Vehicle braking method and device based on brake pedal and vehicle

Abstract

The application discloses a kind of vehicle braking methods based on brake pedal, device and vehicle.The method comprises: when the brake signal of received brake pedal is digital signal, the integral coefficient of the integral term of speed control strategy and integral term are zero, target speed is determined periodically according to speed instruction and the actual speed of motor, motor is controlled to decelerate according to target speed and speed control strategy, until the actual speed is zero;When the received brake signal is analog signal, target deceleration is determined according to the actual stroke of brake pedal;If no activation signal of electromagnetic brake is received, then according to target deceleration and speed control strategy, motor is controlled to decelerate, until the absolute value of actual speed is less than speed threshold, or the actual stroke of brake pedal is zero, the integral coefficient and integral term are zero, motor is controlled to decelerate according to target deceleration and speed control strategy, until the actual speed is zero.The scheme of the application can better control vehicle braking.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle braking method, device, and vehicle based on a brake pedal. Background Technology

[0002] With the rapid rise of new energy sources and the rapid development of technologies such as battery energy storage, the proportion of electric vehicles has increased dramatically.

[0003] The brake pedal (foot brake) serves as an indicator of braking and deceleration in electric vehicles and is also the last line of defense for vehicle safety. Upon receiving the foot brake signal, the vehicle's controller must immediately drive the motor to apply reverse braking, bringing the vehicle to a stop as quickly as possible.

[0004] However, there are various types of brake pedals. Existing controllers are pre-set with control strategies and can only control vehicle braking based on one type of brake pedal. This results in poor adaptability to vehicle control methods and makes it difficult to effectively control vehicle braking based on the brake pedal. Summary of the Invention

[0005] This invention provides a vehicle braking method, device, and vehicle based on a brake pedal, to solve the problem that existing control methods cannot effectively control vehicle braking based on the brake pedal.

[0006] According to one aspect of the present invention, a vehicle braking method based on a brake pedal is provided, the vehicle braking method based on a brake pedal includes:

[0007] When the received braking signal from the brake pedal is a digital signal, the integral coefficient of the integral term of the speed control strategy is zero, the integral term is reduced to zero, and the motor speed command is periodically determined according to the preset deceleration. The target speed of the motor is determined according to the speed command and the actual speed of the motor. The motor deceleration is controlled according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero. The speed control strategy is a proportional-integral control strategy.

[0008] When the received braking signal from the brake pedal is an analog signal, the actual travel of the brake pedal is determined based on the analog signal corresponding to the braking signal, and the target deceleration is determined based on the actual travel.

[0009] If no activation signal from the electromagnetic brake is received, the motor is decelerated according to the target deceleration and the proportional and integral terms of the speed control strategy until the absolute value of the actual motor speed is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. At this point, the integral coefficient of the integral term of the speed control strategy is controlled to be zero, the absolute value of the integral term is controlled to be reduced to zero, and the motor is decelerated according to the target deceleration and the proportional term of the speed control strategy until the actual motor speed is zero.

[0010] Optionally, when the received brake pedal signal is an analog signal, the method further includes:

[0011] If an activation signal for the electromagnetic brake is received, and the actual travel of the brake pedal is the maximum travel of the brake pedal, then the electromagnetic brake is controlled to apply the brakes.

[0012] The integral coefficient of the integral term of the speed control strategy is controlled to be zero, and the integral term is reduced to zero.

[0013] Optionally, after controlling the electromagnetic brake to apply the brakes, the method further includes:

[0014] The speed command corresponding to the current speed control cycle is determined based on the target deceleration and the target speed corresponding to the previous speed control cycle.

[0015] If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then the actual speed corresponding to the current speed control cycle is controlled as the target speed of the current speed control cycle.

[0016] Optionally, the periodic determination of the motor speed command according to a preset deceleration, the determination of the target motor speed based on the speed command and the actual motor speed, and the control of motor deceleration based on the target motor speed and the proportional term of the speed control strategy until the actual motor speed is zero, includes:

[0017] The speed command corresponding to the current speed control cycle is determined based on the preset deceleration and the target speed corresponding to the previous speed control cycle.

[0018] If the speed command corresponding to the current speed control cycle is less than the actual speed of the motor corresponding to the current speed control cycle, then the speed command corresponding to the current speed control cycle shall be the target speed of the current speed control cycle.

[0019] If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then the actual speed corresponding to the current speed control cycle is controlled as the target speed of the current speed control cycle.

[0020] The output value of the speed control strategy under the current speed control cycle is determined by multiplying the difference between the target speed and the actual speed of the motor in the current speed control cycle with the proportional coefficient. The motor is controlled to run according to the output value of the speed control strategy under the current speed control cycle, and then the process returns to the step of determining the speed command corresponding to the current speed control cycle based on the preset deceleration and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

[0021] Optionally, determining the actual travel of the brake pedal based on the analog signal corresponding to the braking signal, and determining the target deceleration based on the actual travel, includes:

[0022] The actual travel of the brake pedal is determined based on the analog signal corresponding to the braking signal and a first preset correspondence; wherein, the first preset correspondence is the correspondence between the analog signal and the actual travel.

[0023] Based on the travel range of the actual travel, a second preset correspondence is determined for the actual travel; wherein, the second preset correspondence is the correspondence between the actual travel and the target deceleration, and the second preset correspondence is different for different travel ranges;

[0024] The target deceleration is determined based on the actual travel distance and the second preset correspondence between the actual travel distance and the actual travel distance.

