Vehicle braking control method and apparatus, and vehicle

Abstract

Disclosed are a vehicle braking control method and apparatus, and a vehicle. The method comprises: acquiring brake pedal information of a vehicle, wherein the brake pedal information is used for representing the working state of a brake pedal of the vehicle; determining braking demand information of a driving object of the vehicle on the basis of the brake pedal information, wherein the braking demand information is used for representing whether the braking demand of the driving object on the vehicle is urgent; determining a friction braking assistance parameter matching the braking demand information; adjusting initial braking demand torque to regenerative braking demand torque and friction braking demand torque on the basis of the friction braking assistance parameter of the brake pedal, wherein the initial braking demand torque is obtained on the basis of travel information of the brake pedal; and on the basis of the regenerative braking demand torque and the friction braking demand torque, controlling the vehicle to brake.

Description

Vehicle braking control method, device and vehicle

[0001] Cross-reference

[0002] This disclosure claims priority to a Chinese patent application filed with the Patent Office of China on September 1, 2023, with application number 2023111276989 and invention name “Vehicle braking control method, device and vehicle”, the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the field of vehicles, and in particular, to a vehicle braking control method, a vehicle braking control device, and a vehicle. Background Art

[0004] Currently, most vehicles use decoupled regenerative braking systems. Decoupled regenerative braking is usually initiated by the braking system, and multiple signals, such as the motor's regenerative braking demand and motor regenerative capacity, are exchanged with the vehicle control unit (VCU). For electric four-wheel drive systems, the multiple signal exchange logic is complex due to the torque distribution between the front and rear axles of the electric four-wheel drive. Furthermore, the VCU is limited in its functional allocation and mainly focuses on response control. This results in regenerative braking with long delays, slow responses, and poor kinetic energy recovery, resulting in an inability to properly distribute the vehicle's braking torque.

[0005] Currently, no effective solution has been proposed to the above-mentioned problem of being unable to reasonably distribute the braking torque of the vehicle.

[0006] Summary of the Invention

[0007] The embodiments of the present disclosure provide a vehicle braking control method, device, and vehicle to at least solve the technical problem of being unable to reasonably distribute the braking torque of the vehicle.

[0008] According to one aspect of an embodiment of the present disclosure, a vehicle braking control method is provided. The method may include: obtaining brake pedal information of the vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determining braking demand information of the vehicle's driver based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determining a friction brake assist parameter that matches the braking demand information; adjusting an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controlling the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque.

[0009] Optionally, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate. Based on the brake pedal information, the braking requirement information of the vehicle's driving object is determined, including: matching the brake pedal opening value and the pedal opening threshold, and matching the brake pedal change rate and the pedal change rate threshold to obtain a matching result; based on the matching result, the braking requirement information is determined.

[0010] Optionally, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is greater than a pedal opening threshold, and the brake pedal change rate is greater than a pedal change rate threshold, determining that the braking requirement information is emergency braking requirement information.

[0011] Optionally, determining a friction braking assist parameter that matches the braking requirement information includes: in response to the braking requirement information being emergency braking requirement information, controlling a motor and a hydraulic system in the vehicle to perform braking to obtain a friction braking assist parameter that is a first target value.

[0012] Optionally, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to a pedal opening threshold, and the brake pedal change rate is less than or equal to a pedal change rate threshold, determining that the braking requirement information is non-emergency braking requirement information.

[0013] Optionally, determining a friction braking assist parameter that matches the braking demand information includes any one of the following: in response to the braking demand information being non-emergency braking demand information and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake, and obtaining a friction braking assist parameter that is a first target value; in response to the braking demand information being non-emergency braking demand information and the speed being greater than a first speed threshold and less than a second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being non-emergency braking demand information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold.

[0014] Optionally, based on the friction braking assist parameter of the brake pedal, the initial braking demand torque is adjusted to the regenerative braking demand torque and the friction braking demand torque, including: determining the product of the initial braking demand torque and the friction braking assist parameter as the regenerative braking demand torque, and determining the difference between the initial braking demand torque and the product as the friction braking demand torque.

[0015] Optionally, the vehicle is controlled to brake based on the regenerative braking demand torque and the friction braking demand torque, including: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling a hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0016] According to another aspect of the embodiments of the present disclosure, a vehicle braking control device is also provided. The device may include: an acquisition component configured to acquire brake pedal information of the vehicle, wherein the brake pedal information is configured to represent the working state of the vehicle's brake pedal; a first determination component configured to determine braking demand information of a driver of the vehicle based on the brake pedal information, wherein the braking demand information is configured to represent whether the driver's braking demand for the vehicle is urgent; a second determination component configured to determine a friction braking assist parameter that matches the braking demand information; an adjustment component configured to adjust an initial braking demand torque to a regenerative braking demand torque and a friction braking demand torque based on the friction braking assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and a control component configured to control the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

[0017] According to another aspect of the embodiments of the present disclosure, a vehicle is provided, which is used to execute the vehicle braking control method of the embodiments of the present disclosure.

[0018] According to another aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device containing the computer-readable storage medium is controlled to execute the vehicle braking control method of the present disclosure.

[0019] According to another aspect of an embodiment of the present disclosure of the present invention, an electronic device is also provided, which may include a memory and a processor; the memory is used to store computer-executable instructions, and the processor is used to execute computer-executable instructions. When the above-mentioned computer-executable instructions are executed by the processor, the vehicle braking control method of the embodiment of the present disclosure is executed.

[0020] According to another aspect of an embodiment of the present disclosure of the present invention, a processor is further provided, which is used to run a program, wherein the vehicle braking control method of the embodiment of the present disclosure is executed when the program is run.

[0021] According to another aspect of an embodiment of the present disclosure, a computer program product is also provided, including a non-volatile computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it performs the steps of the vehicle braking control method of the embodiment of the present disclosure.

[0022] In an embodiment of the present disclosure, vehicle brake pedal information is obtained, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; based on the brake pedal information, braking demand information of the vehicle's driver is determined, wherein the braking demand information represents whether the driver's braking demand for the vehicle is urgent; a friction brake assist parameter matching the braking demand information is determined; based on the friction brake assist parameter of the brake pedal, an initial braking demand torque is adjusted to a regenerative braking demand torque and a friction brake demand torque, wherein the initial braking demand torque is obtained based on brake pedal travel information; and based on the regenerative braking demand torque and the friction brake demand torque, the vehicle is controlled to brake. In other words, the embodiment of the present disclosure determines the braking demand information of the vehicle's driver based on the vehicle's brake pedal information, further determines a friction brake assist parameter matching the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present disclosure and constitute a part of the present disclosure. The exemplary embodiments of the present disclosure and their descriptions are used to explain the present disclosure and do not constitute an improper limitation of the present disclosure. In the drawings:

[0024] FIG1 is a flow chart of a vehicle braking control method according to an embodiment of the present disclosure;

[0025] FIG2 is a schematic diagram of a vehicle braking control system architecture according to an embodiment of the present disclosure;

[0026] FIG3 is a schematic diagram of another vehicle braking control method according to an embodiment of the present disclosure;

[0027] FIG4 is a schematic diagram of a brake torque coordinated control according to an embodiment of the present disclosure;

[0028] FIG5 is a schematic diagram of a coordinated control of regenerative braking torque according to an embodiment of the present disclosure;

[0029] FIG6 is a schematic diagram of a vehicle brake control device according to an embodiment of the present disclosure;

[0030] FIG7 is a schematic structural diagram of a non-volatile storage medium according to an embodiment of the present disclosure;

[0031] FIG8 is a schematic structural diagram of a processor according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present disclosure.

