Control method and control apparatus for integrated braking control system, and vehicle and a storage medium

Abstract

A control method and control apparatus for an integrated braking control system, and a vehicle and a storage medium, which belong to the technical field of vehicle braking. The control method comprises: when an oil circuit is diagnosed with a leakage, activating an oil circuit separation state, and determining an initial pressure of a current normal oil circuit (S100); then entering a fluid replenishment process, controlling a plunger (110) of a servo cylinder (100) to retract for fluid replenishment, acquiring, when the plunger (110) retracts, a first flow rate of fluid replenishment from a brake fluid reservoir (200) to the servo cylinder (100) and a real-time fluid-replenishment flow rate in the servo cylinder (100), and determining a first fluid-replenishment time length on the basis of the first flow rate (S200); and then, on the basis of the first flow rate, the first fluid-replenishment time length and the fluid-replenishment flow rate, controlling the plunger (110) to stop retracting, and reversely driving the plunger (110) to move forward for pressure re-establishment, such that a target pressure of a normal oil circuit obtained after the pressure establishment is equal to the initial pressure (S300).

Description

Integrated braking control system control method, control device, vehicle and storage medium

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202410811944.0, filed on June 21, 2024, entitled "Control Method, Control Device and Vehicle for Integrated Braking Control System", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle braking technology, and in particular to a control method, control device, vehicle, and storage medium for an integrated braking control system. Background Technology

[0004] With the development of automotive intelligence and electrification, more and more vehicles are equipped with Integrated Braking Control (IBC) systems. The IBC system transmits braking pressure through various brake fluid circuits. When the wheel cylinders are in the pressure holding and pressure building phase, if the brake fluid in the servo cylinder is insufficient, it cannot generate enough braking force to ensure the vehicle's braking performance. At this time, it is necessary to add fluid to the servo cylinder.

[0005] In related technologies, the need to trigger the fluid replenishment function is usually determined by judging the brake fluid volume in the servo cylinder, and then the motor is controlled to move in the opposite direction to make the plunger retract and draw the brake fluid from the brake fluid reservoir into the servo cylinder. However, the fluid replenishment time is relatively long. If brake fluid cannot be replenished in time when there is a leak in the brake circuit, the vehicle will not have enough braking ability, which will affect the safety of the vehicle. Summary of the Invention

[0006] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a control method for an integrated braking control system that enables rapid fluid replenishment in the event of fluid leakage, ensuring sufficient braking performance and improving vehicle driving safety.

[0007] This application also provides a control device, a vehicle controller, a vehicle, and a computer-readable storage medium that include the control method for performing the above-described integrated braking control system.

[0008] According to the control method of the integrated braking control system of the first aspect of the present application, the control method includes:

[0009] In response to a leak in the hydraulic circuit of the integrated braking control system, the hydraulic circuit disconnection state is activated to disconnect the leaking hydraulic circuit from the servo cylinder and determine the initial pressure of the current normal hydraulic circuit.

[0010] The plunger of the servo cylinder is controlled to retract to replenish fluid. When the plunger retracts, the first flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate in the servo cylinder are obtained, and the first fluid replenishment time is determined based on the first flow rate.

[0011] Based on the first flow rate, the first replenishment time, and the replenishment flow rate, the plunger is controlled to stop retracting and is driven forward in the opposite direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure is built up is equal to the initial pressure.

[0012] The control method of the integrated braking control system according to the embodiments of this application has at least the following beneficial effects:

[0013] This control method is applicable to integrated brake control systems. When a leak is detected in the brake fluid circuit, the circuit is disconnected, breaking the connection between the leaking circuit and the servo cylinder, and the initial pressure of the normal circuit is determined. Then, the fluid replenishment process begins. The plunger of the servo cylinder is retracted to replenish brake fluid, drawing it from the reservoir and adding it to the servo cylinder. During plunger retraction, the initial flow rate from the reservoir to the servo cylinder and the real-time flow rate within the servo cylinder are measured. Based on the initial flow rate, the initial replenishment time is determined. Then, based on the initial flow rate, the initial replenishment time, and the replenishment flow rate, the plunger is stopped retracting. At this point, the replenishment is considered sufficient, meaning the plunger stops replenishing at a certain position. The plunger is then reversed and moved forward to rebuild pressure, ensuring the target pressure of the normal circuit equals the initial pressure. This effectively shortens the replenishment time and promptly restores braking performance. This control method is suitable for vehicles with integrated brake control systems, preventing brake failure due to brake fluid leakage and improving vehicle stability and safety.

[0014] According to some embodiments of this application, controlling the plunger to stop retraction based on the first flow rate, the first replenishment time, and the replenishment flow rate includes:

[0015] Determine whether the first flow rate and the first replenishment time meet the replenishment conditions, and determine whether the replenishment flow rate is less than or equal to a preset threshold;

[0016] When the first flow rate and the first replenishment time meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, the plunger is controlled to stop retracting.

[0017] According to some embodiments of this application, the fluid replenishment conditions include a first preset flow rate and a first preset time, and determining whether the first flow rate and the first fluid replenishment time meet the fluid replenishment conditions includes:

[0018] Determine whether the first flow rate is greater than the first preset flow rate, or whether the first infusion time is less than the first preset time;

[0019] When the first flow rate is greater than the first preset flow rate, or the first replenishment time is less than the first preset time, it is determined that the first flow rate and the first replenishment time meet the replenishment conditions.