[0025] Optionally, if no activation signal from the electromagnetic brake is received, the motor is controlled to decelerate according to the target deceleration and the proportional and integral terms of the speed control strategy, including:

[0026] If no activation signal from the electromagnetic brake is received, a target proportional coefficient is determined based on the actual travel and a third preset correspondence; wherein, the third preset correspondence is the correspondence between the actual travel and the target proportional coefficient, and the target proportional coefficient is greater than zero, and the larger the actual travel, the larger the target proportional coefficient;

[0027] Subtract the target deceleration from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle;

[0028] The difference between the target speed corresponding to the current speed control cycle and the actual speed of the motor corresponding to the current speed control cycle is multiplied by the target proportional coefficient to obtain the proportional term corresponding to the current speed control cycle.

[0029] The product of the proportional term and integral coefficient corresponding to the current speed control cycle, and the sum of the integral term corresponding to the previous speed control cycle, are used as the integral term corresponding to the current speed control cycle.

[0030] The sum of the proportional and integral terms corresponding to the current speed control cycle is used as the output value of the speed control strategy under the current speed control cycle. The motor is controlled to run according to the output value of the speed control strategy, and the process returns to the step of subtracting the target deceleration from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle, until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero.

[0031] Optionally, controlling the integral coefficient of the integral term of the speed control strategy to be zero, controlling the absolute value of the integral term to decrease to zero, and controlling the motor to decelerate according to the target deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero, includes:

[0032] The integral coefficient of the integral term of the speed control strategy is controlled to be zero, and the absolute value of the integral term is controlled to decrease to zero within a preset time period according to a preset number of times.

[0033] The target speed for the current speed control cycle is determined based on the target deceleration and the target speed corresponding to the previous speed control cycle.

[0034] The output value of the speed control strategy under the current speed control cycle is determined by multiplying the difference between the target speed and the actual speed of the motor in the current speed control cycle with the target proportional coefficient. The motor is controlled to run according to the output value of the speed control strategy under the current speed control cycle, and the process returns to the step of determining the target speed corresponding to the current speed control cycle based on the target deceleration and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

[0035] Optionally, the vehicle further includes a limit switch; when the received braking signal from the brake pedal is an analog signal, the method further includes:

[0036] If the limit switch closing signal is received, it is determined that the electromagnetic brake activation signal has been received;

[0037] If the limit switch does not receive a closing signal, it is determined that the electromagnetic brake has not received an activation signal.

[0038] According to another aspect of the present invention, a vehicle braking device for a brake pedal is provided, the vehicle braking device for a brake pedal comprising:

[0039] The first control module is used to control the integral coefficient of the integral term of the speed control strategy to be zero when the received braking signal from the brake pedal is a digital signal, control the integral term to decrease to zero, and control the motor to decelerate according to the preset deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero; wherein, the speed control strategy is a proportional-integral control strategy.

[0040] The target deceleration determination module is used to determine the actual travel of the brake pedal based on the analog signal when the received braking signal from the brake pedal is an analog signal, and to determine the target deceleration based on the actual travel.

[0041] The second control module is used to, if no activation signal from the electromagnetic brake is received, control the motor to decelerate according to the target deceleration and the proportional and integral terms of the speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. Then, control the integral coefficient of the integral term of the speed control strategy to be zero, control the integral term to be reduced to zero, and control the motor to decelerate according to the target deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero.

[0042] According to another aspect of the present invention, a vehicle is provided that includes a brake pedal-based vehicle braking device as described in any embodiment of the present invention.

[0043] The technical solution of this invention, when the received braking signal from the brake pedal is a digital signal, determines that the brake pedal is a brake pedal with mechanical braking, sets the integral coefficient of the integral term of the speed control strategy to zero, reduces the integral term to zero, and periodically determines the motor speed command according to a preset deceleration. Based on the speed command and the actual motor speed, the target motor speed is determined. The motor decelerates according to the target speed and the proportional term of the speed control strategy until the actual motor speed reaches zero. By setting the integral coefficient of the integral term of the speed control strategy to zero and reducing the integral term to zero upon receiving the brake pedal signal, positive values ​​accumulated during vehicle acceleration and constant speed driving are avoided, which would affect the negative output value of the speed control strategy. This prevents the motor from failing to generate reverse torque for braking, thus ensuring vehicle deceleration. By periodically determining the motor speed command according to a preset deceleration, and then determining the target motor speed based on the speed command and the actual speed, the friction of the brake disc due to mechanical braking causes the wheels to decelerate, potentially resulting in a faster decrease in the actual motor speed. When the speed command is greater than or equal to the actual speed, the target speed follows the actual speed, allowing the motor to decelerate according to the external force provided by the brake disc until the motor speed reaches zero. This avoids the motor accelerating during braking while operating at the target speed, ensuring effective vehicle braking control. When the received brake pedal signal is an analog signal, the actual brake pedal travel is determined based on the corresponding analog signal, and the target deceleration is determined based on the actual travel. If no activation signal from the electromagnetic brake is received, the motor deceleration is controlled according to the target deceleration and the proportional and integral terms of the speed control strategy, with the integral term allowing for faster deceleration. Furthermore, controlling the motor operation according to the target deceleration, i.e., controlling the motor operation according to the target speed determined by the target deceleration, prevents excessively rapid deceleration, facilitating better vehicle braking control and improving the driving experience. In this way, different control measures can be taken for different types of brake pedals, which improves the applicability of vehicle braking methods and allows for better control of vehicle braking.

