent the vehicle from running in the wrong direction when parking the vehicle. The acquisition unit may be configured to determine the gradient compensation torque based on the gradient information when the vehicle speed is equal to or greater than a first threshold, or to determine the gradient compensation torque based on the gradient information and the first reverse-running prevention characteristic torque when the vehicle speed is less than the first threshold.

[0040] Referring to the second aspect, in some implementations of the second aspect, the processing unit: determining a fluctuation relationship between the gradient compensation torque and the vehicle speed based on a first gradient compensation characteristic torque and the first reverse running prevention characteristic torque, the first gradient compensation characteristic torque being a gradient compensation torque required when the vehicle speed is equal to a first threshold value; When the vehicle speed is less than the first threshold value, the gradient compensation torque is determined based on the vehicle speed information and a fluctuation relationship between the gradient compensation torque and the vehicle speed. It may be configured as follows.

[0041]

[0023] Referring to the second aspect, in some implementations of the second aspect, the acquisition unit may be further configured to acquire energy regeneration power information, and the processing unit may be configured to determine the energy regeneration torque based on the accelerator pedal opening information, the vehicle speed information, and the energy regeneration power information.

[0042] Referring to the second aspect, in some implementations of the second aspect, the vehicle may include a first electric braking mechanism and a second electric braking mechanism. allocating a first motor output torque to the first electric braking mechanism and a second motor output torque to the second electric braking mechanism based on the motor output torque; adjusting the first motor output torque allocated to the first electric braking mechanism and adjusting the second motor output torque allocated to the second electric braking mechanism based on operating conditions of the first motor output torque and the second motor output torque; It may be further configured as follows.

[0043] With reference to the second aspect, in some implementations of the second aspect, the vehicle may include a hydraulic braking system, and the processing unit may be further configured to control braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque.

[0044]

[0013] Referring to the second aspect, in some implementations of the second aspect, the acquisition unit may be further configured to acquire a first braking torque, the first braking torque being a braking torque applied to the vehicle by the hydraulic braking system, and the processing unit may be configured to control braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque and the first braking torque.

[0045] Referring to the second aspect, in some implementations of the second aspect, the processing unit may be further configured to determine the requested braking torque based on a driving mode of the vehicle and / or user instruction information.

[0046] Referring to the second aspect, in some implementations of the second aspect, the processing unit: when the accelerator pedal depression degree is equal to or less than a preset threshold value, controlling braking of the vehicle based on the motor output torque and the first hydraulic braking torque until the vehicle comes to a stop; When the period during which the vehicle is in the stopped state is equal to or longer than a first period, the motor output torque is set to 0. It may be further configured as follows.

[0047] Referring to the second aspect, in some implementations of the second aspect, the processing unit: The system may be further configured to enable a parking brake function and set the first hydraulic brake torque to zero when the period of time during which the vehicle is in the stationary state is equal to or greater than a second period of time, the second period of time being longer than the first period of time.

[0048] Referring to the second aspect, in some implementations of the second aspect, the processing unit may be configured to determine a fluctuation relationship between the motor output torque and the vehicle speed based on the gradient information and the fluctuation relationship between the motor output torque and the vehicle speed.

[0049] According to a third aspect, there is provided a control device, said device comprising: a memory configured to store a computer program; a processor configured to execute the computer program stored in the memory to enable the device to perform the method according to any one of the first aspect and possible implementations of the first aspect; Includes.

[0050] According to a fourth aspect, there is provided a vehicle, said vehicle comprising equipment according to any one of the second aspect, the third aspect and possible embodiments of the second and third aspects.

[0051] According to a fifth aspect, there is provided a computer-readable storage medium storing a computer program which, when executed on a computer, enables the computer to carry out a method according to any of the possible implementations of the first aspect.

[0052] According to a sixth aspect, there is provided a computer program product, the computer program product comprising computer program code which, when executed on a computer, enables the computer to carry out a method according to any possible implementation of the first aspect.

[0053] According to a seventh aspect, there is provided a chip, the chip including circuitry configured to perform a method according to any possible implementation of the first aspect. [Brief explanation of the drawings]

[0054] [Figure 1] FIG. 1 is a functional block diagram of an intelligent driving device according to an embodiment of the present application.

[0055] [Figure 2] FIG. 1 is a diagram of a system architecture according to an embodiment of the present application.

[0056] [Figure 3] 1 is a schematic flow chart of a control method according to an embodiment of the present application;

[0057] [Figure 4] 1 is a diagram of a method for determining braking demand information for a vehicle according to an embodiment of the present application;

[0058] [Figure 5] FIG. 1 is a diagram of a human-vehicle interaction scenario according to an embodiment of the present application.

[0059] [Figure 6] FIG. 1 is a diagram of a braking torque allocation method according to an embodiment of the present application.

[0060] [Figure 7] FIG. 1 is a diagram of a method for determining motor output torque according to an embodiment of the present application.

[0061] [Figure 8]FIG. 1 is a diagram of a method for determining driving intention based on accelerator pedal depression according to an embodiment of the present application.

[0062] [Figure 9] 1 is a diagram of a method for controlling parking of a vehicle according to an embodiment of the present application;

[0063] [Figure 10] FIG. 10 is a diagram of another method for controlling parking of a vehicle according to an embodiment of the present application.

[0064] [Figure 11] FIG. 1 is a diagram of a process for controlling a hydraulic braking mechanism according to an embodiment of the present application.

[0065] [Figure 12] FIG. 1 is a diagram of a process for controlling braking of a vehicle according to an embodiment of the present application.

[0066] [Figure 13] 4 is a schematic flowchart of another control method according to an embodiment of the present application;

[0067] [Figure 14] 4 is a schematic flowchart of another control method according to an embodiment of the present application;

[0068] [Figure 15] FIG. 2 is a block diagram of a control device according to an embodiment of the present application.

[0069] [Figure 16] FIG. 10 is a block diagram of another control device according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0070] The following describes the technical solutions of the embodiments in this application with reference to the accompanying drawings.

[0071] 1 is a functional block diagram of an intelligent driving device 100 according to one embodiment of the present application. The intelligent driving device 100 may include a sensing system 120, a display device 130, and a computing platform 150. The sensing system 120 may include one or more sensors that sense environmental information surrounding the intelligent driving device 100. For example, the sensing system 120 may include a positioning system. The positioning system may be a global positioning system (GPS), a BeiDou system, or other positioning system. Alternatively, the sensing system 120 may include one or more of an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0072] Some or all of the functions of the intelligent driving system 100 may be controlled by a computing platform 150. The computing platform 150 may include one or more processors, such as processors 151 to 15n (n is a positive integer). A processor is a circuit having signal processing capabilities. In one implementation, the processor may be a circuit having instruction reading and execution capabilities, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which may also be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement a specific function using the logical relationships of a hardware circuit. The logical relationships of the hardware circuit may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of a processor loading a configuration document to implement a hardware circuit configuration can be understood as the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor may alternatively be a hardware circuit designed for artificial intelligence and can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU). Furthermore, the computing platform 150 may include a memory.The memory is configured to store instructions, and some or all of the processors 151 to 15n can invoke the instructions in the memory to perform the corresponding functions.

[0073] The intelligent driving device 100 in this application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, recreational equipment, etc. For example, the intelligent driving device 100 may be a vehicle. A vehicle is a broad term that may include transportation means (e.g., commercial vehicles, passenger cars, motorcycles, airplanes, or trains), industrial vehicles (e.g., forklifts, trailers, or tractors), engineering vehicles (e.g., excavators, bulldozers, or cranes), agricultural equipment (e.g., lawn mowers or harvesters), recreational equipment, toy vehicles, etc. The type of vehicle is not particularly limited in the embodiments of this application. As another example, the intelligent driving device 100 may be a transportation means such as an airplane or a ship.

[0074] For example, Figure 2 is a diagram of a system architecture according to one embodiment of the present application. As shown in Figure 2, the system architecture may include a control module, a hydraulic braking mechanism, and an electric braking mechanism. For example, the intelligent driving system 100 shown in Figure 1 may include in its system architecture a control module 210, an electric braking mechanism 220, a hydraulic braking mechanism 230, and an accelerator pedal 240. The control module 210 controls the electric braking mechanism 220 and / or the hydraulic braking mechanism 230 so that the intelligent driving system can apply the brakes.

[0075] For example, the control module 210 can be configured to obtain accelerator pedal opening information of the accelerator pedal 240, and control the electric braking mechanism 220 and / or the hydraulic braking mechanism 230 based on the accelerator pedal opening information to realize the braking function. In one embodiment, when the intelligent driving device brakes on a ramp until parking,

[0076] In one embodiment, the control module 210 may include one or more chips and processing devices, such as a processor, hi another embodiment, the control module 210 may be located on the computing platform 150.

[0077] For example, in the braking process of the intelligent driving device, the electric braking mechanism 220 can convert the kinetic energy of the intelligent driving device into electrical energy to realize the braking energy regeneration function, which improves the driving experience and energy utilization.

[0078] In one embodiment, the electric braking mechanism 220 includes an energy conversion device, which may be connected to an energy storage device. The energy conversion device can convert kinetic energy of the intelligent driving device into electrical energy, and the energy storage device can store the electrical energy and provide the electrical energy to the intelligent driving device for use. For example, the energy conversion device can be a motor, and the energy storage device can be a battery. In another example, the motor can have multiple operating modes, such as a driving mode and a braking mode. In the driving mode, the motor can provide driving force to the intelligent driving device. In the braking mode, the motor can provide braking force to the intelligent driving device.

[0079] For example, the hydraulic braking mechanism 230 can provide braking force to the intelligent driving device in a hydraulic braking manner.

[0080] In some possible implementations, the system architecture may include a parking brake mechanism, and the control module 210 may bring the intelligent driving device to a standstill by using the parking brake mechanism.