[0020] According to some embodiments of this application, the reverse driving of the plunger to move forward for repressurization includes:

[0021] During the forward movement of the plunger, the second flow rate and the second replenishment time of the fluid replenishment from the servo cylinder to the normal oil circuit are obtained;

[0022] The target pressure for re-pressurization is calculated based on the second flow rate and the second replenishment time, so that the target pressure reaches the initial pressure.

[0023] According to some embodiments of this application, the step of obtaining the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate within the servo cylinder during the plunger retraction includes:

[0024] The first flow rate is calculated based on the flow rate of brake fluid drawn from the brake fluid reservoir;

[0025] The moving speed of the plunger is obtained, and the replenishment flow rate is determined based on the moving speed.

[0026] According to some embodiments of this application, the control method further includes:

[0027] When controlling the plunger to retract to replenish fluid, the initial flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder is obtained;

[0028] The maximum replenishment time is calculated based on the initial flow rate, and it is determined whether the maximum replenishment time is greater than a preset time threshold.

[0029] When the maximum fluid replenishment time is greater than the preset time threshold, the motor driving the plunger is controlled to increase its speed until the maximum fluid replenishment time is less than or equal to the preset time threshold.

[0030] According to some embodiments of this application, the integrated braking control system has at least two oil circuits, and the step of activating an oil circuit separation state in response to a leak in the oil circuit of the integrated braking control system further includes:

[0031] At least two of the oil circuits are pressurized alternately, and the stiffness of the oil circuits is tested.

[0032] The stiffness of the oil circuit is compared with a preset range.

[0033] When the stiffness of the oil circuit is within the preset range, the oil circuit with stiffness within the preset range is determined to be a normal oil circuit.

[0034] When the stiffness of the oil circuit is not within the preset range, the oil circuit with stiffness not within the preset range is determined to be a leaking oil circuit, and the control valve between the leaking oil circuit and the servo cylinder is disconnected.

[0035] According to some embodiments of this application, before the plunger of the servo cylinder is retracted to replenish fluid, the method further includes:

[0036] Acquire the brake fluid reservoir level signal and determine the validity of the level signal;

[0037] When the liquid level signal is valid, a liquid replenishment request is issued to execute the control of the plunger retraction of the servo cylinder to replenish the liquid;

[0038] When the liquid level signal is invalid, the plunger retraction of the servo cylinder to replenish the liquid is not executed.

[0039] According to some embodiments of this application, the control method further includes:

[0040] If the first flow rate and the first replenishment time do not meet the replenishment conditions, or if the replenishment flow rate is greater than the preset threshold, continue to control the plunger to retract until the first flow rate and the first replenishment time simultaneously meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold.

[0041] According to a second aspect of the embodiments of the present application, the control device of the integrated braking control system includes:

[0042] The first execution unit is configured to activate an oil circuit disconnection state in response to a leak in the oil circuit of the integrated braking control system, thereby disconnecting the leaking oil circuit from the servo cylinder and determining the initial pressure of the current normal oil circuit.

[0043] The second execution unit is configured to control the plunger of the servo cylinder to retract for fluid replenishment. When the plunger retracts, it acquires the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate in the servo cylinder, and determines the first fluid replenishment time based on the first flow rate.

[0044] The third execution unit is configured to control the plunger to stop retracting based on the first flow rate, the first replenishment time, and the replenishment flow rate, and to drive the plunger forward in the opposite direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure.

[0045] The control device of the integrated braking control system according to the embodiments of this application has at least the following beneficial effects:

[0046] When the first actuator detects a leak in the hydraulic circuit, it activates the hydraulic circuit disconnection state, disconnecting the leaking circuit from the servo cylinder and determining the initial pressure of the normal hydraulic circuit. Then, it enters the fluid replenishment process. The second actuator controls the plunger of the servo cylinder to retract and replenish the brake fluid, drawing brake fluid from the brake fluid reservoir and adding it to the servo cylinder. During the plunger retraction, it obtains the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time replenishment flow rate in the servo cylinder, and determines the first replenishment time based on the first flow rate. Then, the third actuator controls the plunger to stop retracting based on the first flow rate, the first replenishment time, and the replenishment flow rate. At this point, it is considered that the replenishment amount is sufficient, that is, the plunger retracts to a certain position and stops further replenishment. Then, it drives the plunger forward in the reverse direction to rebuild pressure, so that the target pressure of the normal hydraulic circuit after pressure building is equal to the initial pressure. This can effectively shorten the replenishment time and restore braking performance in a timely manner. It is suitable for vehicles with integrated brake control systems, avoiding brake failure caused by brake fluid leakage and improving vehicle stability and safety.

[0047] According to some embodiments of this application, the third execution unit is further configured to determine whether the first flow rate and the first replenishment time meet the replenishment conditions, and to determine whether the replenishment flow rate is less than or equal to a preset threshold; when the first flow rate and the first replenishment time meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, the third execution unit is configured to control the plunger to stop retracting.

[0048] According to some embodiments of this application, the control device further includes:

[0049] The fourth execution unit is configured to, when controlling the plunger to retract for fluid replenishment, acquire the initial flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder; and calculate and determine the maximum replenishment time based on the initial flow rate, and determine whether the maximum replenishment time is greater than a preset time threshold.

