Vehicle control method and related apparatus

Abstract

A vehicle control method and a related apparatus. The vehicle control method is applied to a first vehicle, the first vehicle comprising an EPB system and a driving system. The vehicle control method comprises: acquiring a first braking instruction (S301); and, on the basis of the first braking instruction, controlling the EPB system to output first torque, and controlling the driving system to output second torque (S302), wherein the first braking instruction is used to instruct the first vehicle to brake at first deceleration, the first torque acts on the first vehicle to provide braking torque of second deceleration, and the second torque is used in combination with the first torque to act on the first vehicle for braking at the first deceleration. When a hydraulic braking system fails, the present method can provide a redundant braking solution to promptly brake vehicles, ensuring vehicle driving safety.

Description

Vehicle control methods and related devices Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and related apparatus. Background Technology

[0002] With the continuous development of vehicle technology, the safety and reliability of vehicle braking systems have become an important safety guarantee during vehicle operation.

[0003] Currently, hydraulic braking is commonly used for vehicle braking. Hydraulic braking is a technology that uses pressure to transmit fluid for braking. When the brake pedal is pressed, brake fluid is forced into the brake caliper, pushing a piston inside the caliper and compressing the brake pads, bringing them closer to the brake disc. Due to friction, the brake pads and brake disc create friction, causing the vehicle to slow down or stop, thus achieving the braking function. Hydraulic braking is widely used in various vehicles, such as cars, motorcycles, and electric vehicles. Hydraulic braking, by transmitting fluid, has advantages such as high braking force, good stability, and a high degree of automation.

[0004] However, when the hydraulic braking system malfunctions, the vehicle is prone to losing its braking ability, which can cause serious vehicle safety problems. Summary of the Invention

[0005] This application provides a vehicle control method and related device, which can provide a redundant braking scheme when the hydraulic braking system fails, so as to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0006] In a first aspect, embodiments of this application provide a vehicle control method applied to a first vehicle, the first vehicle including an electronic parking brake (EPB) system and a drive system. The vehicle control method includes, but is not limited to, the following steps:

[0007] A first braking command is obtained, and based on the first braking command, the EPB system is controlled to output a first torque, and the drive system is controlled to output a second torque. The first braking command instructs the first vehicle to brake at a first deceleration, the first torque acts on the first vehicle to provide braking torque for the second deceleration, and the second torque is used in conjunction with the first torque to brake the first vehicle at the first deceleration.

[0008] This application provides a vehicle control method that controls the EPB system to output a first torque and the drive system to output a second torque. The first and second torques work together on the first vehicle, providing stable and sufficient redundant braking capability. This allows the first vehicle to brake at a first deceleration as indicated by a first braking command, responding to target braking force demands and meeting the emergency braking requirements of the driving system, thus completing the emergency braking and stopping task. Therefore, in the event of a hydraulic braking system failure, the redundant braking scheme provided in this application can ensure timely vehicle braking and guarantee vehicle safety.

[0009] In one possible implementation, when the first deceleration is greater than the second deceleration, a second torque is applied to the first vehicle to provide a braking torque for a third deceleration, the sum of the third deceleration and the second deceleration being equal to the first deceleration.

[0010] In this embodiment, when the target braking force demand (i.e., the first deceleration) is greater than the braking force provided by the first torque (i.e., the second deceleration), the second torque is required to act on the first vehicle to provide the braking torque of the third deceleration, in order to compensate for the insufficient braking force provided by the first torque. When the sum of the third deceleration and the second deceleration is equal to the first deceleration, the response to the target braking force demand can be satisfied.

[0011] Optionally, the sum of the third deceleration and the second deceleration is ideally exactly equal to the first deceleration. However, the sum of the third deceleration and the second deceleration may not be exactly equal to the first deceleration, and there may be an error within a reasonable range between the two. This application does not impose any restrictions on this.

[0012] In one possible implementation, when the first deceleration is less than or equal to the second deceleration, the second torque acts on the first vehicle to provide a driving torque for the first acceleration, the sum of the first acceleration and the first deceleration being equal to the second deceleration.

[0013] In this embodiment, when the target braking force demand (i.e., the first deceleration) is less than or equal to the braking force provided by the first torque (i.e., the second deceleration), the second torque is required to act on the first vehicle to provide the driving torque of the first acceleration to offset the excessive braking force provided by the first torque. When the sum of the first acceleration and the first deceleration is equal to the second deceleration, the response to the target braking force demand can be satisfied.

[0014] Optionally, the sum of the first acceleration and the first deceleration is ideally exactly equal to the second deceleration. However, the sum of the first acceleration and the first deceleration may not be exactly equal to the second deceleration, and there may be an error within a reasonable range between the two. This application does not impose any restrictions on this.

[0015] In one possible implementation, the control frequency corresponding to the second torque is higher than the control frequency corresponding to the first torque.

[0016] In this embodiment, due to the low control frequency of the EPB system, the first torque output by the EPB system gradually increases and then stabilizes. Correspondingly, the first deceleration of the braking torque provided by this first torque to the first vehicle also gradually increases and then stabilizes, which may not meet the rapid response requirements of the driving system for the vehicle chassis braking force. However, the drive system has a higher control frequency. By controlling the second torque output by the drive system at a higher frequency, combined with the first torque, the problem of slow braking torque response caused by the low control frequency of the EPB system can be solved.

[0017] Optionally, before the magnitude of the first torque output by the EPB system stabilizes, the magnitude of the second torque output by the drive system can be adjusted accordingly. This second torque, in conjunction with the first torque, acts on the first vehicle to brake at a first deceleration, responding to the target braking force demand and satisfying the driving system's emergency braking requirements. Alternatively, after the magnitude of the first torque output by the EPB system stabilizes, the second torque of a corresponding stable magnitude can be output by the drive system. This second torque, in conjunction with the first torque, acts on the first vehicle to brake at a first deceleration, responding to the target braking force demand and satisfying the driving system's emergency braking requirements.

[0018] Optionally, the first deceleration after stabilization can be 0.2g (where g is the acceleration due to gravity, g≈9.80m / s²). 2 () or other values, which can be determined according to different vehicle models. This application does not limit this.

[0019] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0020] Obtain the adhesion coefficient of the road surface where the first vehicle is located, and determine the threshold deceleration based on the adhesion coefficient.