[0044] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a flowchart of a vehicle braking method based on a brake pedal provided in an embodiment of the present invention;

[0047] Figure 2 This is a flowchart of another vehicle braking method based on a brake pedal provided in an embodiment of the present invention;

[0048] Figure 3 This is a flowchart of another vehicle braking method based on a brake pedal provided in an embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram of a vehicle braking device based on a brake pedal provided in an embodiment of the present invention. Detailed Implementation

[0050] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0052] As mentioned in the background section, existing control methods have limitations in effectively controlling vehicle braking based on the brake pedal. The inventors have discovered that common brake pedal types include brake pedals with mechanical brakes, analog brake pedals, and analog brake pedals with electromagnetic brakes. A brake pedal with mechanical brakes, i.e., a brake pedal with a brake disc, transmits braking torque generated by the friction between the brake disc and brake pads to the wheels after the pedal is depressed, forcing the wheels to rotate slower and thus braking. The controller receives a switching signal from a mechanical brake pedal; for example, a high-level signal is sent to the controller when the pedal is depressed, and a low-level signal is sent when the pedal is released. The controller then controls whether the vehicle brakes based on the switching signal. An analog brake pedal, when depressed, outputs an analog signal to the controller. The controller then controls the motor to operate at different speeds based on these analog signals, achieving braking. An analog brake pedal with an electromagnetic brake requires determining whether the electromagnetic brake is activated and then controlling the motor to operate at the corresponding speed based on the analog signal corresponding to the brake pedal. However, existing controllers are pre-set with control strategies and can only control vehicle braking based on one type of brake pedal, resulting in poor adaptability to vehicle control methods and an inability to effectively control vehicle braking based on the brake pedal.

[0053] To address the aforementioned technical problems, embodiments of the present invention provide a vehicle braking method based on a brake pedal. This method can be executed by a vehicle braking device based on a brake pedal. The vehicle braking device based on a brake pedal can be a vehicle controller, or the vehicle controller can include the vehicle braking device based on a brake pedal; no limitation is made herein. The vehicle controller is a controller that controls the operation of a motor. The vehicle can include an electric vehicle, such as an electric forklift or an electric golf cart.

[0054] Figure 1 This is a flowchart of a vehicle braking method based on a brake pedal provided in an embodiment of the present invention, see reference. Figure 1 Vehicle braking methods based on the brake pedal include:

[0055] S110. Determine whether the received brake pedal signal is a digital signal. If yes, proceed to step S120; otherwise, proceed to step S130.

[0056] Specifically, upon receiving a braking signal from the brake pedal, it is determined whether the received braking signal is a digital signal or an analog signal. If the received braking signal is a digital signal, it indicates that the brake pedal is equipped with mechanical braking. If the braking signal is not a digital signal, it is an analog signal, indicating that the brake pedal is not equipped with mechanical braking.

[0057] S120. The integral coefficient of the integral term of the speed control strategy is zero, the integral term is reduced to zero, and the speed command of the motor is determined periodically according to the preset deceleration. The target speed of the motor is determined according to the speed command and the actual speed of the motor. The motor is decelerated according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero. The speed control strategy is a proportional-integral control strategy.

[0058] The brake pedal is the foot brake. The digital signal is the switch signal, which includes 1 or 0, i.e., a high-level signal or a low-level signal. When the brake pedal is depressed, the vehicle braking system based on the brake pedal receives a braking signal and controls the motor to decelerate. When the brake pedal is released (i.e., no longer depressed), the vehicle braking system based on the brake pedal receives a release braking signal and controls the motor to stop decelerating. For example, when the brake pedal is depressed, the brake pedal braking signal is high-level; when the brake pedal is released (i.e., no longer depressed), the brake pedal release braking signal is low-level. Alternatively, when the brake pedal is depressed, the brake pedal braking signal is low-level; when the brake pedal is released (i.e., no longer depressed), the brake pedal release braking signal is high-level. This embodiment does not limit this. Upon receiving a braking signal, the motor is controlled to decelerate towards a final target of zero speed until the motor speed reaches zero.

[0059] The speed control strategy is a proportional-integral (PI) control strategy, which includes a proportional term and an integral term. The proportional term reflects the deviation between the target speed and the actual speed of the motor, while the integral term reflects the cumulative deviation between the target speed and the actual speed. The output value of the speed control strategy is the sum of the values ​​of the proportional term and the integral term.

[0060] Specifically, upon receiving a braking signal from the brake pedal, and confirming that the received braking signal is a digital signal, it indicates that the vehicle's brake pedal is a brake pedal with mechanical braking, i.e., a brake pedal transmitting a switch signal. The motor then decelerates according to a preset deceleration control. Furthermore, upon receiving the braking signal, the integral coefficient of the integral term in the speed control strategy is set to zero, reducing the integral term to zero. This prevents the accumulated integral term from being positive during vehicle acceleration and constant speed travel (since the vehicle always accelerates before constant speed travel, the target speed is greater than the actual motor speed during acceleration, resulting in a positive deviation between the target speed and the actual speed, leading to a positive accumulated deviation, i.e., a positive accumulated integral term). A negative output from this would prevent the motor from failing to generate reverse torque for braking, thus ensuring vehicle deceleration. Since mechanical braking causes the motor speed to drop rapidly upon receiving the braking signal, the integral term may not have time to become negative. Therefore, eliminating the integral term prevents its presence from affecting motor deceleration.

[0061] Since the integral term decreases to zero and the integral coefficient is zero, the integral term no longer accumulates. That is, the integral term of the speed control strategy is zero. The remaining proportional term of the speed control strategy then periodically controls the motor to decelerate according to the preset deceleration and the proportional term of the speed control strategy until the motor speed is zero, thus braking the vehicle.