[0033] It should be noted that the terms "first," "second," and the like in the specification and accompanying drawings of the present disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the numbers used in this manner are interchangeable where appropriate so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions, for example, a process, method, system, product, or apparatus comprising a series of steps or components is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products, or apparatus.

[0034] According to an embodiment of the present disclosure, an embodiment of a vehicle braking control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0035] FIG1 is a flow chart of a vehicle braking control method according to an embodiment of the present disclosure. As shown in FIG1 , the method may include the following steps:

[0036] Step S102: Acquire the vehicle's brake pedal information.

[0037] In the technical solution provided in step S102 of the present disclosure, the vehicle's brake pedal information can be obtained. The brake pedal information can be used to represent the working state of the vehicle's brake pedal, and the brake pedal information can at least include the brake pedal opening value, the brake pedal change rate, and the brake pedal travel information.

[0038] Optionally, this embodiment may collect brake pedal information of the brake pedal in real time through a domain controller (Domain Controller Unit, DCU for short), and may obtain the brake pedal information of the vehicle collected by the DCU.

[0039] Step S104: determining the braking requirement information of the driving object of the vehicle based on the brake pedal information.

[0040] In the technical solution provided in step S104 of the present disclosure, braking demand information of the driver of the vehicle can be determined based on the acquired vehicle brake pedal information. The braking demand information can be used to indicate whether the driver's braking demand for the vehicle is urgent. For example, it can be emergency braking demand information, non-emergency braking demand information, etc. This is merely an example and does not impose any specific limitation on the braking demand information.

[0041] Optionally, this embodiment can determine the driver's braking demand information based on the collected brake pedal information. Based on the determined braking demand information, it can be determined whether the driver's braking demand is urgent. When the driver's braking demand is not urgent, one braking system can be controlled to brake the vehicle. When the driver's braking demand is urgent, multiple braking systems can be controlled to brake the vehicle.

[0042] Step S106: Determine friction braking assist parameters that match the braking demand information.

[0043] In the technical solution provided in step S106 of the present disclosure, a friction brake assist parameter matching the braking demand information can be determined based on the determined braking demand information of the driving object. The friction brake assist parameter can be an amplification coefficient of the braking force applied by the brake to the vehicle during friction braking. It can be used to represent the ratio of the braking force generated by the brake under a given braking input to the maximum braking force of the brake itself. It can be represented by λ, for example, λ can be 1. This is for illustration only and does not impose any specific limitation on the value of the friction brake assist parameter.

[0044] Optionally, this embodiment can determine friction brake assist parameters that match the braking demand information based on the determined braking demand information. Based on the determined friction brake assist parameters, the braking torque of multiple braking systems can be distributed to achieve the purpose of efficiently completing the braking control of the vehicle.

[0045] Step S108 : adjusting the initial braking requirement torque to the regenerative braking requirement torque and the friction braking requirement torque based on the friction braking assist parameter of the brake pedal.

[0046] In the technical solution provided in step S108 of the present disclosure, the initial braking demand torque can be adjusted to the regenerative braking demand torque and the friction braking demand torque based on the friction braking assist parameter of the determined brake pedal. The initial braking demand torque can be obtained based on the travel information of the brake pedal and can be expressed as T brake The regenerative braking required torque can be the torque required for the vehicle to perform regenerative braking, which can be expressed as T reg The friction brake required torque can be the torque required in the friction brake system, which can be expressed as T press express.

[0047] Optionally, in this embodiment, when the driver of the vehicle steps on the brake pedal, the brake pedal travel information can be collected in real time by the DCU, the braking intention of the driver's stepping on the brake pedal can be recognized, and the initial braking demand torque T can be estimated based on the brake pedal travel information. brake Based on the determined initial braking demand torque T brake and friction brake assist parameter λ, the initial braking demand torque can be adjusted to the regenerative braking demand torque T reg and friction brake demand torque T press .

[0048] In step S110 , the vehicle is controlled to brake based on the regenerative braking required torque and the friction braking required torque.

[0049] In the technical solution provided in the above step S110 of the present disclosure, the vehicle can be controlled to brake based on the regenerative braking required torque and the friction braking required torque.

[0050] Optionally, this embodiment adopts a braking distribution strategy with regenerative braking as the main and friction braking as the auxiliary, controlling the DCU to distribute braking according to vehicle speed, brake pedal opening value, brake pedal change rate and initial braking demand torque, thereby completing braking control of the vehicle.

[0051] Optionally, this embodiment performs demand torque limitation based on the maximum motor braking torque capacity reported in real time by the motor and the maximum friction braking torque capacity reported in real time by the friction braking system. When the motor regeneration capacity or friction braking capacity is insufficient, the braking torque is maximized through coordinated control of the braking torque to ensure braking safety. The maximum motor braking torque capacity can be expressed as T reg_lmt The maximum friction braking torque capacity can be expressed as T press_lmt express.

[0052] In steps S102 to S110 of the present disclosure, the vehicle's brake pedal information is obtained, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; based on the brake pedal information, the braking demand information of the driver of the vehicle is determined, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; a friction brake assist parameter is determined that matches the braking demand information; based on the friction brake assist parameter of the brake pedal, an initial braking demand torque is adjusted to a regenerative braking demand torque and a friction brake demand torque, wherein the initial braking demand torque is obtained based on brake pedal travel information; and the vehicle is controlled to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, the embodiment of the present disclosure determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of reasonably distributing the vehicle's braking torque and resolving the technical problem of being unable to reasonably distribute the vehicle's braking torque.

[0053] The above method of this embodiment is further introduced below.

[0054] As an optional embodiment, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate. Step S104 determines the braking requirement information of the vehicle's driving object based on the brake pedal information, including: matching the brake pedal opening value and the pedal opening threshold, and matching the brake pedal change rate and the pedal change rate threshold to obtain a matching result; based on the matching result, determines the braking requirement information.

[0055] In this embodiment, the brake pedal information may include the vehicle's brake pedal opening value and brake pedal change rate. Based on the acquired brake pedal information, the brake pedal opening value in the brake pedal information can be matched with a preset pedal opening threshold, and the brake pedal change rate in the brake pedal information can be matched with a preset pedal change rate threshold to obtain a matching result. Braking demand information can be determined based on the determined matching result. The brake pedal opening value can be the angle of the brake pedal when the driver depresses the brake pedal, for example, 20 degrees (°). This is for example only and is not a specific limitation. The brake pedal change rate can be the amount of change in the brake pedal opening per unit time. The pedal opening threshold can be a preset opening threshold based on the actual brake pedal conditions, for example, 40 degrees (°). This is for example only and is not a specific limitation. The pedal change rate threshold can be a preset change rate threshold based on the actual brake pedal conditions.

[0056] As an optional embodiment, braking requirement information is determined based on the matching result, including: in response to the matching result being used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, determining that the braking requirement information is emergency braking requirement information.