[0021] The above-mentioned control of the EPB system to output a first torque and the control of the drive system to output a second torque based on the first braking command can be achieved in ways including but not limited to the following: when the first deceleration is less than or equal to the threshold deceleration, the EPB system is controlled to output a first torque and the drive system is controlled to output a second torque based on the first braking command.

[0022] In this embodiment, a threshold deceleration can be determined based on the adhesion coefficient of the road surface where the first vehicle is located. This threshold deceleration can be understood as the maximum braking deceleration that the first vehicle can accept on that road surface. If the threshold deceleration is exceeded, the first vehicle may be at risk of wheel lock-up and loss of control. Therefore, only when the target braking force demand (i.e., the first deceleration) is less than or equal to the threshold deceleration, the EPB system is controlled to output a first torque and the drive system is controlled to output a second torque. This allows the first torque and the second torque to work together on the first vehicle, providing stable and sufficient redundant braking capacity. This enables the first vehicle to brake at the first deceleration, responding to the target braking force demand, achieving timely braking while ensuring vehicle driving safety.

[0023] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0024] If the first deceleration is greater than the threshold deceleration, update the value of the first deceleration to the value of the threshold deceleration.

[0025] In this embodiment, when the target braking force demand (i.e., the first deceleration) is greater than the threshold deceleration, the first vehicle may be at risk of wheel lock-up and loss of vehicle control. Therefore, the value of the first deceleration needs to be updated to the value of the threshold deceleration so that when the first torque and the second torque work together on the first vehicle, it can respond to the target braking force demand as much as possible, so as to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0026] Optionally, the above vehicle control method may involve acquiring a second braking command and, based on the indication of the second braking command, updating the value of the first deceleration to the value of the threshold deceleration when the first deceleration is greater than the threshold deceleration. Alternatively, it may involve updating the value of the first deceleration to the value of the threshold deceleration when the first deceleration is greater than the threshold deceleration based on the indication of the acquired first braking command. This application embodiment does not impose any limitations on this approach.

[0027] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0028] The slip ratio of the first vehicle is obtained. If the slip ratio of the first vehicle is greater than a first threshold, the magnitude of the second torque is controlled and adjusted until the slip ratio of the first vehicle is less than or equal to the first threshold.

[0029] In this embodiment, when the slip ratio of the first vehicle exceeds a first threshold, it indicates that the first vehicle may be at risk of wheel lockup and loss of control. At this time, the EPB system can maintain a stable output braking torque while simultaneously controlling and adjusting the magnitude of the second torque, ensuring a rapid response between the drive torque and regenerative braking torque output by the drive system, thus controlling the slip ratio of the first vehicle to be less than or equal to the first threshold. Through this embodiment, controlling the vehicle slip ratio within a reasonable range can be prioritized as the control objective, while simultaneously ensuring vehicle braking performance as much as possible, thus balancing vehicle braking and driving safety.

[0030] Optionally, the first threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0031] In one possible implementation, the above-mentioned control adjustment of the magnitude of the second torque can be achieved in ways including but not limited to the following: when the first deceleration is greater than the second deceleration, the second torque is controlled to be less than or equal to the second threshold.

[0032] In this embodiment, when the target braking force demand (i.e., the first deceleration) is greater than the braking force provided by the first torque (i.e., the second deceleration), a second torque is required to act on the first vehicle to provide braking force, compensating for the insufficient braking force provided by the first torque, and thus meeting the response to the target braking force demand. However, if the slip ratio of the first vehicle is greater than a first threshold, it is necessary to control and reduce the second torque so that the second torque is less than or equal to the second threshold. This ensures that the deceleration of the braking torque provided by the second torque on the first vehicle is less than or equal to a threshold, thereby prioritizing the control of the vehicle slip ratio within a reasonable range while ensuring the vehicle's braking performance as much as possible, thus balancing vehicle braking and driving safety.

[0033] Optionally, the second threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0034] In one possible implementation, the above-mentioned control of adjusting the magnitude of the second torque can be achieved in ways including but not limited to the following: when the first deceleration is less than or equal to the second deceleration, the second torque is controlled to be greater than or equal to a third threshold.

[0035] In this embodiment, when the target braking force demand (i.e., the first deceleration) is less than or equal to the braking force provided by the first torque (i.e., the second deceleration), the second torque is required to act on the first vehicle to provide the driving torque for the first acceleration, thus offsetting the excessive braking force provided by the first torque to meet the target braking force demand. However, if the slip ratio of the first vehicle is greater than a first threshold, it is necessary to control and increase the second torque so that the second torque is greater than or equal to a third threshold. This ensures that the acceleration of the driving torque provided by the second torque on the first vehicle is greater than or equal to a threshold, thereby prioritizing the control of the vehicle slip ratio within a reasonable range while ensuring the vehicle's braking performance as much as possible, thus balancing vehicle braking and driving safety.

[0036] Optionally, the third threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0037] In one possible implementation, the first vehicle further includes a hydraulic braking system. The control of the EPB system to output a first torque and the control of the drive system to output a second torque can be implemented, specifically, by means including but not limited to, the following: in the event of a failure of the hydraulic braking system, controlling the EPB system to output the first torque and controlling the drive system to output the second torque.

[0038] In this embodiment, when the hydraulic braking system fails, by controlling the EPB system to output a first torque and controlling the drive system to output a second torque, the first torque and the second torque work together on the first vehicle to provide stable and sufficient redundant braking capacity. This enables the first vehicle to brake at the first deceleration indicated by the first braking command, respond to the target braking force demand, meet the driving system's emergency braking requirements, complete the emergency braking and stopping task, achieve timely braking of the vehicle, and ensure vehicle driving safety.

[0039] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0040] Based on the first braking command, the hydraulic braking system is controlled to output a third torque. If the error between the deceleration of the braking torque provided by the third torque on the first vehicle and the first deceleration is greater than a fourth threshold, the hydraulic braking system is detected to have failed.

[0041] In this embodiment, when the error between the deceleration of the third torque output by the hydraulic braking system acting on the braking torque provided by the first vehicle and the first deceleration is greater than the fourth threshold, the hydraulic braking system failure is detected, thereby enabling the redundant braking scheme to be activated in time, so as to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0042] Optionally, the fourth threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0043] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0044] Report fault information of the hydraulic braking system.