[0050] When the maximum fluid replenishment time is greater than the preset time threshold, the motor driving the plunger is controlled to increase its speed until the maximum fluid replenishment time is less than or equal to the preset time threshold.

[0051] According to a third aspect of the present application, a vehicle controller includes a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the control method of the integrated braking control system as described in the first aspect above.

[0052] The vehicle according to the fourth aspect of the present application includes the control device of the integrated braking control system described in the second aspect or the vehicle controller described in the third aspect.

[0053] According to a fifth aspect of the present application, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform a control method for the integrated braking control system as described in the first aspect above.

[0054] Other features and advantages of this application will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing this application. Attached Figure Description

[0055] Figure 1 is a schematic diagram of the structural principle of a vehicle braking system according to an embodiment of this application;

[0056] Figure 2 is a flowchart of a control method for an integrated braking control system according to an embodiment of this application;

[0057] Figure 3 is a flowchart of the control plunger stopping retraction step according to an embodiment of this application;

[0058] Figure 4 is a flowchart of the re-compression steps according to an embodiment of this application;

[0059] Figure 5 is a flowchart of a control method for an integrated braking control system according to another embodiment of this application;

[0060] Figure 6 is a flowchart of the steps in response to a leak in the oil circuit of an integrated braking control system according to an embodiment of this application.

[0061] Label:

[0062] Servo cylinder 100; plunger 110; brake fluid reservoir 200; wheel cylinder 300; control valve 400; first oil circuit 500; second oil circuit 600; check valve 700. Embodiments of the present invention

[0063] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0064] In the description of this application, it should be understood that the terms "upper" and "lower" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0065] In the description of this application, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is for the purpose of distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0066] In the description of this application, it should be noted that terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application based on the specific content of the technical solution.

[0067] The technical solution of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of this application, not all embodiments.

[0068] Currently, IBC (Integrated Braking System) simplifies the braking system's structure by integrating components from multiple traditional braking systems into a single unit, reducing system complexity and maintenance costs. Through precise calculations and rapid response from the electronic controller, the IBC system can generate the required braking pressure in a very short time, shortening the braking distance. With the development of automotive intelligence and electrification, more and more vehicles are equipped with IBC systems.

[0069] Referring to Figure 1, the IBC system includes a servo cylinder, a brake fluid reservoir, wheel cylinders, and control valves. Taking four wheels as an example, each wheel's brake is equipped with a wheel cylinder. The servo cylinder is connected to the four wheel cylinders through two oil circuits. Each oil circuit is connected to two wheel cylinders, and each oil circuit is equipped with a control valve, also known as a CV valve, which is used to control the opening and closing of the oil circuit. The oil supply channel of the servo cylinder is connected to the brake fluid reservoir through a check valve. The function of the brake fluid reservoir is to store brake fluid.

[0070] When the driver presses the brake pedal, the brake fluid in the servo cylinder, under pressure, flows through the oil passage into the wheel cylinder. The piston in the wheel cylinder moves under the pressure of the brake fluid, pushing the brake pads against the wheel, thus generating braking torque to slow the vehicle or bring it to a stop. Because a one-way valve is installed between the servo cylinder and the brake fluid reservoir, the brake fluid will not flow back towards the reservoir during braking, ensuring stable braking force. The servo cylinder contains a plunger, driven by a motor to move forward or backward. When the plunger moves forward, it generates braking force, achieving vehicle braking. Furthermore, by controlling the movement of the plunger, the flow rate and pressure of the brake fluid can be adjusted to control the braking force. When the plunger retracts from the servo cylinder, it draws brake fluid from the reservoir and replenishes it, thus replenishing the servo cylinder.

[0071] It is understandable that when the vehicle's wheel cylinders are in the pressure holding and pressure building phase, if the brake fluid in the servo cylinder is insufficient, it cannot generate enough braking force to ensure the vehicle's braking performance. At this time, it is necessary to add fluid to the servo cylinder. In related technologies, the decision to trigger the fluid replenishment function is usually made by judging the brake fluid volume in the servo cylinder, thereby controlling the motor to move in the opposite direction, the plunger to retract, and the brake fluid in the reservoir to be drawn into the servo cylinder. Although this method can achieve the purpose of replenishing fluid, the replenishment time is relatively long. If a leak occurs in the brake fluid circuit and the brake fluid cannot be replenished in time, the vehicle will not have sufficient braking ability, affecting the vehicle's safety.

[0072] Based on this, the control method, control device, vehicle controller, vehicle, and computer-readable storage medium of the integrated braking control system provided in this application embodiment are applicable to integrated braking control systems, can effectively shorten the fluid replenishment time, and restore braking performance in a timely manner, avoiding brake failure caused by brake fluid leakage, and improving the stability and safety of the vehicle.

[0073] Referring to Figures 2 to 6, a control method according to an embodiment of this application is described, which is applied to a vehicle having an integrated braking control system. The control method will be specifically described below with specific examples.

[0074] Referring to Figure 2, the control method of the integrated braking control system of the embodiment includes, but is not limited to, the following steps:

[0075] In step S100, in response to a leak in the oil circuit of the integrated braking control system, the oil circuit disconnection state is activated to disconnect the leaking oil circuit from the servo cylinder and determine the initial pressure of the current normal oil circuit.