[0062] Specifically, the motor speed command is periodically determined according to a preset deceleration. That is, in each speed control cycle, the target speed of the previous control cycle is subtracted from the preset deceleration to obtain the speed command for the current control cycle. The target speed of the motor is determined based on the speed command and the actual speed. For example, if the speed command is less than the actual speed, the target speed is the speed command. The target speed and actual speed are then input to the speed control strategy. The speed control strategy controls the motor's operation according to the deviation between the target speed and the actual speed, causing the motor to decelerate. Due to the presence of mechanical braking, the friction of the brake disc causes the wheels to decelerate, which may cause the actual motor speed to drop faster. In cases where the speed command is greater than or equal to the actual speed, the target speed becomes the actual speed, meaning the target speed follows the actual speed. This ensures that the deviation between the target speed and the actual speed is zero, and the output value of the speed control strategy is zero. Therefore, no reverse torque voltage is provided to the motor, allowing the motor to decelerate freely according to the external force provided by the brake disc until the motor speed reaches zero. This avoids the motor accelerating during braking while operating at the target speed, ensuring proper braking control of the vehicle.

[0063] S130. Determine the actual travel of the brake pedal based on the analog signal corresponding to the braking signal, and determine the target deceleration based on the actual travel.

[0064] The analog signal corresponding to the braking signal can be a voltage signal or a current signal, etc., and there is no limitation here.

[0065] Specifically, upon receiving a braking signal from the brake pedal, and confirming that the received signal is an analog signal, it indicates that the brake pedal is not engaged in mechanical braking. The analog signal corresponding to the braking signal corresponds one-to-one with the actual travel of the brake pedal. For example, if the analog signal is a voltage signal with a maximum of 5V and a minimum of 0V, then 0V corresponds to a 0% travel of the brake pedal, and 5V corresponds to a 100% travel. Since the actual travel of the brake pedal corresponds one-to-one with the target deceleration, the target deceleration can be determined based on this relationship. For example, a larger actual travel of the brake pedal results in a larger absolute value of the target deceleration. Therefore, when the actual travel of the brake pedal is large, a larger absolute value of the target deceleration can be used to control the motor deceleration, thus better meeting driving requirements.

[0066] S140. If no activation signal from the electromagnetic brake is received, the motor is decelerated according to the proportional and integral terms of the target deceleration and speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. At this point, the integral coefficient of the integral term of the speed control strategy is zero, the absolute value of the integral term is reduced to zero, and the motor is decelerated according to the proportional term of the target deceleration and speed control strategy until the actual speed of the motor is zero.

[0067] If no activation signal for the electromagnetic brake is received, it is determined that the vehicle does not have an electromagnetic brake, or that the driver has not activated the electromagnetic brake.

[0068] Specifically, if no activation signal from the electromagnetic brake is received, the motor is periodically decelerated according to the target deceleration and speed control strategy. That is, the target speed of the current deceleration control cycle is determined according to the target deceleration, the proportional term of the speed control strategy is determined according to the deviation between the target speed and the actual speed of the motor, the integral term of the speed control strategy is determined according to the cumulative deviation between the target speed and the actual speed, and the output value of the speed control strategy is determined. The motor is controlled to run according to the output value of the speed control strategy, so that the motor decelerates.

[0069] Because the motor decelerates, the target speed is less than the actual speed, resulting in a negative difference between the target and actual speeds. This means the proportional term is negative, and the deviation between the target and actual speeds is negative. Consequently, the accumulated deviation of the integral term quickly becomes negative, ensuring a negative output value for the speed control strategy. This provides a reverse torque voltage to the motor, causing it to decelerate and providing braking force, thus slowing the vehicle. Furthermore, by controlling the motor deceleration based on the proportional and integral terms of the speed control strategy, and ensuring the integral term becomes negative, the sum of the proportional and integral terms has a large absolute negative value. This means the output value of the speed control strategy has a large absolute negative value, leading to faster motor deceleration.

[0070] Because of the integral term, when it becomes negative, its absolute value increases with accumulation, resulting in a large absolute negative value. This leads to a speed control strategy with a very large negative value, causing the motor to decelerate quickly. The actual speed decreases faster than the target speed, meaning that in a given speed control cycle, the target speed determined by the target deceleration is greater than the actual motor speed. If the motor's target speed were controlled like the target speed of a brake pedal with mechanical braking (a brake pedal that outputs a digital signal), the motor speed would decrease too quickly, and the absolute value of the integral term would accumulate, resulting in increasingly rapid braking and negatively impacting the driving experience. Therefore, for a brake pedal that outputs an analog signal, controlling the motor according to the target deceleration ensures that even if the target speed determined by the target deceleration is greater than the actual motor speed, the motor will still be controlled according to the target speed determined by the target deceleration. This prevents the motor from decelerating too quickly, improves vehicle braking control, and enhances the driving experience.

[0071] In this way, different control measures can be taken for different types of brake pedals, which improves the applicability of vehicle braking methods and allows for better control of vehicle braking.