[0081] As described above, a vehicle that can realize acceleration and deceleration functions based on the accelerator pedal depression can reduce the user's brake pedal operation to a certain extent, improving the user experience. Furthermore, to improve energy utilization, the vehicle can be braked using an energy regeneration method. However, due to the complexity of actual driving scenarios, it is difficult to maintain consistency in braking effects in different scenarios, such as uphill and downhill scenarios, scenarios where the vehicle is on a low-adhesion road surface, and scenarios where the motor braking capacity is limited. As a result, the vehicle's braking effect may deviate from the driver's expectations, which may affect the safety of the vehicle and its passengers. In this embodiment of the present application, by associating the motor output torque with gradient information and determining the hydraulic braking torque based on the required braking torque and the motor output torque, the user's driving consistency can be improved and unexpected dangers caused by uneven braking effects can be avoided.

[0082] For example, Figure 3 is a schematic flowchart of a control method according to an embodiment of the present application. Method 300 may be performed by an intelligent driving device (e.g., a vehicle), a computing platform or other control device, or a chip, processor, etc. within the computing platform or control device.

[0083] In one embodiment, the method may be performed by a vehicle domain controller, hi other embodiments, the method may be performed by a chip or processing circuit of the vehicle domain controller.

[0084] S310: Information on the accelerator pedal opening and gradient of the vehicle is acquired.

[0085] For example, the vehicle may include a sensor, such as a pedal travel sensor, configured to detect the degree of accelerator pedal depression.

[0086] For example, the vehicle may further include a sensor, such as a gradient sensor or an inertial sensor, configured directly or indirectly to detect gradient information.

[0087] In one embodiment, when a computing platform or other control device performs the method, the computing platform or control device may obtain the requested accelerator pedal position information and requested gradient information directly from a sensor, or may obtain the accelerator pedal position information and gradient information from other devices using internal circuitry of the vehicle.

[0088] S320: When the vehicle is running, the motor output torque is determined based on accelerator pedal opening information and gradient information.

[0089] For example, the driver's driving intention may be determined based on accelerator pedal depression information, and when the driver intends to brake, the motor output torque may be determined based on accelerator pedal information and gradient information to control the electric braking mechanism to brake the vehicle.

[0090] In some possible embodiments, the vehicle may support multiple pedal operation modes, such as a single pedal mode and a dual pedal mode. In the dual pedal mode, the accelerator pedal may be configured to control the vehicle to accelerate, and the brake pedal may be configured to control the vehicle to decelerate. In the single pedal mode, the accelerator pedal may be configured to control the vehicle to accelerate or decelerate, reducing user input to the brake pedal and improving the user's driving experience.

[0091] In one embodiment, when the vehicle is in single pedal mode, it may be determined that the driver has braking intent based on accelerator pedal position information, and the motor output torque may be determined based on the accelerator pedal position information and gradient information.

[0092] S330: If the motor output torque is equal to or less than the required braking torque of the vehicle, a first hydraulic braking torque is determined based on the required braking torque and the motor output torque.

[0093] For example, to achieve consistency in the braking effect of a vehicle in different driving scenarios, it is necessary to control the braking process of the vehicle. For example, the braking effect can be measured based on the braking deceleration of the vehicle, the braking distance, etc. The braking torque required by the vehicle to achieve the expected braking effect can be called the required braking torque.

[0094] For example, if the motor output torque cannot satisfy the required braking torque, a hydraulic braking torque can be determined based on the required braking torque and the motor output torque, and the hydraulic braking system can be controlled to operate. The hydraulic braking torque can also be referred to as a first hydraulic braking torque.

[0095] In one embodiment, the hydraulic braking system may include, for example, hydraulic braking mechanism 230 shown in FIG.

[0096] In some possible implementations, the actual braking parameters or actual braking effect of the vehicle's braking mechanism can be obtained during the braking process. In this scenario, the required braking torque may be a target braking torque, i.e., a braking torque that the braking mechanism is expected to achieve, to distinguish it from the actual braking torque of the braking mechanism. If the braking mechanism can meet the expected braking request, or if the difference between the actual braking torque and the expected braking torque is within an allowable deviation, the actual torque of the braking mechanism can be considered as the target braking torque of the braking mechanism. For example, the torque that the electric braking mechanism is expected to achieve can be referred to as a target motor output torque. If the electric braking mechanism is controlled to operate based on the target braking torque, the target motor output torque can be used as the motor output torque. As another example, the torque that the hydraulic braking mechanism is expected to achieve can be referred to as a target hydraulic braking torque and can be used as the hydraulic braking torque.

[0097] In some possible embodiments, the electric braking mechanism can brake the vehicle in an energy regenerative manner.

[0098] Because actual braking scenarios may contain different gradient information, it is necessary to calibrate the motor output torque to achieve a better braking effect. For example, to facilitate calibration of the motor output torque, the motor output torque can be classified into energy regeneration torque and gradient compensation torque. The energy regeneration torque can be understood as the portion of the motor output torque that does not change with the gradient, so that the energy regeneration torque can be calibrated in a flat road scenario. The gradient compensation torque can be understood as the portion that affects the motor output torque due to the presence of a gradient. Therefore, the energy regeneration torque can be compensated in uphill / downhill scenarios to control the electric braking mechanism in different scenarios.

[0099] In one embodiment, the gradient compensation torque required for the vehicle when traveling on a slope can be estimated based on the curb weight of the vehicle and gradient information. In another embodiment, the vehicle load can be acquired and the gradient compensation torque can be determined based on the vehicle weight, the vehicle load, and the gradient information. In another embodiment, the gradient compensation information can be determined based on the gradient information and vehicle speed information to smoothly control the electric braking mechanism.

[0100] For example, the fluctuation relationship between the motor output torque and the vehicle speed may be determined based on gradient information, so that the motor output torque is well adapted to the driving scenario.

[0101] In some possible implementations, when a vehicle brakes with energy regeneration, the braking effect of the electric braking mechanism may be influenced by the energy regeneration power.

[0102] For example, the energy regeneration power of an electric braking mechanism may be affected by factors such as the performance and operating conditions of the vehicle's energy conversion equipment and / or energy storage equipment. For example, in a practical scenario, the energy regeneration power may be affected by factors such as environmental conditions (e.g., excessively high or low ambient temperature), the battery's state of charge (SOC), and battery life. The energy regeneration power supported by the battery may be simply referred to as battery regeneration power. As another example, in a practical scenario, the energy regeneration power supported by the motor (simply referred to as motor regeneration power) may be affected by factors such as environmental conditions such as ambient temperature and ambient atmospheric pressure, and motor life and operating load. As another example, the energy regeneration power may also be affected by the power consumption of the vehicle's power consumption devices, such as an on-board display, a sound system, an air conditioner, or a cockpit domain controller.

[0103] For example, determining the motor output torque based on accelerator pedal opening information and gradient information may include determining the motor output torque based on accelerator pedal opening information, gradient information, and energy regeneration power.

[0104] In some possible implementations, the vehicle may include multiple electric braking mechanisms, such as multiple motors configured to convert energy, and may assign a target motor output torque to each of the multiple electric braking mechanisms based on the determined motor output torque.

[0105] In one embodiment, the vehicle includes a first electric braking mechanism and a second electric braking mechanism, and the first motor output torque may be allocated to the first electric braking mechanism and the second motor output torque may be allocated to the second electric braking mechanism based on a motor output torque determined based on accelerator pedal position information.

[0106] In other embodiments, the vehicle may include more or fewer electric braking mechanisms. For example, the vehicle may include Motor 1, Motor 2, and Motor 3 configured for braking, and may assign a first motor output torque, a second motor output torque, and a third motor output torque to Motor 1, Motor 2, and Motor 3, respectively.

[0107] The sum of the target motor output torques (for example, the first motor output torque and the second motor output torque) corresponding to the plurality of electric braking mechanisms may be equal to the motor output torque determined based on accelerator pedal opening information.

[0108] In some possible implementations, when the operation capability of one or more electric braking mechanisms is limited, the target motor output torques allocated to the plurality of electric braking mechanisms may be adjusted based on the operating conditions of the plurality of electric braking mechanisms. For example, a vehicle includes a first electric braking mechanism and a second electric braking mechanism. When the operation of the first electric braking mechanism or the second electric braking mechanism is limited, the first motor output torque allocated to the first electric braking mechanism and the second motor output torque allocated to the second electric braking mechanism may be adjusted based on the operating conditions of the first electric braking mechanism and / or the second electric braking mechanism.

[0109] In some possible implementations, an actual braking torque applied to the vehicle by the hydraulic braking system may be obtained, which may be referred to as an actual hydraulic braking torque or a first braking torque.

[0110] For example, vehicle braking may be controlled in a closed loop via a hydraulic braking system based on a first hydraulic braking torque and a second braking torque.

[0111] In some possible implementations, the vehicle may include multiple driving modes, such as a comfort mode, a sport mode, and an economy mode. In different driving modes, the vehicle may have different expected braking effects, and braking of the vehicle may be controlled based on the expected braking effects. For example, in different driving modes, braking of the vehicle may be controlled based on different target braking deceleration rates.

[0112] For example, the expected braking effect can be determined based on user-indicated information.

[0113] In some possible implementations, when the vehicle speed is below a first threshold, if the accelerator pedal depression is below a preset value (e.g., 5% or 6%), it can be determined that the driver intends to park the vehicle. However, in an uphill or downhill scenario, the vehicle may reverse direction during the braking process as the vehicle speed gradually decreases to zero.

[0114] In an uphill scenario, a downhill scenario, or a flat road scenario, different torques are required to prevent the vehicle from reversing when the vehicle is parked. The torque to prevent the vehicle from reversing when the vehicle is stopped can be called the first anti-reverse characteristic torque.

[0115] For example, the step of determining the gradient compensation torque based on the gradient information may include a step of determining the gradient compensation torque based on the gradient information when the vehicle speed is greater than or equal to a first threshold, or a step of determining the gradient compensation torque based on the gradient information and the first reverse running prevention characteristic torque when the vehicle speed is less than the first threshold.

[0116] For example, the gradient compensation torque (which can be called the first gradient compensation characteristic torque) that exists when the vehicle speed is a first threshold value is calculated, and the variation relationship between the gradient compensation torque and the vehicle speed is determined based on the gradient compensation torque and the first reverse running prevention characteristic torque. For example, the curve of the gradient compensation torque that changes depending on the vehicle speed can be determined based on a linear function, a quadratic function, a cubic spline function, a piecewise function, etc.