[0045] In this embodiment, fault information of the hydraulic braking system can also be reported to remind the user of vehicle safety.

[0046] In one possible implementation, the vehicle control method described above may also include, but is not limited to, the following steps:

[0047] After the first vehicle comes to a stop, the control drive system stops outputting torque, and the control EPB system continues to pull up to output the braking torque required for the first vehicle to park.

[0048] In this embodiment, after the autonomous vehicle comes to an emergency stop, the drive system's commands are cleared, the drive system is controlled to stop outputting torque, and the EPB system is controlled to fully engage, thus completing the emergency stop task under the failure of the autonomous driving hydraulic braking system.

[0049] In one possible implementation, the first vehicle is a rear-wheel drive vehicle, and the first torque and the second torque act on the rear axle of the first vehicle.

[0050] In one possible implementation, the first vehicle is a distributed drive vehicle, a first torque acts on the rear axle of the first vehicle, and a second torque acts on the front and rear axles of the first vehicle.

[0051] Secondly, embodiments of this application provide a vehicle control device, which includes a unit for performing the method as described in any of the first aspects.

[0052] In one possible design, the device is applied to a first vehicle, which includes an EPB system and a drive system. The device includes:

[0053] The processing unit is used to acquire a first braking command, which instructs the first vehicle to brake at a first deceleration.

[0054] The processing unit is also configured to control the EPB system to output a first torque and control the drive system to output a second torque based on the first braking command; wherein the first torque acts on the first vehicle to provide braking torque for the second deceleration, and the second torque is used to combine with the first torque to act on the first vehicle to brake at the first deceleration.

[0055] In one possible implementation, the device further includes a communication unit.

[0056] The processing unit is specifically used to obtain the first braking command through the communication unit.

[0057] Regarding the processing unit and communication unit described in the second aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementations in the first aspect.

[0058] For the technical effects of the second aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0059] Optionally, in the vehicle control device described in the second aspect above and any possible embodiment:

[0060] In one implementation, the vehicle control device is a vehicle control equipment. When the vehicle control device is a vehicle control equipment, the communication unit can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0061] In another implementation, the vehicle control device is a chip (system) or circuit used in vehicle control equipment. When the vehicle control device is a chip (system) or circuit used in vehicle control equipment, the communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; the processing unit can be at least one processor, processing circuit, or logic circuit.

[0062] Thirdly, embodiments of this application provide a vehicle control device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods described in the first aspect and any of the possible implementations. Optionally, the vehicle control device further includes a memory. Optionally, the vehicle control device further includes a communication interface, and the processor is coupled to the communication interface.

[0063] Fourthly, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or send information; the logic circuitry is used to receive or send information through the communication interface, causing the chip to execute the methods described in the first aspect and any of the possible implementations.

[0064] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions); when the computer program is run on a computer, the methods described in the first aspect and any possible implementation are implemented.

[0065] In a sixth aspect, embodiments of this application provide a computer program product, the computer program product comprising: a computer program (also referred to as code or instructions); and, when the computer program is run, causing a computer to perform the methods described in the first aspect and any possible implementation thereof.

[0066] In a seventh aspect, embodiments of this application provide a terminal, the terminal including at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.

[0067] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0068] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation.

[0069] Furthermore, in the process of performing the method described in the first aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0070] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0071] Optionally, unless otherwise specified, the operations of transmitting, sending, and receiving involved by the processor can be more generally understood as processor output and receiving, input, and other operations, unless they contradict their actual function or internal logic in the relevant description.

[0072] Optionally, in performing the methods described in the first aspect and any possible implementation above, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on separate chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0073] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0074] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0075] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0076] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0077] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0078] Figure 1 is a schematic diagram of the architecture of a vehicle braking system provided in an embodiment of this application;

[0079] Figure 2 is a schematic diagram of another vehicle braking system architecture provided in an embodiment of this application;

[0080] Figure 3 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0081] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0082] Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0083] Figure 6 is a schematic diagram of the structure of a chip provided in an embodiment of this application. Detailed Implementation

[0084] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0085] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0086] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0087] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0088] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information for the purpose of instructing A, it can be understood that the instruction information carries A, directly instructs A, or indirectly instructs A.

[0089] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0090] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0091] This application provides a vehicle control method and related apparatus, applied in the field of vehicle control technology, such as redundant braking control of vehicles in scenarios where the hydraulic braking system fails. To better understand the technical solution of this application, the relevant terms and concepts that may be involved in the embodiments of this application are introduced below.

[0092] Hydraulic braking is a technology that uses pressure to transmit fluid to achieve vehicle braking. When the brake pedal is pressed, brake fluid is forced into the brake caliper, pushing a piston inside the caliper to compress the brake pads, bringing them closer to the brake disc. Due to friction, the brake pads and brake disc create friction, causing the vehicle to slow down or stop, thus achieving the braking function.

[0093] Applications of hydraulic braking: Hydraulic braking is widely used in various mechanical equipment and vehicles, such as automobiles, motorcycles, and electric vehicles. It is also widely used in large-scale mechanical equipment, such as elevators, presses, hydraulic workbenches, and bending machines.

[0094] Compared to other braking methods such as mechanical braking and electronic braking, hydraulic braking has the following advantages:

[0095] 1. High braking force. Hydraulic brakes transmit force through fluid, generating greater braking force and are more durable and reliable.

[0096] 2. Good stability. The transmission properties of fluids determine that the output force of hydraulic braking is stable per unit time, thus exhibiting better braking stability.

[0097] 3. High degree of automation. Hydraulic braking can achieve automated control through valve control, which is more convenient than mechanical and electronic braking.

[0098] In summary, hydraulic braking is a widely used braking technology that achieves vehicle braking by transmitting fluid. It has advantages such as large braking force, good stability, and high degree of automation.

[0099] For details, please refer to Figure 1, which is a schematic diagram of the architecture of a vehicle braking system provided in an embodiment of this application.

[0100] As shown in Figure 1, under normal operating conditions (i.e., when the vehicle's hydraulic braking system is functioning normally), when the driving system requests a target braking force, the mobile data center (MDC) controller controls the electronic stability control (ESC) system to apply braking force to one or more wheels of the vehicle, reducing engine valve intervention, keeping the vehicle on the correct path, and applying hydraulic braking via hydraulic actuators to achieve timely braking and ensure vehicle safety. Optionally, the MDC controller can also control the drive motor to regenerate braking torque to assist in vehicle braking.