[0057] In this embodiment, when the determined matching result is used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, in response to the matching result being used to characterize that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, it can be determined that the braking requirement information is emergency braking requirement information.

[0058] Optionally, this embodiment may pre-set a first pedal opening threshold and a second pedal opening threshold, wherein the first pedal opening threshold is greater than the second pedal opening threshold. When the matching result indicates that the brake pedal opening value is greater than the first pedal opening threshold, the braking request information may be determined to be emergency braking request information. Alternatively, when the matching result indicates that the brake pedal opening value is greater than the second pedal opening threshold and the brake pedal change rate is greater than the pedal change rate threshold, the braking request information may also be determined to be emergency braking request information.

[0059] As an optional embodiment, step S106 determines the friction braking assist parameter that matches the braking demand information, including: in response to the braking demand information being emergency braking demand information, controlling the motor and hydraulic system in the vehicle to brake, and obtaining the friction braking assist parameter as the first target value.

[0060] In this embodiment, when the braking demand information is emergency braking demand information, in response to the braking demand information being emergency braking demand information, the motor and hydraulic system of the vehicle can be controlled to brake, and the friction brake assist parameter can be determined to be a first target value, thereby obtaining a friction brake assist parameter having the first target value. The first target value can be a value pre-set based on the actual braking situation of the vehicle, for example, 1. This is for illustration only and does not impose any specific limitation on the value of the first target value.

[0061] For example, this embodiment determines whether the driving object has emergency braking demand information based on brake assist. When the driving object has emergency braking demand information, the motor and hydraulic brake systems are used to brake simultaneously, and the friction brake assist coefficient λ is determined to be 1.

[0062] As an optional embodiment, based on the matching result, the braking requirement information is determined, including: in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, determining that the braking requirement information is non-emergency braking requirement information.

[0063] In this embodiment, when the matching result is used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, it can be determined that the braking requirement information is non-emergency braking requirement information.

[0064] As an optional embodiment, step S106, determining the friction braking assist parameter that matches the braking demand information, includes any one of the following: in response to the braking demand information being non-emergency braking demand information and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake to obtain a friction braking assist parameter that is a first target value; in response to the braking demand information being non-emergency braking demand information and the speed being greater than a first speed threshold and less than a second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking demand information being non-emergency braking demand information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold.

[0065] In this embodiment, when the braking request information is non-emergency braking request information and the vehicle speed is less than a first speed threshold, in response to the braking request information being non-emergency braking request information and the vehicle speed being less than the first speed threshold, the hydraulic system in the vehicle can be controlled to brake, and a friction brake assist parameter having a first target value can be obtained. When the braking request information is non-emergency braking request information and the vehicle speed is greater than the first speed threshold and less than a second speed threshold, in response to the braking request information being non-emergency braking request information and the vehicle speed being greater than the first speed threshold and less than the second speed threshold, the motor and hydraulic system in the vehicle can be controlled to brake, and the quotient between the difference between the vehicle speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold can be determined as the friction brake assist parameter. When the braking request information is non-emergency braking request information and the vehicle speed is greater than the second speed threshold, in response to the braking request information being non-emergency braking request information and the vehicle speed being greater than the second speed threshold, the motor can be controlled to brake, and the friction brake assist parameter can be determined to be a second target value.

[0066] Optionally, the speed of the vehicle can be the distance traveled by the vehicle in a unit of time, which can be represented by v, and the unit is kilometers per hour (km / h). For example, it can be 60 km / h. This is only an example and does not impose a specific limit on the value of the speed. The first speed threshold can be a speed threshold set in advance according to the actual situation of the vehicle, which can be represented by v. thrsh1 For example, it can be 5km / h. This is just an example and does not impose any specific restrictions on the value of the first speed threshold. The second speed threshold is greater than the first speed threshold. The second speed threshold can be a speed threshold set in advance according to the actual situation of the vehicle. thrsh2 For example, it can be 10 km / h. This is for illustration only and does not impose a specific limitation on the value of the second speed threshold. The second target value is less than the first target value. The second target value can be a value pre-set based on the actual braking situation of the vehicle, for example, it can be 0. This is for illustration only and does not impose a specific limitation on the value of the second target value.

[0067] For example, the first target value is preset to 1 and the second target value is preset to 0. When the braking demand information is non-emergency braking demand information and the vehicle speed v is less than the first speed threshold v thrsh1 , that is, v <v thrsh1 When the braking requirement information is non-emergency braking requirement information and the vehicle speed v is greater than the first speed threshold v thrsh1 Less than the second speed threshold v thrsh2 , that is, v thrsh1 <v<v thrsh2When braking can be jointly completed by regenerative braking and frictional braking, the difference between the vehicle speed v and the first speed threshold v thrsh1 is v–v thrsh1 , and the difference between the second speed threshold v thrsh2 and the first speed threshold v thrsh1 is v thrsh2 –v thrsh1 . Based on the determined differences v–v thrsh1 and v thrsh2 –v thrsh1 , the quotient between the differences can be determined as (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ), and the quotient (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ) is determined as the frictional braking assistance parameter λ, that is, λ=(v–v thrsh1 ) / (v thrsh2 –v thrsh1 ). When the braking demand information is non-emergency braking demand information and the vehicle speed v is greater than the second speed threshold v thrsh2 , that is, v thrsh2 <v, braking can be completed by regenerative braking, and the frictional braking assistance coefficient λ is determined as 0, that is, λ = 0.

[0068] As an optional embodiment, step S108, based on the frictional braking assistance parameter of the brake pedal, adjusting the initial braking demand torque to the regenerative braking demand torque and the frictional braking demand torque includes: determining the product between the initial braking demand torque and the frictional braking assistance parameter as the regenerative braking demand torque, and determining the difference between the initial braking demand torque and the product as the frictional braking demand torque.

[0069] In this embodiment, based on the determined frictional braking assistance parameter, the product between the initial braking demand torque and the frictional braking assistance parameter can be determined as the regenerative braking demand torque, and the difference between the initial braking demand torque and the product can be determined as the frictional braking demand torque.

[0070] Optionally, based on the determined initial braking demand torque T brake and the frictional braking assistance parameter λ, the product between the initial braking demand torque T brake and the frictional braking assistance parameter λ can be determined as the regenerative braking demand torque T reg , that is, T reg =λ×T brake . Based on the product between the determined initial braking demand torque T brake and the frictional braking assistance parameter λ, the initial braking demand torque T brakeThe difference between the product and the friction brake demand torque T press， That is T press =(1-λ)×T brake。

[0071] As an optional embodiment, step S110 controls the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque, including: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling the hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0072] In this embodiment, based on the regenerative braking demand torque and the first distribution coefficient, multiple motors in the vehicle can be controlled to brake, and / or based on the friction braking demand torque and the second distribution coefficient, the hydraulic system in the vehicle can be controlled to brake. The first distribution coefficient can be used to distribute the regenerative braking torque of each motor, which can be u reg denoted by , which can be a regenerative braking torque distribution coefficient. The hydraulic system can be used to control multiple wheels in a vehicle. The second distribution coefficient is used to distribute the friction braking torque to each wheel and can be denoted by u. It can be either a friction braking torque distribution coefficient or an inter-axle torque distribution coefficient.

