CN116533959A - Vehicle braking control method, device, equipment and storage medium - Google Patents

Vehicle braking control method, device, equipment and storage medium Download PDF

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Publication number
CN116533959A
CN116533959A CN202310699756.9A CN202310699756A CN116533959A CN 116533959 A CN116533959 A CN 116533959A CN 202310699756 A CN202310699756 A CN 202310699756A CN 116533959 A CN116533959 A CN 116533959A
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CN
China
Prior art keywords
braking
vehicle
hydraulic
deceleration
brake
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CN202310699756.9A
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Chinese (zh)
Inventor
黄庆
万东
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Avatr Technology Chongqing Co Ltd
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Avatr Technology Chongqing Co Ltd
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Priority to CN202310699756.9A priority Critical patent/CN116533959A/en
Publication of CN116533959A publication Critical patent/CN116533959A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle brake control method, device, equipment and storage medium, wherein the method comprises the following steps: acquiring actual deceleration, target deceleration and braking force distribution parameters of the vehicle, wherein the actual deceleration is the deceleration generated when the electric braking system and the hydraulic braking system jointly brake the vehicle; determining a corrected hydraulic braking torque based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the corrected hydraulic braking torque is a hydraulic braking torque when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking; the braking system is controlled to brake the vehicle based on the corrected hydraulic braking torque. By applying the technical scheme, the deceleration of the vehicle can be kept stable in the process that the braking mode of the vehicle is switched from electric braking to hydraulic braking only. The vehicle braking control method is used for controlling a braking system of a vehicle.

Description

Vehicle braking control method, device, equipment and storage medium
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a vehicle brake control method, device, equipment, and storage medium.
Background
With the development of the vehicle industry, electric vehicles have been favored by more and more users. While the cruising performance of electric vehicles is a more focused concern for users. In order to increase the range of electric vehicles, some electric vehicles are equipped with an energy recovery system.
When a driver steps on the brake, the energy recovery system starts to work, so that the hydraulic brake system and the electric brake system work simultaneously, and the kinetic energy of the vehicle can be converted into a part of electric energy through the electric brake system, so that the endurance mileage of the electric vehicle is improved. During the simultaneous operation of the hydraulic brake system and the electric brake system, there is a case of switching to the operation of the pure hydraulic brake system, and during the switching, the braking force increased by the electric brake system is supplied by the hydraulic brake system in order to keep the vehicle stable. However, because the friction plate is affected by temperature, product consistency and the like, fluctuation of friction efficiency occurs, so that fluctuation of hydraulic braking torque is caused, fluctuation of vehicle deceleration is caused, and nodding or sudden acceleration feeling occurs in the vehicle in the process of switching the braking mode of the vehicle, which affects driving comfort poorly and even driving safety.
Disclosure of Invention
The present application provides a vehicle brake control method, device, apparatus, and storage medium capable of stabilizing deceleration of a vehicle in a process in which a braking mode of the vehicle is switched from electric braking and hydraulic braking to only hydraulic braking.
In one aspect, the present application provides a vehicle brake control method, a brake system of a vehicle including an electric brake system and a hydraulic brake system, the method comprising: acquiring actual deceleration, target deceleration and braking force distribution parameters of the vehicle, wherein the actual deceleration is the deceleration generated when the electric braking system and the hydraulic braking system jointly brake the vehicle; determining a corrected hydraulic braking torque based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the corrected hydraulic braking torque is a hydraulic braking torque when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking; the braking system is controlled to brake the vehicle based on the corrected hydraulic braking torque.
According to the vehicle braking method, the actual deceleration, the target deceleration and the braking force distribution parameters of the vehicle are obtained, and accordingly, when the braking mode of the vehicle is switched from the mode of common braking of electric braking and hydraulic braking to the mode of only hydraulic braking, the corrected hydraulic braking moment provided by the hydraulic braking system is required, and therefore the situation that the hydraulic braking moment actually generated by the hydraulic braking system is inconsistent with the target electric braking moment due to the fact that the performance of the hydraulic braking system of the vehicle changes can be avoided, the hydraulic braking system is simply controlled, and the hydraulic braking moment with the same magnitude as the target electric braking moment originally provided by the electric braking system is supplied in a supplementing mode. Therefore, the vehicle brake control method provided by the application can keep the deceleration of the vehicle constant in the process that the braking mode of the vehicle is switched from electric braking and hydraulic braking to hydraulic braking only.
In one possible implementation of the present application, determining the corrected hydraulic braking torque based on the actual deceleration, the target deceleration, and the braking force distribution parameter includes: determining a correction coefficient based on the braking force distribution parameter, the actual deceleration, and the target deceleration; a correction hydraulic braking torque is determined based on the correction coefficient and the braking force distribution parameter.
In one possible implementation of the present application, determining the correction factor based on the braking force distribution parameter, the actual deceleration, and the target deceleration includes: determining a target electric brake deceleration provided by the electric brake system and a target hydraulic deceleration provided by the hydraulic brake system based on the brake force distribution parameter and the target deceleration; determining an actual hydraulic deceleration provided by the hydraulic brake system based on the target electric brake deceleration and the actual deceleration; the correction coefficient is determined based on the actual hydraulic pressure deceleration and the target hydraulic pressure deceleration.
In one possible implementation of the present application, determining the corrected hydraulic braking torque based on the correction coefficient and the braking force distribution parameter includes: determining a target electric braking torque and a target hydraulic braking torque based on the braking force distribution parameter; determining a switching hydraulic braking torque based on the correction coefficient and the target electric braking torque; a corrected hydraulic braking torque is determined based on the switching hydraulic braking torque and the target hydraulic braking torque.
