阅读说明：本技术 车辆制动控制方法及装置 (Vehicle brake control method and device ) 是由 李齐丽 刘浪 崔洋 易东旭 于 2019-11-12 设计创作，主要内容包括：本发明公开了一种车辆制动控制方法及装置,该方法包括：在进行制动能量回收时,确定车辆的液压控制器的增压时刻；在车辆的实时制动时刻到达增压时刻时,控制液压控制器的液压电机对液压控制器增压；在车辆的实时制动时刻到达预先确定出的目标时刻时,基于增压后的液压控制器制动车辆。可见,实施本发明通过提前为液压控制器进行增压,能够使电制动平滑过度到液压制动,减少了车辆在制动过程中出现颤动的情况,进而减少了车辆的制动过程不平顺性和减速度不一致的情况,提高了驾驶人员的驾驶安全性和舒适性；还能够回收车辆在制动过程中产生的能量,提高了车辆的续航能力,进而提高能量的利用率。(The invention discloses a vehicle brake control method and a vehicle brake control device, wherein the method comprises the following steps: determining the pressurization time of a hydraulic controller of a vehicle when braking energy recovery is carried out; when the real-time braking moment of the vehicle reaches the pressurization moment, controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller; and when the real-time braking time of the vehicle reaches a predetermined target time, braking the vehicle based on the pressurized hydraulic controller. Therefore, by pressurizing the hydraulic controller in advance, the electric brake can be smoothly transited to the hydraulic brake, the vibration of the vehicle in the braking process is reduced, the unevenness and inconsistent deceleration of the vehicle in the braking process are reduced, and the driving safety and comfort of a driver are improved; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.)

1. A vehicle brake control method, characterized by comprising:

determining a pressurization moment of a hydraulic controller of the vehicle when braking energy recovery is carried out;

when the real-time braking moment of the vehicle reaches the pressurization moment, controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller;

and when the real-time braking moment of the vehicle reaches a preset target moment, braking the vehicle based on the pressurized hydraulic controller.

2. The vehicle brake control method according to claim 1, characterized in that before the determination of the pressure-increasing timing of the hydraulic controller of the vehicle, the method further comprises:

acquiring preset inherent starting time of a power-assisted motor of the vehicle, wherein the power-assisted motor is used for triggering a hydraulic motor of the hydraulic controller to start;

wherein the determining a boost timing of a hydraulic controller of the vehicle comprises:

when the real-time speed of the vehicle is in a non-low speed area which is determined in advance, determining the real-time brake depth change rate of a brake pedal of the vehicle and the real-time maximum recovery brake torque of the vehicle;

calculating the pressurization moment of a hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovery brake torque of the vehicle and the preset inherent starting time of the power-assisted motor;

when the real-time speed of the vehicle is in a predetermined low-speed area, determining the real-time speed change rate of the vehicle and the preset inherent starting time of a power-assisted motor of the vehicle, and calculating the pressurization time of a hydraulic controller of the vehicle according to the real-time speed change rate of the vehicle and the preset inherent starting time of the power-assisted motor.

3. The vehicle brake control method according to claim 2, characterized by further comprising:

when the real-time speed of the vehicle is in the non-low speed area, calculating the time of the maximum energy recovery of the vehicle according to the real-time brake depth change rate of the brake pedal and the real-time speed of the vehicle, and determining the time of the maximum energy recovery of the vehicle as a predetermined target time;

when the real-time speed of the vehicle is in the low-speed area, calculating the exit time of the braking energy recovery according to the real-time speed of the vehicle, the real-time speed change rate of the vehicle and a predetermined speed threshold corresponding to the exit of the energy recovery, and determining the exit time as a predetermined target time.

4. The vehicle brake control method according to any one of claims 1 to 3, characterized in that before the hydraulic motor that controls the hydraulic controller pressurizes the hydraulic controller, the method includes:

determining the pressurization duration of the hydraulic controller, wherein the starting moment of the pressurization duration of the hydraulic controller is the pressurization moment of the hydraulic controller;

wherein the controlling the hydraulic motor of the hydraulic controller to pressurize the hydraulic controller comprises:

and controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller based on the pressurization duration of the hydraulic controller.

5. The vehicle brake control method according to any one of claims 1 to 3, characterized by further comprising:

judging whether the vehicle slips or not when the braking energy is recovered;

when the vehicle is judged to slip, calculating the real-time slip rate of the vehicle based on the real-time slip parameters of the vehicle, and determining the brake slip rate threshold of the vehicle based on the predetermined ABS slip rate threshold of the vehicle and the real-time brake slip parameters of the vehicle, wherein the real-time brake slip parameters of the vehicle comprise at least one of the response rate of a driving motor corresponding to the recovery of the brake energy and the real-time road surface condition contacted by the wheels of the vehicle;

judging whether the real-time slip rate of the vehicle is smaller than a brake slip rate threshold of the vehicle or not, and adjusting the real-time recovery brake torque of the vehicle according to the real-time slip rate of the vehicle when the real-time slip rate of the vehicle is judged to be smaller than the brake slip rate threshold of the vehicle;

when the vehicle is judged not to have the slippage, triggering and executing the operation of determining the pressurization moment of a hydraulic controller of the vehicle;

when the real-time slip rate of the vehicle is judged to be not less than the brake slip rate threshold of the vehicle, judging whether the real-time slip rate of the vehicle is greater than or equal to the ABS slip rate threshold of the vehicle or not;

and when the real-time slip rate of the vehicle is judged to be larger than or equal to the ABS slip rate threshold of the vehicle, activating an ABS module of the vehicle, and exiting the braking energy recovery.

6. A vehicle brake control apparatus, characterized by comprising:

the determining module is used for determining the pressurization time of a hydraulic controller of the vehicle when the braking energy is recovered;

the control module is used for controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller when the real-time braking time of the vehicle reaches the pressurizing time;

and the braking module is used for braking the vehicle based on the pressurized hydraulic controller when the real-time braking time of the vehicle reaches a preset target time.

7. The vehicle brake control apparatus according to claim 6, characterized in that the apparatus further comprises:

the acquisition module is used for acquiring the preset inherent starting time of a power-assisted motor of the vehicle before the determination module determines the pressurization time of a hydraulic controller of the vehicle, and the power-assisted motor is used for triggering the hydraulic motor of the hydraulic controller to start;

the determination module determines the pressurization time of the hydraulic controller of the vehicle specifically by:

when the real-time speed of the vehicle is in a non-low speed area which is determined in advance, determining the real-time brake depth change rate of a brake pedal of the vehicle and the real-time maximum recovery brake torque of the vehicle;

calculating the pressurization moment of a hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovery brake torque of the vehicle and the preset inherent starting time of the power-assisted motor;

when the real-time speed of the vehicle is in a predetermined low-speed area, determining the real-time speed change rate of the vehicle and the preset inherent starting time of a power-assisted motor of the vehicle, and calculating the pressurization time of a hydraulic controller of the vehicle according to the real-time speed change rate of the vehicle and the preset inherent starting time of the power-assisted motor.