[0076] Understandably, when a vehicle detects a brake fluid leak, the pressure in the brake fluid circuit gradually decreases as the leakage increases, reducing braking force. Therefore, by activating the brake fluid disconnection state, the leaking circuit is identified and disconnected from the servo cylinder, preventing the leaking circuit from continuing to participate in the braking process, reducing safety risks, and preventing further brake fluid leakage.

[0077] In this embodiment, when determining whether a leak has occurred in the oil circuit, the plunger of the servo cylinder is pushed forward to build up pressure, and it is determined whether the pressure is within the normal range. It can be understood that when the oil circuit is activated in the disconnected state, the oil circuit that has not leaked is in a normal state, and the pressure when it is built up can be understood as the pressure when it is working normally. At this time, the initial pressure of the normal oil circuit is recorded.

[0078] Referring to Figure 2, in step S200, the plunger of the servo cylinder is controlled to retract to replenish fluid. When the plunger retracts, the first flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate in the servo cylinder are obtained, and the first fluid replenishment time is determined based on the first flow rate.

[0079] After activating the oil circuit disconnection state, it is determined that the oil circuit with leakage is unusable, and the oil circuit without leakage is usable. Then, the fluid replenishment function is activated. At this time, the control valve is closed to disconnect the normal brake oil circuit from the servo cylinder. The plunger is controlled to retract to replenish the fluid. When the plunger retracts, the brake fluid in the brake fluid reservoir is drawn out and replenished into the servo cylinder.

[0080] Understandably, the brake fluid reservoir is connected to the servo cylinder via the oil supply channel. During the plunger retraction process, brake fluid is drawn out and enters the servo cylinder through the oil supply channel. The first flow rate of brake fluid replenishment from the brake fluid reservoir to the servo cylinder can be obtained by detection. The first flow rate can be the flow rate of brake fluid flowing out of the brake fluid reservoir. The first replenishment time can be calculated based on the first flow rate. For example, the amount of oil to be replenished can be determined based on the size of the oil reservoir in the servo cylinder, and then the first replenishment time required to replenish the oil can be calculated based on the first flow rate.

[0081] It should be noted that during the plunger retraction process, brake fluid needs to enter the servo cylinder through the oil supply channel. The amount of coolant flowing out of the brake fluid reservoir differs from the real-time flow rate entering the servo cylinder. Therefore, in this embodiment, the accuracy of the replenishment can be accurately determined by detecting the real-time replenishment flow rate within the servo cylinder. The replenishment flow rate can be understood as the amount of brake fluid added to the servo cylinder. As the amount of brake fluid in the servo cylinder increases, the plunger's movement speed decreases, and the replenishment flow rate in the servo cylinder gradually decreases, meaning the required amount of fluid gradually decreases, avoiding excessive pressure due to excessive fluid volume. If the plunger maintains a rapid retraction speed, it can easily lead to excessive fluid volume in the cylinder and generate high pressure, which is detrimental to pressure-building braking and can easily cause brake fluid leakage. Furthermore, excessive pressure can also affect the plunger, easily causing interference between the plunger and the mechanical limiting structure within the cylinder, affecting the structural stability of the servo cylinder.

[0082] Referring to Figure 2, in step S300, the plunger is controlled to stop retracting according to the first flow rate, the first replenishment time, and the replenishment flow rate, and the plunger is driven to move forward in the opposite direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure.

[0083] After acquiring the initial flow rate, initial replenishment time, and replenishment flow rate, these three data points are analyzed to determine if the required replenishment volume has been met. Once the required replenishment volume is achieved, the plunger is controlled to stop retraction, thus stopping replenishment. It's understandable that the total amount of replenishable fluid can be calculated based on the initial flow rate and initial replenishment time. Both the initial flow rate and initial replenishment time need to meet certain limits; for example, an insufficient initial flow rate will affect the initial replenishment time, resulting in an excessively long replenishment time and inability to provide timely braking force to the vehicle. Furthermore, the real-time detection of the replenishment flow rate determines whether the replenishment volume in the servo cylinder is sufficient. Therefore, it is necessary to combine the initial flow rate, initial replenishment time, and replenishment flow rate to determine whether to control the plunger to stop retraction.

[0084] To illustrate with a specific example, if the first flow rate is less than the set value, or the first replenishment time is greater than the set time, it indicates that the replenishment time is too long. In this case, the condition for stopping the plunger retraction is not met. Instead, it is necessary to increase the plunger's movement speed to increase the first flow rate and reduce the first replenishment time. When the first flow rate is greater than the set value, or the first replenishment time is less than the set time, the flow rate and time requirements are met. At this point, it is necessary to further determine whether the replenishment flow rate meets the set requirements. If the replenishment flow rate meets the set requirements, it is determined that the plunger needs to be stopped from retracting; otherwise, the plunger continues to retract.

[0085] When the control plunger stops retracting, it indicates that the fluid replenishment to the servo cylinder is sufficient, and the fluid replenishment ends. At this time, the reverse drive plunger moves forward to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure, thereby ensuring that braking performance can be restored in time in the event of oil circuit leakage.