In one possible implementation manner of the present application, the vehicle brake control method further includes: acquiring a target braking moment, a target deceleration and an actual deceleration of the vehicle; determining a target electric braking torque and a target hydraulic braking torque based on the target braking torque and the braking force distribution parameter; determining the braking torque of the whole vehicle based on the target braking torque, the target deceleration and the actual deceleration; determining an actual hydraulic braking moment based on the target electric braking moment and the whole vehicle braking moment; a correction factor is determined based on the actual hydraulic braking torque and the target hydraulic braking torque.
In one possible implementation manner of the present application, the vehicle brake control method further includes: determining a correction factor based on the executed braking mode in case the current braking mode is electric braking; wherein the executed braking mode is a braking mode that the vehicle has executed before the current braking mode is executed, and the executed braking mode is a mode in which electric braking and hydraulic braking are jointly braked.
In one possible implementation of the present application, a vehicle includes an antilock braking system and an electronic stability control system; controlling the braking system to brake the vehicle based on the corrected hydraulic braking torque, including at least one of: under the condition of intervention of an anti-lock braking system, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment; and under the condition that the electronic stability control system intervenes, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment.
In another aspect, the present application also provides a vehicle brake control device, including: the system comprises an acquisition module, a correction module and a control module; the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the actual deceleration of the vehicle, the target deceleration and a braking force distribution parameter, and the actual deceleration is the deceleration generated when the electric braking system and the hydraulic braking system jointly brake the vehicle; the correction module is used for determining a correction hydraulic braking moment based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the correction hydraulic braking moment is the hydraulic braking moment when the vehicle is switched from a mode of electric braking and hydraulic braking to hydraulic braking; the control module is used for controlling the braking system to brake the vehicle based on the corrected hydraulic braking moment.
In still another aspect, the present application also provides a vehicle brake control apparatus including: a memory and a processor; wherein the memory stores a computer program executable on the processor; the processor, when executing the computer program, implements the steps of any one of the vehicle brake control methods described above.
In yet another aspect, the present application further provides a computer readable storage medium storing one or more programs executable by one or more processors to implement steps in any one of the above-described vehicle brake control methods.
Drawings
FIG. 1 is a flow chart of a vehicle brake control method provided herein;
FIG. 2 is a flow chart of a vehicle brake control method provided herein;
FIG. 3 is a flow chart of a vehicle brake control method provided herein;
FIG. 4 is a flow chart of a vehicle brake control method provided herein;
FIG. 5 is a flow chart of a vehicle brake control method provided herein;
FIG. 6 is a flow chart of a vehicle brake control method provided herein;
FIG. 7 is a flow chart of a vehicle brake control method provided herein;
FIG. 8 is a flow chart of a vehicle brake control method provided herein;
FIG. 9 is a schematic view of the composition of the vehicle brake control device provided in the present application;
fig. 10 is a schematic diagram of the composition structure of the vehicle brake control apparatus provided in the present application.
Detailed Description
For the purposes, technical solutions and advantages of the embodiments of the present application to be more apparent, the specific technical solutions of the present application will be described in further detail below with reference to the accompanying drawings in the embodiments of the present application. The following examples are illustrative of the present application, but are not intended to limit the scope of the present application.
In the present embodiments, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the embodiments of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
Furthermore, in the embodiments of the present application, the terms "upper," "lower," "left," and "right," etc., are defined with respect to the orientation in which the components in the drawings are schematically disposed, and it should be understood that these directional terms are relative terms, which are used for descriptive and clarity with respect to each other, and which may vary accordingly with respect to the orientation in which the components in the drawings are disposed.
In the embodiments herein, unless explicitly specified and limited otherwise, the term "connected" is to be construed broadly, and for example, "connected" may be either a fixed connection, a removable connection, or an integral body; can be directly connected or indirectly connected through an intermediate medium.
In the present embodiments, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
In the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as examples, illustrations, or descriptions. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.
The embodiment of the application provides a vehicle braking control method which can be executed by a processor of computer equipment. The computer device may be a server, a notebook computer, a tablet computer, a desktop computer, a mobile device (e.g., a mobile phone, a portable video player, a personal digital assistant, a dedicated messaging device, a portable game device), or the like, which has data processing capability. The following embodiments refer to computer devices simply as terminals.
Existing new energy vehicles, particularly electric vehicles driven purely by electricity, or hybrid electric vehicles, are often equipped with energy recovery systems in order to increase the range. In the process of vehicle braking, the energy recovery system enters into operation, so that the hydraulic braking system and the electric braking system enter into operation at the same time, or the electric braking system enters into operation, and the electric braking system can convert the kinetic energy of the vehicle into electric energy, so that the vehicle can be charged, and the endurance mileage of the electric vehicle is improved.
In order to avoid unstable running state of the vehicle due to wheel locking or the like during braking, the electric brake system is controlled to be out of operation and only the hydraulic brake system is used for braking when functions such as an Anti-lock brake system (Anti-lock Brake System, ABS) and electronic stability control (Electronic Stability Control, ESC) of the vehicle are interposed. Then the hydraulic brake system is required to supplement the portion of the target electric brake torque that was originally provided by the electric brake system while the electric brake system was withdrawn. The actual electric braking torque generated by the electric braking system is generally stable and cannot change along with the extension of the service time of the vehicle, but the hydraulic braking torque can change along with the extension of the service time of the friction plate, the change of the ambient temperature and the change of the ambient humidity; that is, when the driver steps on the brake pedal for the same distance, the hydraulic brake system may generate different actual hydraulic braking moments due to the performance changes of the friction plate and other parts.