[0101] However, when the hydraulic braking system malfunctions, the vehicle is prone to losing its braking ability, which can cause serious vehicle safety problems.

[0102] Currently, when the hydraulic braking system fails, a braking scheme using additional redundant brake controllers or actuators is typically employed to achieve redundant braking of the vehicle, but this incurs additional vehicle manufacturing costs.

[0103] In addition, an electronic parking brake (EPB) system can be used as a redundancy solution in case of failure of the current hydraulic braking system to achieve redundant braking of the vehicle. However, because the EPB system requires electronic control signals to control the motor to clamp or release the brake pads, and the control frequency of the EPB system is relatively low, using the EPB system for redundant braking cannot meet the rapid response requirements of autonomous driving for the vehicle chassis braking force. Furthermore, using the EPB system as a redundancy solution for braking system failure, on low-friction surfaces (referring to surfaces with a low coefficient of friction), its slow response speed and low control frequency can easily lead to wheel lock-up and vehicle instability, seriously affecting vehicle driving safety.

[0104] In view of this, embodiments of this application provide a vehicle braking system and propose a vehicle control method based on the architecture of the vehicle braking system. This method is applied to the field of vehicle control technology, such as redundant braking control of vehicles in the event of a failure of the hydraulic braking system. When the hydraulic braking system fails, a redundant braking scheme can be provided to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0105] The vehicle braking system and vehicle control method provided in this application will be described in detail below with reference to Figures 2 and 3.

[0106] Please refer to Figure 2, which is a schematic diagram of the architecture of another vehicle braking system provided in an embodiment of this application.

[0107] As shown in Figure 2, when the vehicle's hydraulic braking system fails, and the driving system requests a target braking force, the braking force generated by the MDC controller controlling the ESC system and hydraulic actuators is significantly different from the target braking force, and thus cannot achieve vehicle braking.

[0108] At this point, the MDC controller can control the EPB motor controller to continuously pull up until the EPB motor controller can provide a stable braking torque of approximately 0.2g. Optionally, this 0.2g is the minimum braking deceleration provided by the EPB as specified by industry standards. In practical applications, the EPB motor controller can be controlled to provide other stable braking torque values ​​according to different vehicle models or driving scenarios. This application embodiment does not impose any limitations on this.

[0109] At the same time, the MDC controller can also control the drive motor controller to output braking torque or regenerate braking torque, so that it can work together with the braking torque output by the EPB motor controller to act on the first vehicle. This can provide the vehicle with stable and sufficient redundant braking capacity, thereby enabling the vehicle to brake according to the target braking force demand, respond to the target braking force demand, meet the driving system's demand for emergency braking of the vehicle, and complete the emergency braking and stopping task.

[0110] Optionally, when there is a risk of wheel slippage, the MDC controller can also control the drive motor to adjust the output braking torque or regenerate braking torque in real time based on the wheel slip ratio information, so as to ensure that the wheel slip ratio is within a reasonable range, thereby achieving timely braking of the vehicle and ensuring driving safety.

[0111] Therefore, when the hydraulic braking system fails, the redundant braking scheme provided by the vehicle braking system architecture in this application embodiment can enable timely braking of the vehicle and ensure vehicle driving safety.

[0112] Please refer to Figure 3, which is a flowchart illustrating a vehicle control method provided in an embodiment of this application. This vehicle control method is applied in the field of vehicle control technology, including but not limited to redundant braking control of vehicles in scenarios where the hydraulic braking system fails.

[0113] Specifically, the vehicle control method is applied to a first vehicle, which includes an EPB system and a drive system, and the vehicle control method includes, but is not limited to, the following steps:

[0114] S301: The vehicle control unit receives the first braking command.

[0115] It is understood that the vehicle control device in this application embodiment may be a device equipped with a processor / chip that can execute computer execution instructions, or it may be a processor / chip that can execute computer execution instructions. Optionally, the vehicle control device may be an electronic device, or a processor / chip within an electronic device, or it may be the MDC controller shown in Figures 1 and 2 above, used to execute the vehicle control method in this application embodiment, so that when the hydraulic braking system fails, a redundant braking scheme can be provided to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0116] Optionally, the vehicle control device and vehicle control method in the embodiments of this application can be applied to, but are not limited to, vehicle systems. The vehicle equipped with the vehicle system is an intelligent driving vehicle and can be replaced by a terminal device. The terminal device can be, but is not limited to, vehicles such as commercial vehicles, passenger cars, trains, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc. The embodiments of this application do not specifically limit this.

[0117] The aforementioned first braking command is used to instruct the first vehicle to brake at a first deceleration.

[0118] S302: Based on the first braking command, the vehicle control device controls the EPB system to output a first torque and controls the drive system to output a second torque.

[0119] The first torque acts on the first vehicle to provide a braking torque for the second deceleration, and the second torque is used in conjunction with the first torque to act on the first vehicle to brake at the first deceleration.

[0120] Alternatively, the relationship between the first torque and the second deceleration can be expressed by the following formula: T = a × m × r.

[0121] Where T is the magnitude of the first torque, a is the magnitude of the second deceleration, m is the total mass of the first vehicle, and r is the radius of action of the first torque.

[0122] It is understandable that by controlling the EPB system to output the first torque and controlling the drive system to output the second torque, the first torque and the second torque work together on the first vehicle, providing the first vehicle with stable and sufficient redundant braking capacity. This enables the first vehicle to brake at the first deceleration indicated by the first braking command, respond to the target braking force demand, meet the driving system's emergency braking requirements, and complete the emergency braking and stopping task.

[0123] Therefore, when the hydraulic braking system fails, the redundant braking scheme provided in this application embodiment can enable timely braking of the vehicle and ensure vehicle driving safety.

[0124] Furthermore, compared to braking schemes that employ additional redundant brake controllers or actuators to achieve redundant braking of vehicles, the redundant braking scheme provided in this application embodiment does not require additional redundant brake controllers or actuators, which can save vehicle manufacturing costs.