[0086] Understandably, in related technologies, the brake fluid replenishment process involves controlling the motor to move in the reverse direction, driving the plunger to retract and drawing brake fluid from the reservoir into the servo cylinder. Replenishment continues until the pressure reaches a threshold. While this method is reliable and achieves its purpose, it doesn't consider the replenishment time. Braking force cannot be restored until replenishment is complete, and in cases of severe leakage, the replenishment time is often long, failing to respond promptly to braking requests and potentially leading to insufficient braking power, impacting vehicle safety. Therefore, the control method in this application does not employ conventional replenishment methods. Instead of waiting for the plunger to retract to the threshold position, the method stops replenishing as soon as the plunger reaches a certain position, achieving rapid replenishment, shortening the replenishment cycle, and then reversing the plunger's movement forward to rebuild pressure. This ensures that the target pressure in the normal oil circuit is equal to the initial pressure, providing timely braking power, restoring braking performance, avoiding the risk of brake failure due to brake fluid leakage, and improving vehicle stability and safety.

[0087] Referring to Figure 3, the steps for controlling the plunger to stop retraction based on the first flow rate, the first replenishment time, and the replenishment flow rate include, but are not limited to, the following steps S310 and S320.

[0088] Step S310: Determine whether the first flow rate and the first replenishment time meet the replenishment conditions, and determine whether the replenishment flow rate is less than or equal to a preset threshold.

[0089] Step S320: When the first flow rate and the first replenishment time meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, the control plunger is stopped from retracting.

[0090] In some embodiments, the replenishment conditions include a first preset flow rate and a first preset time. The process of determining whether the first flow rate and the first replenishment time meet the replenishment conditions involves determining whether the first flow rate is greater than the first preset flow rate or whether the first replenishment time is less than the first preset time. When the first flow rate is greater than the first preset flow rate or the first replenishment time is less than the first preset time, it indicates that the first flow rate and the first replenishment time meet the aforementioned replenishment conditions. It can be understood that the first flow rate and the first replenishment time are inversely proportional; that is, the larger the first flow rate, the shorter the first replenishment time. Therefore, it is sufficient for either the first flow rate or the first replenishment time to meet the corresponding condition to be considered as meeting the replenishment conditions. Of course, when the first flow rate is less than or equal to the first preset flow rate and the first replenishment time is greater than or equal to the first preset time, it is determined that the first flow rate and the first replenishment time do not meet the replenishment conditions.

[0091] It should be noted that the first preset flow rate and the first preset time are set according to factors such as vehicle type, braking pressure requirements of the braking system, and servo cylinder specifications, and are not specifically limited in this embodiment.

[0092] Understandably, during the replenishment process, the plunger's moving speed can be adjusted according to the actual flow rate requirements. As the replenishment volume increases, the plunger's moving speed gradually decreases, and the replenishment flow rate also gradually decreases. In this embodiment, a preset threshold is set to determine whether the replenishment flow rate meets the requirement of being close to sufficient. Therefore, if the first flow rate and the first replenishment time satisfy the above replenishment conditions, when the replenishment flow rate is less than the preset threshold, it is considered that the replenishment volume is sufficient. At this point, the plunger is stopped from retracting. The specific process of stopping the plunger is achieved by controlling the motor to stop driving the plunger to retract.

[0093] In some embodiments, during plunger retraction, a first flow rate is calculated based on the brake fluid flow rate drawn from the brake fluid reservoir. For example, if the flow rate drawn from the brake fluid reservoir is 20 ml / s, the first flow rate can be calculated to be approximately 18 ml / s based on this flow rate and the specifications of the servo cylinder. Since the replenishment flow rate in the servo cylinder is related to the plunger's movement speed, the replenishment flow rate can be calculated by first obtaining the plunger's movement speed. In a specific example, as the plunger's retraction stroke increases, the plunger's movement speed gradually decreases to reduce the risk of over-replenishment. Therefore, as the plunger's movement speed decreases, the replenishment flow rate also gradually decreases, indicating that it is gradually approaching a state of sufficient replenishment.

[0094] It should be noted that the two conditions of meeting the first flow rate and the first replenishment time for replenishment, and the replenishment flow rate being less than or equal to the preset threshold, must be met simultaneously for the control plunger to stop retraction. Otherwise, the control plunger will continue to retract until the first flow rate and the first replenishment time simultaneously meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, ensuring that the replenishment amount meets the braking performance requirements and enabling rapid replenishment.

[0095] Referring to Figure 4, the steps for re-pressurizing by moving the reverse-drive plunger forward include, but are not limited to, the following steps S330 and S340.

[0096] Step S330: When the plunger moves forward, obtain the second flow rate and the second replenishment time of the fluid supplied from the servo cylinder to the normal oil circuit;

[0097] Step S340: Calculate the pressure to rebuild pressure based on the second flow rate and the second replenishment time, so that the pressure reaches the target pressure.

[0098] Because the pressure in the servo cylinder differs from the pressure before fluid replenishment, the plunger needs to be moved forward by a motor to re-pressurize the brake circuit and meet braking performance requirements. Before the plunger moves forward, the control valve of the normal circuit is opened, and then the plunger is driven forward. At this time, the second flow rate and the second replenishment time of fluid replenishment from the servo cylinder to the normal circuit are obtained. The re-pressurization pressure can then be calculated based on the second flow rate and the second replenishment time. The second flow rate can be understood as the flow rate of brake fluid from the servo cylinder to the wheel cylinder under the push of the plunger, and the second replenishment time can be understood as the time it takes for the plunger to move forward. The product of the second flow rate and the second replenishment time can be used to drive the servo cylinder to replenish the total amount of fluid to the wheel cylinder, thereby determining the pressure in the circuit after fluid replenishment. In this way, by adjusting the second flow rate and the second replenishment time, the total amount of fluid replenished can be adjusted, thereby achieving the target pressure for pressure buildup and ensuring that the target pressure reaches the initial pressure, ensuring that the pressure before and after fluid replenishment is consistent. That is, by reversing the plunger's forward movement after fluid replenishment to build up pressure, the braking pressure can be quickly restored to the initial pressure when the circuit is activated and disconnected, meeting the original braking performance requirements.