Thus, when the hydraulic braking system provides the hydraulic braking moment with the same magnitude originally provided by the electric braking system for the vehicle, the hydraulic braking moment actually provided by the hydraulic braking system may not be equal to the electric braking moment, so that the braking moment born by the vehicle is suddenly changed, the vehicle is enabled to nod when the generated braking moment is increased, and the vehicle is suddenly accelerated when the generated braking moment is reduced, and the driving safety of the vehicle is further affected. In this regard, the embodiment of the present application provides a vehicle brake control method applied to a brake system including a hydraulic brake system and an electric brake system, so as to avoid occurrence of abrupt change in deceleration of a vehicle when a braking mode of the vehicle is switched from a mode in which hydraulic braking and electric braking are jointly braked to a mode in which only hydraulic braking is performed.
Referring to fig. 1, fig. 1 is a flowchart of a vehicle brake control method provided herein, which may be executed by a processor of a terminal, and a brake system of a vehicle includes an electric brake system and a hydraulic brake system. As shown in fig. 1, the method includes steps S101 to S103, which will be described in connection with the steps shown in fig. 1.
S101, acquiring actual deceleration, target deceleration and braking force distribution parameters of the vehicle, wherein the actual deceleration is the deceleration generated when the electric braking system and the hydraulic braking system jointly brake the vehicle.
In some embodiments, an integrated brake control module is configured in the vehicle and is coupled to the brake pedal. When a driver steps on a brake pedal, the integrated brake control module judges the intention of the driver so as to control the electric brake system and/or the hydraulic brake system to enter a working state to provide corresponding brake moment; the magnitude of the target electric braking torque generated by the electric braking system and the magnitude of the target hydraulic braking torque generated by the hydraulic braking system can be actively distributed through the integrated braking control module. And the integrated brake control module also has the function of actively increasing or decreasing the target hydraulic brake torque. The magnitude of the target electric brake torque is generally consistent with the magnitude of the actual electric brake torque generated by the electric brake system, while the magnitude of the target hydraulic brake torque is not consistent with the magnitude of the actual hydraulic brake torque actually generated by the hydraulic brake system.
In other embodiments, when the driver brakes the vehicle, the brake system of the vehicle, including the hydraulic brake system and the electric brake system, may generate a braking torque by depressing a brake pedal, and the vehicle may generate a deceleration under the braking torque, thereby slowing down the vehicle. During the slowing of the vehicle, the vehicle will produce a true actual deceleration; meanwhile, when the driver steps on the pedal for a certain distance, a desired target deceleration correspondingly exists, the actual deceleration is consistent with or very close to the target deceleration in the initial use period of the vehicle, and the actual deceleration is often smaller than the target deceleration along with the extension of the use time of the vehicle, and the problem is reflected by the hydraulic braking system.
For example, the actual deceleration of the vehicle may be obtained by an acceleration sensor provided on the vehicle; the target deceleration can be obtained by the stepping distance of the brake pedal; the braking force distribution parameter can be obtained through the integrated braking control module, namely, the magnitude of the target electric braking moment and the magnitude of the target hydraulic braking moment distributed by the integrated braking control module are obtained, and the braking force distribution parameter is determined according to the ratio between the target electric braking moment and the target hydraulic braking moment.
S102, determining a corrected hydraulic braking moment based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the corrected hydraulic braking moment is the hydraulic braking moment when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking.
In some embodiments, the actual hydraulic braking torque provided by the hydraulic braking system, i.e. the magnitude of the corrected hydraulic braking torque after correction, may be determined when the braking mode of the vehicle is switched from hydraulic braking and electric braking together to hydraulic braking only, by means of the acquired actual deceleration of the vehicle, the target deceleration and the braking force distribution parameters.
And S103, controlling a braking system to brake the vehicle based on the corrected hydraulic braking moment.
In some embodiments, after the correction hydraulic braking torque is determined, in the event that the braking mode of the vehicle changes, i.e., the braking mode of the vehicle is switched from the electric braking and hydraulic braking together braking mode to hydraulic braking only, the braking system of the vehicle may be controlled by the integrated brake control module to generate the correction hydraulic braking torque to continue braking the vehicle.
In the embodiment of the application, since the actual deceleration, the target deceleration and the braking force distribution parameters of the vehicle are obtained, when the braking mode of the vehicle is switched from the mode of electric braking and hydraulic braking together to the mode of hydraulic braking only, the corrected hydraulic braking moment provided by the hydraulic braking system is determined, so that the situation that the hydraulic braking moment actually generated by the hydraulic braking system is inconsistent with the target electric braking moment when the hydraulic braking moment with the same magnitude as the target electric braking moment provided by the electric braking system is provided by the hydraulic braking system is provided by supplementing only by simply controlling the hydraulic braking system can be avoided. Therefore, the vehicle brake control method provided by the embodiment of the application can keep the deceleration of the vehicle constant in the process that the braking mode of the vehicle is switched from electric braking and hydraulic braking to hydraulic braking only.
Referring to fig. 2, fig. 2 is a flowchart of a vehicle brake control method provided in the present application, which may be executed by a processor of a terminal. As shown in fig. 2, based on fig. 1, S102 in fig. 1 can be realized by steps S201 to S202. The steps shown in fig. 2 will be described.
S201, a correction coefficient is determined based on the braking force distribution parameter, the actual deceleration, and the target deceleration.
S202, determining a corrected hydraulic braking moment based on the correction coefficient and the braking force distribution parameter.
In some embodiments, after the braking force distribution parameter, the actual deceleration, and the target deceleration are obtained, a correction factor for the hydraulic braking torque that needs to be provided by the hydraulic brake system may be determined first based on the braking force distribution parameter, the actual deceleration, and the target deceleration. And determining the corrected hydraulic braking moment which is finally required to be provided by the hydraulic braking system according to the correction coefficient and the braking force distribution parameter.