[0125] Optionally, the control frequency corresponding to the second torque is higher than the control frequency corresponding to the first torque.

[0126] Understandably, due to the low control frequency of the EPB system, the initial torque output by the EPB system gradually increases and then stabilizes. Correspondingly, the initial deceleration of the braking torque provided by this initial torque to the first vehicle also gradually increases and then stabilizes, which may not meet the rapid response requirements of the driving system for the vehicle chassis's braking force. However, the drive system has a higher control frequency. By controlling the second torque output by the drive system at a higher frequency, combined with the first torque, the slow braking torque response caused by the low control frequency of the EPB system can be resolved.

[0127] Optionally, before the magnitude of the first torque output by the control EPB system reaches a stable state, the magnitude of the second torque output by the drive system can be controlled to change accordingly, so that the second torque, together with the first torque, acts on the first vehicle to brake at the first deceleration, responding to the target braking force demand and meeting the driving system's demand for emergency braking of the vehicle.

[0128] Optionally, after the magnitude of the first torque output by the EPB system reaches a stable value, the drive system can be controlled to output a second torque of a corresponding stable magnitude. This second torque, in conjunction with the first torque, acts on the first vehicle to brake at a first deceleration, responding to the target braking force demand and meeting the driving system's requirements for emergency braking of the vehicle.

[0129] Optionally, the first deceleration after stabilization can be 0.2g (where g is the acceleration due to gravity, g≈9.80m / s²). 2 () or other values, which can be determined according to different vehicle models. This application does not limit this.

[0130] Optionally, the 0.2g is the minimum braking deceleration provided by EPB as specified by industry standards. In practical applications, the EPB motor controller can be controlled to provide other stable braking torque values ​​according to different vehicle models or driving scenarios. This application embodiment does not limit this.

[0131] In one possible embodiment, the second torque, in conjunction with the first torque, acts on the first vehicle to brake at a first deceleration, which can be described in the following ways.

[0132] Scenario 1:

[0133] When the first deceleration is greater than the second deceleration, the second torque acts on the first vehicle to provide the braking torque for the third deceleration, and the sum of the third deceleration and the second deceleration is equal to the first deceleration.

[0134] Understandably, when the target braking force demand (i.e., the first deceleration) is greater than the braking force provided by the first torque (i.e., the second deceleration), the second torque is required to act on the first vehicle to provide the braking torque of the third deceleration, in order to compensate for the insufficient braking force provided by the first torque. When the sum of the third deceleration and the second deceleration is equal to the first deceleration, the response to the target braking force demand can be met.

[0135] For example, when the first deceleration is 0.5g and the second deceleration is 0.2g, the braking force provided by the first torque is insufficient. A second torque is needed to act on the first vehicle to provide the braking torque for the third deceleration, thus compensating for the insufficient braking force provided by the first torque. When the first deceleration is 0.3g, 0.2g (second deceleration) + 0.3g (third deceleration) = 0.5g (first deceleration). The second torque, combined with the first torque, acts on the first vehicle to brake at the first deceleration, which can meet the response to the target braking force requirement.

[0136] Optionally, the sum of the third deceleration and the second deceleration is ideally exactly equal to the first deceleration. However, the sum of the third deceleration and the second deceleration may not be exactly equal to the first deceleration, and there may be an error within a reasonable range between the two. This application does not impose any restrictions on this.

[0137] Scenario 2:

[0138] When the first deceleration is less than or equal to the second deceleration, the second torque acts on the first vehicle to provide the driving torque for the first acceleration, and the sum of the first acceleration and the first deceleration is equal to the second deceleration.

[0139] Understandably, when the target braking force demand (i.e., the first deceleration) is less than or equal to the braking force provided by the first torque (i.e., the second deceleration), the second torque is required to act on the first vehicle to provide the driving torque of the first acceleration, which cancels out the excessive braking force provided by the first torque. When the sum of the first acceleration and the first deceleration equals the second deceleration, the response to the target braking force demand can be satisfied.

[0140] For example, when the first deceleration is 0.15g and the second deceleration is 0.2g, the braking force provided by the first torque is excessive, requiring the second torque to act on the first vehicle to provide the driving torque of the first acceleration, thus offsetting the excessive braking force provided by the first torque. When the first acceleration is 0.05g, 0.2g (second deceleration) - 0.05g (first acceleration) = 0.15g (first deceleration). The second torque, combined with the first torque, acts on the first vehicle to brake at the first deceleration, which can meet the response to the target braking force requirement.

[0141] Optionally, the sum of the first acceleration and the first deceleration is ideally exactly equal to the second deceleration. However, the sum of the first acceleration and the first deceleration may not be exactly equal to the second deceleration, and there may be an error within a reasonable range between the two. This application does not impose any restrictions on this.

[0142] In one possible embodiment, the vehicle control method described above may also include, but is not limited to, the following steps:

[0143] Obtain the adhesion coefficient of the road surface where the first vehicle is located, and determine the threshold deceleration based on the adhesion coefficient.

[0144] In step S302 above, based on the first braking command, the EPB system is controlled to output a first torque, and the drive system is controlled to output a second torque. This can be achieved in ways including but not limited to the following:

[0145] When the first deceleration is less than or equal to the threshold deceleration, based on the first braking command, the EPB system is controlled to output a first torque, and the drive system is controlled to output a second torque.

[0146] It is understandable that the threshold deceleration can be determined based on the adhesion coefficient of the road surface where the first vehicle is located. This threshold deceleration can be understood as the maximum braking deceleration that the first vehicle can accept on that road surface. If the threshold deceleration is exceeded, the first vehicle may be at risk of wheel lock-up and loss of control.

[0147] Therefore, only when the target braking force demand (i.e., the first deceleration) is less than or equal to the threshold deceleration, the EPB system is controlled to output the first torque and the drive system is controlled to output the second torque, so that the first torque and the second torque work together on the first vehicle to provide the first vehicle with stable and sufficient redundant braking capacity, thereby enabling the first vehicle to brake at the first deceleration, respond to the target braking force demand, and ensure the vehicle's driving safety while achieving timely braking.

[0148] Optionally, if the first deceleration is greater than the threshold deceleration, the value of the first deceleration is updated to the value of the threshold deceleration.