[0117] In some possible implementations, when the vehicle speed is less than a first threshold, the gradient compensation torque is determined based on the vehicle speed information and the variation relationship between the gradient compensation torque and the vehicle speed, for example, the gradient compensation torque corresponding to the current vehicle speed is determined based on a determined curve of the gradient compensation torque that changes according to the vehicle speed, thereby realizing a smooth transition of the gradient compensation torque.

[0118] In one embodiment, a scenario in which the gradient information is equal to or less than a gradient threshold may be determined as a flat road scenario. The gradient threshold may be 0.5 degrees, 1 degree, or other value.

[0119] In some possible implementations, the braking of the vehicle can be controlled until the vehicle comes to a standstill.

[0120] In one embodiment, when the vehicle is stationary and the period of time that the vehicle is stationary is greater than or equal to a first period of time, the motor output torque may be set to zero.

[0121] In another embodiment, when the vehicle is stationary and the period of time the vehicle is stationary is equal to or greater than a second period, the parking brake function can be enabled and the first hydraulic brake torque can be set to 0. The first period and the second period can be any period, and the second period can be longer than the first period. For example, the first period can be 30 seconds (s) or 1 minute (min), and the second period can be 5 minutes or 8 minutes.

[0122] For example, Figure 4 is a diagram of a method for determining braking request information of a vehicle according to an embodiment of the present application. In the following description, it is assumed that the intelligent driving device is a vehicle.

[0123] For example, a vehicle may include multiple driving modes, such as a comfort mode, a sport mode, and an economy mode. A user (e.g., a developer) may configure expected braking effects corresponding to different driving modes of the vehicle and reflect the vehicle's braking effects as braking deceleration of the vehicle.

[0124] In one embodiment, an example is used in which a vehicle runs separately in driving mode 1 and driving mode 2. In a braking process of the vehicle, when the vehicle speed is V, as shown in FIG. 4, if the vehicle is in driving mode 1, the target braking deceleration of the vehicle may be −0.15 gravitational acceleration (g), or if the vehicle is in driving mode 2, the target braking deceleration of the vehicle may be −0.20 g. The target braking deceleration may be a braking deceleration that the vehicle is expected to achieve in the braking process. The vehicle is controlled to brake based on the target braking deceleration, but this target braking deceleration is different from the braking deceleration that the vehicle actually experiences due to the action of the braking mechanism.

[0125] For example, to improve ride comfort during braking, the expected braking effect of the vehicle may be determined based on the vehicle's moving state. For example, driving mode 1 shown in FIG. 4 is used. During vehicle braking, when the vehicle speed changes from V to 0, the target braking deceleration of the vehicle may change from -0.15g to -0.1g. A negative value may indicate that the direction of the braking deceleration is opposite to the vehicle's traveling direction.

[0126] In some possible implementations, the expected braking effect may be determined based on user instruction information. The following provides an explanation with reference to Figure 5. Figure 5 is a diagram of a human-vehicle interaction scenario according to one embodiment of the present application.

[0127] For example, the graphical user interface of Figure 5 may be an interface that is displayed on an in-vehicle display (e.g., a central control screen) when a user interacts with the vehicle via the display. It should be understood that human-computer interaction may also be performed via voice, gesture instructions, etc. This is not limited to the embodiments of the present application.

[0128] In one embodiment, a user can set driving-related modes on the interface shown in Figure 5(a). For example, a user can indicate the vehicle's driving mode as "Energy Saver," "Comfort," or "Sport."

[0129] In other embodiments, the vehicle may assist the user in defining the user's driving preferences. For example, upon detecting that the user has selected the "Custom" option shown in FIG. 5(a), the vehicle may display the graphical user interface shown in FIG. 5(b).

[0130] In other embodiments, the user's driving preference indication may be captured in the graphical user interface shown in Figure 5(b). For example, the user may set one or more performance modes of the vehicle, such as acceleration, energy regeneration, steering, and braking, and determine the expected effect of the vehicle during braking, steering, etc., based on the captured instruction information.

[0131] 5 are merely examples, and other classification methods may be used, which is not limited to the embodiments of the present application.

[0132] For example, the required braking torque can be determined based on the target braking deceleration of the vehicle, the vehicle load, etc., and the braking process of the vehicle can be controlled.

[0133] For example, FIG. 6 is a diagram of a braking torque allocation method according to one embodiment of the present application.

[0134] In the braking process of a vehicle, the kinetic energy of the vehicle changes depending on the vehicle speed, and therefore the regenerative energy in the braking process also changes depending on the vehicle speed. The braking torque that can be provided by an electric braking mechanism that achieves a braking effect based on the energy regeneration function can be reduced as the vehicle speed decreases.

[0135] For example, assume that the braking torque provided by the electric braking mechanism when the vehicle speed is greater than a second threshold (denoted as V0) can satisfy the required braking torque of the vehicle. When the vehicle speed is equal to or less than the second threshold, the regenerative energy decreases, so that the motor output torque and the hydraulic braking torque must be combined to satisfy the required braking torque of the vehicle. The second threshold may be set in advance or may be determined based on the actual braking effect. This is not limited to the embodiment of the present application.

[0136] In an embodiment, as shown in Figure 6, before a moving vehicle applies the brakes, the vehicle speed is greater than V0. In the process of controlling the braking of the vehicle, if the vehicle speed is greater than V0, the braking performance of the electric braking mechanism satisfies the required braking torque requirements, and the vehicle may be braked using only the electric braking mechanism. That is, the target motor output torque may be determined based on the required braking torque. A negative torque value may indicate that the direction of the braking force corresponding to the torque is opposite to the traveling direction of the vehicle.

[0137] In another embodiment, as shown in Fig. 6, when the vehicle speed is less than V0, the performance of the electric braking mechanism may not satisfy the requirements for the required braking torque, or the braking effect expected from braking the vehicle using only the electric braking mechanism may not be achieved. In this case, the vehicle may be braked by combining the electric braking mechanism and the hydraulic braking mechanism. In the process of controlling the braking of the vehicle, the required braking torque may be classified into a motor output torque and a target hydraulic braking torque, and the electric braking mechanism and the hydraulic braking mechanism may be coordinated to brake the vehicle.

[0138] For example, FIG. 7 is a diagram of a method for determining motor output torque according to one embodiment of the present application.

[0139] In an uphill scenario, the braking process of the vehicle converts a part of the vehicle's kinetic energy into potential energy. In a downhill scenario, the braking process of the vehicle converts a part of the vehicle's potential energy into kinetic energy. The gradient information of the slope on which the vehicle is located influences the operation of the electric braking mechanism based on energy regeneration.

[0140] For example, the motor output torque may be determined based on gradient information.

[0141] In one embodiment, the variation relationship between the motor output torque and the vehicle speed may be determined based on gradient information. For example, as shown in FIG. 7 , in a vehicle speed section from V1 to V0, the absolute value of the gradient of the motor output torque that changes with vehicle speed in the uphill scenario may be greater than the absolute value of the gradient of the motor output torque that changes with vehicle speed in the downhill scenario, and the absolute value of the gradient of the motor output torque that changes with vehicle speed in the flat road scenario may be between the two absolute values. That is, for the same vehicle speed, the absolute value of the target motor output torque in the uphill scenario may be smaller than the absolute value of the target motor output torque in the uphill scenario, and the absolute value of the target motor output torque in the flat road scenario may be between the two absolute values. As another example, when the gradient of the vehicle in the uphill scenario is different, the variation relationship between the target motor output torque and the vehicle speed may also be different.

[0142] In other embodiments, in an uphill scenario, since a portion of the vehicle's kinetic energy is converted into potential energy, the braking force corresponding to the motor output torque may be in the same direction as the vehicle's travel. Specifically, while the vehicle's travel state reflects that the vehicle is undergoing a braking process that gradually reduces vehicle speed, the force corresponding to the torque applied or required to be applied by the electric braking mechanism to prevent the vehicle from rolling back due to gravity may be in the same direction as the vehicle's travel.

[0143] As mentioned above, in order to achieve a better braking effect, the motor output torque needs to be calibrated. To facilitate the calibration of the motor output torque, the motor output torque can be classified into an energy regeneration torque and a gradient compensation torque.

[0144] For example, the gradient compensation torque may be determined based on gradient information. For example, as shown in Figure 7, the gradient compensation torque included in the motor output torque in a flat road scenario may be 0, the gradient compensation torque of the motor output torque in a downhill scenario may be negative, and the gradient compensation torque of the motor output torque in an uphill scenario may be positive. In another example, the value of the gradient compensation torque may be determined based on the vehicle speed and the gradient value.

[0145] For example, the energy regeneration torque may be determined based on accelerator pedal opening information and vehicle speed information. Next, a method for determining the energy regeneration torque will be described with reference to FIG.

[0146] For example, FIG. 8 is a diagram of a method for determining driving intention based on accelerator pedal depression according to one embodiment of the present application.

[0147] For example, the driver's driving intention may be determined based on accelerator pedal depression information. For example, the vehicle is in a single brake pedal mode. For example, if the torque the driver expects to apply to the wheels, determined based on the accelerator pedal depression, is positive, it indicates that the driver intends to control the vehicle to accelerate. As another example, if the torque determined based on the accelerator pedal depression is negative, it indicates that the driver intends to control the vehicle to brake. In this case, the torque is implemented in an energy regenerative manner and can be referred to as energy regeneration torque. As another example, in some possible implementations, if the vehicle determines that the driver intends to brake based on the accelerator pedal depression in a low-speed braking scenario, and the determined negative torque may be due to energy consumption by the motor, the torque determined in this way does not depend on the gradient, so even if it is not used for energy regeneration, it can still be referred to as energy regeneration torque.

[0148] The accelerator pedal opening values ​​increase sequentially from opening 1 to opening 6. For example, opening 2 may be 5%, opening 3 may be 10%, opening 6 may be 25%, etc.

[0149] In one embodiment, as shown in FIG. 8, when the vehicle speed is greater than V4, the smaller the accelerator pedal opening, the greater the energy regenerative torque, and the energy regenerative torque corresponding to accelerator pedal opening 1 is greater than the energy regenerative torque corresponding to accelerator pedal opening 6.