[0073] Optionally, to maximize regenerative braking energy, this embodiment can allocate braking power to each wheel based on driving conditions and motor performance, ensuring the entire braking system operates at maximum efficiency. Since motor efficiency directly impacts the vehicle's regenerative braking efficiency, motor efficiency can be allocated, adjusting the output torque ratio of each motor to ensure the motor operating point falls within the most efficient operating range, while ensuring the required torque is met. This, in turn, improves the vehicle's regenerative energy recovery.

[0074] Optionally, this embodiment distributes the motor efficiency using the following formula: P=P fl +P fr +P rl +P rr

[0075] Among them, P fl Can be used to indicate the power of the left front motor, P fr Can be used to indicate the power of the right front motor, P rl Can be used to indicate the power of the left rear motor, P rrIt can be used to represent the power of the right rear motor, P can be used to represent the total recovery power of the motor, η can be used to represent the working efficiency of the front and rear axle motors, N fl Can be used to indicate the speed of the left front motor, N rl Can be used to indicate the speed of the left rear motor, T fl Can be used to represent the output torque of the left front motor, T rl Can be used to indicate the output torque of the left rear motor.

[0076] Optionally, due to the output torque T of the left front motor fl and the output torque T of the left rear motor rl It can be expressed by the following formula: fr =T fl =u reg ×T reg / 2 T rr =T rl =(1-u reg )×T reg / 2

[0077] Among them, T fr Can be used to represent the output torque of the right front motor, T rr It can be used to represent the output torque of the right rear motor. Combining the above formula, the regenerative braking torque distribution coefficient u can be calculated reg . Further based on the regenerative braking torque distribution coefficient u reg , the regenerative braking torque of each motor can be distributed. This embodiment can adjust the regenerative braking torque requirements of each front and rear motor according to the regenerative braking capacity of each motor to fully utilize the regenerative braking capacity of the motor.

[0078] Optionally, this embodiment first calculates the friction braking torque distribution coefficient. Since the front and rear wheels lock simultaneously during braking, this is beneficial for both utilizing adhesion conditions and maintaining directional stability during braking. Therefore, to maximize the performance of the braking system, the front and rear axle adhesion coefficients should be as equal as possible during braking to reduce the total utilized adhesion coefficient of the driving and braking wheels and prevent premature locking and skidding of the braking wheels. A dynamic analysis of the vehicle's front and rear axle loads is performed, taking into account vehicle acceleration resistance and slope resistance, while ignoring factors such as air resistance, tire rolling resistance torque, and rotational inertia. The calculation of the front and rear axle loads can be simplified using the following formula:

[0079] Among them, F zf Can be used to express the vertical load on the front axle, F zr It can be used to represent the vertical load on the rear axle, m can be used to represent the mass of the vehicle, g can be used to represent the acceleration of gravity, h gCan be used to represent the center of mass height, a x It can be used to represent braking deceleration, θ can be used to represent the slope angle, a can be used to represent the distance from the front axle to the center of mass, b can be used to represent the distance from the rear axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, and L=a+b.

[0080] Optionally, in order to improve the longitudinal braking stability of the vehicle, the front and rear axle adhesion coefficients should be as equal as possible, that is, the front and rear axle adhesion coefficients can be expressed by the following formula:

[0081] Among them, μ f Can be used to express the front axle adhesion coefficient, μ r Can be used to express the rear axle adhesion coefficient, F xf Can be used to express the horizontal load on the front axle, F xr It can be used to represent the horizontal load on the rear axle. Since the torque distribution coefficient u between the axles can be expressed by the following formula:

[0082] In summary, the inter-axle torque distribution coefficient u can be calculated using the following formula:

[0083] Among them, a can be used to represent the distance from the front axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, g can be used to represent the acceleration of gravity, θ can be used to represent the slope angle, and a x It can be used to represent braking deceleration. Based on the slope and acceleration, the inter-axle torque distribution coefficient u can be obtained. Based on the inter-axle torque distribution coefficient, the braking torque of the left and right wheels of the rear axle can be evenly distributed.

[0084] Optionally, based on the calculated friction brake demand torque T press And the friction braking torque distribution coefficient u, the friction braking torque can be distributed by the following formula: T press_r =u×T brake -T reg_r T press_f =T press -T press_r

[0085] Among them, T press_r Can be used to represent the output torque of the rear wheel, T press_f Can be used to represent the output torque of the front wheel, T reg_r It can be used to indicate the output torque of the rear motor. Output torque of the rear wheel T press_rl Can be used to represent the output torque of the left rear wheel, T press_rr Can be used to indicate the output torque of the right rear wheel and the output torque of the front wheel T press_fl Can be used to represent the output torque of the left front wheel, T press_fr It can be used to represent the output torque of the right front wheel and the output torque of the rear motor T reg_r =T rr +T rl , T rl Can be used to represent the output torque of the left rear motor, T rr This embodiment adjusts the distribution of friction braking torque requirements for each wheel based on the braking capacity of each wheel, making full use of the friction braking capacity of the system as the main principle, and the algorithm is coordinated with the regenerative braking torque.

[0086] This embodiment obtains brake pedal information from a vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determines braking demand information of the driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determines a friction brake assist parameter that matches the braking demand information; adjusts an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, the embodiment of the present disclosure determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque.

[0087] The technical solutions of the embodiments of the present disclosure are illustrated below with reference to preferred implementations.

[0088] Currently, most vehicles utilize decoupled regenerative braking systems. Decoupled regenerative braking is typically initiated by the braking system, which interacts with the VCU to communicate multiple signals, including the motor's regenerative braking requirements and regenerative capacity. For electric four-wheel drive systems, the multiple signal exchange logic is complex due to the torque distribution between the front and rear axles. Furthermore, the VCU, constrained by its functional allocation and primarily focused on response control, results in regenerative braking with long delays, slow responses, and poor kinetic energy recovery. The current regenerative braking control architecture is no longer suitable for vehicles with high fuel economy and drivability requirements, resulting in an inability to properly distribute the vehicle's braking torque.

[0089] As an optional example, a four-wheel drive torque distribution method and device based on vertical load distribution are proposed. However, since this method does not consider the distribution of regenerative braking and friction braking, it is impossible to reasonably distribute the vehicle's braking torque. A regenerative braking control system and method are also proposed. However, since this method does not consider the distribution of regenerative braking and friction braking, it is impossible to reasonably distribute the vehicle's braking torque. A dynamic torque distribution method based on air braking and electric braking of new energy engineering vehicles is also proposed. However, since this method does not fully consider the torque distribution and coordinated control of the front and rear axes, it is impossible to reasonably distribute the vehicle's braking torque.

[0090] To solve the above problems, this embodiment proposes a vehicle braking control method, which is equipped with a control strategy that uses motor braking as the main method and friction braking as the auxiliary method, fully utilizing the rapid response characteristics of the motor system, and using motor regenerative braking to fully recover braking energy while effectively reducing the impact caused by friction braking, thereby comprehensively improving the economy and drivability of the system, thereby achieving the technical effect of reasonably distributing the vehicle's braking torque and solving the technical problem of being unable to reasonably distribute the vehicle's braking torque.