Referring to fig. 3, fig. 3 is a flowchart of a vehicle brake control method provided in the present application, which may be executed by a processor of a terminal. As shown in fig. 3, based on fig. 2, S201 in fig. 2 can be implemented by steps S301 to S303. The steps shown in fig. 3 will be described.
S301, determining a target electric braking deceleration provided by the electric braking system and a target hydraulic deceleration provided by the hydraulic braking system based on the braking force distribution parameter and the target deceleration.
In some embodiments, the target electric brake deceleration provided by the electric brake system and the target hydraulic deceleration provided by the hydraulic brake system may be determined based on the brake force distribution parameter and the target deceleration. Since the braking force distribution parameter is determined by the target electric brake torque and the target hydraulic brake torque, the proportional relationship between the target electric brake deceleration and the target hydraulic deceleration, which are generated by the target electric brake torque and the target hydraulic brake torque, respectively, coincides with the braking force distribution parameter. The target electric brake deceleration is identical to the actual electric brake deceleration, so the target electric brake deceleration is the actual electric brake deceleration.
S302, determining the actual hydraulic deceleration provided by the hydraulic braking system based on the target electric braking deceleration and the actual deceleration.
In some embodiments, the actual deceleration is equal to the sum of the target electric brake deceleration and the actual hydraulic pressure deceleration, and after the target electric brake deceleration is determined, the actual hydraulic pressure deceleration may be determined from the acquired actual deceleration and the target electric brake deceleration.
S303, determining a correction coefficient based on the actual hydraulic pressure deceleration and the target hydraulic pressure deceleration.
In some embodiments, the difference between the actual hydraulic deceleration and the target hydraulic deceleration is due to a change in performance of a component of the hydraulic brake system, and after the actual hydraulic deceleration and the target hydraulic deceleration are determined, a ratio of the target hydraulic deceleration and the actual hydraulic deceleration may be used as a correction factor for the hydraulic braking torque of the hydraulic brake system.
In the embodiment of the application, the target electric braking deceleration and the target hydraulic deceleration are obtained according to the braking force distribution parameter and the target deceleration, the actual hydraulic deceleration is obtained according to the target electric braking deceleration and the actual deceleration, and the correction coefficient of the hydraulic braking torque of the hydraulic braking system can be determined according to the target hydraulic deceleration and the actual hydraulic deceleration, so that the target hydraulic braking torque of the hydraulic braking system can be corrected according to the correction coefficient, and the actual hydraulic braking torque actually generated by the hydraulic braking system is consistent with the expected hydraulic braking torque.
Referring to fig. 4, fig. 4 is a flowchart of a vehicle brake control method provided in the present application, which may be executed by a processor of a terminal. As shown in fig. 4, based on fig. 2, S202 in fig. 2 may be performed through steps S401 to S403. The steps shown in fig. 4 will be described.
S401, determining a target electric braking torque and a target hydraulic braking torque based on the braking force distribution parameters.
In some embodiments, the magnitude of the target electric braking torque and the magnitude of the target hydraulic braking torque distributed by the integrated brake control module may be determined based on the braking force distribution parameters.
S402, determining a switching hydraulic braking moment based on the correction coefficient and the target electric braking moment.
In some embodiments, the actual hydraulic braking torque actually generated by the hydraulic brake system is not equal to the target hydraulic braking torque after the hydraulic brake system receives the control signal to generate the target hydraulic braking torque due to a change in performance of a component of the hydraulic brake system. Therefore, if a control signal for generating a target hydraulic braking torque in accordance with the magnitude of the target electric braking torque is directly input to the hydraulic braking system, the hydraulic braking system cannot correspondingly generate an actual hydraulic braking torque in accordance with the magnitude of the target hydraulic braking torque.
Therefore, the switching hydraulic braking moment which is actually needed to be supplied by the hydraulic braking system in a supplementing manner can be determined according to the correction coefficient and the target electric braking moment, wherein the switching hydraulic braking moment is the magnitude of moment carried by a control signal which is theoretically needed to be received by the hydraulic braking system, and at the moment, the hydraulic braking system can actually generate the hydraulic braking moment which is consistent with the magnitude of the target electric braking moment.
S403, determining a corrected hydraulic braking moment based on the switching hydraulic braking moment and the target hydraulic braking moment.
In some embodiments, after determining the switching hydraulic braking torque and the target hydraulic braking torque that is initially applied to the hydraulic braking system, the sum of the switching hydraulic braking torque and the target hydraulic braking torque is the magnitude of the braking torque that theoretically requires input of control information for the hydraulic braking system. In this way, the braking torque provided by the hydraulic brake system alone can be matched to the braking torque provided by the hydraulic brake system and the electric brake system together.
In the embodiment of the application, the target electric braking torque and the target hydraulic braking torque are determined according to the braking force distribution parameters, and the switching hydraulic braking torque is determined according to the correction coefficient and the target electric braking torque, so that the sum of the switching hydraulic braking torque and the target hydraulic braking torque can be used as the braking torque carried by the control signal which is finally required to be input into the hydraulic braking system, and the fluctuation of the braking torque during the switching of the braking mode of the vehicle can be avoided.
Referring to fig. 5, fig. 5 is a flowchart of a vehicle brake control method provided in the present application, which may be executed by a processor of a terminal. As shown in fig. 5, the method further includes steps S501 to S505. The steps shown in fig. 5 will be described.
S501, a target braking torque, a target deceleration, and an actual deceleration of the vehicle are acquired.
In some embodiments, after the driver depresses the brake pedal a distance, a target brake torque desired by the driver to be applied to the vehicle may be determined based on the distance the brake pedal is moved. According to the target braking moment and the whole vehicle mass, the target deceleration which can be generated by the vehicle expected by the driver can be determined. The actual deceleration is the deceleration actually generated when the vehicle receives the braking moment, and the actual deceleration can be obtained in real time through an acceleration sensor.