[0072] Furthermore, when the absolute value of the motor's actual speed is less than the speed threshold, or when the actual travel corresponding to the analog signal of the brake pedal is zero, the integral coefficient of the integral term in the speed control strategy becomes zero, the absolute value of the integral term decreases to zero, and the motor decelerates according to the target deceleration and the proportional term of the speed control strategy until the actual motor speed reaches zero. In other words, when the motor speed is low, or when the brake pedal is released, the integral term is eliminated, and the motor deceleration is controlled according to the deviation between the target speed and the actual speed. This strictly controls the motor operation according to the target speed, avoiding the problem of the integral term preventing the motor speed from reaching zero and thus preventing the vehicle from stopping. This ensures stable vehicle stopping and better control of vehicle braking. For example, when the actual speed of the motor is greater than zero and less than the speed threshold, the output value of the speed control strategy is a negative value with a large absolute value. After one speed control cycle, the actual speed of the motor becomes negative, that is, it reverses. In the next speed control cycle, the difference between the target speed and the actual speed is positive, that is, the proportional term is positive. The integral term reflects the cumulative deviation, so the integral term is still negative. This makes the output value of the speed control strategy still negative, causing the motor speed to change away from 0, that is, to become a negative value with a larger absolute value, making it impossible for the motor to decelerate to zero. By controlling the integral coefficient of the integral term of the speed control strategy to be zero when the absolute value of the actual speed of the motor is less than the speed threshold, the absolute value of the integral term is reduced to zero, and the motor is controlled to decelerate according to the target deceleration and the proportional term of the speed control strategy. This ensures that even if the actual speed of the motor becomes negative after one speed control cycle, i.e., reverses, the difference between the target speed and the actual speed will be positive in the next speed control cycle, i.e., the proportional term will be positive, and the output value of the speed control strategy will be positive, pulling the motor speed back to zero.

[0073] The output value of the speed control strategy can be used as the target current for the current proportional-integral (PII) control strategy, which includes a proportional current term and a current integral term. In each speed control cycle, the difference between the target current and the actual motor current is multiplied by a current proportional coefficient to obtain the proportional current term. The product of the proportional current term and the integral current coefficient corresponding to the current speed control is added to the integral current term corresponding to the previous speed control cycle to obtain the integral current term for the current speed control cycle. The sum of the proportional current term and the integral current term for the current speed control cycle is used as the output value of the current PII control strategy for the current speed control cycle. This output value is then pulse-width modulated and output to the gate of the power transistor in a voltage conversion circuit (e.g., an inverter circuit) connected to the motor, thereby controlling the output voltage of the voltage conversion circuit, i.e., controlling the torque voltage output to the motor, and thus controlling the motor to operate at the target speed.

[0074] In this embodiment, when the received braking signal from the brake pedal is a digital signal, it is determined that the brake pedal is a brake pedal with mechanical braking. The integral coefficient of the integral term of the speed control strategy is set to zero, and the integral term is reduced to zero. The motor speed command is periodically determined according to a preset deceleration. The target speed of the motor is determined based on the speed command and the actual motor speed. The motor decelerates according to the target speed and the proportional term of the speed control strategy until the actual motor speed reaches zero. By controlling the integral coefficient of the integral term of the speed control strategy to zero and reducing the integral term to zero upon receiving the brake pedal signal, positive values ​​accumulated during vehicle acceleration and constant speed driving are avoided, which would affect the negative output value of the speed control strategy. This prevents the motor from failing to generate reverse torque for braking, thus ensuring vehicle deceleration. By periodically determining the motor speed command according to a preset deceleration, and then determining the target motor speed based on the speed command and the actual speed, the friction of the brake disc due to mechanical braking causes the wheels to decelerate, potentially resulting in a faster decrease in the actual motor speed. When the speed command is greater than or equal to the actual speed, the target speed follows the actual speed, allowing the motor to decelerate according to the external force provided by the brake disc until the motor speed reaches zero. This avoids the motor accelerating during braking while operating at the target speed, ensuring effective vehicle braking control. When the received brake pedal signal is an analog signal, the actual brake pedal travel is determined based on the corresponding analog signal, and the target deceleration is determined based on the actual travel. If no activation signal from the electromagnetic brake is received, the motor deceleration is controlled according to the target deceleration and the proportional and integral terms of the speed control strategy, with the integral term allowing for faster deceleration. Furthermore, controlling the motor operation according to the target deceleration, i.e., controlling the motor operation according to the target speed determined by the target deceleration, prevents excessively rapid deceleration, facilitating better vehicle braking control and improving the driving experience. In this way, different control measures can be taken for different types of brake pedals, which improves the applicability of vehicle braking methods and allows for better control of vehicle braking.

[0075] Based on the above technical solutions, Figure 2 This is a flowchart of another vehicle braking method based on a brake pedal provided by an embodiment of the present invention. Optionally, refer to... Figure 2 Vehicle braking methods based on the brake pedal include:

[0076] S210. Determine whether the received brake pedal signal is a digital signal. If yes, proceed to step S220; otherwise, proceed to step S230.

[0077] S220. The integral coefficient of the integral term of the speed control strategy is zero, the integral term is reduced to zero, and the speed command of the motor is determined periodically according to the preset deceleration. The target speed of the motor is determined according to the speed command and the actual speed of the motor. The motor is decelerated according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero. The speed control strategy is a proportional-integral control strategy.

[0078] S230. Determine the actual travel of the brake pedal based on the analog signal corresponding to the braking signal, and determine the target deceleration based on the actual travel.

[0079] S240. Determine whether an activation signal from the electromagnetic brake has been received. If not, proceed to step S250; if yes, proceed to step S260.

[0080] S250: Control the motor to decelerate according to the proportional and integral terms of the target deceleration and speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. When this happens, the integral coefficient of the integral term of the speed control strategy is zero, the absolute value of the integral term is reduced to zero, and the motor is controlled to decelerate according to the proportional term of the target deceleration and speed control strategy until the actual speed of the motor is zero.

[0081] S260. If an activation signal for the electromagnetic brake is received, and the actual travel of the brake pedal is the maximum travel of the brake pedal, then control the electromagnetic brake to apply the brakes.