[0099] Referring to FIG5, in some embodiments, the control method of the integrated braking control system further includes, but is not limited to, the following steps S400, S500 and S600.

[0100] Step S400: When controlling the plunger to retract to replenish fluid, obtain the initial flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder;

[0101] Step S500: Calculate and determine the maximum replenishment time based on the initial flow rate, and determine whether the maximum replenishment time is greater than the preset time threshold.

[0102] In step S600, when the maximum replenishment time is greater than the preset time threshold, the motor driving the plunger is controlled to increase its speed until the maximum replenishment time is less than or equal to the preset time threshold.

[0103] When the vehicle enters the fluid replenishment function, the plunger is retracted. At this time, the initial flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder is obtained, and the maximum replenishment time can be calculated based on the initial flow rate. It is understood that if the maximum replenishment time is too long, it will result in untimely replenishment, failing to meet braking and safety requirements. Therefore, in step S500 of this embodiment, it is determined whether the maximum replenishment time is greater than a preset time threshold. When the maximum replenishment time is greater than the preset time threshold, it indicates that the replenishment time does not meet the requirements. Since the replenishment flow rate is related to the plunger retraction speed, increasing the motor speed can increase the plunger's movement speed. With the increased plunger movement speed, the current replenishment flow rate will be greater than the initial flow rate, thereby reducing the maximum replenishment time until it is less than or equal to the preset time threshold. When the maximum replenishment time is less than or equal to the preset time threshold, it indicates that the replenishment time meets the requirements and satisfies the requirement for rapid replenishment.

[0104] Referring to FIG6, in some embodiments, in response to a leak in the oil circuit of the integrated braking control system, an oil circuit disconnection state is activated, including but not limited to the following steps S110, S120, S130 and S140.

[0105] Step S110: Pressure is alternately built up in at least two oil circuits, and the stiffness of the oil circuits is tested.

[0106] Step S120: Compare the tested stiffness of the oil circuit with the preset range;

[0107] Step S130: When the stiffness of the oil circuit is within the preset range, the oil circuit with stiffness within the preset range is determined to be a normal oil circuit.

[0108] Step S140: When the stiffness of the oil circuit is not within the preset range, the oil circuit with stiffness not within the preset range is determined to be a leaking oil circuit, and the control valve between the leaking oil circuit and the servo cylinder is disconnected.

[0109] Referring to Figure 1, using two oil circuits as an example, when an oil circuit leak occurs, the two oil circuits are alternately pressurized, and their stiffness is tested (specifically, the first and second oil circuits) to determine if any abnormalities exist. The detected stiffness of the first and second oil circuits is compared with preset ranges. If the stiffness of the first oil circuit is within the preset range, it is considered normal, and the first oil circuit is determined to be a normal oil circuit. If the stiffness of the second oil circuit is outside the preset range (e.g., below the preset range), it is considered abnormal, and the second oil circuit is determined to be leaking. Furthermore, the first oil circuit is designated as usable, and the second oil circuit is designated as unusable. The control valve on the second oil circuit is then closed, disconnecting the second oil circuit from the servo cylinder, thus achieving oil circuit separation. Of course, in some embodiments, the number of oil circuits is not limited to two; the control method of this embodiment is also applicable to three or more oil circuits.

[0110] It should be noted that in some embodiments, before performing the fluid replenishment step, it is necessary to determine whether the brake fluid reservoir is in normal condition. Specifically, after activating the oil circuit separation state, the brake fluid reservoir level signal is acquired, and the validity of the level signal is determined. When the level signal is valid, it indicates that the fluid replenishment flag is valid and the fluid replenishment requirement can be met. At this time, a fluid replenishment request is issued, and the controller controls the plunger of the servo cylinder to retract to perform fluid replenishment based on the fluid replenishment request. When the level signal is invalid, it indicates that the fluid replenishment flag is invalid, the brake fluid reservoir is malfunctioning and cannot provide fluid replenishment, and in this case, the plunger of the servo cylinder is not retracted, that is, no fluid replenishment operation is requested.

[0111] This application also provides a control device suitable for an integrated braking control system of a vehicle. The control device specifically includes a first execution unit, a second execution unit, and a third execution unit.

[0112] The first execution unit is configured to activate an oil circuit disconnection state in response to a leak in the oil circuit of the integrated brake control system. This disconnects the leaking oil circuit from the servo cylinder and determines the initial pressure of the currently normal oil circuit. Specifically, the first execution unit can perform the above-mentioned step S100. When the vehicle detects a leak in the brake oil circuit, it activates the oil circuit disconnection state, identifies the leaking oil circuit, and disconnects it from the servo cylinder. This prevents the leaking oil circuit from continuing to participate in the braking process, reducing safety risks and preventing further brake fluid leakage.

[0113] The second execution unit is configured to control the plunger retraction of the servo cylinder for fluid replenishment. During plunger retraction, it acquires the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate within the servo cylinder, and determines the first replenishment time based on the first flow rate. Specifically, the second execution unit can perform the aforementioned step S200. During plunger retraction, brake fluid is extracted and enters the servo cylinder through the oil supply channel. The first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder can be acquired by detection, and the first replenishment time can be calculated based on the first flow rate.