8. The vehicle brake control apparatus according to claim 7, characterized by further comprising:

the first calculation module is used for calculating the moment of maximum energy recovery of the vehicle according to the real-time brake depth change rate of the brake pedal and the real-time speed of the vehicle when the real-time speed of the vehicle is in the non-low speed area;

the determining module is further configured to determine a time of maximum energy recovery of the vehicle as a predetermined target time;

the second calculation module is used for calculating the exit time of the braking energy recovery according to the real-time speed of the vehicle, the real-time speed change rate of the vehicle and a predetermined speed threshold corresponding to the exit of the energy recovery when the real-time speed of the vehicle is in the low-speed area;

the determining module is further configured to determine the exit time as a predetermined target time.

9. The vehicle brake control device according to any one of claims 6-8, wherein the determining module is further configured to determine a pressurization duration of the hydraulic controller before the control module controls a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller, and a starting time of the pressurization duration of the hydraulic controller is a pressurization time of the hydraulic controller;

the mode that the control module controls a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller specifically comprises the following steps:

and controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller based on the pressurization duration of the hydraulic controller.

10. The vehicle brake control apparatus according to any one of claims 6 to 8, characterized in that the apparatus further includes:

the judging module is used for judging whether the vehicle slips or not when the braking energy is recovered;

the third calculating module is used for calculating the real-time slip rate of the vehicle based on the real-time slip parameters of the vehicle when the judging module judges that the vehicle slips;

the determining module is further configured to determine a brake slip rate threshold of the vehicle based on a predetermined ABS slip rate threshold of the vehicle and a real-time brake slip parameter of the vehicle, where the real-time brake slip parameter of the vehicle includes at least one of a response rate of a driving motor corresponding to the recovery of the braking energy and a real-time road condition contacted by wheels of the vehicle;

the judging module is further used for judging whether the real-time slip rate of the vehicle is smaller than a brake slip rate threshold of the vehicle;

the adjusting module is used for adjusting the real-time recovery braking torque of the vehicle according to the real-time slip rate of the vehicle when the judging module judges that the real-time slip rate of the vehicle is smaller than the braking slip rate threshold of the vehicle;

the determining module is further used for determining the operation of the hydraulic controller of the vehicle at the pressurization moment when the judging module judges that the vehicle does not slip;

the judging module is further used for judging whether the real-time slip rate of the vehicle is greater than or equal to an ABS slip rate threshold of the vehicle when the real-time slip rate of the vehicle is judged to be not less than the brake slip rate threshold of the vehicle;

the activation module is used for activating the ABS module of the vehicle when the judgment module judges that the real-time slip rate of the vehicle is greater than or equal to the ABS slip rate threshold of the vehicle;

and the quitting module is used for quitting the braking energy recovery.

11. A vehicle brake control apparatus, characterized by comprising:

a memory storing executable program code;

a processor coupled with the memory;

the processor invokes the executable program code stored in the memory to perform the vehicle brake control method according to any one of claims 1 to 5.

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle brake control method and device.

Background

With the development of science and technology, the progress of society and the enhancement of environmental awareness of people, the new energy automobile industry is rapidly developed. The rapid development of new energy automobiles greatly reduces the use of fuel (such as gasoline and diesel) automobiles, further reduces the emission of tail gas, and is beneficial to environmental protection. The braking energy recovery technology is a technology for recovering redundant energy released by a vehicle in braking or freewheeling, converting the redundant energy into electric energy through a generator, storing the electric energy in a storage battery and further converting the electric energy into driving energy. The braking energy recovery technology can convert energy generated during vehicle braking into electric energy, reduces the loss of energy converted into friction heat energy, and improves the use efficiency of the energy.

In practical applications, when the vehicle is in a Braking condition, a Braking Energy Recovery System (Braking Energy Recovery System) performs an Energy Recovery operation while a hydraulic Stability Control (ESC) is combined to perform a Braking operation on the vehicle. However, practice finds that in the process of braking the vehicle, when the hydraulic brake of the hydraulic controller is excessive from the electric brake of the braking energy recovery system, the pressure increment of the hydraulic controller is often increased untimely, so that the deceleration of the vehicle is increased untimely, which is very easy to cause the vehicle to shake, and further, the brake of the vehicle is easy to be unsmooth, the deceleration is inconsistent, and the driving safety and comfort of a driver are reduced.

Disclosure of Invention

The technical problem to be solved by the invention is to provide a vehicle brake control method and device, which can enable electric brake to smoothly transit to hydraulic brake by pre-pressurizing a hydraulic controller, thereby improving driving safety and comfort of drivers.

In order to solve the above technical problem, a first aspect of an embodiment of the present invention discloses a vehicle brake control method, including:

determining a pressurization moment of a hydraulic controller of the vehicle when braking energy recovery is carried out;

when the real-time braking moment of the vehicle reaches the pressurization moment, controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller;

and when the real-time braking moment of the vehicle reaches a preset target moment, braking the vehicle based on the pressurized hydraulic controller.

Therefore, the first aspect of the invention can lead the electric brake to be smoothly transited to the hydraulic brake by pre-pressurizing the hydraulic controller, thereby reducing the vibration of the vehicle in the braking process, further reducing the brake irregularity and the deceleration inconsistency of the vehicle and improving the driving safety and comfort of the driver; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.

A second aspect of the embodiment of the invention discloses a vehicle brake control apparatus, including:

the determining module is used for determining the pressurization time of a hydraulic controller of the vehicle when the braking energy is recovered;

the control module is used for controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller when the real-time braking time of the vehicle reaches the pressurizing time;

and the braking module is used for braking the vehicle based on the pressurized hydraulic controller when the real-time braking time of the vehicle reaches a preset target time.

Therefore, the second aspect of the invention can lead the electric brake to be smoothly transited to the hydraulic brake by pre-pressurizing the hydraulic controller, thereby reducing the vibration of the vehicle in the braking process, further reducing the conditions of unsmooth braking and inconsistent deceleration of the vehicle, and improving the driving safety and comfort of the driver; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.

A third aspect of the invention discloses another vehicle brake control apparatus, the apparatus comprising:

a memory storing executable program code;

a processor coupled with the memory;

the processor calls the executable program codes stored in the memory to execute the vehicle brake control method disclosed by the first aspect of the invention.

In a fourth aspect of the present invention, a computer-readable storage medium is disclosed, the computer-readable storage medium storing computer instructions for executing the vehicle braking control method disclosed in the first aspect of the present invention when the computer instructions are invoked.