[0150] In another embodiment, the trigger for terminating and / or enabling the energy regeneration function may be determined based on accelerator pedal position information. For example, the accelerator pedal position is 6. If the vehicle speed is greater than V4, the energy regeneration function may be enabled in the vehicle braking process, and the target energy regeneration torque of the vehicle in the braking process may be determined based on the torque curve that varies with vehicle speed at position 6 shown in FIG. 8. In another example, the accelerator pedal position is 5. If the vehicle speed is greater than V3, the energy regeneration function may be enabled in the vehicle braking process, and the target energy regeneration torque of the vehicle in the braking process may be determined based on the torque curve that varies with vehicle speed at position 5 shown in FIG. 8. V3 may be smaller than V4. In another embodiment, if the vehicle speed is equal to or less than V4 (e.g., the vehicle speed is V2), and it is detected that the accelerator pedal position is 6, acceleration control of the vehicle may be performed. For example, V3 may be 50 km / h, 55 km / h, or another value. V4 may also be 65km / h, 70km / h, or some other value.

[0151] In other embodiments, the energy regeneration torque may be determined with reference to the performance of the electric braking mechanism. For example, as shown in Fig. 8, when the vehicle speed is V5 or higher, the energy regeneration torque curve when the accelerator pedal is at opening degrees 1 and 2 may be determined with reference to the operating characteristics of the electric braking mechanism. For example, the vehicle speed V5 may be 100 km / h, 110 km / h, or another value.

[0152] In another embodiment, a method for determining a driver's intent is used, and if it is determined that the driver intends to brake, the desired braking torque may be determined based on the driving mode and / or user instruction information.

[0153] Alternatively, the opening degrees 1 to 6 may be other values. For example, the opening degree 2 may be 7%, and the opening degree 6 may be 27%. This is not limited to the embodiment of the present application.

[0154] For example, to facilitate calibration, the variation relationship between the energy regeneration torque and the accelerator pedal depression degree may be determined by calibration when the vehicle is traveling on a flat road scenario. Therefore, the target motor output torque of the vehicle in the flat road scenario, the uphill scenario, or the downhill scenario may be determined with reference to the gradient compensation torque determined based on the gradient information.

[0155] For example, when the vehicle speed is equal to or less than a first threshold (denoted as V1), if the accelerator pedal depression is equal to or less than a preset value (for example, 5% or 6%), the driver may have the intention to park the vehicle.

[0156] In one embodiment, to prevent the vehicle from reversing during the parking phase, the motor output torque may be determined based on the gradient information and the first reverse-travel prevention characteristic torque. For example, as shown in FIG. 7 , in an uphill scenario, the first reverse-travel prevention characteristic torque of the vehicle may be greater than 0, i.e., the force corresponding to the torque is in the same direction as the vehicle's traveling direction. Also, in a downhill scenario, the first reverse-travel prevention characteristic torque of the vehicle may be less than 0, i.e., the force corresponding to the torque is opposite to the vehicle's traveling direction. In another example, the first reverse-running prevention characteristic torque may be determined based on gradient information, vehicle load information, etc. In another example, as shown in FIG. 7, when the vehicle is parked, the target motor output torque of the vehicle at vehicle speed V1 may smoothly transition to the first reverse-running prevention characteristic torque to prevent the vehicle from running reversely. Because the energy regeneration torque does not depend on the gradient, the gradient compensation torque (abbreviated as first gradient compensation characteristic torque) at vehicle speed V1 may smoothly transition to the first reverse-running prevention characteristic torque. In another example, the first threshold may be 2 km / h, 2.5 km / h, or another value. This is not limited to the embodiments of the present application.

[0157] For example, Figure 9 is a diagram of a method for controlling parking of a vehicle according to an embodiment of the present application: The vehicle is in an uphill scenario.

[0158] For example, if it is determined that the driver intends to park, the electric braking mechanism and the hydraulic braking mechanism may be used to park the vehicle. For example, in the braking process for the uphill scenario shown in Figure 9, if the accelerator pedal depression is less than a preset threshold, the vehicle may be controlled to continuously decelerate until the vehicle speed reaches 0. The preset threshold may be 3%, 4%, or another value.

[0159] For ease of understanding and explanation, it is assumed that the vehicle speed is equal to or greater than the second threshold before the vehicle brakes. The braking process may be divided into multiple phases based on the operation method of the braking mechanism in the braking process.

[0160] For example, in phase 1, if the vehicle speed is equal to or greater than the second threshold, the motor output torque that can be provided by the electric braking mechanism may satisfy the required braking torque. In this phase, braking of the vehicle may be performed based solely on the motor output torque. In one embodiment, the motor output torque that can be provided by the electric braking mechanism may be determined using the method of FIGS. 6 to 8. In other embodiments, the motor output torque that can be provided by the electric braking mechanism may be determined based on past operating conditions of the electric braking mechanism.

[0161] For example, in Phase 2, as the braking process progresses, if the vehicle speed is less than the second threshold, the motor output torque is attenuated as the vehicle speed decreases, as shown in Figure 7. To achieve consistency in the braking effect, the hydraulic braking mechanism may be activated, and the required braking torque may be decomposed into the motor output torque and the hydraulic braking torque, and the electric braking mechanism and the hydraulic braking mechanism may be controlled to be activated separately.

[0162] For example, in phase 2, the required braking torque and motor output torque at the vehicle speed can be determined based on the vehicle speed information, and the hydraulic braking torque can be calculated, for example, as shown in Fig. 7. For example, the actual braking torque applied by the hydraulic braking system can be calculated, and the hydraulic braking torque can be adjusted with reference to the actual braking effect of the hydraulic braking system, thereby performing closed-loop control on the hydraulic braking process.

[0163] For example, Phase 2 may be further divided into Phase 3 and Phase 4. As shown in Fig. 9, the braking process when the vehicle speed is less than the second threshold and greater than the first threshold can be called Phase 3, and the braking process when the vehicle speed is equal to or less than the first threshold and greater than 0 can be called Phase 4.

[0164] For example, the motor output torque in phase 4 may be determined based on the first reverse running prevention characteristic torque of the vehicle, accelerator pedal position information, and gradient information. For example, as shown in FIG. 7, the target motor output torque corresponding to vehicle speed V1 may be smoothly transitioned to the reverse running prevention torque. In this manner, the motor output torque in phase 4 can be determined, and the hydraulic braking torque is determined with reference to the required braking torque. Based on the motor output torque in phase 4, the electric braking mechanism is controlled to operate, preventing the vehicle from running in reverse when parking.

[0165] Optionally, in Phase 2, if the hydraulic braking torque fails, it does not directly affect the establishment of the motor output torque. An electric braking mechanism may be used to maintain positive torque and prevent the vehicle from reversing when the vehicle speed decays to zero.

[0166] After phase 2, the vehicle speed decays to 0 and the vehicle comes to a standstill. The standstill can be divided into multiple phases.

[0167] For example, in phase 5, the motor output torque decays to 0. For example, as shown in FIG. 9, the motor output torque may be gradually decayed until the motor output torque is set to 0. In another example, the motor output torque may be gradually decayed from a positive value to 0 according to a specific gradient. In another example, the motor output torque may be maintained for a certain period of time and then set to 0. In another example, in this phase, hydraulic braking torque may be maintained by supplying hydraulic oil to prevent the vehicle from running backward. The period from the moment the vehicle speed decays to 0 to the moment the motor output torque is set to 0 is referred to as the first period. The first period may be any period, for example, 30 seconds or 1 minute.

[0168] For example, if it is determined that the hydraulic braking mechanism has failed or is unable to meet the expected effect, the motor output torque may be maintained to prevent the vehicle from reversing.

[0169] For example, in phase 6, the hydraulic braking mechanism is used to maintain brake fluid pressure within the hydraulic braking mechanism to hold the vehicle stationary.

[0170] For example, in phase 7, the parking brake function is enabled and the hydraulic brake torque is set to 0. For example, if it is determined that the parking brake function has been successfully enabled, the hydraulic brake torque may be set to 0. The period from the moment the vehicle speed decays to 0 to the moment the parking brake function is enabled is referred to as the second period. The second period is longer than the first period. The second period may be any period, for example, 5 minutes or 10 minutes.

[0171] For example, if it is determined that the parking brake function has failed, brake fluid pressure may be maintained in the hydraulic braking mechanism to prevent the vehicle from rolling backward.

[0172] It should be understood that the vehicle braking process and / or stopping state may include some or all of the aforementioned phases 1 through 7. For example, if the vehicle speed is below the second threshold before the vehicle brakes, the vehicle braking process may not include phase 1. As another example, the user may depress the accelerator pedal in phase 5 or phase 6 to control the vehicle to continue moving. In this case, phase 7 may not be included.

[0173] For example, Figure 10 is a diagram of another method for controlling parking of a vehicle according to an embodiment of the present application: The vehicle is in a downhill scenario.

[0174] For example, in the braking process on a downhill slope shown in Figure 10, if it is determined that the driver intends to park, the vehicle may be controlled to continuously decelerate until the vehicle speed reaches 0. As in Figure 9, the braking process and parking process of the vehicle may be divided into multiple phases.

[0175] In one embodiment, due to the influence of the gradient, the fluctuation relationship between the motor output torque and the vehicle speed in phase 2 shown in Figure 10 differs from the manner in which the motor output torque decays in phase 2 on an uphill road shown in Figure 9. For example, the fluctuation relationship between the motor output torque and the vehicle speed may be determined with reference to the method shown in Figure 6.

[0176] In another embodiment, since the vehicle's reverse running prevention torque is different on downhill and uphill slopes, in phase 5 shown in FIG. 10, the process of setting the motor output torque to 0 can gradually decay the motor output torque from a negative value to 0, which is different from the process of setting the motor output torque to 0 on uphill slopes shown in FIG. 9.

[0177] In other embodiments, in phases 1, 6, and 7 shown in FIG. 10, the control over the electric braking mechanism, hydraulic braking mechanism, and / or park brake function may be similar to the corresponding phases in FIG.