S502, determining a target electric braking torque and a target hydraulic braking torque based on the target braking torque and the braking force distribution parameter.
In some embodiments, the target braking torque is a sum of the target electric braking torque and the target hydraulic braking torque, and after the target braking torque and the braking force distribution parameter are obtained, the target electric braking torque and the target hydraulic braking torque may be determined.
S503, determining the braking moment of the whole vehicle based on the target braking moment, the target deceleration and the actual deceleration.
In some embodiments, the difference between the actual deceleration and the target deceleration is caused by the hydraulic braking system, and the ratio between the braking torque and the deceleration is constant. Therefore, according to the product of the target braking moment and the actual deceleration, the product is divided by the target deceleration, and the magnitude of the braking moment of the whole vehicle actually received by the vehicle can be determined.
S504, determining the actual hydraulic braking moment based on the target electric braking moment and the whole vehicle braking moment.
In some embodiments, the vehicle braking torque is the sum of the target electric braking torque and the actual hydraulic braking torque, and after the vehicle braking torque and the target electric braking torque are determined, the target electric braking torque is subtracted from the vehicle braking torque, so that the actual hydraulic braking torque actually generated by the hydraulic braking system can be obtained.
S505, determining a correction coefficient based on the actual hydraulic braking torque and the target hydraulic braking torque.
In some embodiments, after the actual hydraulic braking torque and the target hydraulic braking torque are determined, a ratio of the target hydraulic braking torque and the actual hydraulic braking torque may be used as a correction factor for correcting the hydraulic braking system.
In the embodiment of the application, since the correction coefficient for correcting the hydraulic braking system is determined according to the target braking moment, the braking force distribution parameter, the target deceleration and the actual deceleration, the braking moment carried by the control signal input to the hydraulic braking system can be corrected, so that the actual braking moment finally generated by the hydraulic braking system is consistent with the whole vehicle braking moment before the braking mode is switched.
Referring to fig. 6, fig. 6 is a flowchart of a vehicle brake control method provided in the present application, which may be executed by a processor of a terminal. As shown in fig. 6, the method further comprises step S601. The steps shown in fig. 6 will be described.
S601, determining a correction coefficient based on an executed braking mode when the current braking mode is electric braking; wherein the executed braking mode is a braking mode that the vehicle has executed before the current braking mode is executed, and the executed braking mode is a mode in which electric braking and hydraulic braking are jointly braked.
In some embodiments, after the driver depresses the brake pedal, the integrated brake control module may allocate a brake torque of 0 to the hydraulic brake system, that is, the entire vehicle brake torque is provided by the electric brake system, and then a brake force allocation parameter of 1 occurs: 0. Thus, the control module of the vehicle cannot determine the correction factor of the hydraulic brake system based on the brake torque distribution parameter. In a short period of time, as during the same driving of the vehicle, the performance of the hydraulic brake system does not normally vary significantly, so that the correction coefficient of the hydraulic brake system in the case of being braked by the electric brake system at present can be determined from the brake force distribution parameter, the actual deceleration, the target deceleration, and the like of the executed brake mode that the vehicle has executed before the current brake mode that is braked by the electric brake system at present. The executed braking mode may be a mode in which a time from a current braking mode is shortest, and in which electric braking and hydraulic braking are jointly braked.
In the embodiment of the application, since the correction coefficient of the hydraulic braking system in the current braking mode which is braked only by the electric braking system is determined according to the braking mode which is executed by the vehicle, abrupt change of the braking moment of the whole vehicle and abrupt change of the running state of the vehicle can be avoided when the braking mode of the vehicle is switched from the electric braking to the hydraulic braking.
Referring to fig. 7, fig. 7 is a flowchart of a vehicle brake control method provided herein, which may be executed by a processor of a terminal, the vehicle including an antilock brake system and an electronic stability control system. As shown in fig. 7, based on fig. 1, S103 in fig. 1 may be implemented by at least one of steps S1031 or S1032. The steps shown in fig. 7 will be described.
S1031, when the anti-lock braking system intervenes, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment.
In some embodiments, in the event that an antilock braking system of a vehicle requires intervention, it is necessary to switch the braking mode of the vehicle from a mode in which electric braking and hydraulic braking are jointly braked to a mode in which only hydraulic braking is used. The integrated brake control module is required to adjust the target hydraulic brake moment of the hydraulic brake system according to the target electric brake moment, and simultaneously control the electric brake system to exit the working state, so that the hydraulic brake system is used for braking the vehicle. The integrated brake control module can control the hydraulic brake system to brake the vehicle according to the determined corrected hydraulic brake moment so as to avoid fluctuation of the whole vehicle brake moment of the vehicle.
S1032, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment under the condition that the electronic stability control system is interposed.
In some embodiments, where the electronic stability control system of the vehicle requires intervention, it is also desirable to switch the braking mode of the vehicle from the mode in which the electric braking and the hydraulic braking are jointly braked to the mode in which only the hydraulic braking is used. The integrated brake control module can control the electric brake system to exit the working state according to the determined corrected hydraulic brake moment and simultaneously control the hydraulic brake system to brake the vehicle so as to avoid fluctuation of the whole vehicle brake moment of the vehicle.
In the embodiment of the application, when the braking mode of the vehicle is required to be controlled to be changed into the braking mode of the hydraulic braking system, the electric braking system is controlled to exit the working state, and the hydraulic braking system is controlled to brake the vehicle according to the determined corrected hydraulic braking moment, so that the sudden change of the braking moment of the whole vehicle of the vehicle can be avoided, and the deceleration of the vehicle can be kept constant in the process of switching the braking mode of the vehicle from the electric braking mode and the hydraulic braking mode to the hydraulic braking mode.