[0149] It is understandable that when the target braking force demand (i.e., the first deceleration) is greater than the threshold deceleration, the first vehicle may be at risk of wheel lock-up and loss of vehicle control. Therefore, it is necessary to update the value of the first deceleration to the value of the threshold deceleration so that when the first torque and the second torque work together on the first vehicle, it can respond to the target braking force demand as much as possible, so as to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0150] Optionally, the above vehicle control method may involve acquiring a second braking command and, based on the indication of the second braking command, updating the value of the first deceleration to the value of the threshold deceleration when the first deceleration is greater than the threshold deceleration. Alternatively, it may be based on the indication of the acquired first braking command, updating the value of the first deceleration to the value of the threshold deceleration when the first deceleration is greater than the threshold deceleration; this embodiment of the application does not impose any limitations on this approach.

[0151] In one possible embodiment, the vehicle control method described above may also include, but is not limited to, the following steps:

[0152] The slip ratio of the first vehicle is obtained. If the slip ratio of the first vehicle is greater than a first threshold, the magnitude of the second torque is controlled and adjusted until the slip ratio of the first vehicle is less than or equal to the first threshold.

[0153] Optionally, the first threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0154] When the slip ratio of the first vehicle exceeds the first threshold, it indicates that the first vehicle may be at risk of wheel lock-up and loss of vehicle control. At this time, the EPB system can maintain a stable output braking torque, while controlling and adjusting the magnitude of the second torque, so that the driving torque / recovery braking torque output by the drive system responds quickly, and the slip ratio of the first vehicle is controlled to be less than or equal to the first threshold.

[0155] Through the embodiments of this application, the control objective can be prioritized to keep the vehicle slip ratio within a reasonable range, while ensuring the braking performance of the vehicle as much as possible, thus balancing vehicle braking and driving safety.

[0156] Optionally, the magnitude of the second torque can be controlled and adjusted, which can be explained in the following ways.

[0157] Scenario 1:

[0158] When the first deceleration is greater than the second deceleration, the second torque is controlled to be less than or equal to the second threshold.

[0159] Optionally, the second threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0160] Understandably, when the target braking force demand (i.e., the first deceleration) exceeds the braking force provided by the first torque (i.e., the second deceleration), a second torque is needed to act on the first vehicle to provide braking force, compensating for the insufficient braking force provided by the first torque, and thus meeting the response to the target braking force demand. However, when the slip ratio of the first vehicle exceeds a first threshold, it is necessary to control and reduce the second torque so that the second torque is less than or equal to the second threshold. This ensures that the deceleration of the braking torque provided by the second torque on the first vehicle is less than or equal to a threshold, thereby prioritizing the control of the vehicle slip ratio within a reasonable range while maximizing the vehicle's braking efficiency, thus balancing vehicle braking and driving safety.

[0161] Scenario 2:

[0162] When the first deceleration is less than or equal to the second deceleration, the second torque is controlled to be greater than or equal to the third threshold.

[0163] Optionally, the third threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0164] Understandably, when the target braking force demand (i.e., the first deceleration) is less than or equal to the braking force provided by the first torque (i.e., the second deceleration), the second torque is needed to act on the first vehicle to provide the driving torque for the first acceleration, offsetting the excessive braking force provided by the first torque to meet the target braking force demand. However, if the slip ratio of the first vehicle is greater than the first threshold, it is necessary to control and increase the second torque so that the second torque is greater than or equal to a third threshold. This ensures that the acceleration of the driving torque provided by the second torque on the first vehicle is greater than or equal to a threshold, thereby prioritizing the control of the vehicle slip ratio within a reasonable range while ensuring the vehicle's braking performance as much as possible, thus balancing vehicle braking and driving safety.

[0165] In one possible embodiment, the first vehicle further includes a hydraulic braking system.

[0166] In step S302 above, controlling the EPB system to output the first torque and controlling the drive system to output the second torque can be achieved in ways including but not limited to the following:

[0167] In the event of a failure of the hydraulic braking system, the EPB system is controlled to output a first torque, and the drive system is controlled to output a second torque.

[0168] Understandably, when the hydraulic braking system fails, by controlling the EPB system to output a first torque and controlling the drive system to output a second torque, the first and second torques work together on the first vehicle to provide stable and sufficient redundant braking capacity. This allows the first vehicle to brake at the first deceleration indicated by the first braking command, responding to the target braking force demand, meeting the driving system's emergency braking requirements, completing the emergency braking and stopping task, achieving timely braking of the vehicle, and ensuring driving safety.

[0169] Optionally, when the hydraulic braking system fails, the vehicle control device has a communication link with the EPB system and the drive system to transmit control commands, control the EPB system to output a first torque, and control the drive system to output a second torque.

[0170] Optionally, the above vehicle control method may also include, but is not limited to, the following steps:

[0171] Based on the first braking command, the hydraulic braking system is controlled to output a third torque.

[0172] If the error between the deceleration of the braking torque provided by the third torque on the first vehicle and the first deceleration is greater than the fourth threshold, the hydraulic braking system is detected to have failed.

[0173] Understandably, when the error between the deceleration of the third torque output by the hydraulic braking system acting on the braking torque provided by the first vehicle and the first deceleration is greater than the fourth threshold, the hydraulic braking system failure is detected, thereby enabling the redundant braking scheme to be activated in time, achieving timely braking of the vehicle and ensuring driving safety.

[0174] Optionally, the fourth threshold is not a fixed value and can be adjusted according to different vehicle models and different driving scenarios. This application embodiment does not limit this.

[0175] Optionally, fault information of the hydraulic braking system can also be reported to remind users of vehicle safety.

[0176] In one possible embodiment, the vehicle control method described above may also include, but is not limited to, the following steps:

[0177] After the first vehicle comes to a stop, the control drive system stops outputting torque, and the control EPB system continues to pull up to output the braking torque required for the first vehicle to park.

[0178] Understandably, after an autonomous vehicle comes to an emergency stop, it clears the instructions of the drive system, controls the drive system to stop outputting torque, and controls the EPB system to fully engage, thus completing the emergency stop task in the event of a failure of the autonomous driving hydraulic braking system.

[0179] In one possible embodiment, the first vehicle is a rear-wheel drive vehicle, and the first torque and the second torque act on the rear axle of the first vehicle.