Compared with the prior art, the embodiment of the invention has the following beneficial effects:

the embodiment of the invention provides a vehicle brake control method and a vehicle brake control device, wherein the method comprises the following steps: determining the pressurization time of a hydraulic controller of a vehicle when braking energy recovery is carried out; when the real-time braking moment of the vehicle reaches the pressurization moment, controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller; and when the real-time braking moment of the vehicle reaches a preset target moment, braking the vehicle based on the pressurized hydraulic controller. Therefore, by pressurizing the hydraulic controller in advance, the embodiment of the invention can enable the electric brake to be smoothly transited to the hydraulic brake, reduce the vibration of the vehicle in the braking process, further reduce the conditions of unsmooth braking and inconsistent deceleration of the vehicle, and improve the driving safety and comfort of drivers; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic flow chart diagram illustrating a vehicle braking control method according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart diagram illustrating another vehicle braking control method disclosed in an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a vehicle brake control device according to an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of another vehicle brake control apparatus disclosed in the embodiment of the present invention;

fig. 5 is a schematic structural diagram of another vehicle brake control device disclosed in the embodiment of the invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The terms "first," "second," and the like in the description and claims of the present invention and in the above-described drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product, or apparatus that comprises a list of steps or elements is not limited to those listed but may alternatively include other steps or elements not listed or inherent to such process, method, product, or apparatus.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

The invention discloses a vehicle brake control method and a vehicle brake control device, which can lead electric brake to be smoothly transited to hydraulic brake by pre-pressurizing a hydraulic controller, reduce the situation that the vehicle vibrates in the braking process, further reduce the situations of unsmooth braking and inconsistent deceleration of the vehicle and improve the driving safety and comfort of drivers; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved. The following are detailed below.

Example one

Referring to fig. 1, fig. 1 is a schematic flow chart illustrating a vehicle braking control method according to an embodiment of the present invention. Among them, the vehicle brake control method described in fig. 1 is applied to a vehicle control system (also referred to as a vehicle controller or a vehicle control apparatus). As shown in fig. 1, the vehicle brake control method may include the operations of:

101. in performing braking energy recovery, a vehicle control system determines a boost timing of a hydraulic controller of a vehicle.

In an alternative embodiment, before performing the above-described operation of determining the pressure-increasing timing of the hydraulic controller of the vehicle, the vehicle brake control method may further include the operations of:

the vehicle control system acquires a preset inherent starting time (for example, 100ms and 500ms) of a power assisting motor of the vehicle, and the power assisting motor is used for triggering the hydraulic motor of the hydraulic controller to start.

In this alternative embodiment, as an alternative implementation, the determining the pressurization time of the hydraulic controller of the vehicle by the vehicle control system may include:

when the real-time speed of the vehicle is in a non-low speed area which is determined in advance, the vehicle control system determines the real-time brake depth change rate of a brake pedal of the vehicle and the real-time maximum recovery brake torque of the vehicle;

the vehicle control system calculates the pressurization time of a hydraulic controller of the vehicle according to the real-time braking depth change rate of a brake pedal, the real-time maximum recovery braking torque of the vehicle and the preset inherent starting time of a power-assisted motor;

when the real-time speed of the vehicle is in a predetermined low-speed area, the vehicle control system determines the real-time speed change rate of the vehicle and the preset inherent starting time of the power-assisted motor of the vehicle, and calculates the pressurization time of the hydraulic controller of the vehicle according to the real-time speed change rate of the vehicle and the inherent starting time of the power-assisted motor.

In this alternative embodiment, the vehicle speed is generally divided into a low speed zone, a non-low speed zone, and a high speed zone according to a vehicle speed division criterion, such as: the vehicle speed is lower than 20Km/h and higher than 60Km/h, and is high speed, and the vehicle speed is 20-60 Km/h and is not low speed.

Therefore, in the optional embodiment, before the boost time of the hydraulic controller of the vehicle is determined, the preset inherent start time of the booster motor of the vehicle is obtained, and the boost times of the hydraulic controller of the vehicle in the non-low speed area and the low speed area are determined according to the preset inherent start time of the booster motor and the real-time vehicle speeds of different vehicles, so that the accuracy and the reliability of the boost time of the hydraulic controller can be improved, the accuracy of the hydraulic boost amount increased by the hydraulic controller is improved, the smoothness of the vehicle from the transition of the electric brake to the hydraulic brake is improved, and the driving safety and the comfort of a driver are further improved.

In another alternative embodiment, before the vehicle control system calculates the boost timing of the hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovered brake torque of the vehicle, and the preset inherent start time period of the assist motor, the vehicle brake control method may further include the operations of:

the vehicle control system judges whether the real-time brake depth change rate of the brake pedal is larger than or equal to a preset brake depth change rate threshold value (for example: 50mm/s), wherein the real-time brake depth change rate is slow brake under 20mm/s, and the real-time brake depth change rate is fast brake over 200 mm/s;

when the real-time brake depth change rate of the brake pedal is judged to be greater than or equal to a preset brake depth change rate threshold value, the vehicle control system takes the time corresponding to the real-time brake depth change rate of the brake pedal as the pressurization time of a hydraulic controller of the vehicle;

when the real-time brake depth change rate of the brake pedal is judged to be not more than or equal to the preset brake depth change rate threshold value, the vehicle control system triggers and executes the operation of calculating the pressurization time of the hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovery brake torque of the vehicle and the preset inherent starting time of the power-assisted motor.

It can be seen that, in this alternative embodiment, before calculating the pressure boost time of the hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovered brake torque of the vehicle, and the preset inherent start time of the booster motor, it is determined whether the real-time brake depth change rate of the brake pedal is greater than or equal to the preset brake depth change rate threshold value, if the judgment result is yes, the time corresponding to the real-time brake depth change rate is taken as the pressure increasing time of the hydraulic controller of the vehicle, so that the pressure can be increased in advance, to reduce the possibility that when the braking energy recovery of the vehicle reaches the maximum energy recovery, the capacity/pressure of the hydraulic controller is not increased enough to cause the braking force of the vehicle to be insufficient and the vehicle to shake, thereby further improving the driving safety and comfort of the driver and the safety and comfort of passengers; and when the judgment result is negative, the operation of calculating the pressurization moment of the hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovered brake torque of the vehicle and the preset inherent starting time of the power-assisted motor is executed, so that the safety of a driver and passengers can be ensured, the uncomfortable feeling of the driver and the passengers can be reduced, the sufficient recovery of brake energy can be realized, and the cruising range of the vehicle can be further improved.

102. When the real-time braking moment of the vehicle reaches the pressurization moment, the vehicle control system controls a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller.

In yet another alternative embodiment, before the vehicle control system controls the hydraulic motor of the hydraulic controller to boost the hydraulic controller, the vehicle brake control method may further include the operations of:

the vehicle control system determines the pressurization duration of a hydraulic controller, and the initial time of the pressurization duration of the hydraulic controller is the pressurization time of the hydraulic controller;

wherein, the vehicle control system controls the hydraulic motor of the hydraulic controller to pressurize the hydraulic controller, can include:

the vehicle control system controls a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller based on the pressurization duration of the hydraulic controller.

Therefore, in the alternative embodiment, before the hydraulic controller of the vehicle is pressurized, the pressurization time length of the hydraulic controller is determined, and the hydraulic controller is pressurized according to the pressurization time length, so that the pressurization accuracy of the hydraulic controller can be improved, and the smoothness of transition from electric braking to hydraulic braking of the vehicle in the braking process is further improved.

In this alternative embodiment, when the real-time vehicle speed of the vehicle is in a non-low speed region of the vehicle, the vehicle control system determining the pressurization duration of the hydraulic controller may include:

the vehicle control system determines the real-time required braking torque of the vehicle, the effective braking speed of a brake pedal and the real-time braking speed of the brake pedal;

the vehicle control system determines the pressurization duration of the hydraulic controller according to the real-time required brake torque of the vehicle, the effective brake speed of the brake pedal, the real-time brake speed of the brake pedal and the real-time maximum recovered brake torque of the vehicle.