Referring to fig. 8, fig. 8 is a flowchart of a vehicle brake control method provided in the present application. The steps shown in fig. 8 will be described.
As shown in fig. 8, the driver controls the vehicle to brake as follows:
s801, the driver steps on the brake pedal.
S802, the integrated brake control module distributes the brake torque.
S803, controlling the hydraulic braking system to brake.
S804, the hydraulic braking system generates actual hydraulic braking moment.
S805, the vehicle generates an actual hydraulic deceleration.
S806, controlling the electric brake system to brake.
S807, the electric brake system generates actual electric brake moment.
S808, the vehicle generates an actual electric brake deceleration.
S809, the vehicle generates an actual deceleration that the driver desires.
S810, determining a corrected hydraulic braking moment.
In some embodiments, the integrated brake control module receives a brake signal when the driver depresses the brake pedal, distributes brake torque, and controls the hydraulic brake system and the electric brake system to operate, respectively. At the moment, the actual electric braking moment generated by the electric braking system is the same as the target electric braking moment carried by the braking signal output by the integrated braking control module, and the actual electric braking deceleration generated by the electric braking system is the same as the target electric braking deceleration carried by the braking signal output by the integrated braking control module; the actual hydraulic braking moment generated by the hydraulic braking system and the target hydraulic braking moment carried by the braking signal output by the integrated braking control module may be different, and the actual hydraulic deceleration generated by the hydraulic braking system and the target hydraulic deceleration carried by the braking signal output by the integrated braking control module are also different.
In this way, while the vehicle may produce an actual deceleration desired by the driver, a portion of the hydraulic braking torque provided by the hydraulic braking system supplement may not coincide with the target electric braking torque when the electric braking system is out of service. At this time, the control device of the vehicle will firstly correct the switching hydraulic braking moment carried by the control signal received by the hydraulic braking system according to the braking force distribution parameter, the actual deceleration and the target deceleration of the present vehicle, so as to obtain the corrected hydraulic braking moment corresponding to the actual braking moment consistent with the braking moment of the whole vehicle, which can be finally generated by the hydraulic braking system.
S811, ABS and/or ESC function intervention, switching braking mode.
And S812, controlling the braking mode to be switched to the hydraulic braking mode.
S813, the hydraulic braking system receives a control signal carrying the corrected hydraulic braking torque.
S814, the hydraulic braking system generates the actual deceleration expected by the driver.
In some embodiments, the integrated brake control module of the vehicle may control the braking system of the vehicle to switch braking modes when the ABS and/or ESC functions are engaged. At the moment, the integrated brake control module controls the electric brake system to exit the working state, and simultaneously transmits a control signal carrying the corrected hydraulic brake moment to the hydraulic brake system, so that the hydraulic brake system independently generates the whole vehicle brake moment originally possessed by the vehicle, and the deceleration of the vehicle is kept stable without abrupt change.
Illustratively, the driver-desired vehicle will produce a target deceleration of a when the driver depresses the brake pedal 11 ＝6m/s 2 The target braking moment is m 11 =2000 Nm, at which the target electric braking deceleration carried by the braking signal output by the integrated braking control module of the vehicle is a 12 ＝3m/s 2 The target hydraulic deceleration is a 13 ＝3m/s 2 The method comprises the steps of carrying out a first treatment on the surface of the The target electric braking torque allocated to the electric braking system by the integrated braking control module is m 12 =1000 Nm, a target hydraulic braking torque allocated to the hydraulic braking system of m 13 =1000 Nm, so that the braking force distribution parameter is then 1:1. whereas the actual deceleration of the vehicle measured by the vehicle acceleration sensor is a 21 ＝5.5m/s 2 。
Since the motor torque of the electric brake system is very stable, the actual electric brake torque actually generated by the electric brake system is m 22 =1000 Nm, then m 12 ＝m 22 =1000 Nm; the actual electric braking deceleration actually generated by the electric braking system is a 22 ＝3m/s 2 Then a 22 ＝a 12 ＝3m/s 2 . While the actual deceleration a of the vehicle 21 A specific target deceleration of a 11 Small 0.5m/s 2 Then consider the actual deceleration a 21 The reason for the smaller size is: the performance of the parts of the hydraulic braking system is changed to enable the actual hydraulic braking moment m actually generated by the hydraulic braking system 23 Fluctuation occurs.
According to the actual deceleration of the vehicle as a 21 And an electric braking deceleration of a 12 An actual hydraulic deceleration of a can be obtained 23 ＝a 21 -a 12 ＝2.5m/s 2 . So that it is possible to respond to the target hydraulic deceleration a 13 And actual hydraulic deceleration a 23 The ratio of (a) yields a correction coefficient, i.e. the correction coefficient is c=a 13 /a 23 =3/2.5=1.2. And then according to the correction coefficient c and the electric braking moment m 12 And a target hydraulic braking torque m 13 Obtaining the corrected hydraulic braking moment m 33 The method comprises the steps of carrying out a first treatment on the surface of the That is, the correction coefficient c and the target electric system can be used firstMoment of force m 12 Obtaining the switching hydraulic braking moment m 33 Switching hydraulic braking moment m 33 ＝c×m 12 =1200 Nm; then switching hydraulic braking moment m 33 And a target hydraulic braking torque m 13 Obtaining the corrected hydraulic braking moment m 43 I.e. correcting hydraulic braking torque m 43 ＝m 33 +m 13 =2200 Nm. When the braking mode is switched to braking by the hydraulic brake system only, a control signal carrying 2200Nm of corrected hydraulic braking torque may be input to the hydraulic brake system. Thus the hydraulic brake system actually generates 5.5m/s 2 To stabilize the deceleration of the vehicle.