[0082] Specifically, after the brake pedal is fully depressed (i.e., the actual travel of the brake pedal is its maximum travel), continuing to press it down will trigger the corresponding switch of the electromagnetic brake, which will then send an activation signal to the electromagnetic brake. Upon receiving the activation signal and confirming that the actual travel of the brake pedal is at its maximum travel, the system will activate the electromagnetic brake. This allows for rapid braking in emergency situations, ensuring driving safety.

[0083] S270, the integral coefficient of the integral term of the speed control strategy is zero, and the control integral term is reduced to zero.

[0084] Specifically, after the electromagnetic brake engages, it seizes its bearing, causing the motor's actual speed to rapidly decrease to zero. However, even after the motor's actual speed reaches zero, the controller continues to execute the speed control cycle. By controlling the integral coefficient of the speed control strategy to zero after the electromagnetic brake engages, and by reducing the integral term to zero (i.e., eliminating the integral term of the speed control strategy), the existence of the integral term can be avoided, allowing the output value of the speed control strategy to control the motor's acceleration. Therefore, by eliminating the integral term of the speed control strategy, stable vehicle stopping can be ensured, preventing abnormal motor operation.

[0085] Based on the above technical solution, optionally, after controlling the electromagnetic brake to apply the brakes, the method further includes:

[0086] Step a1: Determine the speed command corresponding to the current speed control cycle based on the target deceleration and the target speed corresponding to the previous speed control cycle.

[0087] The target deceleration is determined based on the actual travel of the brake pedal. When the actual travel of the brake pedal is at its maximum, the target deceleration is the maximum target deceleration among all travel distances.

[0088] Specifically, in each speed control cycle, for example, the target speed corresponding to the previous speed control cycle is subtracted from the preset deceleration to obtain the speed command corresponding to the current speed control cycle. For example, the current speed control cycle is the j-th speed control cycle, where j is an integer greater than 1, and the target speed of the previous speed control cycle is... The target deceleration is Then the speed command corresponding to the current speed control cycle for .

[0089] Step a2: If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then the actual speed corresponding to the current speed control cycle is controlled as the target speed of the current speed control cycle.

[0090] Specifically, in each speed control cycle, the determined speed command is compared with the actual motor speed. If the speed command is greater than or equal to the actual motor speed, it indicates that the electromagnetic brake is causing the motor to decelerate relatively quickly. To ensure the motor decelerates, the target speed for the current speed control cycle is set to the actual motor speed; that is, the value of the actual speed is assigned to the target speed. When the target speed equals the actual speed, the output value of the speed control strategy is zero, allowing the motor to decelerate using the electromagnetic brake. Due to the action of the electromagnetic brake, the actual motor speed quickly decreases to zero, and the target speed follows the actual speed, making the target speed zero. This makes the proportional term zero and eliminates the integral term, resulting in the output value of the speed control strategy being zero, thus ensuring the vehicle stops.

[0091] Based on the above technical solutions, optionally, the motor speed command is periodically determined according to a preset deceleration; the target speed of the motor is determined according to the speed command and the actual speed of the motor; and the motor deceleration is controlled according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero, including:

[0092] Step b1: Determine the speed command corresponding to the current speed control cycle based on the preset deceleration and the target speed corresponding to the previous speed control cycle.

[0093] Specifically, in each speed control cycle, for example, the target speed corresponding to the previous speed control cycle is subtracted from the preset deceleration to obtain the speed command corresponding to the current speed control cycle. For example, the current speed control cycle is the nth speed control cycle, where n is an integer greater than 1, and the target speed of the previous speed control cycle is... The preset deceleration is Then the speed command corresponding to the current speed control cycle for .

[0094] Step b2: If the speed command corresponding to the current speed control cycle is less than the actual speed of the motor corresponding to the current speed control cycle, then control the speed command corresponding to the current speed control cycle to be the target speed of the current speed control cycle.

[0095] Specifically, in each speed control cycle, the determined speed command is compared with the actual speed of the motor. If the speed command is less than the actual speed of the motor, the speed command corresponding to the current speed control cycle is taken as the target speed corresponding to the current speed control cycle, so that the motor runs at the target speed, thereby decelerating the motor.

[0096] Step b3: If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then control the actual speed corresponding to the current speed control cycle as the target speed of the current speed control cycle.

[0097] Specifically, in each speed control cycle, the determined speed command is compared with the actual speed of the motor. If the speed command is greater than or equal to the actual speed of the motor, it indicates that the motor is actually decelerating faster under the action of the brake disc. In order to ensure the motor decelerates, the target speed corresponding to the current speed control cycle is controlled to be the actual speed of the motor. That is, the value of the actual speed is assigned to the target speed. When the target speed is equal to the actual speed, the output value of the speed control strategy is zero, so that the motor decelerates by relying on the action of the brake disc.

[0098] Step b4: Based on the difference between the target speed and the actual speed of the motor in the current speed control cycle, multiply it by the proportional coefficient to determine the output value of the speed control strategy in the current speed control cycle. Control the motor to run according to the output value of the speed control strategy in the current speed control cycle, and return to execute the step of determining the speed command corresponding to the current speed control cycle based on the preset deceleration and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

[0099] For example, the current speed control cycle is the nth speed control cycle, and the target speed for the current speed control cycle is... The actual speed of the motor in the current speed control cycle is The difference between the target speed and the actual speed of the motor in the current speed control cycle is For example, if the proportional coefficient is Kp, the proportional term corresponding to the current speed control cycle is... ,but Since the integral term has been eliminated, the output value of the speed control strategy corresponding to the current speed control cycle is the proportional term corresponding to the current speed control cycle. The motor is controlled according to the output value of the speed control strategy in the current speed control cycle, so that the motor speed follows the target speed. Then, the process returns to step b1, and steps b1 to b4 are executed cyclically until the actual speed of the motor reaches zero.