In this optional embodiment, specifically, the hydraulic controller is configured to calculate the hydraulic pressure increase time period according to a hydraulic pressure increase time period calculation formula, where the hydraulic pressure increase time period calculation formula is:

wherein, T₁: a real-time maximum regenerative braking torque for the vehicle, and the real-time maximum regenerative braking torque is emitted by a drive motor of an electric brake of the vehicle;

T₂: braking torque for a real-time demand of the vehicle;

V₁: is the brake effective rate of the brake pedal;

V₂: is the real-time braking rate of the brake pedal;

the conversion coefficient of the real-time demand braking torque of the vehicle and the real-time braking speed of the brake pedal.

In the embodiment of the invention, a vehicle control system determines the real-time required braking torque of a vehicle, and specifically comprises the following steps: the method comprises the steps that a vehicle control system collects the real-time braking depth of a brake pedal of a vehicle, determines the real-time braking deceleration corresponding to the real-time braking depth according to the corresponding relation between the braking depth and the braking deceleration of the brake pedal, and determines real-time braking parameters of the vehicle control system;

the vehicle control system determines a real-time required braking torque of the vehicle based on a real-time braking depth of the brake pedal, a real-time braking deceleration, and real-time braking parameters of the vehicle control system.

In this embodiment of the present invention, the real-time braking parameter may include at least one of braking parameters of a real-time wheel speed, a brake caliper, a brake disc material, a brake pad, a brake radius, and the like of the vehicle, which is not limited in the embodiment of the present invention. Therefore, the more the real-time brake parameters comprise, the more the real-time brake parameters are beneficial to acquiring the real-time required brake torque of the vehicle with high accuracy, and the determination accuracy and reliability of the pressurization duration of the hydraulic controller are improved.

Thus, the real-time required braking torque of the vehicle can be determined through the real-time braking depth and the real-time braking deceleration of the brake pedal and the real-time braking parameters of the vehicle control system.

In the embodiment of the invention, a vehicle control system determines the effective braking speed of a brake pedal, and specifically comprises the following steps: the vehicle control system takes the pressurization moment of the hydraulic controller as a time sampling starting point of a predetermined time window (for example, 100 ms-500 ms), acquires the braking speed of the brake pedal corresponding to each sampling point in the time window, and calculates the effective braking rate of the brake pedal based on the time window, the total number (for example, 5) of the sampling points in the time window and the braking speed of the brake pedal corresponding to each sampling point. The more the number of the sampling points of the time window is, the more accurate the braking effective rate of the brake pedal is calculated, and the accuracy and the reliability of determining the pressurization duration of the hydraulic controller are further improved.

Therefore, the effective braking speed of the brake pedal can be calculated through the predetermined time window, the total number of the sampling points in the time window and the braking speed of the brake pedal corresponding to each sampling point.

Therefore, in the optional embodiment, when the real-time speed of the vehicle is in a non-low speed region, the pressurization duration of the hydraulic controller is calculated according to different parameters of the vehicle, so that the situation that the vehicle vibrates due to the fact that hydraulic pressurization is in place when the braking energy recovery reaches the maximum and the hydraulic controller is controlled to brake the vehicle can be reduced.

In this alternative embodiment, when the real-time vehicle speed of the vehicle is in the low speed region of the vehicle, the vehicle control system determines the pressurization duration of the hydraulic controller, which may include:

and the vehicle control system determines the exit time of the braking energy recovery according to the real-time speed of the vehicle and a predetermined braking energy exit speed threshold, and determines the pressurization duration of the hydraulic controller according to the exit time and the pressurization time.

Therefore, in the optional embodiment, the pressurizing time of the hydraulic controller is determined through the exit time of the recovery of the braking energy of the vehicle and the pressurizing time of the hydraulic controller of the vehicle, and the pressurizing amount of the hydraulic controller is favorably improved according to the pressurizing time, so that the situation that when the electric brake exits, the hydraulic pressure is not increased to a position, vibration sensation is brought to a driver is reduced, and the driving safety and the comfort of the driver are improved.

103. When the real-time braking time of the vehicle reaches a predetermined target time, the vehicle control system brakes the vehicle based on the pressurized hydraulic controller.

In the embodiment of the invention, after the hydraulic controller is pressurized, the pressurized hydraulic capacity of the hydraulic controller comprises the sum of the hydraulic capacity when the hydraulic controller reaches the maximum braking energy recovery or the hydraulic capacity when the braking energy recovery exits (when the electric braking exits) and the increase of the hydraulic capacity of the hydraulic motor of the hydraulic controller for increasing the pressurization duration. The difference between the braking force generated by the increase in the hydraulic pressure capacity and the target required braking force is minimized. The target required braking force is a braking force difference value between the recovered braking force generated by the driving motor when the braking energy recovery is maximum and the driver required braking force when the braking energy recovery is maximum or a braking force difference value between the recovered braking force generated by the driving motor when the braking energy recovery exits and the driver required braking force when the braking energy recovery exits. Thus, the closer the braking force generated by the increase of the hydraulic capacity is to the target required braking force, the more the smoothness of the transition from the electric braking to the hydraulic braking is improved, and the driving safety and comfort of the driver are further improved.

In yet another alternative embodiment, the vehicle brake control method may further include the operations of:

when the real-time speed of the vehicle is in a non-low speed area, the vehicle control system calculates the time of the maximum energy recovery of the vehicle according to the real-time brake depth change rate of the brake pedal and the real-time speed of the vehicle, and determines the time of the maximum energy recovery of the vehicle as the predetermined target time.

Therefore, in the optional embodiment, the moment of the maximum braking energy recovery of the vehicle is calculated, and the moment is determined as the target moment, so that the situation that the electric braking cannot be smoothly transited to the hydraulic braking due to the fact that the hydraulic pressure is increased to a position which is not reached when the braking energy recovery is maximum and the vehicle vibrates can be reduced, the driving safety and the driving comfort of a driver can be improved, the maximum braking energy recovery can be realized, and the cruising ability of the vehicle can be improved.

In yet another optional embodiment, when the real-time vehicle speed of the vehicle is in a predetermined low-speed region, the vehicle control system calculates an exit time of the braking energy recovery according to the real-time vehicle speed of the vehicle, the real-time vehicle speed change rate of the vehicle and a predetermined speed threshold value corresponding to the exit of the energy recovery, and determines the exit time as a predetermined target time.

Therefore, in the optional embodiment, the exit time of the braking energy recovery is taken as the target time, so that the stability from electric braking to hydraulic braking can be improved when the braking energy recovery exits, the braking capability of the driving motor and the braking energy recovery capability can be fully utilized to recover energy, and the cruising mileage capability of the vehicle can be further improved.