[0091] FIG2 is a schematic diagram of a vehicle braking control system architecture according to an embodiment of the present disclosure. As shown in FIG2 , the vehicle braking control system architecture may include a domain controller 201, a friction control system 202, a left rear motor 203, a right rear motor 204, a left front motor 205, and a right front motor 206. The domain controller 201 obtains the real-time braking torque and wheel speed of the friction control system 202 via the CAN bus, and the real-time motor torque and motor speed of the left rear motor 203, the right rear motor 204, the left front motor 205, and the right front motor 206 via the Controller Area Network (CAN) bus. Based on the obtained signals, the domain controller 201 performs brake signal analysis and brake system control, distributing the required braking torque and motor torque to the friction control system 202 and the motors, respectively. Furthermore, each motor is mechanically connected to a wheel, and each wheel is hydraulically connected to the friction control system 202. In this embodiment, the DCU recognizes the driver's braking intention and implements vehicle control functions through coordinated control of friction braking and motor regenerative braking, thereby improving the vehicle's economy, safety, and comfort.

[0092] FIG3 is a schematic diagram of another vehicle braking control method according to an embodiment of the present disclosure. As shown in FIG3 , when the vehicle driver steps on the brake pedal, the brake pedal travel information can be collected in real time by the DCU, the braking intention of the driver's stepping on the brake pedal can be analyzed, and the initial braking demand torque T can be estimated based on the brake pedal travel information.brake This embodiment adopts a braking distribution strategy that prioritizes regenerative braking and supplements friction braking. The DCU controls braking torque distribution based on vehicle speed, brake pedal opening, brake pedal rate of change, and initial braking torque demand. The braking demand information can be determined to be emergency braking demand information when the brake pedal opening is greater than a first pedal opening threshold. Alternatively, the braking demand information can be determined to be emergency braking demand information when the brake pedal opening is greater than a second pedal opening threshold and the brake pedal rate of change is greater than a pedal rate of change threshold.

[0093] When the braking requirement information is emergency braking requirement information, the motor and hydraulic system in the vehicle can be controlled to brake, and the friction brake assist parameter is determined to be 1. When the braking requirement information is non-emergency braking requirement information, and the vehicle speed v is less than the first speed threshold v thrsh1 When the braking function can be realized by friction braking, the friction braking assistance coefficient λ is determined to be 1. When the braking requirement information is non-emergency braking requirement information, and the vehicle speed v is greater than the first speed threshold v thrsh1 Less than the second speed threshold v thrsh2 When the vehicle speed v is less than the first speed threshold v, the regenerative braking and friction braking can be used to complete the braking. thrsh1 The difference v–v thrsh1 , and the second speed threshold v thrsh2 With the first speed threshold v thrsh1 The difference v thrsh2 –v thrsh1 , the quotient between the two (v–v thrsh1 ) / (v thrsh2 –v thrsh1 ) is determined as the friction brake assist parameter λ. When the braking demand information is non-emergency braking demand information and the vehicle speed v is greater than the second speed threshold v thrsh2 When the braking is completed by regenerative braking, the friction braking assistance coefficient λ is determined to be 0. Based on the determined initial braking demand torque T brake and friction brake assist parameter λ, the regenerative braking demand torque T can be determined reg =λ×T brake and friction brake demand torque T press =(1-λ)×T brake。

[0094] FIG4 is a schematic diagram of a brake torque coordinated control according to an embodiment of the present disclosure. As shown in FIG4 , according to the maximum motor braking torque capacity T reported in real time by the motor, reg_lmt and the maximum friction braking torque capacity T reported in real time by the friction braking system press_lmtThe required torque is limited separately. When the motor regenerative capacity or friction braking capacity is insufficient, the total braking required torque is controlled based on the friction braking distribution coefficient to achieve maximum braking torque response of friction braking torque and regenerative braking torque through coordinated control of braking torque to ensure braking safety.

[0095] To maximize the recovery of braking kinetic energy, this embodiment can allocate braking efficiency to each wheel based on driving conditions and motor performance, thereby ensuring that the entire braking system operates at the highest possible efficiency. Since the motor's operating efficiency directly affects the vehicle's regenerative braking efficiency, the motor efficiency can be allocated using the following formula while ensuring that the required torque is met. The output torque ratio of each motor can be adjusted to ensure that the motor operating point falls within the motor's high-efficiency operating area as much as possible, thereby improving the vehicle's regenerative energy recovery: P=P fl +P fr +P rl +P rr

[0096] Among them, P fl It can be used to represent the power of the left front motor of the motor control unit (Micro Controller Unit, referred to as MCU), P fr Can be used to indicate the power of the right front motor, P rl Can be used to indicate the power of the left rear motor, P rr It can be used to represent the power of the right rear motor, P can be used to represent the total recovery power of the motor, η can be used to represent the working efficiency of the front and rear axle motors, N fl Can be used to indicate the speed of the left front motor, N rl Can be used to indicate the speed of the left rear motor, T fl Can be used to represent the output torque of the left front motor, T rl It can be used to represent the output torque of the left rear motor. fl and the output torque T of the left rear motor rl It can be expressed by the following formula: fr =T fl =u reg ×T reg / 2 T rr =T rl =(1-u reg )×T reg / 2

[0097] Among them, T fr Can be used to represent the output torque of the right front motor, T rrIt can be used to represent the output torque of the right rear motor. Combining the above formula, the regenerative braking torque distribution coefficient u can be calculated reg . Further based on the regenerative braking torque distribution coefficient u reg , the regenerative braking torque of each motor can be distributed.

[0098] Figure 5 is a schematic diagram of a coordinated control of regenerative braking torque according to an embodiment of the present disclosure. As shown in Figure 5, the regenerative braking demand torque of each front and rear motor can be adjusted separately according to the regenerative braking capacity of each motor. Based on the regenerative braking torque distribution coefficient, the regenerative braking demand torque is adjusted to the regenerative braking torque of the left rear motor, the regenerative braking torque of the right rear motor, the regenerative braking torque of the left front motor and the regenerative braking torque of the right front motor to fully utilize the regenerative braking capacity of the motor.

[0099] This embodiment first calculates the friction braking torque distribution coefficient. Since the front and rear wheels lock simultaneously during braking, this is beneficial for both utilizing adhesion conditions and maintaining directional stability during braking. Therefore, to maximize the performance of the braking system, the front and rear axle adhesion coefficients should be as equal as possible during braking to reduce the total utilized adhesion coefficient of the driving and braking wheels and prevent premature locking and skidding of the braking wheels. A dynamic analysis of the vehicle's front and rear axle loads is performed, taking into account vehicle acceleration resistance and grade resistance, while ignoring factors such as air resistance, tire rolling resistance torque, and rotational inertia. The calculation of the front and rear axle loads can be simplified using the following formula:

[0100] Among them, F zf Can be used to express the vertical load on the front axle, F zr It can be used to represent the vertical load on the rear axle, m can be used to represent the mass of the vehicle, g can be used to represent the acceleration of gravity, h g Can be used to represent the center of mass height, a x can be used to represent braking deceleration, θ can be used to represent the slope angle, a can be used to represent the distance from the front axle to the center of mass, b can be used to represent the distance from the rear axle to the center of mass, and L can be used to represent the wheelbase between the front and rear axles, where L = a + b. To improve the longitudinal braking stability of the vehicle, the front and rear axle adhesion coefficients should be as equal as possible. That is, the front and rear axle adhesion coefficients can be expressed by the following formula:

[0101] Among them, μ f Can be used to express the front axle adhesion coefficient, μ r Can be used to express the rear axle adhesion coefficient, F xf Can be used to express the horizontal load on the front axle, F xr It can be used to represent the horizontal load on the rear axle. Since the torque distribution coefficient u between the axles can be expressed by the following formula:

[0102] In summary, the inter-axle torque distribution coefficient u can be calculated using the following formula:

[0103] Among them, a can be used to represent the distance from the front axle to the center of mass, L can be used to represent the wheelbase between the front axle and the rear axle, g can be used to represent the acceleration of gravity, θ can be used to represent the slope angle, and a x It can be used to represent the braking deceleration. Based on the slope and acceleration, the inter-axle torque distribution coefficient u can be obtained. Based on the inter-axle torque distribution coefficient, the braking torque of the left and right wheels of the rear axle can be evenly distributed. Based on the calculated friction braking demand torque T press And the friction braking torque distribution coefficient u, the friction braking torque distribution is performed by the following formula: T press_r =u×T brake -T reg_r T press_f =T press -T press_r

[0104] Among them, T press_r Can be used to represent the output torque of the rear wheel, T press_f Can be used to represent the output torque of the front wheel, T reg_r This embodiment adjusts the distribution of friction braking torque requirements for each wheel based on the braking capacity of each wheel, taking full advantage of the system's friction braking capacity as the main principle, and the algorithm is coordinated with the regenerative braking torque.

[0105] This embodiment obtains brake pedal information from a vehicle, wherein the brake pedal information is used to represent the operating state of the vehicle's brake pedal; determines braking demand information of the driver of the vehicle based on the brake pedal information, wherein the braking demand information is used to represent whether the driver's braking demand for the vehicle is urgent; determines a friction brake assist parameter that matches the braking demand information; adjusts an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter of the brake pedal, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque. In other words, the embodiment of the present disclosure determines the braking demand information of the driver of the vehicle based on the vehicle's brake pedal information, further determines a friction brake assist parameter that matches the braking demand information, adjusts the initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the friction brake assist parameter, and finally controls the vehicle to brake based on the regenerative braking demand torque and the friction brake demand torque, thereby achieving the technical effect of rationally distributing the vehicle's braking torque and resolving the technical problem of being unable to rationally distribute the vehicle's braking torque.

[0106] According to an embodiment of the present disclosure, a vehicle brake control device is also provided. It should be noted that the vehicle brake control device can be used to execute the vehicle brake control method in embodiment 1.

[0107] Figure 6 is a schematic diagram of a vehicle braking control device according to an embodiment of the present disclosure. As shown in Figure 6, the vehicle braking control device 600 may include: an acquisition component 602, a first determination component 604, a second determination component 606, an adjustment component 608 and a control component 610.

[0108] The acquisition component 602 is configured to acquire brake pedal information of the vehicle, wherein the brake pedal information is used to represent the working state of the brake pedal of the vehicle.

[0109] The first determining component 604 is configured to determine braking demand information of a driver of the vehicle based on brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driver for the vehicle is urgent.

[0110] The second determining component 606 is configured to determine friction braking assist parameters that match the braking demand information.

[0111] The adjustment component 608 is configured to adjust the initial braking requirement torque to the regenerative braking requirement torque and the friction braking requirement torque based on the friction braking assist parameter of the brake pedal, wherein the initial braking requirement torque is obtained based on the travel information of the brake pedal.

[0112] The control component 610 is configured to control the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

[0113] Optionally, the brake pedal information includes the vehicle's brake pedal opening value and brake pedal change rate, and the first determination component 604 includes: a first determination component, configured to match the brake pedal opening value and the pedal opening threshold, and to match the brake pedal change rate and the pedal change rate threshold to obtain a matching result; a second determination component, configured to determine the braking demand information based on the matching result.

[0114] Optionally, the second determination component includes: a first determination subcomponent, configured to determine that the braking requirement information is emergency braking requirement information in response to a matching result used to characterize that the brake pedal opening value is greater than a pedal opening threshold, and the brake pedal change rate is greater than a pedal change rate threshold.

[0115] Optionally, the second determination component 606 includes: a third determination component configured to control the motor and hydraulic system in the vehicle to brake in response to the braking requirement information being emergency braking requirement information, to obtain a friction braking assist parameter of a first target value.

[0116] Optionally, the second determination component includes: a second determination sub-component, configured to determine that the braking requirement information is non-emergency braking requirement information in response to a matching result used to characterize that the brake pedal opening value is less than or equal to a pedal opening threshold, and the brake pedal change rate is less than or equal to a pedal change rate threshold.

[0117] Optionally, the second determination component 606 includes any one of the following: a fourth determination component, configured to control the hydraulic system in the vehicle to brake in response to the braking requirement information being non-emergency braking requirement information and the speed of the vehicle being less than a first speed threshold, and obtain a friction braking assist parameter of a first target value; a fifth determination component, configured to control the motor and hydraulic system in the vehicle to brake in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the first speed threshold and less than the second speed threshold, and determine the quotient between the difference between the speed and the first speed threshold and the difference between the second speed threshold and the first speed threshold as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; a sixth determination component, configured to control the motor to brake in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the second speed threshold, and determine the friction braking assist parameter to be a second target value, wherein the second target value is less than the first target value.

[0118] Optionally, the adjustment component 608 includes: a seventh determination component configured to determine the product of the initial braking requirement torque and the friction braking assist parameter as the regenerative braking requirement torque, and determine the difference between the initial braking requirement torque and the product as the friction braking requirement torque.

[0119] Optionally, the control component 610 includes: a first control component, configured to control multiple motors in the vehicle for braking based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or, a second control component, configured to control the hydraulic system in the vehicle for braking based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0120] In an embodiment of the present disclosure, the vehicle's brake pedal information is acquired by an acquisition component 602, wherein the brake pedal information is used to characterize the working state of the vehicle's brake pedal. The first determination component 604 determines the braking demand information of the vehicle's driving object based on the brake pedal information, wherein the braking demand information is used to characterize whether the driving object's braking demand for the vehicle is urgent. The second determination component 606 determines the friction braking assist parameters that match the braking demand information. The adjustment component 608 adjusts the initial braking demand torque to the regenerative braking demand torque and the friction braking demand torque based on the friction braking assist parameters of the brake pedal, wherein the initial braking demand torque is obtained based on the brake pedal stroke information. The control component 610 controls the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque. That is to say, the embodiment of the present disclosure determines the braking requirement information of the driving object of the vehicle based on the brake pedal information of the vehicle, and further determines the friction braking assist parameters that match the braking requirement information. Based on the friction braking assist parameters, the initial braking requirement torque can be adjusted to the regenerative braking requirement torque and the friction braking requirement torque. Finally, based on the regenerative braking requirement torque and the friction braking requirement torque, the vehicle is controlled to brake, thereby achieving the technical effect of reasonably distributing the braking torque of the vehicle and solving the technical problem of being unable to reasonably distribute the braking torque of the vehicle.

[0121] According to an embodiment of the present disclosure, a vehicle is further provided, which is used to execute the braking control method of any one of the vehicles in Example 1.