[0114] The third execution unit is configured to control the plunger to stop retraction based on the first flow rate, the first replenishment time, and the replenishment flow rate, and to drive the plunger forward in the reverse direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure. Specifically, the third execution unit can execute the above step S300. When the first flow rate is greater than the set value, or the first replenishment time is less than the set time, the flow rate and time requirements are met. At this time, it is necessary to further determine whether the replenishment flow rate has reached the set requirement. If the replenishment flow rate has reached the set requirement, it is determined that the plunger needs to be controlled to stop retraction; otherwise, the plunger continues to retract. When the plunger stops retraction, it indicates that the replenishment amount of the servo cylinder is sufficient, and the replenishment ends. At this time, the plunger is driven forward in the reverse direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure, thereby ensuring that braking performance can be restored in time in the event of oil circuit leakage.

[0115] The control method in this embodiment does not employ conventional fluid replenishment methods. Instead of waiting for the plunger to retract to a threshold position before stopping, the fluid replenishment is stopped as soon as the plunger retracts to a certain position, achieving rapid fluid replenishment, shortening the fluid replenishment cycle, and then driving the plunger forward in the reverse direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure. This can provide braking capability in a timely manner, restore braking performance, avoid the risk of brake failure caused by brake fluid leakage, and improve the stability and safety of the vehicle.

[0116] In addition, the third execution unit can also perform the step of determining whether to control the plunger to stop retraction, specifically as in steps S310 and S320 above. The third execution unit determines that when the first flow rate is greater than the first preset flow rate, or the first replenishment time is less than the first preset time, it means that the first flow rate and the first replenishment time meet the above replenishment conditions; and when the replenishment flow rate is less than the preset threshold, it is considered that the replenishment amount is sufficient. At this time, the operation of controlling the plunger to stop retraction is performed. The specific process of driving the plunger to stop is achieved by controlling the motor to stop driving the plunger to retract.

[0117] The third execution unit can also perform the step of re-driving the plunger forward to rebuild pressure, as described in steps S330 and S340 above. The total amount of fluid replenished to the wheel cylinder by driving the servo cylinder can be determined based on the product of the second flow rate and the second fluid replenishment. This allows the pressure of the oil circuit after fluid replenishment to be determined. By adjusting the second flow rate and the second fluid replenishment time, the total amount of fluid replenishment can be adjusted, thereby achieving the target pressure for pressure building. This target pressure is then brought to the initial pressure, ensuring that the pressure before and after fluid replenishment is consistent. In other words, by re-driving the plunger forward after fluid replenishment to build pressure, the braking pressure can be quickly restored to the initial pressure when the oil circuit is activated and separated, thus meeting the original braking performance requirements.

[0118] In some embodiments, the control device further includes a fourth execution unit, which is configured to acquire the initial flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder when the control plunger retracts to replenish fluid; calculate and determine the maximum replenishment time based on the initial flow rate; determine whether the maximum replenishment time is greater than a preset time threshold; and when the maximum replenishment time is greater than the preset time threshold, control the motor driving the plunger to increase its speed until the maximum replenishment time is less than or equal to the preset time threshold. Specifically, steps S400, S500, and S600 are described above.

[0119] This application also provides a vehicle controller, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the control method of the integrated braking control system described above.

[0120] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the controller via a network.

[0121] The non-transient software program and instructions required to implement the control method of the above embodiments are stored in memory. When executed by the processor, the control method of the above embodiments is executed. For example, steps S100 to S300 in FIG2 and steps S310 to S320 in FIG3 are executed.

[0122] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0123] This application also provides a vehicle, including the control device of the integrated braking control system of the above embodiments or the vehicle controller of the above embodiments.

[0124] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0125] Since the vehicle applies all the technical solutions of the above-mentioned control device or vehicle controller, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0126] This application also provides a computer-readable storage medium storing computer-executable instructions for causing a computer to execute the control method of the integrated braking control system described above. Since the computer-readable storage medium is capable of executing all the technical solutions of the above control method, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated further here.

[0127] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0128] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. A control method for an integrated braking control system, characterized in that, The control method includes: In response to a leak in the hydraulic circuit of the integrated braking control system, the hydraulic circuit disconnection state is activated to disconnect the leaking hydraulic circuit from the servo cylinder and determine the initial pressure of the current normal hydraulic circuit. The plunger of the servo cylinder is controlled to retract to replenish fluid. When the plunger retracts, the first flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate in the servo cylinder are obtained, and the first fluid replenishment time is determined based on the first flow rate. Based on the first flow rate, the first replenishment time, and the replenishment flow rate, the plunger is controlled to stop retracting and is driven forward in the opposite direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure is built up is equal to the initial pressure.

2. The control method of the integrated braking control system according to claim 1, characterized in that, The step of controlling the plunger to stop retraction based on the first flow rate, the first replenishment time, and the replenishment flow rate includes: Determine whether the first flow rate and the first replenishment time meet the replenishment conditions, and determine whether the replenishment flow rate is less than or equal to a preset threshold; When the first flow rate and the first replenishment time meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, the plunger is controlled to stop retracting.