Therefore, the vehicle brake control method described in the embodiment of fig. 1 can lead the electric brake to be smoothly transited to the hydraulic brake by pressurizing the hydraulic controller in advance, thereby reducing the situation that the vehicle vibrates in the braking process, further reducing the situations of brake irregularity and deceleration inconsistency of the vehicle, and improving the driving safety and comfort of the driver; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved. In addition, the accuracy and the reliability of the pressurization time of the hydraulic controller can be improved, so that the accuracy of the hydraulic pressurization amount increased by the hydraulic controller is improved, and the smoothness of the vehicle from the transition from electric braking to hydraulic braking is improved; the boosting can be carried out in advance to reduce the possibility that when the braking energy recovery of the vehicle reaches the maximum energy recovery, the capacity/pressure of the hydraulic controller is increased insufficiently to cause the braking force of the vehicle to be insufficient and the vehicle to shake; the safety of a driver and passengers can be ensured, the uncomfortable feeling of the driver and the passengers can be reduced, meanwhile, the brake energy can be fully recovered, and the endurance mileage of the vehicle can be further improved; the boosting accuracy of the hydraulic controller can be improved, so that the smoothness of transition from electric braking to hydraulic braking of the vehicle in the braking process is further improved; it can further contribute to improving the cruising mileage capability of the vehicle.

Example two

Referring to fig. 2, fig. 2 is a schematic flow chart illustrating another vehicle braking control method according to an embodiment of the present invention. Among them, the vehicle brake control method described in fig. 2 is applied to a vehicle control system (also referred to as a vehicle controller or a vehicle control apparatus). As shown in fig. 2, the vehicle brake control method may include the operations of:

201. when braking energy recovery is performed, the vehicle control system judges whether the vehicle slips. When the vehicle is judged not to slide, triggering and executing the step 202; when the vehicle is judged to slip, step 205 is triggered.

Therefore, in the process of recovering the braking energy and before the supercharging time of the hydraulic controller of the vehicle, whether the vehicle slips or not is judged, and when the fact that the vehicle does not slip is judged, the subsequent operation for determining the supercharging time is executed, so that the situation that the subsequent operation for determining the supercharging time is executed due to the fact that the vehicle slips can be reduced; when it is determined that the vehicle slips, the slip ratio adjustment operation is performed, which can reduce the possibility of the ABS module of the vehicle triggering.

In the embodiment of the present invention, as an optional implementation manner, the determining, by the vehicle control system, whether the vehicle slips may include:

the vehicle control system determines the real-time speed of the vehicle and the real-time wheel speed (wheel real-time speed) of the vehicle, and judges whether the real-time speed of the vehicle is greater than the real-time wheel speed of the vehicle;

when the real-time speed of the vehicle is judged to be larger than the real-time wheel speed of the vehicle, the vehicle control system determines that the vehicle slips.

Therefore, the alternative embodiment can judge whether the vehicle slips or not by comparing the real-time speed of the vehicle with the real-time speed of the vehicle.

In an alternative embodiment, before it is determined that the vehicle is slipping, the vehicle braking control method may further include the operations of:

the vehicle control system judges whether the duration of the real-time speed of the vehicle is larger than the real-time wheel speed of the vehicle is larger than or equal to a predetermined duration threshold (for example, 100ms), and triggers and executes the above-mentioned determination that the vehicle slips when the duration of the real-time speed of the vehicle is larger than the real-time wheel speed of the vehicle is judged to be larger than or equal to the predetermined duration threshold.

Therefore, after the real-time vehicle speed of the vehicle is judged to be greater than the real-time wheel speed of the vehicle, whether the duration that the real-time vehicle speed of the vehicle is greater than the real-time wheel speed of the vehicle is greater than or equal to the predetermined duration threshold value or not is further judged, and when the judgment result is yes, the vehicle is determined to slip, so that the accuracy and the reliability of determining the slip of the vehicle can be improved, and the slip rate of the electric braking coordinated vehicle is reduced.

202. A vehicle control system determines a boost timing of a hydraulic controller of a vehicle.

203. When the real-time braking moment of the vehicle reaches the pressurization moment, the vehicle control system controls a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller.

204. When the real-time braking time of the vehicle reaches a predetermined target time, the vehicle control system brakes the vehicle based on the pressurized hydraulic controller.

In the embodiment of the present invention, please refer to the detailed description of steps 101 to 103 in the first embodiment for the related description of steps 202 to 204, which is not repeated herein.

205. The vehicle control system calculates the real-time slip rate of the vehicle based on the real-time slip parameters of the vehicle, and determines the brake slip rate threshold of the vehicle based on the predetermined ABS slip rate threshold of the vehicle and the real-time brake slip parameters of the vehicle.

In an embodiment of the present invention, the real-time slip parameter of the vehicle may include a real-time vehicle speed of the vehicle, a real-time wheel speed of the vehicle, and a real-time road adhesion coefficient with which wheels of the vehicle contact. Further, the real-time slip parameter of the vehicle may further include at least one of a tire material of the vehicle, a total weight of the vehicle, and a front-rear axle load of the wheel. Therefore, the more the real-time slip parameters of the vehicle contain, the more the calculation accuracy and the reliability of the real-time slip rate of the vehicle are improved.

In the embodiment of the invention, the brake slip rate threshold of the vehicle is smaller than the ABS slip rate threshold of the vehicle, for example: the brake slip rate threshold of the vehicle is set to 40% -85% of the ABS slip rate threshold of the vehicle, and is specifically determined by a real-time brake slip parameter of the vehicle, where the real-time brake slip parameter of the vehicle may include at least one of a response rate of a driving motor corresponding to braking energy recovery and a real-time road surface condition contacted by wheels of the vehicle, which is not limited in the embodiment of the present invention. And the larger the response speed of the driving motor is and the larger the road adhesion coefficient is, the closer the brake slip rate threshold of the vehicle is to the ABS slip rate threshold of the vehicle. Therefore, the possibility that the ABS of the vehicle is triggered can be reduced, the possibility that the impact feeling brought to the driver by the recovery and exit of the braking energy when the ABS is triggered is reduced, and the driving comfort of the driver is improved.

206. The vehicle control system judges whether the real-time slip rate of the vehicle is smaller than the brake slip rate threshold of the vehicle, and triggers to execute step 207 when judging that the real-time slip rate of the vehicle is smaller than the brake slip rate threshold of the vehicle; and when the real-time slip rate of the vehicle is judged to be not less than the brake slip rate threshold of the vehicle, triggering to execute the step 208.

207. The vehicle control system adjusts the real-time recovery braking torque of the vehicle according to the real-time slip rate of the vehicle.

In the embodiment of the invention, a vehicle control system adjusts the real-time recovery braking torque of a vehicle according to the real-time slip rate, and specifically comprises the following steps: the vehicle control system reduces the real-time recovery braking torque of the vehicle according to the real-time slip rate to reduce the deceleration of the vehicle.

Therefore, according to the embodiment of the invention, when the vehicle slips and the real-time slip rate of the vehicle is smaller than the predetermined brake slip rate threshold (for example: 10%), the real-time recovery brake torque of the vehicle is adjusted, so that the real-time slip rate of the vehicle can be reduced, the possibility that the ABS module of the vehicle is triggered can be reduced, the driving safety of a driver and the riding safety of passengers can be improved, the recovery of brake energy can be realized, the endurance mileage of the vehicle can be prolonged, and the utilization rate of the energy can be improved.