If the hydraulic braking system is not corrected, the electric braking torque is simply m according to the target electric braking torque of the electric braking system 12 When a control signal carrying a braking torque of 2000Nm is input to the hydraulic brake system, the actual hydraulic deceleration generated by the hydraulic brake system of the vehicle is only 5m/s 2 Does not correspond to the original actual deceleration a of the vehicle 21 And the vehicle is kept consistent, so that sudden acceleration of the vehicle is caused, and the driving safety of the vehicle is affected.
Another example may also be based on a target braking torque m of the vehicle 11 Target deceleration a 11 Actual deceleration a 21 And a braking force distribution parameter, determining a correction coefficient. For example, the acquired braking force distribution parameter is 1:1, target braking moment m 11 =2000 Nm, target deceleration a 11 ＝6m/s 2 Actual deceleration a 21 ＝5.5m/s 2 . Can be based on the target braking torque m 11 Target deceleration a 11 And actual deceleration a 21 Firstly, determining the whole vehicle braking moment m of a vehicle 51 I.e. m 51 ＝m 11 ×a 21 /a 11 =1833 Nm. Based on the braking force distribution parameter and the target braking moment m 11 Determining a target electric brake moment m 12 And a target hydraulic braking torque m 13 The electric braking moment m can be obtained 12 =1000 Nm, target hydraulic braking torque m 13 =1000 Nm. Then, according to the braking force of the whole vehicleMoment m 51 And a target electric braking torque m 12 Obtaining the actual hydraulic braking moment m 23 I.e. m 23 ＝m 51 -m 12 =833 Nm. Finally, according to the target hydraulic braking moment m 13 And the actual hydraulic braking moment m 23 Obtaining a correction coefficient c, i.e. c=m 13 /m 23 ＝1.2。
The embodiment of the application also provides a vehicle brake control device, and referring to fig. 9, fig. 9 is a schematic diagram of the composition structure of the vehicle brake control device provided by the application. As shown in fig. 9, the vehicle brake control apparatus 900 includes an acquisition module 901, a correction module 902, and a control module 903, wherein:
An acquisition module 901, configured to acquire an actual deceleration of the vehicle, the target deceleration and a braking force distribution parameter, where the actual deceleration is a deceleration generated when the electric brake system and the hydraulic brake system jointly brake the vehicle;
a correction module 902 for determining a corrected hydraulic braking torque, which is a hydraulic braking torque when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking, based on the actual deceleration, the target deceleration, and the braking force distribution parameter;
the control module 903 is configured to control the braking system to brake the vehicle based on the corrected hydraulic braking torque.
In some embodiments, the correction module 902 is further configured to: determining a correction coefficient based on the braking force distribution parameter, the actual deceleration, and the target deceleration; a correction hydraulic braking torque is determined based on the correction coefficient and the braking force distribution parameter.
In some embodiments, the correction module 902 is further configured to: determining a target electric brake deceleration provided by the electric brake system and a target hydraulic deceleration provided by the hydraulic brake system based on the brake force distribution parameter and the target deceleration; determining an actual hydraulic deceleration provided by the hydraulic brake system based on the target electric brake deceleration and the actual deceleration; the correction coefficient is determined based on the actual hydraulic pressure deceleration and the target hydraulic pressure deceleration.
In some embodiments, the correction module 902 is further configured to: determining a target electric braking torque and a target hydraulic braking force based on the braking force distribution parameter; determining a switching hydraulic braking force based on the correction coefficient and the target electric braking torque; a corrected hydraulic braking force is determined based on the switching hydraulic braking force and the target hydraulic braking force.
In some embodiments, the correction module 902 is further configured to: acquiring a target braking moment, a target deceleration, an electric braking moment and an actual deceleration of the vehicle; determining a target hydraulic braking torque based on the target braking torque and the braking force distribution parameter; determining the braking torque of the whole vehicle based on the target braking torque, the target deceleration and the actual deceleration; determining an actual hydraulic braking moment based on the target electric braking moment and the whole vehicle braking moment; a correction factor is determined based on the actual hydraulic braking torque and the target hydraulic braking torque.
In some embodiments, the correction module 902 is further configured to: determining a correction factor based on the executed braking mode in case the current braking mode is electric braking; wherein the executed braking mode is a braking mode that the vehicle has executed before the current braking mode is executed, and the executed braking mode is a mode in which electric braking and hydraulic braking are jointly braked.
In some embodiments, the vehicle includes an antilock braking system and an electronic stability control system, the control module 903 further configured to: under the condition of intervention of an anti-lock braking system, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment; and under the condition that the electronic stability control system intervenes, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment.
The embodiment of the present application further provides a vehicle brake control device, referring to fig. 10, fig. 10 is a schematic diagram of a hardware entity of the vehicle brake control device provided in the embodiment of the present application, as shown in fig. 10, the hardware entity of the vehicle brake control device 1000 includes: comprises a memory 1001 and a processor 1002, the memory 1001 storing a computer program executable on the processor 1002, the processor 1002 implementing some or all of the steps of the vehicle brake control method of any one of the embodiments described above when executing the computer program.
The memory 1001 is configured to store instructions and applications executable by the processor 1002, and may also cache data (e.g., image data, audio data, voice communication data, video communication data, pressure data, distance data, deceleration data, braking force data, etc.) to be processed or processed by each module in the processor 1002 and the vehicle brake control device 1000, and may be implemented by a FLASH memory (FLASH) or a random access memory (Random Access Memory, RAM).
Embodiments of the present application also provide a computer readable storage medium having one or more programs stored thereon, where the one or more programs are executable by one or more processors to implement some or all of the steps in the vehicle brake control method in any of the above embodiments.