3. The control method of the integrated braking control system according to claim 2, characterized in that, The fluid replenishment conditions include a first preset flow rate and a first preset time. Determining whether the first flow rate and the first replenishment time meet the fluid replenishment conditions includes: Determine whether the first flow rate is greater than the first preset flow rate, or whether the first infusion time is less than the first preset time; When the first flow rate is greater than the first preset flow rate, or the first replenishment time is less than the first preset time, it is determined that the first flow rate and the first replenishment time meet the replenishment conditions.

4. The control method of the integrated braking control system according to any one of claims 1 to 3, characterized in that, The reverse drive to move the plunger forward to re-establish pressure includes: During the forward movement of the plunger, the second flow rate and the second replenishment time of the fluid replenishment from the servo cylinder to the normal oil circuit are obtained; The target pressure for re-pressurization is calculated based on the second flow rate and the second replenishment time, so that the target pressure reaches the initial pressure.

5. The control method of the integrated braking control system according to claim 1, characterized in that, The step of acquiring the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate within the servo cylinder during the plunger retraction includes: The first flow rate is calculated based on the flow rate of brake fluid drawn from the brake fluid reservoir; The moving speed of the plunger is obtained, and the replenishment flow rate is determined based on the moving speed.

6. The control method of the integrated braking control system according to claim 1, characterized in that, The control method further includes: When controlling the plunger to retract to replenish fluid, the initial flow rate of fluid replenished from the brake fluid reservoir to the servo cylinder is obtained; The maximum replenishment time is calculated based on the initial flow rate, and it is determined whether the maximum replenishment time is greater than a preset time threshold. When the maximum fluid replenishment time is greater than the preset time threshold, the motor driving the plunger is controlled to increase its speed until the maximum fluid replenishment time is less than or equal to the preset time threshold.

7. The control method of the integrated braking control system according to claim 1, characterized in that, The integrated braking control system has at least two hydraulic circuits. The step of activating a hydraulic circuit separation state in response to a leak in one of the hydraulic circuits of the integrated braking control system further includes: At least two of the oil circuits are pressurized alternately, and the stiffness of the oil circuits is tested. The stiffness of the oil circuit is compared with a preset range. When the stiffness of the oil circuit is within the preset range, the oil circuit with stiffness within the preset range is determined to be a normal oil circuit. When the stiffness of the oil circuit is not within the preset range, the oil circuit with stiffness not within the preset range is determined to be a leaking oil circuit, and the control valve between the leaking oil circuit and the servo cylinder is disconnected.

8. The control method of the integrated braking control system according to claim 1, characterized in that, Before the plunger of the servo cylinder retracts to replenish fluid, the following is also included: Acquire the brake fluid reservoir level signal and determine the validity of the level signal; When the liquid level signal is valid, a liquid replenishment request is issued to execute the control of the plunger retraction of the servo cylinder to replenish the liquid; When the liquid level signal is invalid, the plunger retraction of the servo cylinder to replenish the liquid is not executed.

9. The control method for the integrated braking control system according to claim 2, characterized in that, The control method further includes: If the first flow rate and the first replenishment time do not meet the replenishment conditions, or if the replenishment flow rate is greater than the preset threshold, the plunger continues to be controlled to retract until the first flow rate and the first replenishment time simultaneously meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold.

10. A control device for an integrated braking control system, characterized in that, The control device includes: The first execution unit is configured to activate an oil circuit disconnection state in response to a leak in the oil circuit of the integrated braking control system, thereby disconnecting the leaking oil circuit from the servo cylinder and determining the initial pressure of the current normal oil circuit. The second execution unit is configured to control the plunger of the servo cylinder to retract for fluid replenishment. When the plunger retracts, it acquires the first flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder and the real-time fluid replenishment flow rate in the servo cylinder, and determines the first fluid replenishment time based on the first flow rate. The third execution unit is configured to control the plunger to stop retracting based on the first flow rate, the first replenishment time, and the replenishment flow rate, and to drive the plunger forward in the opposite direction to rebuild pressure, so that the target pressure of the normal oil circuit after pressure building is equal to the initial pressure.

11. The control device for the integrated braking control system according to claim 10, characterized in that, The third execution unit is also configured to determine whether the first flow rate and the first replenishment time meet the replenishment conditions, and to determine whether the replenishment flow rate is less than or equal to a preset threshold. When the first flow rate and the first replenishment time meet the replenishment conditions, and the replenishment flow rate is less than or equal to the preset threshold, the plunger is controlled to stop retracting.

12. The control device for the integrated braking control system according to claim 10, characterized in that, The control device further includes: The fourth execution unit is configured to, when controlling the plunger to retract for fluid replenishment, acquire the initial flow rate of fluid replenishment from the brake fluid reservoir to the servo cylinder; and calculate and determine the maximum replenishment time based on the initial flow rate, and determine whether the maximum replenishment time is greater than a preset time threshold. When the maximum fluid replenishment time is greater than the preset time threshold, the motor driving the plunger is controlled to increase its speed until the maximum fluid replenishment time is less than or equal to the preset time threshold.

13. A vehicle controller, characterized in that, The system includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the control method of the integrated braking control system as described in any one of claims 1 to 9.

14. A vehicle, characterized in that, The control device includes the integrated braking control system according to any one of claims 10 to 12 or the vehicle controller according to claim 13.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions for causing a computer to perform the control method of the integrated braking control system as described in any one of claims 1 to 9.

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