[0178] According to the method of this embodiment of the present application, the driver can control the vehicle deceleration and parking process by releasing the accelerator pedal.

[0179] For example, Figure 11 is a diagram of a process for controlling a hydraulic braking mechanism according to one embodiment of the present application. The modules of Figure 11 will now be briefly described.

[0180] For example, the vehicle speed estimation module may be configured to determine vehicle speed information, such as the rotational speed of the vehicle's driving equipment and the wheel speed of the vehicle.

[0181] For example, the vehicle load calculation module may be configured to determine vehicle load information. In one embodiment, the vehicle load may be estimated based on the vehicle weight. In another embodiment, the vehicle load may be calculated with reference to tire pressure. In another embodiment, the vehicle may monitor the condition of its suspension and calculate the vehicle load with reference to suspension condition information.

[0182] For example, the slope calculation module may be configured to determine slope information for the vehicle's location. In one embodiment, the slope information may be determined based on data collected by sensors, such as a slope sensor and an inertial sensor, on the vehicle. In another embodiment, the slope of the vehicle's location may be calculated with reference to a rotational speed of the vehicle's driving equipment and the vehicle speed. In another embodiment, the slope information for the vehicle's location may be determined based on map information.

[0183] For example, the gradient compensation torque may be determined based on vehicle speed and gradient information. In some possible implementations, the gradient compensation torque may be determined with reference to the actual load of the vehicle. In this way, the motor output torque may be determined with reference to the driver's deceleration request torque and the gradient compensation torque.

[0184] For example, the driver's intention analysis module may be configured to determine the driver's intention, for example, by determining whether the driver intends to brake based on the accelerator pedal depression amount, as shown in Figure 8, and determining the driver's required deceleration torque if the driver intends to decelerate.

[0185] For example, the vehicle braking demand analysis module may be configured to determine a vehicle braking torque demand.

[0186] In one embodiment, the vehicle's required braking torque may be determined based on the vehicle's driving mode and / or user instruction information. In another embodiment, road information for the road on which the vehicle is located, such as an asphalt road or a cement road, or an urban road, a rural road, or a highway, may be obtained. The vehicle's required braking torque may be determined based on the road information.

[0187] If the motor output torque cannot satisfy the required braking torque, the hydraulic braking torque may be determined based on the motor output torque and the required braking torque, and the hydraulic braking mechanism may be controlled to operate based on the hydraulic braking torque.

[0188] In another embodiment, the actual braking torque applied by the hydraulic braking mechanism may be determined at a specific frequency, and the target hydraulic braking torque may be adjusted based on the actual operating state of the hydraulic braking mechanism. For example, if the actual hydraulic braking torque is greater than the target hydraulic braking torque, the target hydraulic braking torque may be reduced, and the hydraulic braking mechanism may be controlled to operate based on the value obtained by the adjustment. In other words, closed-loop control of the hydraulic braking mechanism may be achieved by negative feedback so that the braking effect of the hydraulic braking mechanism matches the expected braking effect.

[0189] In some possible implementations, the above embodiments may be combined with each other.

[0190] In one embodiment, the computing platform 150 shown in FIG. 1 may include a vehicle speed estimation module, a vehicle load calculation module, a gradient calculation module, a driver intent analysis module, and a vehicle braking request analysis module.

[0191] In another embodiment, the control module 210 shown in FIG. 2 may include some or all of a vehicle speed estimation module, a vehicle load calculation module, a slope calculation module, a driver intent analysis module, and a vehicle braking requirements analysis module.

[0192] Optionally, the vehicle's braking function may be jointly implemented by multiple control devices, or chips, processors, etc. in multiple control devices. In other words, the control module 210 shown in Figure 2 may include multiple control devices. For example, a vehicle may include multiple control devices, such as a vehicle domain controller (VDC), an international peace bureau (IPB), and a motor control unit (MCU).

[0193] For example, the vehicle domain controller may exchange information with multiple devices, such as the IPB, the MCU, and the IVI, to control the vehicle. For example, the vehicle domain controller may send a target motor control torque to the MCU to control the motor. As another example, the vehicle domain controller may send a target hydraulic braking torque to the IPB to control the hydraulic braking mechanism.

[0194] For example, the vehicle may include a motor. The motor may perform braking of the vehicle or may be configured to drive the vehicle to run. The motor may be controlled by the MCU. In other words, the MCU may control energy conversion devices in an electric braking mechanism.

[0195] In one embodiment, the MCU may obtain a target motor control torque from the VDC and then control the motor to operate based on the target motor control torque. When the vehicle is controlled to brake, the target motor control torque may be the target motor output torque in Figures 3 to 10.

[0196] In other embodiments, the MCU may send the actual motor torque to the VDC so that the VDC can reference the actual motor torque to perform closed-loop control over the operation of the motor.

[0197] In another embodiment, the motor operates in reverse to convert the vehicle's kinetic energy into electrical energy during the vehicle braking process.

[0198] In other embodiments, the vehicle may include multiple motors, such as a front motor and a rear motor configured to drive the front and rear wheels of the vehicle, respectively, and the multiple motors may correspond to one or more MCUs.

[0199] For example, an intelligent integrated braking system may include control equipment such as a chip and processor, and may further include hydraulic braking mechanisms such as brake wheel cylinders.

[0200] In one embodiment, the intelligent integrated brake system may include a brake torque arbitration module and a target pressure buildup module. The brake torque arbitration module may be configured to determine whether the target hydraulic brake torque indicated by the VDC is appropriate. The target pressure buildup module may be configured to adjust the pressure of brake fluid in a hydraulic brake mechanism, such as a brake wheel cylinder, based on the target hydraulic brake torque indicated by the VDC to brake the vehicle.

[0201] In another embodiment, the control module 210 shown in Figure 2 can include a control device in an intelligent integrated control system or can include a VDC. The hydraulic braking mechanism shown in Figure 2 can include a hydraulic braking mechanism in an intelligent integrated control system. The electric braking mechanism shown in Figure 2 can include a motor controlled by an MCU.

[0202] Optionally, the vehicle may include an advanced driver assistance system (ADAS) or an autonomous driving system. In one embodiment, when the ADAS or autonomous driving system is enabled, the ADAS or autonomous driving system may determine information such as vehicle driving torque and vehicle braking torque.

[0203] For example, a vehicle may include an in-vehicle infotainment (IVI) system to facilitate interaction between the vehicle and a user. For example, the IVI may obtain user voice instructions through voice interaction. In another example, the IVI may obtain user instructions by detecting user input on a central control screen. In another example, the IVI may obtain user instructions by detecting user input on physical / virtual buttons / keys.

[0204] For example, the vehicle can learn the user's driving intentions based on accelerator pedal depression information and / or brake pedal depression information.

[0205] The process of controlling braking of a vehicle will now be described with reference to Fig. 12. For example, Fig. 12 is a diagram of a process of controlling braking of a vehicle according to one embodiment of the present application.

[0206] For example, a vehicle may support multiple pedal operation modes, such as a single pedal mode and a dual pedal mode. For example, when the vehicle is in the dual pedal mode, the VDC and / or the IPB may control the vehicle to brake based on brake pedal position information, or the VDC may control the vehicle's drive mechanism to operate based on accelerator pedal information. For example, when the vehicle is in the single pedal mode, the VDC may control the motor to drive the vehicle or perform vehicle braking based on accelerator pedal position information. In another example, in the dual pedal mode, the IPB may send target torque feedback to the VDC to instruct the VDC to perform energy regeneration based on the brake pedal position. In the single pedal mode, the IPB may not send target torque feedback to the VDC, or the VDC may not respond after receiving the target torque feedback.

[0207] For example, if the IVI detects that the user has selected a pedal operation mode for the vehicle, the IVI can indicate to the user the functionality of the single pedal mode to avoid erroneous selection by the user. The IVI can send instruction information to the VDC to indicate the pedal operation mode selected by the user.

[0208] For example, the VDC controls the vehicle to enter single-pedal mode or dual-pedal mode based on the pedal operation mode selected by the user. When the vehicle is in single-pedal mode, the VDC can determine the driver's driving intention based on accelerator pedal opening information. If it is determined that the driver intends to brake, the VDC determines a required braking torque based on the driving mode and determines whether the motor output torque can satisfy the required braking torque. If the motor output torque is equal to or less than the required braking torque, the VDC can send instruction information to the IPB to instruct the IPB to control the hydraulic braking mechanism to operate.

[0209] In one embodiment, the VDC can send a hydraulic brake status request to the IPB to request the IPB to obtain the operating status of the hydraulic braking system, and the IPB can correspondingly send hydraulic brake availability status feedback information to the VDC based on the hydraulic brake status request to feedback the availability status of the hydraulic braking system.

[0210] In another embodiment, the VDC may determine a hydraulic braking torque required to satisfy a vehicle braking request based on the required braking torque and the motor output torque, and transmit a target hydraulic braking torque required to satisfy the required braking torque to the IPB. Correspondingly, the IPB may receive the hydraulic braking torque and control the hydraulic braking mechanism to operate based on the hydraulic braking torque. For example, the IPB may use the hydraulic braking mechanism to perform the braking process of Phase 2 shown in FIG. 9 or 10.

[0211] In other embodiments, the IPB may obtain the actual braking torque applied by the hydraulic braking mechanism during the braking process and feed that braking torque back to the VDC, which may adjust the hydraulic braking torque needed to meet the braking demand and sent to the IPB based on the braking torque, thereby implementing closed-loop control over the hydraulic braking and implementing a continuum of vehicle deceleration.

[0212] In other embodiments, the IPB may obtain information such as the pedal operation mode, the target motor control torque, and the actual motor torque to determine whether the information indicated by the VDC is appropriate. For example, the IPB may determine whether the hydraulic braking torque indicated by the VDC is appropriate based on that information. In another example, the IPB may obtain available motor feedback torque to learn limit information for the motor in use. In another example, the IPB may obtain information from the VDC or from another controller using the vehicle's internal circuitry.