208. The vehicle control system judges whether the real-time slip rate of the vehicle is greater than or equal to the ABS slip rate threshold of the vehicle. When the real-time slip rate of the vehicle is judged to be larger than or equal to the ABS slip rate threshold of the vehicle, triggering to execute step 209; and when the real-time slip rate of the vehicle is judged to be not more than the ABS slip rate threshold of the vehicle, triggering to execute the step 206, and also directly ending the process.

209. The vehicle control system activates the ABS module of the vehicle and exits braking energy recovery.

Therefore, when the real-time slip rate of the vehicle is judged to be greater than or equal to the ABS slip rate threshold of the vehicle, the ABS module of the vehicle is activated, and the recovery of braking energy is quitted, so that the possibility of the vehicle stopping quickly can be improved, the possibility of the vehicle slipping and turning over is reduced, the driving safety of a driver is improved, and the damage rate of the vehicle is reduced.

Therefore, the vehicle brake control method described in the embodiment of fig. 2 can lead the electric brake to be smoothly transited to the hydraulic brake by increasing the pressure of the hydraulic controller in advance, so that the situation that the vehicle vibrates in the braking process is reduced, the situations of wheel slip and body rollover of the vehicle are reduced, and the driving safety and comfort of a driver are improved; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.

EXAMPLE III

Referring to fig. 3, fig. 3 is a schematic structural diagram of a vehicle brake control device according to an embodiment of the present invention. Among them, the brake control apparatus of the vehicle described in fig. 3 may be applied to a vehicle control system. As shown in fig. 3, the brake control apparatus of the vehicle may include: a determination module 301, a control module 302, and a braking module 303, wherein:

the determination module 301 is configured to determine a pressurization time of a hydraulic controller of a vehicle when braking energy recovery is performed.

And the control module 302 is configured to control a hydraulic motor of the hydraulic controller to boost the hydraulic controller when the real-time braking time of the vehicle reaches the boosting time.

And the braking module 303 is configured to brake the vehicle based on the pressurized hydraulic controller when the real-time braking time of the vehicle reaches a preset target time.

Therefore, the vehicle brake control device described by implementing the method in the figure 3 can lead the electric brake to be smoothly transited to the hydraulic brake by pressurizing the hydraulic controller in advance, thereby reducing the situation that the vehicle vibrates in the braking process, further reducing the situations of wheel slip and body rollover of the vehicle, and improving the driving safety and comfort of a driver; the energy generated by the vehicle in the braking process can be recovered, the cruising ability of the vehicle is improved, and the utilization rate of the energy is further improved.

In an optional embodiment, the vehicle brake control device may further include an obtaining module 304, in this case, the vehicle brake control device may be as shown in fig. 4, where fig. 4 is a schematic structural diagram of another vehicle brake control device, where:

an obtaining module 304, configured to obtain a preset inherent start time of a power assisting motor of the vehicle, which is used to trigger a hydraulic motor of the hydraulic controller to start, before the determining module 301 determines the pressurization time of the hydraulic controller of the vehicle.

The determination module 301 specifically determines the pressurization time of the hydraulic controller of the vehicle in the following manner:

when the real-time speed of the vehicle is in a predetermined non-low speed area, determining the real-time brake depth change rate of a brake pedal of the vehicle and the real-time maximum recovery brake torque of the vehicle;

calculating the pressurization time of a hydraulic controller of the vehicle according to the real-time braking depth change rate of a brake pedal, the real-time maximum recovery braking torque of the vehicle and the preset inherent starting time of a power-assisted motor;

when the real-time speed of the vehicle is in a predetermined low-speed area, determining the real-time speed change rate of the vehicle and the preset inherent starting time of the power-assisted motor of the vehicle, and calculating the pressurization time of the hydraulic controller of the vehicle according to the real-time speed change rate of the vehicle and the preset inherent starting time of the power-assisted motor.

It can be seen that, by implementing the vehicle brake control device described in fig. 4, before determining the boosting time of the hydraulic controller of the vehicle, the preset inherent starting time of the assist motor of the vehicle is obtained, and the boosting times of the hydraulic controller of the vehicle in the non-low speed region and the low speed region are determined according to the preset inherent starting time of the assist motor and the real-time vehicle speeds of different vehicles, respectively, the accuracy and the reliability of the boosting time of the hydraulic controller can be improved, so that the accuracy of the hydraulic boosting amount increased by the hydraulic controller is improved, the smoothness of the vehicle from the state that the electric brake is excessive to the hydraulic brake is improved, and the driving safety and the comfort of a driver are further improved.

In another alternative implementation, as shown in fig. 4, the vehicle braking control apparatus may further include a first calculation module 305, wherein:

the first calculating module 305 is used for calculating the moment of maximum energy recovery of the vehicle according to the real-time brake depth change rate of the brake pedal and the real-time speed of the vehicle when the real-time speed of the vehicle is in a non-low speed area.

The determining module 301 is further configured to determine a time of maximum energy recovery of the vehicle as a predetermined target time.

It can be seen that, by implementing the vehicle brake control device described in fig. 4, the time of the maximum braking energy recovery of the vehicle can be calculated, and the time is determined as the target time, so that the situation that the electric brake cannot be smoothly transited to the hydraulic brake due to the fact that the hydraulic pressure is increased to a position which is not reached when the braking energy recovery is maximum and the vehicle vibrates can be reduced, the driving safety and the comfort of a driver can be improved, the maximization of the braking energy recovery can be realized, and the cruising ability of the vehicle can be improved.

In yet another alternative embodiment, as shown in fig. 4, the vehicle braking control apparatus may further include a second calculation module 306, wherein:

the second calculating module 306 is configured to calculate an exit time of the braking energy recovery according to the real-time vehicle speed of the vehicle, the real-time vehicle speed change rate of the vehicle, and a predetermined speed threshold corresponding to the exit of the energy recovery when the real-time vehicle speed of the vehicle is in the low speed region.

The determining module 301 is further configured to determine the exit time as a predetermined target time.

Therefore, the vehicle brake control device described in fig. 4 can also improve the stability of electric braking to hydraulic braking when the braking energy is recovered and quitted, and can also fully utilize the braking capability of the driving motor and the braking energy recovery capability to recover energy by taking the quitting time of the recovery of the braking energy as the target time, thereby further being beneficial to improving the cruising mileage capability of the vehicle.

In yet another alternative embodiment, as shown in fig. 4, the determining module 301 is further configured to determine a pressurization duration of the hydraulic controller before the control module 302 controls the hydraulic motor of the hydraulic controller to pressurize the hydraulic controller, where the starting time of the pressurization duration of the hydraulic controller is the pressurization time of the hydraulic controller;

the mode that the control module 302 controls the hydraulic motor of the hydraulic controller to pressurize the hydraulic controller specifically is as follows:

and controlling a hydraulic motor of the hydraulic controller to pressurize the hydraulic controller based on the pressurization duration of the hydraulic controller.

It can be seen that, the implementation of the vehicle brake control device described in fig. 4 can also improve the boosting accuracy of the hydraulic controller by determining the boosting time period of the hydraulic controller before boosting the hydraulic controller of the vehicle and boosting the hydraulic controller according to the boosting time period, thereby further improving the smoothness of the transition from electric braking to hydraulic braking during the braking process of the vehicle.