[0122] According to an embodiment of the present disclosure, a computer-readable storage medium is further provided. The storage medium includes a stored program, wherein the program executes the vehicle braking control method in embodiment 1.

[0123] According to an embodiment of the present disclosure, a non-volatile storage medium is also provided, wherein the non-volatile storage medium includes a stored program, wherein when the program is running, the device where the non-volatile storage medium is located is controlled to execute any one of the vehicle braking control methods of the embodiments of the present disclosure.

[0124] The various functional modules provided in the embodiments of the present disclosure may be run in a vehicle braking control method or a similar computing device, or may be stored as part of a non-volatile storage medium.

[0125] FIG7 is a schematic diagram of the structure of a non-volatile storage medium according to an embodiment of the present disclosure. FIG7 depicts a program product 70 according to an embodiment of the present disclosure, which stores a computer program that, when executed by a processor, implements the following steps: obtaining vehicle brake pedal information, wherein the brake pedal information is used to indicate the operating state of the vehicle's brake pedal; determining, based on the brake pedal information, braking demand information of the vehicle's driver, wherein the braking demand information is used to indicate whether the driver's braking demand for the vehicle is urgent; determining a friction brake assist parameter that matches the braking demand information; adjusting an initial braking demand torque to a regenerative braking demand torque and a friction brake demand torque based on the brake pedal's friction brake assist parameter, wherein the initial braking demand torque is obtained based on brake pedal travel information; and controlling vehicle braking based on the regenerative braking demand torque and the friction brake demand torque.

[0126] Optionally, the computer program also implements program codes of the following steps when executed by the processor: matching the brake pedal opening value and the pedal opening threshold, and matching the brake pedal change rate and the pedal change rate threshold to obtain a matching result; and determining the braking demand information based on the matching result.

[0127] Optionally, the computer program also implements program code of the following steps when executed by the processor: in response to the matching result being used to characterize that the brake pedal opening value is greater than a pedal opening threshold, and the brake pedal change rate is greater than a pedal change rate threshold, determining that the braking requirement information is emergency braking requirement information.

[0128] Optionally, the computer program also implements program codes of the following steps when executed by the processor: in response to the braking requirement information being emergency braking requirement information, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a friction braking assist parameter that is a first target value.

[0129] Optionally, the computer program also implements program code for the following steps when executed by the processor: in response to a matching result used to characterize that the brake pedal opening value is less than or equal to a pedal opening threshold, and the brake pedal change rate is less than or equal to a pedal change rate threshold, determining that the braking requirement information is non-emergency braking requirement information.

[0130] Optionally, the computer program is also a program code that implements the following steps when executed by the processor: in response to the braking requirement information being non-emergency braking requirement information and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake and obtaining a friction braking assist parameter that is a first target value; in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold.

[0131] Optionally, the computer program also implements program code of the following steps when executed by the processor: determining the product of the initial braking requirement torque and the friction braking assist parameter as the regenerative braking requirement torque, and determining the difference between the initial braking requirement torque and the product as the friction braking requirement torque.

[0132] Optionally, the computer program also implements program code for the following steps when executed by the processor: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling the hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0133] Non-volatile storage media may include a data signal transmitted in baseband or as part of a carrier wave, carrying readable program code. Such a transmitted data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Non-volatile storage media may transmit, propagate, or transfer programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0134] The program code contained in the non-volatile storage medium can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, radio frequency, etc., or any suitable combination of the foregoing.

[0135] According to an embodiment of the present disclosure, a processor is also provided, which is configured to run a program. Figure 8 is a structural schematic diagram of a processor according to an embodiment of the present disclosure. As shown in Figure 8, the processor 80 is configured to run a program, wherein the vehicle braking control method in Example 1 is executed when the program is running.

[0136] In this embodiment of the invention, the processor 80 can execute an operating program of a vehicle braking control method.

[0137] Optionally, in this embodiment, the processor 80 can be configured to perform the following steps: obtaining the vehicle's brake pedal information, wherein the brake pedal information is used to characterize the working state of the vehicle's brake pedal; determining the braking demand information of the vehicle's driving object based on the brake pedal information, wherein the braking demand information is used to characterize whether the driving object's braking demand for the vehicle is urgent; determining friction braking assist parameters that match the braking demand information; adjusting the initial braking demand torque to a regenerative braking demand torque and a friction braking demand torque based on the friction braking assist parameters of the brake pedal, wherein the initial braking demand torque is obtained based on the brake pedal stroke information; and controlling the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

[0138] Optionally, the processor 80 may be further configured to perform the following steps: matching the brake pedal opening value with the pedal opening threshold, and matching the brake pedal change rate with the pedal change rate threshold to obtain a matching result; and determining the braking demand information based on the matching result.

[0139] Optionally, the processor 80 may be further configured to perform the following steps: in response to a matching result indicating that the brake pedal opening value is greater than a pedal opening threshold, and the brake pedal change rate is greater than a pedal change rate threshold, determining that the braking requirement information is emergency braking requirement information.

[0140] Optionally, the processor 80 may be further configured to perform the following steps: in response to the braking requirement information being emergency braking requirement information, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a friction braking assist parameter that is a first target value.

[0141] Optionally, the processor 80 can be further configured to perform the following steps: in response to the matching result being used to characterize that the brake pedal opening value is less than or equal to a pedal opening threshold, and the brake pedal change rate is less than or equal to a pedal change rate threshold, determining that the braking demand information is non-emergency braking demand information.

[0142] Optionally, the processor 80 can be further configured to perform the following steps: in response to the braking requirement information being non-emergency braking requirement information and the speed of the vehicle being less than a first speed threshold, controlling the hydraulic system in the vehicle to brake and obtaining a friction braking assist parameter that is a first target value; in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold; in response to the braking requirement information being non-emergency braking requirement information and the speed being greater than the first speed threshold and less than the second speed threshold, controlling the motor and hydraulic system in the vehicle to brake, and obtaining a first difference between the speed and the first speed threshold, obtaining a second difference between the second speed threshold and the first speed threshold, and determining the quotient between the first difference and the second difference as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold.

[0143] Optionally, the processor 80 may be further configured to perform the following steps: determining the product of the initial braking requirement torque and the friction braking assist parameter as the regenerative braking requirement torque, and determining the difference between the initial braking requirement torque and the product as the friction braking requirement torque.

[0144] Optionally, the processor 80 can be further configured to perform the following steps: controlling multiple motors in the vehicle to brake based on the regenerative braking demand torque and a first distribution coefficient, wherein the first distribution coefficient is used to distribute the regenerative braking torque of each motor; and / or controlling the hydraulic system in the vehicle to brake based on the friction braking demand torque and a second distribution coefficient, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each wheel.

[0145] The processor 80 can execute various functional applications and data processing by running software programs and modules stored in the memory, that is, implement the above-mentioned vehicle braking control method.

[0146] According to another aspect of an embodiment of the present disclosure, a computer program product is also provided, including a non-volatile computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it performs the steps of the vehicle braking control method of the embodiment of the present disclosure.

[0147] The serial numbers of the above-mentioned embodiments of the present disclosure are for description only and do not represent the advantages or disadvantages of the embodiments.