[0213] For example, if the vehicle speed is equal to or less than a first threshold, the VDC may send a vehicle parking request to the IPB. In response, the IPB may perform parking control based on the parking request. For example, the VDC may smoothly transfer the current motor output torque to the first reverse travel prevention characteristic torque, determine a hydraulic braking torque based on the requested braking torque, and separately instruct the MCU and the IPB of the corresponding torque to implement the braking process of phase 4 of FIG. 9 or 10 . As another example, after determining that the vehicle is parked, the IPB may control the hydraulic braking mechanism to perform hydraulic hold for a preset period or enable an electric park brake (EPB) function after a trigger condition for the EPB function is satisfied, thereby implementing the stopping state of phase 5 and / or phase 6 of FIG. 9 or 10 . As another example, after determining that the vehicle's parking brake function is enabled, the IPB may set the hydraulic braking torque to 0, thereby implementing the stopping state of phase 7 of FIG. 9 or 10 .

[0214] For example, the method 300 shown in FIG. 3 may be implemented or extended according to the embodiments of FIGS.

[0215] Next, a control method when the operation of the braking mechanism is limited will be described with reference to Figures 13 and 14. The method shown in Figures 13 and 14 may be understood as an extension of the method 300 shown in Figure 3.

[0216] For example, Figure 13 is a schematic flowchart of another control method according to an embodiment of the present application. Method 1100 can be applied to a vehicle with only one electric braking mechanism. For example, the electric braking mechanism includes a motor 1, and the motor 1 is controlled by an MCU 1. Method 1100 may include the following steps:

[0217] S1102: Energy regeneration power information is acquired.

[0218] For example, the energy regenerative power may be determined based on the vehicle's battery regenerative power, motor regenerative power, and power consumption of the power consumption device. For example, the energy regenerative power may be the minimum value of the motor regenerative power and the difference between the battery regenerative power and the power consumption of the power consumption device, and the minimum value can be expressed as energy regenerative power = min (battery regenerative power - power consumption of the power consumption device, and motor regenerative power).

[0219] In some possible implementations, since in a practical scenario there may be many power consuming devices in a vehicle, in order to simplify the calculation of the energy regeneration power, only the power consumption of the power consuming devices may be considered when determining the power consumption of the power consuming devices. In one embodiment, the power consumption of the power consuming devices with low power consumption may be ignored, or the power consumption may be estimated based on a preset value.

[0220] S1104: The motor output torque is determined.

[0221] For example, if the energy regeneration function is not limited, the motor output torque may be determined based on gradient information and accelerator pedal opening information.

[0222] For example, the energy regeneration torque may be determined based on the energy regeneration power.

[0223] In one embodiment, the energy regenerative torque may be determined based on the energy regenerative power, the vehicle mass, and the vehicle load, for example, energy regenerative torque = energy regenerative power / (vehicle mass + vehicle load).

[0224] In another embodiment, when the vehicle load is small, the energy regenerative torque may be determined based on the energy regenerative power and the vehicle mass, for example, energy regenerative torque = energy regenerative power / vehicle mass.

[0225] In other embodiments, a certain safety margin may be considered when determining the energy regenerative torque. For example, energy regenerative torque = (energy regenerative power - preset margin) / vehicle mass. In other embodiments, energy regenerative torque = preset coefficient x energy regenerative power / vehicle mass, where the preset coefficient may be any value between 0 and 1.

[0226] For example, if the torque that can be provided by the electric braking mechanism can meet the braking torque demand of the vehicle, only the electric braking mechanism may be operated.

[0227] In one embodiment, if the vehicle speed is greater than a second threshold, it may be determined that the torque that can be provided by the electric braking mechanism when energy regeneration is not limited can satisfy the required braking torque. If energy regeneration is limited, it may be determined whether the energy regeneration torque can satisfy the required braking torque. For example, in phase 1 shown in Figure 9 or 10, the electric braking mechanism may be controlled to operate based on the minimum value of the energy regeneration torque and the required braking torque, which can be expressed as motor output torque = min (required braking torque, energy regeneration torque).

[0228] In another embodiment, when the vehicle speed is equal to or less than the second threshold and energy regeneration is not limited, the electric braking mechanism and the hydraulic braking mechanism may be combined to brake the vehicle. When energy regeneration is limited, the motor output torque may be determined based on gradient information, accelerator pedal information, and energy regeneration power information. For example, the electric braking mechanism may be controlled to operate based on the minimum value of the target motor output power #1 determined based on the gradient information and accelerator pedal information and the energy regeneration torque. This minimum value can be expressed as motor output torque = min (target motor output power #1, energy regeneration torque).

[0229] S1106: Control to activate the electric braking mechanism.

[0230] For example, the VDC can instruct the MCU on the motor output torque, and the MCU can control the motor 1 to operate based on the motor output torque.

[0231] S1108: Determine whether the hydraulic braking system needs to be controlled to operate.

[0232] For example, the vehicle speed is greater than the second threshold value.

[0233] In one embodiment, if the energy regeneration torque is greater than or equal to the required braking torque, it may be assumed that the electric braking mechanism can meet the required braking torque even when energy regeneration is limited, and there is no need to operate the hydraulic braking system.

[0234] In another embodiment, if the energy regeneration torque is less than the required braking torque, it is considered that the electric braking mechanism cannot satisfy the required braking torque due to the effect of limited energy regeneration, and the hydraulic braking mechanism may be combined to control the braking of the vehicle, and then step S1110 may be executed. For example, the hydraulic braking torque #1 may be equal to the difference between the required braking torque and the energy regeneration torque, and the hydraulic braking mechanism may be controlled to operate based on the hydraulic braking torque #1.

[0235] For example, the vehicle speed is lower than the second threshold value.

[0236] In one embodiment, if the energy regeneration torque is equal to or greater than the target motor output power #1, the electric braking mechanism may be considered capable of implementing the target motor output power #1 assigned to the electric braking mechanism even when energy regeneration is limited. The hydraulic braking torque #2 assigned to the hydraulic braking mechanism may be equal to the difference between the requested braking torque and the target motor output power #1. In such a case, step S1110 may be executed.

[0237] In another embodiment, if the energy regeneration torque is less than the target motor output power #1, the torque allocated to the hydraulic braking mechanism must be greater than the hydraulic braking torque #2 to satisfy the braking demand. For example, the hydraulic braking torque allocated to the hydraulic braking mechanism may be equal to the difference between the demand braking torque and the energy regeneration torque. In such a case, step S1110 may be executed.

[0238] Optionally, in S1110, a hydraulic braking system is controlled to be activated.

[0239] For example, the VDC may indicate to the IPB the torque to be allocated to the hydraulic braking mechanism, and the IPB may control the actuation of the hydraulic braking system based on the torque.

[0240] Step S1106 and steps S1108 and S1110 may be executed simultaneously, or step S1106 may be executed first, or step S1108 may be executed first, but this is not limited to the embodiment of the present application.

[0241] Optionally, in S1112, the torque allocated to the hydraulic braking mechanism is adjusted based on the operating state of the electric braking mechanism.

[0242] For example, the VDC may determine the actual braking torque of the motor 1. If the difference between the actual braking torque and the motor output torque indicated by the VDC is equal to or greater than a preset threshold (e.g., 200 Nm or 300 Nm) and for a period longer than a preset period (e.g., 200 ms or 300 ms), the motor 1 may be deemed unable to meet the current target motor output torque. In this case, the operating state of the motor 1 and the required braking torque may be used to control the hydraulic braking mechanism to operate.

[0243] Optionally, in S1114, it is determined that the requested braking torque is the sum of the hydraulic braking torque and the motor output torque.

[0244] For example, the IPB may acquire the required braking torque and the motor output torque through the vehicle's internal circuitry and determine that the required braking torque is the sum of the hydraulic braking torque and the motor output torque, thereby ensuring that the expected braking effect is achieved.

[0245] Optionally, the user may be notified that the single pedal functionality is limited if the hydraulic braking mechanism fails or if the actual braking torque of the hydraulic braking mechanism fails to reach the hydraulic braking torque assigned to the IPB by the VDC within a preset period of time.

[0246] For example, Figure 14 is a schematic flowchart of another control method according to an embodiment of the present application. Method 1200 can be applied to a vehicle including multiple electric braking mechanisms. The multiple electric braking mechanisms include Motor 1 and Motor 2, and Motor 1 and Motor 2 may be controlled by different motor control units. For example, Motor 1 is controlled by MCU 1, and Motor 2 is controlled by MCU 2. Method 1200 may include the following steps:

[0247] S1202: Energy regeneration power information is acquired.

[0248] For example, the energy regeneration power can be determined based on the battery regeneration power, the power consumption of the power consumption device, the regeneration power of the motor 1, and the regeneration power of the motor 2.

[0249] S1204: The total output torque of the first electric braking mechanism and the second electric braking mechanism is determined.

[0250] For example, when the energy regeneration function is not limited, the total output torque of the first electric braking mechanism and the second electric braking mechanism can be determined based on gradient information and accelerator pedal opening information.

[0251] For example, if the torque that the first electric braking mechanism and / or the second electric braking mechanism can provide can satisfy the required braking torque of the vehicle, only the first electric braking mechanism or the second electric braking mechanism may be operated, or both the first electric braking mechanism and the second electric braking mechanism may be operated.

[0252] In one embodiment, when the vehicle speed is greater than a second threshold, it may be considered that the total torque that can be provided by the first electric braking mechanism and the second electric braking mechanism can satisfy the required braking torque. When energy regeneration is limited, the minimum value of the energy regeneration torque and the required braking torque can be used as the total output torque of the first electric braking mechanism and the second electric braking mechanism (which may be abbreviated as the total output torque of the electric braking mechanism) to control the operation of the first electric braking mechanism and the second electric braking mechanism.

[0253] In another embodiment, when the vehicle speed is equal to or less than the second threshold and the energy regeneration function is not limited, the total output torque of the electric braking mechanism can be determined based on accelerator pedal opening information and gradient information, and the electric braking mechanism can be operated in combination with the hydraulic braking mechanism. When energy regeneration is limited, the minimum value of the energy regeneration torque of the electric braking mechanism, determined based on gradient information and accelerator pedal information, and the total output torque may be used as the total output torque for controlling the operation of the electric braking mechanism.