In yet another alternative embodiment, as shown in FIG. 4, when the real-time vehicle speed of the vehicle is in the non-low speed region of the vehicle, the determination module 301 determines the pressurization duration of the hydraulic controller by:

determining real-time required brake torque of a vehicle, effective brake speed of a brake pedal and real-time brake speed of the brake pedal;

and determining the pressurization time length of the hydraulic controller according to the real-time required brake torque of the vehicle, the effective brake speed of the brake pedal, the real-time brake speed of the brake pedal and the real-time maximum recovery brake torque of the vehicle.

In this optional embodiment, specifically, the hydraulic controller is configured to calculate the hydraulic pressure increase time period according to a hydraulic pressure increase time period calculation formula, where the hydraulic pressure increase time period calculation formula is:

wherein, T₁: a real-time maximum regenerative braking torque for the vehicle, and the real-time maximum regenerative braking torque is emitted by a drive motor of an electric brake of the vehicle;

T₂: braking torque for a real-time demand of the vehicle;

V₁: is the brake effective rate of the brake pedal;

V₂: is the real-time braking rate of the brake pedal;

the conversion coefficient of the real-time demand braking torque of the vehicle and the real-time braking speed of the brake pedal.

In the embodiment of the present invention, the determining module 301 determines the real-time required braking torque of the vehicle specifically includes: acquiring the real-time braking depth of a brake pedal of a vehicle, determining the real-time braking deceleration corresponding to the real-time braking depth according to the corresponding relation between the braking depth and the braking deceleration of the brake pedal, and determining the real-time braking parameters of a vehicle control system;

the real-time required braking torque of the vehicle is determined based on the real-time braking depth of the brake pedal, the real-time braking deceleration and the real-time braking parameters of the vehicle control system.

In this embodiment of the present invention, the real-time braking parameter may include at least one of braking parameters of a real-time wheel speed, a brake caliper, a brake disc material, a brake pad, a brake radius, and the like of the vehicle, which is not limited in the embodiment of the present invention. Therefore, the more the real-time brake parameters comprise, the more the real-time brake parameters are beneficial to acquiring the real-time required brake torque of the vehicle with high accuracy, and the determination accuracy and reliability of the pressurization duration of the hydraulic controller are improved.

Thus, the real-time required braking torque of the vehicle can be determined through the real-time braking depth and the real-time braking deceleration of the brake pedal and the real-time braking parameters of the vehicle control system.

In the embodiment of the present invention, the determining module 301 determines the effective braking rate of the brake pedal specifically by: the vehicle control system takes the pressurization moment of the hydraulic controller as a time sampling starting point of a predetermined time window (for example, 100 ms-500 ms), acquires the braking speed of the brake pedal corresponding to each sampling point in the time window, and calculates the effective braking rate of the brake pedal based on the time window, the total number (for example, 5) of the sampling points in the time window and the braking speed of the brake pedal corresponding to each sampling point. The more the number of the sampling points of the time window is, the more accurate the braking effective rate of the brake pedal is calculated, and the accuracy and the reliability of determining the pressurization duration of the hydraulic controller are further improved.

Therefore, the effective braking speed of the brake pedal can be calculated through the predetermined time window, the total number of the sampling points in the time window and the braking speed of the brake pedal corresponding to each sampling point.

It can be seen that, by implementing the vehicle brake control device described in fig. 4, the pressurization duration of the hydraulic controller can be calculated according to different parameters of the vehicle when the real-time vehicle speed of the vehicle is in a non-low speed region, so that when the brake energy recovery reaches the maximum and the hydraulic controller is controlled to brake the vehicle, the hydraulic pressurization is in place, and the occurrence of vehicle vibration can be reduced.

In yet another alternative embodiment, as shown in FIG. 4, when the real-time vehicle speed of the vehicle is in the low speed region of the vehicle, the determining module 301 determines the pressurization duration of the hydraulic controller in a manner that:

determining the exit time of the braking energy recovery according to the real-time speed of the vehicle and a predetermined exit speed threshold of the braking energy, and determining the pressurization duration of the hydraulic controller according to the exit time and the pressurization time.

It can be seen that, the vehicle brake control device described in fig. 4 can also determine the pressurization duration of the hydraulic controller according to the exit time of the recovery of the braking energy of the vehicle and the pressurization time of the hydraulic controller of the vehicle, which is beneficial to increasing the pressurization amount of the hydraulic controller according to the pressurization duration, so that the situation that when the electric brake exits, the hydraulic pressure is not increased to a certain extent to bring vibration sensation to the driver is reduced, and the driving safety and comfort of the driver are improved.

In yet another alternative embodiment, as shown in fig. 4, the vehicle brake control apparatus may further include a determination module 307, a third calculation module 308, and an adjustment module 309, wherein:

and the judging module 307 is configured to judge whether the vehicle slips when the braking energy is recovered.

In this optional embodiment, as an optional implementation manner, the manner of determining whether the vehicle slips by the determining module 307 specifically includes:

determining the real-time speed of the vehicle and the real-time wheel speed (wheel real-time speed) of the vehicle, and judging whether the real-time speed of the vehicle is greater than the real-time wheel speed of the vehicle;

and when the real-time speed of the vehicle is judged to be larger than the real-time wheel speed of the vehicle, determining that the vehicle slips.

Therefore, the alternative embodiment can judge whether the vehicle slips or not by comparing the real-time speed of the vehicle with the real-time speed of the vehicle.

In this alternative embodiment, the determining module 307 is further configured to determine whether a duration that the real-time vehicle speed of the vehicle is greater than the real-time wheel speed of the vehicle is greater than or equal to a predetermined duration threshold before determining that the vehicle slips, and determine that the vehicle slips when the duration that the real-time vehicle speed of the vehicle is greater than the real-time wheel speed of the vehicle is greater than or equal to the predetermined duration threshold.

Therefore, after the real-time vehicle speed of the vehicle is judged to be greater than the real-time wheel speed of the vehicle, whether the duration that the real-time vehicle speed of the vehicle is greater than the real-time wheel speed of the vehicle is greater than or equal to the predetermined duration threshold value or not is further judged, and when the judgment result is yes, the vehicle is determined to slip, so that the accuracy and the reliability of determining the slip of the vehicle can be improved, and the slip rate of the electric braking coordinated vehicle is reduced. And a third calculating module 308, configured to calculate a real-time slip rate of the vehicle based on the real-time slip parameter of the vehicle when the determining module 307 determines that the vehicle slips.

In this alternative embodiment, the real-time slip parameters of the vehicle may include a real-time vehicle speed of the vehicle, a real-time wheel speed of the vehicle, and a real-time road adhesion coefficient with which wheels of the vehicle contact. Further, the real-time slip parameter of the vehicle may further include at least one of a tire material of the vehicle, a total weight of the vehicle, and a front-rear axle load of the wheel. Therefore, the more the real-time slip parameters of the vehicle contain, the more the calculation accuracy and the reliability of the real-time slip rate of the vehicle are improved. The determining module 301 is further configured to determine a brake slip rate threshold of the vehicle based on a predetermined ABS slip rate threshold of the vehicle and a real-time brake slip parameter of the vehicle, where the real-time brake slip parameter of the vehicle includes at least one of a response rate of a driving motor corresponding to braking energy recovery and a real-time road condition contacted by wheels of the vehicle.