[0100] Based on the above technical solutions, Figure 3 This is a flowchart of another vehicle braking method based on a brake pedal provided by an embodiment of the present invention. Optionally, refer to... Figure 3 Vehicle braking methods based on the brake pedal include:

[0101] S310. Determine whether the received brake pedal signal is a digital signal. If yes, proceed to step S320; otherwise, proceed to step S330.

[0102] S320. The integral coefficient of the integral term of the speed control strategy is zero, the integral term is reduced to zero, and the speed command of the motor is determined periodically according to the preset deceleration. The target speed of the motor is determined according to the speed command and the actual speed of the motor. The motor is decelerated according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero. The speed control strategy is a proportional-integral control strategy.

[0103] S330. Determine the actual travel of the brake pedal based on the analog signal corresponding to the brake signal and the first preset correspondence; wherein, the first preset correspondence is the correspondence between the analog signal and the actual travel.

[0104] Specifically, the analog signal corresponding to the braking signal has a one-to-one correspondence with the actual travel of the brake pedal, which is the first preset correspondence. This first preset correspondence can be stored in the vehicle's memory as a curve, table, or formula. For example, if the analog signal is Vcur, the analog signal corresponding to 0% brake pedal travel is Vmin, and the analog signal corresponding to 100% brake pedal travel is Vmax, then the actual brake pedal travel Rcur is... This is the first preset correspondence. The actual travel of the brake pedal can then be determined based on the analog signal from the brake pedal and the first preset correspondence.

[0105] S340. Determine the second preset correspondence relationship corresponding to the actual travel distance based on the travel distance range of the actual travel distance; wherein, the second preset correspondence relationship is the correspondence relationship between the actual travel distance and the target deceleration, and the second preset correspondence relationship is different for different travel distance ranges.

[0106] Specifically, the brake pedal travel from 0% to 100% can be divided into multiple travel ranges, each corresponding to a second preset relationship. For example, the range from 0% to the preset travel Rast can be considered as one travel range, and the range from the preset travel Rast to 100% can be considered as another travel range, where the preset travel Rast is greater than 0% and less than 100%. For example, the second preset relationship corresponding to 0% to the preset travel Rast is as follows: ,in, Rcur represents the target deceleration, Rcur is the actual travel of the brake pedal, Rast is the preset travel, and Vast is the target deceleration corresponding to the preset travel. This represents the target deceleration corresponding to 0% of the brake pedal travel. The target deceleration corresponding to the preset travel can be a preset value. The second preset correspondence between the preset travel Rast and 100% is as follows: ,in, The target deceleration corresponds to 100% of the brake pedal travel.

[0107] S350. Determine the target deceleration based on the actual travel distance and the second preset correspondence between the actual travel distance and the actual travel distance.

[0108] Specifically, when the actual travel is greater than or equal to 0% and less than or equal to the preset travel Rast, the second preset correspondence can be used according to the range from 0% to the preset travel Rast. Determine the target deceleration. When the actual travel is greater than the preset travel Rast but less than or equal to 100%, the second preset correspondence can be used, based on the preset travel Rast to 100%. Determine the target deceleration.

[0109] S360. If no activation signal from the electromagnetic brake is received, the motor is decelerated according to the proportional and integral terms of the target deceleration and speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. At this point, the integral coefficient of the integral term of the speed control strategy is zero, the absolute value of the integral term is reduced to zero, and the motor is decelerated according to the proportional term of the target deceleration and speed control strategy until the actual speed of the motor is zero.

[0110] Based on the above technical solutions, optionally, if no activation signal from the electromagnetic brake is received, the motor deceleration is controlled according to the proportional and integral terms of the target deceleration and speed control strategy, including:

[0111] Step c1: If no activation signal from the electromagnetic brake is received, the target proportional coefficient is determined based on the actual stroke and the third preset correspondence. The third preset correspondence is the correspondence between the actual stroke and the target proportional coefficient. The target proportional coefficient is greater than zero, and the larger the actual stroke, the larger the target proportional coefficient.

[0112] Specifically, when the braking signal corresponds to an analog signal, the proportional coefficient of the speed control strategy has a one-to-one correspondence with the actual travel of the brake pedal, which is the third preset correspondence. This third preset relationship can be stored in the vehicle's memory as a curve, table, or formula. For example, if the actual travel of the brake pedal is Rcur, the proportional coefficient corresponding to 0% of the brake pedal travel is... The proportional coefficient corresponding to 100% of the brake pedal travel is The target ratio coefficient is ,but This is the third preset correspondence. The target proportional coefficient can then be determined based on the actual travel of the brake pedal and the third preset correspondence. Furthermore, the larger the actual travel, the larger the target proportional coefficient, resulting in a faster change in the output value of the speed control strategy. This allows the motor to decelerate more quickly, meeting the driver's needs and providing better control over vehicle braking.

[0113] Step c2: Subtract the target deceleration from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle.

[0114] For example, the current speed control cycle is the m-th speed control cycle, where m is an integer greater than 1, and the target speed of the previous speed control cycle is... The target deceleration is The target speed corresponding to the current speed control cycle is... for .

[0115] Step c3: Subtract the actual speed of the motor from the target speed corresponding to the current speed control cycle, multiply the difference by the target proportional coefficient to obtain the proportional term corresponding to the current speed control cycle.