[0180] In this scenario, if the hydraulic braking system fails and an emergency braking request is made, the front axle wheels of the first vehicle experience only rolling resistance and are not at risk of locking up. However, the rear axle of the first vehicle, due to the applied first torque from the EPB system, is prone to locking up on low-traction surfaces. In this situation, the second torque output by the drive system needs to be adjusted based on the larger of the slip ratios of the left and right wheels.

[0181] It is worth noting that the drive system can also control the output drive torque to prevent the rear axle wheels from locking up, ensuring good braking performance and vehicle controllability.

[0182] In one possible embodiment, the first vehicle is a distributed drive vehicle, a first torque acts on the rear axle of the first vehicle, and a second torque acts on the front and rear axles of the first vehicle.

[0183] In this scenario, when the hydraulic braking system fails and an emergency braking request is made, all wheels of the first vehicle can apply braking force (the second torque output by the drive system). The front axle only receives the regenerative braking torque provided by the drive system, while the rear axle, in addition to applying the first torque output by the EPB system, can utilize the distributed drive motors on the left and right sides of the rear axle for real-time anti-lock braking control. On low-traction surfaces, the drive motors on the left and right sides of the rear axle can adjust the regenerative braking torque based on the slip ratio information of each wheel.

[0184] It is worth noting that the drive system can also control the output drive torque to prevent the rear axle wheels from locking up, ensuring good braking performance and vehicle controllability.

[0185] The methods of the embodiments of this application have been described in detail above. The following provides an apparatus for implementing any one of the methods in the embodiments of this application. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by the device in any of the above methods.

[0186] Please refer to Figure 4, which is a structural schematic diagram of a vehicle control device provided in an embodiment of this application.

[0187] As shown in Figure 4, the vehicle control device 40 may include a communication unit 401 and a processing unit 402. The communication unit 401 and the processing unit 402 may be software, hardware, or a combination of both.

[0188] The communication unit 401 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The communication unit 401 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the communication unit 401 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0189] In one possible design, the vehicle control device 40 may correspond to the vehicle control device in the method embodiment shown in FIG3 above. For example, the vehicle control device 40 may be an electronic device or a chip within an electronic device. The vehicle control device 40 may include units for performing the operations performed by the vehicle control device in the method embodiment shown in FIG3 above, and each unit in the vehicle control device 40 is respectively for implementing the operations performed by the vehicle control device in the method embodiment shown in FIG3 above. The descriptions of each unit are as follows:

[0190] Processing unit 402 is used to acquire a first braking command, which instructs the first vehicle to brake at a first deceleration.

[0191] The processing unit 402 is further configured to control the EPB system to output a first torque and control the drive system to output a second torque based on the first braking command; wherein the first torque acts on the first vehicle to provide braking torque for the second deceleration, and the second torque is used to combine with the first torque to act on the first vehicle to brake at the first deceleration.

[0192] In one possible implementation, the device further includes a communication unit 401.

[0193] The processing unit 402 is specifically used to obtain the first braking command through the communication unit 401.

[0194] Regarding the communication unit 401 and processing unit 402 described in this design, the steps they perform can be referred to the implementation method corresponding to the vehicle control device in the method embodiment shown in Figure 3 above.

[0195] Regarding the technical effects of the implementation methods performed by the communication unit 401 and the processing unit 402 described in this design, please refer to the description of the technical effects corresponding to the method embodiment shown in FIG3 above.

[0196] According to embodiments of this application, the various units in the device shown in FIG4 can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effect of the embodiments of this application. The above units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0197] It should be noted that the implementation of each unit can also refer to the corresponding description of the method embodiment shown in Figure 3 above.

[0198] In the vehicle control device 40 described in Figure 4, a redundant braking scheme can be provided when the hydraulic braking system fails, so as to achieve timely braking of the vehicle and ensure vehicle driving safety.

[0199] If the vehicle control device 40 mentioned above can be an electronic device, please refer to the structural schematic diagram of the electronic device shown in Figure 5.

[0200] It should be understood that the electronic device 50 shown in FIG5 is only an example. The electronic device in the embodiments of this application may also include other components, or include components with functions similar to the various components in FIG5, or may not be intended to include all the components in FIG5.

[0201] Electronic device 50 includes transceiver interface 501 and at least one processor 502.

[0202] The electronic device 50 can correspond to a vehicle control device. The transceiver interface 501 is used to transmit and receive signals, and at least one processor 502 executes program instructions, causing the electronic device 50 to implement the corresponding flow of the method executed by the corresponding device in the above method embodiment.

[0203] In one possible design, the electronic device 50 may correspond to the vehicle control device in the method embodiment shown in FIG3 above. For example, the electronic device 50 may be the vehicle control device itself, or it may be a chip within the vehicle control device. The electronic device 50 may include components for performing the operations performed by the vehicle control device in the above method embodiment, and each component in the electronic device 50 is specifically designed to implement the operations performed by the vehicle control device in the above method embodiment. Specifically, it may be as follows:

[0204] The processor 502 is used to acquire a first braking command, which instructs the first vehicle to brake at a first deceleration.

[0205] The processor 502 is also configured to control the EPB system to output a first torque and control the drive system to output a second torque based on a first braking command; wherein the first torque acts on the first vehicle to provide a braking torque for a second deceleration, and the second torque is used in conjunction with the first torque to act on the first vehicle to brake at a first deceleration.

[0206] In one possible implementation, the device further includes a transceiver interface 501.

[0207] The processor 502 is specifically used to obtain the first braking command through the transceiver interface 501.

[0208] Regarding the transceiver interface 501 and at least one processor 502 described in this design, the steps they perform can be referred to the implementation corresponding to the vehicle control device in the method embodiment shown in Figure 3 above.

[0209] For the technical effects of the implementation methods performed by the transceiver interface 501 and at least one processor 502 described in this design, please refer to the description of the technical effects corresponding to the method embodiment shown in FIG3 above.

[0210] In the electronic device 50 described in Figure 5, a redundant braking scheme can be provided when the hydraulic braking system fails, so as to achieve timely braking of the vehicle and ensure the driving safety of the vehicle.

[0211] If the vehicle control device 40 described above can be a chip or a chip system, please refer to the schematic diagram of the chip structure shown in Figure 6.