[0148] In the above embodiments of the present disclosure, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0149] In the several embodiments provided in this disclosure, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of components can be a logical function division. In actual implementation, there may be other division methods, such as multiple components or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of components or components can be electrical or other forms.

[0150] Components identified as separate components may or may not be physically separate, and components identified as components may or may not be physical components, i.e., they may be located in one place or distributed across multiple components. Some or all of these components may be selected based on actual needs to achieve the objectives of this embodiment.

[0151] In addition, the functional components in the various embodiments of the present disclosure may be integrated into a single processing component, each component may exist physically separately, or two or more components may be integrated into a single component. The aforementioned integrated components may be implemented in the form of hardware or software functional components.

[0152] If the integrated components are implemented in the form of software functional components and determined to be sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present disclosure is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the various embodiments of the present disclosure. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program code.

[0153] The above is only a preferred embodiment of the present disclosure. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present disclosure. These improvements and modifications should also be regarded as within the scope of protection of the present disclosure. Industrial Applicability

[0154] The solution provided by the embodiment of the present disclosure can be applied to the braking control process of a vehicle to obtain the vehicle's brake pedal information, wherein the brake pedal information is used to characterize the working state of the vehicle's brake pedal; based on the brake pedal information, the braking demand information of the vehicle's driving object is determined, wherein the braking demand information is used to characterize whether the driving object's braking demand for the vehicle is urgent; determine the friction braking assist parameters that match the braking demand information; based on the friction braking assist parameters of the brake pedal, adjust the initial braking demand torque to the regenerative braking demand torque and the friction braking demand torque, wherein the initial braking demand torque is obtained based on the brake pedal stroke information; based on the regenerative braking demand torque and the friction braking demand torque, control the vehicle to brake, thereby achieving the technical effect of reasonably distributing the vehicle's braking torque, and solving the technical problem of being unable to reasonably distribute the vehicle's braking torque.

Claims

1. A vehicle braking control method, comprising: Acquiring brake pedal information of a vehicle, wherein the brake pedal information is used to characterize a working state of a brake pedal of the vehicle; Determining braking demand information of a driving object of the vehicle based on the brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driving object for the vehicle is urgent; determining friction brake assist parameters matching the braking demand information; Based on the friction brake assist parameter of the brake pedal, adjusting the initial brake demand torque to the regenerative brake demand torque and the friction brake demand torque, wherein the initial brake demand torque is obtained based on the travel information of the brake pedal; The vehicle is controlled to brake based on the regenerative braking required torque and the friction braking required torque.

2. The method according to claim 1, wherein: The brake pedal information includes a brake pedal opening value and a brake pedal change rate of the vehicle. Based on the brake pedal information, the braking demand information of the driving object of the vehicle is determined, including: Matching the brake pedal opening value with a pedal opening threshold, and matching the brake pedal change rate with a pedal change rate threshold to obtain a matching result; Based on the matching result, the braking requirement information is determined.

3. The method according to claim 2, wherein: Determining the braking requirement information based on the matching result includes: In response to the matching result being used to indicate that the brake pedal opening value is greater than the pedal opening threshold, and the brake pedal change rate is greater than the pedal change rate threshold, it is determined that the braking requirement information is emergency braking requirement information.

4. The method according to claim 3, wherein: Determining the friction brake assist parameter matching the braking demand information includes: In response to the braking requirement information being the emergency braking requirement information, the motor and the hydraulic system in the vehicle are controlled to perform braking, so as to obtain the friction braking assist parameter as a first target value.

5. The method according to claim 2, wherein: Determining the braking requirement information based on the matching result includes: In response to the matching result being used to characterize that the brake pedal opening value is less than or equal to the pedal opening threshold, and the brake pedal change rate is less than or equal to the pedal change rate threshold, the braking requirement information is determined to be non-emergency braking requirement information.

6. The method according to claim 5, wherein: Determining the friction brake assist parameter matching the braking demand information includes: In response to the braking demand information being the non-emergency braking demand information and the speed of the vehicle being less than a first speed threshold, the hydraulic system in the vehicle is controlled to brake to obtain the friction braking assist parameter being a first target value.

7. The method according to claim 5, wherein: Determining the friction brake assist parameter matching the braking demand information includes: In response to the braking demand information being the non-emergency braking demand information, and the speed being greater than the first speed threshold and less than the second speed threshold, the motor and the hydraulic system in the vehicle are controlled to perform braking, and a first difference between the speed and the first speed threshold is obtained, and a second difference between the second speed threshold and the first speed threshold is obtained, and a quotient between the first difference and the second difference is determined as the friction braking assist parameter, wherein the second speed threshold is greater than the first speed threshold.

8. The method according to claim 5, wherein: Determining the friction brake assist parameter matching the braking demand information includes: In response to the braking requirement information being the non-emergency braking requirement information and the speed being greater than the second speed threshold, the motor is controlled to brake to obtain the friction braking assist parameter as a second target value, wherein the second target value is less than the first target value.

9. The method according to claim 1, wherein: Based on the friction brake assist parameter of the brake pedal, adjusting the initial brake demand torque to the regenerative brake demand torque and the friction brake demand torque includes: The product of the initial braking request torque and the friction braking assist parameter is determined as the regenerative braking request torque, and the difference between the initial braking request torque and the product is determined as the friction braking request torque.

10. The method according to claim 1, wherein: Controlling the vehicle to brake based on the regenerative braking requirement torque and the friction braking requirement torque includes: Based on the regenerative braking demand torque and a first allocation coefficient, controlling multiple motors in the vehicle to brake, wherein the first allocation coefficient is used to allocate the regenerative braking torque to each of the motors; and / or Based on the friction braking demand torque and a second distribution coefficient, a hydraulic system in the vehicle is controlled to perform braking, wherein the hydraulic system is used to control multiple wheels in the vehicle, and the second distribution coefficient is used to distribute the friction braking torque to each of the wheels.

11. A vehicle braking control device, comprising: An acquisition component, configured to acquire brake pedal information of a vehicle, wherein the brake pedal information is used to characterize a working state of a brake pedal of the vehicle; A first determination component is configured to determine braking demand information of a driving object of the vehicle based on the brake pedal information, wherein the braking demand information is used to indicate whether the braking demand of the driving object for the vehicle is urgent; a second determination component, configured to determine a friction brake assist parameter matching the braking demand information; an adjustment component, configured to adjust the initial braking demand torque to the regenerative braking demand torque and the friction braking demand torque based on the friction braking auxiliary parameter of the brake pedal, wherein the initial braking demand torque is obtained based on the travel information of the brake pedal; The control component is configured to control the vehicle to brake based on the regenerative braking demand torque and the friction braking demand torque.

12. A vehicle, configured to execute the vehicle braking control method according to any one of claims 1 to 10.

13. A computer-readable storage medium, the computer-readable storage medium comprising a stored program, wherein: When the program is running, the device where the computer-readable storage medium is located is controlled to execute the method according to any one of claims 1 to 10.

14. A processor for running a program, wherein: When the program is executed by the processor, the method according to any one of claims 1 to 10 is performed.

15. A computer program product, comprising computer instructions, which, when executed by a processor, implement the method according to any one of claims 1 to 10.

16. An electronic device, comprising: Memory and processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the method described in any one of claims 1 to 10 are implemented.

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