In this alternative embodiment, the brake slip rate threshold of the vehicle is less than the ABS slip rate threshold of the vehicle, for example: the brake slip rate threshold of the vehicle is set to 40% -85% of the ABS slip rate threshold of the vehicle, and is specifically determined by a real-time brake slip parameter of the vehicle, where the real-time brake slip parameter of the vehicle may include at least one of a response rate of a driving motor corresponding to braking energy recovery and a real-time road surface condition contacted by wheels of the vehicle, which is not limited in the embodiment of the present invention. And the larger the response speed of the driving motor is and the larger the road adhesion coefficient is, the closer the brake slip rate threshold of the vehicle is to the ABS slip rate threshold of the vehicle. Therefore, the possibility that the ABS of the vehicle is triggered can be reduced, the possibility that the impact feeling brought to the driver by the recovery and exit of the braking energy when the ABS is triggered is reduced, and the driving comfort of the driver is improved.

The determining module 307 is further configured to determine whether the real-time slip rate of the vehicle is less than a brake slip rate threshold of the vehicle.

And the adjusting module 309 is configured to adjust the real-time recovered braking torque of the vehicle according to the real-time slip rate of the vehicle when the determining module 307 determines that the real-time slip rate of the vehicle is smaller than the braking slip rate threshold of the vehicle.

The determining module 301 is further configured to determine the operation of the pressurization time of the hydraulic controller of the vehicle when the determining module 307 determines that the vehicle does not slip.

It can be seen that, by implementing the vehicle brake control device described in fig. 4, when the vehicle slips and the real-time slip rate of the vehicle is smaller than the predetermined brake slip rate threshold, the real-time recovery brake torque of the vehicle can be adjusted, so that the real-time slip rate of the vehicle can be reduced, the possibility that the ABS module of the vehicle is triggered can be reduced, the driving safety of the driver and the riding safety of passengers can be improved, the recovery of brake energy can be realized, the cruising range of the vehicle can be prolonged, and the utilization rate of energy can be improved.

In yet another alternative embodiment, as shown in fig. 4, the vehicle brake control apparatus may further include an activation module 310 and an exit module 311, wherein:

the determining module 307 is further configured to determine whether the real-time slip rate of the vehicle is greater than or equal to an ABS slip rate threshold of the vehicle when it is determined that the real-time slip rate of the vehicle is not less than the brake slip rate threshold of the vehicle.

An activating module 310 is configured to activate the ABS module of the vehicle when the determining module 307 determines that the real-time slip rate of the vehicle is greater than or equal to the ABS slip rate threshold of the vehicle.

And an exit module 311 for exiting the braking energy recovery.

It can be seen that, by implementing the vehicle brake control device described in fig. 4, the ABS module of the vehicle can be activated and the recovery of the braking energy can be exited when it is determined that the real-time slip rate of the vehicle is greater than or equal to the ABS slip rate threshold of the vehicle, so that the possibility of the vehicle stopping quickly can be improved, the possibility of the vehicle slipping and rolling over can be reduced, the driving safety of the driver can be improved, and the breakage rate of the vehicle can be reduced.

In yet another alternative embodiment, as shown in fig. 4, the determining module 301 is further configured to determine whether the real-time braking depth change rate of the brake pedal is greater than or equal to a preset braking depth change rate threshold before calculating the boosting time of the hydraulic controller of the vehicle according to the real-time braking depth change rate of the brake pedal, the real-time maximum recovered braking torque of the vehicle, and the preset inherent starting time period of the power-assisted motor; when the real-time brake depth change rate of the brake pedal is judged to be greater than or equal to a preset brake depth change rate threshold value, taking the time corresponding to the real-time brake depth change rate of the brake pedal as the pressurization time of a hydraulic controller of the vehicle;

and when the real-time brake depth change rate of the brake pedal is judged to be not more than or equal to the preset brake depth change rate threshold value, calculating the operation of the hydraulic controller of the vehicle at the pressurization moment according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovery brake torque of the vehicle and the preset inherent starting time length of the power-assisted motor.

It can be seen that, implementing the vehicle brake control apparatus described in fig. 4 can also reduce the possibility of vehicle fluttering caused by insufficient increase of capacity/pressure of the hydraulic controller when the braking energy recovery of the vehicle reaches the maximum energy recovery by determining whether the real-time braking depth change rate of the brake pedal is greater than or equal to a preset braking depth change rate threshold value before calculating the pressure boost time of the hydraulic controller of the vehicle according to the real-time braking depth change rate of the brake pedal, the real-time maximum recovery braking torque of the vehicle and the preset inherent starting time length of the booster motor, and when the determination result is yes, taking the time corresponding to the real-time braking depth change rate as the pressure boost time of the hydraulic controller of the vehicle, so as to further improve the driving safety, comfort and the driving comfort of the driver, Safety and comfort of passengers; and when the judgment result is negative, the operation of calculating the pressurization moment of the hydraulic controller of the vehicle according to the real-time brake depth change rate of the brake pedal, the real-time maximum recovered brake torque of the vehicle and the preset inherent starting time of the power-assisted motor is executed, so that the safety of a driver and passengers can be ensured, the uncomfortable feeling of the driver and the passengers can be reduced, the sufficient recovery of brake energy can be realized, and the cruising range of the vehicle can be further improved.

Example four

Referring to fig. 5, fig. 5 is a schematic diagram of another vehicle brake control apparatus according to an embodiment of the present invention. Among them, the vehicle brake control apparatus described in fig. 5 may be applied to a vehicle control system. As shown in fig. 5, the vehicle brake control apparatus may include:

a memory 501 in which executable program code is stored;

a processor 502 coupled to a memory 501;

the processor 502 calls up the executable program code stored in the memory 501 for performing the operations in the vehicle brake control method described in the first embodiment or the second embodiment.

EXAMPLE five

An embodiment of the present invention discloses a computer-readable storage medium storing a computer program for electronic data exchange, wherein the computer program causes a computer to execute operations in the vehicle brake control method described in the first or second embodiment.

EXAMPLE six

An embodiment of the present invention discloses a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and the computer program is operable to cause a computer to perform operations in the vehicle brake control method described in the first or second embodiment.

The above-described embodiments of the apparatus are merely illustrative, and the modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above detailed description of the embodiments, those skilled in the art will clearly understand that the embodiments may be implemented by software plus a necessary general hardware platform, and may also be implemented by hardware. Based on such understanding, the above technical solutions may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, where the storage medium includes a Read-Only Memory (ROM), a Random Access Memory (RAM), a Programmable Read-Only Memory (PROM), an Erasable Programmable Read-Only Memory (EPROM), a One-time Programmable Read-Only Memory (OTPROM), an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc-Read-Only Memory (CD-ROM), or other disk memories, CD-ROMs, or other magnetic disks, A tape memory, or any other medium readable by a computer that can be used to carry or store data.

Finally, it should be noted that: the method and the device for controlling vehicle braking disclosed in the embodiments of the present invention are only the preferred embodiments of the present invention, and are only used for illustrating the technical solutions of the present invention, not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art; the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the spirit and scope of the technical solutions of the embodiments of the present invention.