[0254] S1206: The first motor output torque is allocated to the first electric braking mechanism.

[0255] S1208: The second motor output torque is allocated to the second electric braking mechanism.

[0256] For example, the first motor output torque may be allocated to the first electric braking mechanism and the second motor output torque may be allocated to the second electric braking mechanism based on a total output torque of the electric braking mechanisms, the total output torque being equal to the sum of the first electric braking torque and the second electric braking torque.

[0257] For example, the allocation may be performed according to preset conditions, which may be set during the vehicle development process or may be determined based on user instruction information.

[0258] S1210: The first motor output torque and the second motor output torque are dynamically allocated.

[0259] For example, if the actual braking torque of the first electric braking mechanism or the second electric braking mechanism cannot meet the target braking torque assigned to the first electric braking mechanism or the second electric braking mechanism, the first motor output torque and the second motor output torque may be dynamically adjusted based on the total output torque.

[0260] Optionally, in S1212, it is determined whether the hydraulic braking system needs to be controlled to operate.

[0261] For example, if the total output torque cannot meet the required braking torque, it may be determined that the hydraulic braking system needs to be controlled to operate. The torque allocated to the hydraulic braking system may be determined based on the required braking torque.

[0262] Step S1204 and step S1212 may be performed simultaneously, step S1204 may be performed first, or step S1212 may be performed first, which is not limited to the embodiment of the present application.

[0263] Optionally, in S1214, a hydraulic braking mechanism is controlled to be activated.

[0264] Optionally, in S1216, the torque allocated to the hydraulic braking mechanism is adjusted based on the operating state of the electric braking mechanism.

[0265] Optionally, in S1218, it is determined that the requested braking torque is the sum of the hydraulic braking torque and the motor output torque.

[0266] For example, steps S1110 to S1114 are referred to for steps S1214 to S1218.

[0267] The method provided in the embodiment of the present application has been described in detail above with reference to Figures 3 to 14. The device provided in the embodiment of the present application has been described in detail above with reference to Figures 15 and 16. The description of the device embodiment corresponds to the description of the method embodiment. Therefore, for content not described in detail, reference is made to the aforementioned method embodiment.

[0268] 15 is a block diagram of a control device 1500 (hereinafter abbreviated as device 1500) according to an embodiment of the present application. The device may include an acquisition unit 1510 and a processing unit 1520.

[0269] The device 1500 may include units for performing any of the methods of Figures 3 to 14, and the units of the device 1500 may be configured to perform the corresponding steps in any one of the method embodiments of Figures 3 to 14.

[0270] When the device 1500 is configured to perform the method 300 of FIG. 3, the acquisition unit 1510 may be configured to perform step S310 of the method 300, and the processing unit 1520 may be configured to perform steps S320 and S330 of the method 300.

[0271] Specifically, the acquisition unit 1510 may be configured to acquire accelerator pedal opening information and gradient information of the vehicle, and the processing unit 1520 may be configured to determine a motor output torque based on the accelerator pedal opening information and the gradient information, and to determine a first hydraulic braking torque based on the required braking torque and the motor output torque.

[0272] In one embodiment, the control module 210 shown in Figure 2 may include the device 1500, and the vehicle may be the intelligent driving device 100 shown in Figure 1. In another embodiment, the device 1500 may be a vehicle domain controller, or may be a chip, processing circuit, etc. included in the vehicle domain controller.

[0273] Optionally, the motor output torque includes an energy regeneration torque and a gradient compensation torque. The processing unit 1520 may be configured to determine the energy regeneration torque based on accelerator pedal position information and vehicle speed information, and to determine the gradient compensation torque based on gradient information.

[0274] Optionally, the processing unit 1520 may be configured to determine a slope compensation torque based on the slope information and the vehicle speed information.

[0275] Optionally, the obtaining unit 1510 may be further configured to obtain a first anti-reverse driving characteristic torque, where the first anti-reverse driving characteristic torque is a torque required to prevent the vehicle from driving in the wrong direction when the vehicle is parked. The obtaining unit 1520 may be configured to determine a gradient compensation torque based on the gradient information when the vehicle speed is equal to or greater than a first threshold, or to determine a gradient compensation torque based on the gradient information and the first anti-reverse driving characteristic torque when the vehicle speed is less than the first threshold.

[0276] Optionally, the processing unit 1520 is configured to determine a fluctuation relationship between the gradient compensation torque and the vehicle speed based on a first gradient compensation characteristic torque and a first reverse running prevention characteristic torque, where the first gradient compensation characteristic torque is a gradient compensation torque required when the vehicle speed of the vehicle is equal to a first threshold value, and to determine the gradient compensation torque based on the vehicle speed information and the fluctuation relationship between the gradient compensation torque and the vehicle speed when the vehicle speed is less than the first threshold value.

[0277] Optionally, the obtaining unit 1510 may be further configured to obtain energy regenerative power information. The processing unit 1520 may be configured to determine an energy regenerative torque based on the accelerator pedal opening information, the vehicle speed information, and the energy regenerative power information.

[0278] Optionally, the vehicle includes a first electric braking mechanism and a second electric braking mechanism, and the processing unit 1520 allocates a first motor output torque to the first electric braking mechanism and allocates a second motor output torque to the second electric braking mechanism based on the motor output torque; The motor control device may be further configured to adjust the first motor output torque allocated to the first electric braking mechanism and adjust the second motor output torque allocated to the second electric braking mechanism based on operating conditions of the first motor output torque and the second motor output torque.

[0279] Optionally, the vehicle includes a hydraulic braking system. The processing unit 1520 may be further configured to control braking of the vehicle based on the first hydraulic braking torque and the hydraulic braking system.

[0280] Optionally, the obtaining unit 1510 may be further configured to obtain a first braking torque, where the first braking torque is a braking torque applied to the vehicle by the hydraulic braking system, and the processing unit 1520 may be configured to control braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque and the first braking torque.

[0281] Optionally, the processing unit 1520 may be further configured to determine the desired braking torque based on a driving mode of the vehicle and / or user instruction information.

[0282] Optionally, the processing unit 1520 may be further configured to: control braking of the vehicle based on the motor output torque and the first hydraulic braking torque when the accelerator pedal opening is equal to or less than a preset threshold, until the vehicle comes to a standstill, and set the motor output torque to 0 when the period during which the vehicle is in a standstill is equal to or greater than the first period.

[0283] Optionally, the processing unit 1520 may be further configured to enable the parking brake function and set the first hydraulic brake torque to zero when the period of time that the vehicle is stationary is equal to or greater than a second period of time, the second period of time being longer than the first period of time.

[0284] Optionally, the processing unit 1520 may be further configured to determine a varying relationship between the motor output torque and the vehicle speed based on the gradient information.

[0285] It should be understood that the division into units in the above-mentioned device is merely a logical division of functions. During actual implementation, all or some of the units may be integrated into one physical entity or physically separated. All the units of the above-mentioned device may be implemented in the form of software executed by a processor, or in the form of hardware circuits, or some units may be implemented in the form of software executed by a processor and the remaining units may be implemented in the form of hardware circuits.

[0286] In a specific embodiment, the acquisition unit 1510 may be implemented by at least one transceiver or transceiver-related circuitry, and the processing unit 1520 may be implemented by at least one processor or processor-related circuitry. For example, the one or more processors may determine the motor output torque based on accelerator pedal opening information and gradient information. For example, the one or more processors may determine the first hydraulic braking torque based on the motor output torque and the required braking torque. For example, in a specific embodiment, the device 1500 may belong to the control module 210 shown in FIG. 2 , or may be located in the intelligent driving device 100 (e.g., the intelligent driving device 100 may be a vehicle), or may be an in-vehicle information device or other in-vehicle terminal located in the vehicle. For example, in a specific embodiment, the device 1500 may be a processor or chip located in the in-vehicle information device, or a processor or chip located in the other in-vehicle terminal. In another embodiment, the intelligent driving device shown in FIG. 1 is a vehicle, and the device 1500 may be the computing platform 150 shown in FIG.

[0287] 16 is a block diagram of another control device 2000 (hereinafter abbreviated as device 2000) according to an embodiment of the present application. The device 2000 may include a processor 2010, an interface circuit 2020, and a memory 2030. The processor 2010, the interface circuit 2020, and the memory 2030 are connected via an internal connection path. The memory 2030 is configured to store instructions. The processor 2010 is configured to execute the instructions stored in the memory 2030 and receive / transmit some parameters via the interface circuit 2020. Optionally, the memory 2030 may be coupled to the processor 2010 via an interface or may be integrated with the processor 2010.

[0288] In one embodiment, the device 2000 may be located in a vehicle. In another embodiment, the device 2000 may be located on the computing platform 150 shown in Figure 1. In another embodiment, the device 2000 may belong to the control module 210 shown in Figure 2.

[0289] It should be noted that the interface circuitry 2020 may include, but is not limited to, transceiver equipment such as an input / output interface to facilitate communication between the device 2000 and other devices or communication networks.

[0290] The interface circuit 2020 may be configured to realize communication between the device 2000 and other devices or communication networks. For example, information collected by a sensor may be obtained through the interface circuit 2020, and an executive device of the vehicle may be controlled to perform a corresponding operation.

[0291] An embodiment of the present application further provides a computer program product, which includes computer program code that, when executed on a computer, enables the computer to perform any one of the methods and possible implementations of the methods of Figures 3 to 14.

[0292] An embodiment of the present application further provides a computer-readable storage medium, which stores program code or instructions, which, when executed by a processor of a computer, enable the processor to perform any one of the methods and possible implementations of the methods of Figures 3-14.

[0293] An embodiment of the present application further provides a chip, which includes a circuit configured to perform any one of the methods of FIGS. 3-14 and possible implementations of the methods.

[0294] The embodiment of the present application further provides a vehicle, which includes the device 1500 or the device 2000.

[0295] For the purpose of convenience and concise description, the detailed operating processes and advantageous effects of the aforementioned systems, devices and units can be clearly understood by those skilled in the art by referring to the corresponding processes in the aforementioned method embodiments, and the details will not be described again here.