[0212] As shown in Figure 6, chip 60 includes processor 601 and interface 602. There can be one or more processors 601, and multiple interfaces 602. It should be noted that the functions of processor 601 and interface 602 can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0213] Optionally, chip 60 may also include memory 603 for storing necessary program instructions and data.

[0214] In this application, processor 601 can be used to call the implementation program of the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 603, and execute the instructions included in the program. Interface 602 can be used to output the execution result of processor 601. In this application, interface 602 can be specifically used to output various messages or information of processor 601.

[0215] For the vehicle control method provided by one or more embodiments of this application, please refer to the various embodiments shown in FIG3 above, which will not be repeated here.

[0216] The processor in this application embodiment can be a central processing unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0217] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0218] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the method shown in FIG3.

[0219] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can implement the method shown in FIG3.

[0220] This application embodiment also provides a terminal, which includes at least one vehicle control device 40, or electronic device 50, or chip 60.

[0221] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0222] Optionally, the terminal is used to implement the method shown in Figure 3 above.

[0223] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0224] It should be understood that the above-described processing device can be a chip. The units in the various device embodiments and the electronic devices in the method embodiments correspond completely, with corresponding modules or units executing corresponding steps. For example, the communication unit (transceiver) executes the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be executed by the processing unit (processor). The specific functions of each unit can be found in the corresponding method embodiments. There can be one or more processors.

[0225] It is understood that in the embodiments of this application, the electronic device may perform some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also perform other operations or variations thereof. Furthermore, the steps may be performed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to perform all the operations in the embodiments of this application.

[0226] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0227] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0228] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0229] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0230] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method characterized by, Applied to a first vehicle, the first vehicle including an electronic parking brake (EPB) system and a drive system; The vehicle control method includes: Obtain a first braking command, the first braking command being used to instruct the first vehicle to brake at a first deceleration; Based on the first braking command, the EPB system is controlled to output a first torque, and the drive system is controlled to output a second torque; wherein, the first torque acts on the first vehicle to provide a braking torque for a second deceleration, and the second torque is used in conjunction with the first torque to act on the first vehicle to brake at the first deceleration.

2. The vehicle control method according to claim 1, characterized by, When the first deceleration is greater than the second deceleration, the second torque acts on the first vehicle to provide a braking torque for a third deceleration, the sum of the third deceleration and the second deceleration being equal to the first deceleration.

3. The vehicle control method according to claim 1, characterized by, When the first deceleration is less than or equal to the second deceleration, the second torque acts on the first vehicle to provide a driving torque for the first acceleration, the sum of the first acceleration and the first deceleration being equal to the second deceleration.

4. The vehicle control method according to any one of claims 1 to 3, characterized by, The control frequency corresponding to the second torque is higher than the control frequency corresponding to the first torque.

5. The vehicle control method according to any one of claims 1 to 4, characterized by, The vehicle control method further includes: Obtain the adhesion coefficient of the road surface where the first vehicle is located; Based on the adhesion coefficient, determine the threshold deceleration; The step of controlling the EPB system to output a first torque and controlling the drive system to output a second torque based on the first braking command includes: When the first deceleration is less than or equal to the threshold deceleration, based on the first braking command, the EPB system is controlled to output the first torque, and the drive system is controlled to output the second torque.

6. The vehicle control method according to claim 5, characterized by The vehicle control method further includes: If the first deceleration is greater than the threshold deceleration, the value of the first deceleration is updated to the value of the threshold deceleration.

7. The vehicle control method according to any one of claims 1 to 6, characterized by, The vehicle control method further includes: Obtain the slip ratio of the first vehicle; If the slip ratio of the first vehicle is greater than the first threshold, the magnitude of the second torque is controlled and adjusted until the slip ratio of the first vehicle is less than or equal to the first threshold.

8. The vehicle control method according to claim 7, characterized by The control adjustment of the magnitude of the second torque includes: When the first deceleration is greater than the second deceleration, the second torque is controlled to be less than or equal to the second threshold.

9. The vehicle control method according to claim 7, characterized by, The control adjustment of the magnitude of the second torque includes: When the first deceleration is less than or equal to the second deceleration, the second torque is controlled to be greater than or equal to the third threshold.

10. The vehicle control method according to any one of claims 1 to 9, characterized by, The first vehicle also includes a hydraulic braking system; the control of the EPB system to output a first torque and the control of the drive system to output a second torque include: In the event of failure of the hydraulic braking system, the EPB system is controlled to output the first torque, and the drive system is controlled to output the second torque.

11. The vehicle control method according to claim 10, characterized by, The vehicle control method further includes: Based on the first braking command, the hydraulic braking system is controlled to output a third torque; If the error between the deceleration of the braking torque provided by the third torque on the first vehicle and the first deceleration is greater than a fourth threshold, the hydraulic braking system is detected to have failed.

12. The vehicle control method according to claim 10 or 11, characterized by, The vehicle control method further includes: Report the fault information of the hydraulic braking system.

13. The vehicle control method according to any one of claims 1 to 12, characterized by, The vehicle control method further includes: After the first vehicle comes to a stop, the drive system is controlled to stop outputting torque, and the EPB system is controlled to continue to pull up, outputting the braking torque required for the first vehicle to park.

14. The vehicle control method according to any one of claims 1 to 13, characterized by, The first vehicle is a rear-wheel drive vehicle, and the first torque and the second torque act on the rear axle of the first vehicle.

15. The vehicle control method according to any one of claims 1 to 13, characterized by, The first vehicle is a distributed drive vehicle, the first torque acts on the rear axle of the first vehicle, and the second torque acts on the front and rear axles of the first vehicle.

16. A vehicle control device characterized by comprising: Includes units for performing the method as described in any one of claims 1 to 15.

17. A vehicle control device characterized by comprising: Includes a processor for performing the method as described in any one of claims 1 to 15.

18. A chip, characterized by It includes logic circuits and interfaces, wherein the logic circuits and the interfaces are coupled; The interface is used for inputting and / or outputting information, and the logic circuit is used for performing the method as described in any one of claims 1 to 15.

19. A terminal, characterized by Includes the vehicle control device as described in claim 16, or the vehicle control device as described in claim 17, or the chip as described in claim 18.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1 to 15.

21. A computer program product, characterised in that, The computer program product includes a computer program, which, when executed, performs the method as described in any one of claims 1 to 15.

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