It should be noted here that: the above description of the embodiments of the computer-readable storage medium and the vehicle brake control apparatus is similar to the description of the embodiments of the vehicle brake control method described above, with similar advantageous effects as the embodiments of the vehicle brake control method. For technical details not disclosed in the embodiments of the present application of the computer-readable storage medium and the vehicle brake control apparatus, please refer to the description of the embodiments of the present application of the vehicle brake control method.
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the claims, and all equivalent structures or equivalent processes using the descriptions and drawings of the present application, or direct or indirect application in other related technical fields are included in the scope of the claims of the present application.

Claims (10)

1. A vehicle brake control method, characterized in that a brake system of a vehicle includes an electric brake system and a hydraulic brake system, the method comprising:
Acquiring actual deceleration, target deceleration and braking force distribution parameters of the vehicle, wherein the actual deceleration is the deceleration generated by the vehicle when the electric braking system and the hydraulic braking system jointly brake;
determining a corrected hydraulic braking torque, which is a hydraulic braking torque when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking, based on the actual deceleration, the target deceleration, and the braking force distribution parameter;
and controlling the braking system to brake the vehicle based on the corrected hydraulic braking torque.
2. The vehicle brake control method according to claim 1, characterized in that the determining of the corrected hydraulic brake torque based on the actual deceleration, the target deceleration, and the brake force distribution parameter includes:
determining a correction coefficient based on the braking force distribution parameter, the actual deceleration, and the target deceleration;
the corrected hydraulic braking torque is determined based on the correction coefficient and the braking force distribution parameter.
3. The vehicle brake control method according to claim 2, characterized in that the determining of the correction coefficient based on the braking force distribution parameter, the actual deceleration, and the target deceleration includes:
Determining a target electric brake deceleration provided by the electric brake system and a target hydraulic deceleration provided by the hydraulic brake system based on the brake force distribution parameter and the target deceleration;
determining an actual hydraulic deceleration provided by the hydraulic brake system based on the target electric brake deceleration and the actual deceleration;
the correction coefficient is determined based on the actual hydraulic pressure deceleration and the target hydraulic pressure deceleration.
4. A vehicle brake control method according to claim 2 or 3, characterized in that the determining the corrected hydraulic brake torque based on the correction coefficient and the brake force distribution parameter includes:
determining a target electric braking torque and a target hydraulic braking torque based on the braking force distribution parameter;
determining a switching hydraulic braking torque based on the correction coefficient and the target electric braking torque;
and determining the corrected hydraulic braking torque based on the switching hydraulic braking torque and the target hydraulic braking torque.
5. A vehicle brake control method according to any one of claims 1 to 3, characterized in that the method further comprises:
acquiring a target braking torque, the target deceleration and the actual deceleration of the vehicle;
Determining a target electric braking torque and a target hydraulic braking torque based on the target braking torque and the braking force distribution parameter;
determining a whole vehicle braking moment based on the target braking moment, the target deceleration and the actual deceleration;
determining an actual hydraulic braking moment based on the target electric braking moment and the whole vehicle braking moment;
and determining a correction coefficient based on the actual hydraulic braking torque and the target hydraulic braking torque.
6. A vehicle brake control method according to any one of claims 1 to 3, characterized in that the method further comprises:
determining a correction factor based on the executed braking mode in case the current braking mode is electric braking; wherein the executed braking mode is a braking mode that the vehicle has executed before the current braking mode is executed, and the executed braking mode is a mode in which electric braking and hydraulic braking are jointly braked.
7. A vehicle brake control method according to any one of claims 1 to 3, wherein the vehicle includes an antilock brake system and an electronic stability control system;
the controlling the braking system to brake the vehicle based on the corrected hydraulic braking torque includes at least one of:
Controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking torque under the condition that the anti-lock braking system is interposed;
and under the condition that the electronic stability control system is intervened, controlling the hydraulic braking system to brake the vehicle based on the corrected hydraulic braking moment.
8. A vehicle brake control apparatus characterized by comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the actual deceleration, the target deceleration and the braking force distribution parameter of the vehicle, wherein the actual deceleration is the deceleration generated when the electric braking system and the hydraulic braking system jointly brake the vehicle;
the correction module is used for determining a correction hydraulic braking moment based on the actual deceleration, the target deceleration and the braking force distribution parameter, wherein the correction hydraulic braking moment is a hydraulic braking moment when the vehicle is switched from a mode of electric braking and hydraulic braking together to hydraulic braking;
and the control module is used for controlling a braking system to brake the vehicle based on the corrected hydraulic braking moment.
9. A vehicle brake control apparatus characterized by comprising: a memory and a processor;
The memory stores a computer program executable on the processor;
the processor, when executing the computer program, implements the steps of the method of any one of claims 1 to 7.
10. A computer readable storage medium storing one or more programs executable by one or more processors to implement the steps of the method of any of claims 1 to 7.
CN202310699756.9A 2023-06-13 2023-06-13 Vehicle braking control method, device, equipment and storage medium Pending CN116533959A (en)

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Application Number Priority Date Filing Date Title
CN202310699756.9A CN116533959A (en) 2023-06-13 2023-06-13 Vehicle braking control method, device, equipment and storage medium

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310699756.9A CN116533959A (en) 2023-06-13 2023-06-13 Vehicle braking control method, device, equipment and storage medium

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Country Link
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117429269A (en) * 2023-12-15 2024-01-23 中国第一汽车股份有限公司 Control method for closed-loop braking energy recovery function of new energy vehicle type and vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117429269A (en) * 2023-12-15 2024-01-23 中国第一汽车股份有限公司 Control method for closed-loop braking energy recovery function of new energy vehicle type and vehicle
CN117429269B (en) * 2023-12-15 2024-04-09 中国第一汽车股份有限公司 Control method for closed-loop braking energy recovery function of new energy vehicle type and vehicle

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