[0296] The terms used in the embodiments of the present application are merely for the purpose of describing particular embodiments and are not intended to limit the present application. As used in this specification and the appended claims, the terms "one," "a," "the," "the foregoing," and "this" are intended to include expressions such as "one or more," unless the context clearly dictates otherwise. It should be further understood that in the embodiments of the present application, "at least one" and "one or more" refer to one, two, or more. The term "and / or" is used to describe an association relationship between associated objects and indicate that three relationships may exist. For example, A and / or B may represent the following cases: only A is present, A and both are present, and only B is present, where A and B may be singular or plural. The character " / " generally indicates an "or" relationship between associated objects.

[0297] In combination with the examples described in the embodiments disclosed herein, those skilled in the art may recognize that the units and algorithms can be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether a function is performed by hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but the implementation should not be considered to go beyond the scope of the present application.

[0298] For the purpose of convenience and concise description, the detailed operating processes of the aforementioned systems, devices and units may be clearly understood by those skilled in the art by referring to the corresponding processes in the aforementioned method embodiments, and the details will not be described again here.

[0299] In some embodiments provided herein, it should be understood that the disclosed systems, devices, and methods may be implemented in other ways. For example, the described device embodiments are merely examples. For example, the division into units is merely a logical functional division, and other divisions may occur during actual implementation. For example, multiple units or components may be combined or integrated into another system, or some functions may be omitted or not performed. Furthermore, the shown or discussed mutual couplings or direct couplings or communication connections may be implemented using some interfaces. Indirect couplings or communication connections between devices or units may be implemented in electronic, mechanical, or other forms.

[0300] The units described as separate parts may or may not be physically separated. The parts shown as units may or may not be physical units, and may be located in one place or distributed among multiple network units. Some or all of the units may be selected based on actual requirements to achieve the purpose of the solution of the embodiment.

[0301] Furthermore, the functional units in the embodiments of the present application may be integrated into one processing unit, each of the units may exist physically alone, or two or more units may be integrated into one unit.

[0302] When a function is implemented in the form of a software functional unit and sold or used as an independent product, the function may be stored in a computer-readable storage medium. Based on this understanding, essentially, the technical solution of the present application, or a portion contributing to the prior art, or all or a portion of the technical solution may be implemented in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for instructing a computing device (which may be a personal computer, a server, a network device, etc.) to execute all or a portion of the steps of the method described in the embodiments of the present application. The aforementioned storage medium includes any medium capable of storing program code, such as a USB flash drive, a removable hard disk drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0303] The above description is merely a specific implementation of the present application and is not intended to limit the scope of protection of the present application. Any modifications or replacements that are readily conceived by those skilled in the art within the technical scope disclosed in the present application should be embraced within the scope of protection of the present application. Therefore, the scope of protection of the present application should be subject to the scope of protection of the claims.

Claims

1. A control method comprising: acquiring accelerator pedal opening information and gradient information of a vehicle; determining a motor output torque based on the accelerator pedal opening information and the gradient information; determining a first hydraulic braking torque based on a required braking torque and the motor output torque; A method comprising:

2. the motor output torque includes an energy regeneration torque and a gradient compensation torque; determining a motor output torque based on the accelerator pedal opening information and the gradient information, determining the energy regeneration torque based on accelerator pedal opening information and vehicle speed information; determining the gradient compensation torque based on the gradient information; The method of claim 1 , comprising:

3. The method of claim 2 , wherein determining the gradient compensation torque based on the gradient information comprises determining the gradient compensation torque based on the gradient information and the vehicle speed information.

4. The method comprises: The method further includes a step of obtaining a first reverse-running prevention characteristic torque, the first reverse-running prevention characteristic torque being a torque required to prevent the vehicle from running in the wrong direction when the vehicle is parked; determining the gradient compensation torque based on the gradient information, determining the gradient compensation torque based on the gradient information when the vehicle speed is equal to or greater than a first threshold; or determining the gradient compensation torque based on the gradient information and the first reverse-running prevention characteristic torque when the vehicle speed is less than the first threshold value; The method of claim 2 or 3, comprising:

5. The step of determining the gradient compensation torque based on the gradient information and the first reverse running prevention characteristic torque when the vehicle speed is less than the first threshold value includes: determining a variation relationship between the gradient compensation torque and the vehicle speed based on a first gradient compensation characteristic torque and the first reverse running prevention characteristic torque, the first gradient compensation characteristic torque being a gradient compensation torque required when the vehicle speed is equal to the first threshold value; determining the gradient compensation torque based on the vehicle speed information and a variation relationship between the gradient compensation torque and the vehicle speed when the vehicle speed is less than the first threshold value; The method of claim 4, comprising:

6. The method comprises: obtaining energy regeneration power information; The step of determining the energy regeneration torque based on accelerator pedal opening information and vehicle speed information includes: The method according to any one of claims 2 to 5, further comprising the step of determining the energy regeneration torque based on the accelerator pedal opening information, the vehicle speed information, and the energy regeneration power information.

7. The vehicle includes a first electric braking mechanism and a second electric braking mechanism, and the method includes: allocating a first motor output torque to the first electric braking mechanism and a second motor output torque to the second electric braking mechanism based on the motor output torque; adjusting the first motor output torque allocated to the first electric braking mechanism and adjusting the second motor output torque allocated to the second electric braking mechanism based on operating conditions of the first motor output torque and the second motor output torque; The method of any one of claims 2 to 6, further comprising:

8. the vehicle includes a hydraulic braking system, and the method comprises: controlling braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque; The method of any one of claims 1 to 7, further comprising:

9. The method comprises: determining the required braking torque based on an operating mode of the vehicle and / or user-instructed information; The method of any one of claims 1 to 8, further comprising:

10. The method comprises: When the accelerator pedal depression degree is equal to or less than a preset threshold value, controlling braking of the vehicle based on the motor output torque and the first hydraulic braking torque until the vehicle comes to a stop; setting the motor output torque to 0 when the period during which the vehicle is in the stopped state is equal to or longer than a first period; The method of any one of claims 1 to 9, further comprising:

11. The method comprises: enabling a parking brake function and setting the first hydraulic brake torque to zero when the period of time during which the vehicle is in the stationary state is equal to or greater than a second period, the second period being longer than the first period; The method of claim 10 further comprising:

12. A control device, the device comprising: an acquisition unit configured to acquire accelerator pedal opening information and gradient information of a vehicle; a processing unit configured to determine a motor output torque based on the accelerator pedal opening information and the gradient information, and to determine a first hydraulic brake torque based on a required brake torque and the motor output torque; Equipment including.

13. the motor output torque includes an energy regeneration torque and a gradient compensation torque; The apparatus of claim 12 , wherein the processing unit is configured to determine the energy regeneration torque based on the accelerator pedal position information and vehicle speed information, and to determine the gradient compensation torque based on the gradient information.

14. The apparatus of claim 13 , wherein the processing unit is configured to determine the slope compensation torque based on the slope information and the vehicle speed information.

15. The acquisition unit: The vehicle is further configured to acquire a first reverse-travel prevention characteristic torque, the first reverse-travel prevention characteristic torque being a torque required to prevent the vehicle from traveling in the wrong direction when the vehicle is parked; The processing unit determining the gradient compensation torque based on the gradient information when the vehicle speed is equal to or greater than a first threshold value; or determining the gradient compensation torque based on the gradient information and the first reverse-running prevention characteristic torque when the vehicle speed is less than the first threshold value; 15. The apparatus of claim 13 or 14, further configured to:

16. The processing unit determining a fluctuation relationship between the gradient compensation torque and the vehicle speed based on a first gradient compensation characteristic torque and the first reverse running prevention characteristic torque, the first gradient compensation characteristic torque being a gradient compensation torque required when the vehicle speed is equal to the first threshold value; When the vehicle speed is less than the first threshold value, the gradient compensation torque is determined based on the vehicle speed information and a fluctuation relationship between the gradient compensation torque and the vehicle speed.

16. The device of claim 15, configured to:

17. The obtaining unit is further configured to obtain energy regeneration power information; The device according to any one of claims 13 to 16, wherein the processing unit is configured to determine the energy regeneration torque based on the accelerator pedal opening information, the vehicle speed information, and the energy regeneration power information.

18. The vehicle includes a first electric braking mechanism and a second electric braking mechanism, and the processing unit allocating a first motor output torque to the first electric braking mechanism and a second motor output torque to the second electric braking mechanism based on the motor output torque; adjusting the first motor output torque allocated to the first electric braking mechanism and adjusting the second motor output torque allocated to the second electric braking mechanism based on operating conditions of the first motor output torque and the second motor output torque; 18. The apparatus of any one of claims 13 to 17, further configured to:

19. the vehicle includes a hydraulic braking system; The apparatus of any one of claims 12 to 18, wherein the processing unit is further configured to control braking of the vehicle via the hydraulic braking system based on the first hydraulic braking torque.

20. The apparatus of any one of claims 12 to 19, wherein the processing unit is further configured to determine the required braking torque based on an operating mode of the vehicle and / or user instruction information.

21. The processing unit when the accelerator pedal depression degree is equal to or less than a preset threshold value, controlling braking of the vehicle based on the motor output torque and the first hydraulic braking torque until the vehicle comes to a stop; When the period during which the vehicle is in the stopped state is equal to or longer than a first period, the motor output torque is set to 0.

21. The apparatus of any one of claims 12 to 20, further configured to:

22. 22. The apparatus of claim 21, wherein the processing unit is further configured to enable a park brake function and set the first hydraulic brake torque to zero when the vehicle remains in the stationary state for a period of time greater than or equal to a second period of time, the second period of time being greater than the first period of time.

23. A device, a memory configured to store a computer program; a processor configured to execute the computer program stored in the memory to enable the device to perform the method of any one of claims 1 to 11; Equipment including.

24. A vehicle comprising a device according to any one of claims 12 to 23.

25. A computer-readable storage medium storing a computer program, the computer program performing the method of any one of claims 1 to 11 when executed by a computer.

26. A computer program product, the computer program product including computer program code, the computer program code executing the control method according to any one of claims 1 to 11 when executed on a computer.

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