[0116] For example, if the current speed control cycle is the m-th speed control cycle, where m is an integer greater than 1, and the actual speed of the motor in the current speed control cycle is... The difference between the target speed and the actual speed of the motor in the current speed control cycle is The target proportion coefficient is The proportional term corresponding to the current speed control cycle is ,but .

[0117] Step c4: The product of the proportional term and integral coefficient corresponding to the current speed control cycle, and the sum of the product of the proportional term and integral coefficient corresponding to the previous speed control cycle, is taken as the integral term corresponding to the current speed control cycle.

[0118] For example, the current speed control cycle is the m-th speed control cycle, and the proportional term corresponding to the current speed control cycle is... The integral coefficient is Ki, and the integral term corresponding to the previous speed control cycle is... The integral term corresponding to the current speed control cycle for .

[0119] Step c5: Take the sum of the proportional and integral terms corresponding to the current speed control cycle as the output value of the speed control strategy under the current speed control cycle, control the motor to run according to the output value of the speed control strategy, and return to execute the step of subtracting the target deceleration from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle, until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero.

[0120] For example, if the current speed control cycle is the m-th speed control cycle, and the proportional term corresponding to the previous speed control cycle is... The integral term corresponding to the current speed control cycle is Then the output value of the speed control strategy in the current speed control cycle for The motor is controlled according to the output value of the speed control strategy, so that the motor speed is close to or equal to the target speed. Then, the process returns to step c2, that is, steps c2 to c5 are executed repeatedly until the absolute value of the actual motor speed is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero.

[0121] Based on the above technical solutions, optionally, the integral coefficient of the integral term of the speed control strategy is zero, the absolute value of the integral term is reduced to zero, and the motor is controlled to decelerate according to the target deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero, including:

[0122] Step d1: Control the integral coefficient of the integral term of the speed control strategy to zero, and control the absolute value of the integral term to decrease to zero within a preset number of times and a preset time.

[0123] Specifically, the integral coefficient of the integral term in the speed control strategy is set to zero, preventing the integral term from accumulating. The absolute value of the integral term is reduced to zero after a preset number of iterations, allowing the integral term to change gradually and preventing rapid changes in the output value of the speed control strategy, which could affect motor operation. Furthermore, the absolute value of the integral term is reduced to zero within a preset time period (which can be short), ensuring a rapid decrease in the absolute value and preventing the integral term from affecting the speed control strategy's output value for motor deceleration.

[0124] Step d2: Determine the target speed for the current speed control cycle based on the target deceleration and the target speed corresponding to the previous speed control cycle.

[0125] For example, the current speed control cycle is the t-th speed control cycle, where t is an integer greater than 1, and the target speed of the previous speed control cycle is... The target deceleration is The target speed corresponding to the current speed control cycle is... for .

[0126] Step d3: Based on the difference between the target speed and the actual speed of the motor in the current speed control cycle, multiply it by the target proportional coefficient to determine the output value of the speed control strategy in the current speed control cycle. Control the motor to run based on the output value of the speed control strategy in the current speed control cycle, and return to execute the step of determining the target speed corresponding to the current speed control cycle based on the target deceleration and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

[0127] For example, if the current speed control cycle is the t-th speed control cycle, where t is an integer greater than 1, and the actual speed of the motor in the current speed control cycle is... The difference between the target speed and the actual speed of the motor in the current speed control cycle is The target proportion coefficient is The proportional term corresponding to the current speed control cycle is ,but Since the integral coefficient of the integral term in the speed control strategy is zero, and the absolute value of the integral term decreases to zero, the integral term is eliminated, thus reducing the output value of the speed control strategy in the current speed control cycle. for The motor is controlled according to the proportional term of the speed control strategy, so that the motor speed is close to or equal to the target speed, and the motor speed gradually approaches zero. Then, the process returns to step d2, that is, steps d2 to d3 are executed repeatedly until the actual speed of the motor is zero.

[0128] Based on the above technical solutions, the vehicle may optionally include a limit switch. Optionally, when the received brake pedal signal is an analog signal, the method may further include:

[0129] Step e1: If a limit switch closing signal is received, then it is determined that an activation signal of the electromagnetic brake has been received.

[0130] Specifically, the limit switch can be located under the brake pedal. When the brake pedal is fully depressed (i.e., the actual travel of the brake pedal is its maximum travel), further depressing will trigger the limit switch corresponding to the electromagnetic brake. The limit switch will close, transmitting a closing signal (i.e., an activation signal) to the controller. Therefore, receiving the closing signal from the limit switch confirms the receipt of the electromagnetic brake's activation signal.

[0131] Step e2: If no closing signal from the limit switch is received, it is determined that no activation signal from the electromagnetic brake has been received.

[0132] Specifically, when a braking signal from the brake pedal is received, if no closing signal from the limit switch is received, it indicates that the limit switch is not closed, meaning the driver has not triggered the limit switch corresponding to the electromagnetic brake. In this case, it is determined that no activation signal from the electromagnetic brake has been received. The target deceleration is then determined according to the actual travel of the brake pedal signal, and the motor is controlled to decelerate based on the target deceleration, thereby braking the vehicle.

[0133] This invention also provides a vehicle braking device based on a brake pedal, which is used to execute the vehicle braking method based on a brake pedal provided in any embodiment of this invention. Figure 4 This is a schematic diagram of a vehicle braking device based on a brake pedal provided in an embodiment of the present invention. (Refer to...) Figure 4 Vehicle braking devices based on brake pedals include:

[0134] The first control module 101 is used to control the integral coefficient of the integral term of the speed control strategy to be zero when the received braking signal from the brake pedal is a digital signal, control the integral term to be reduced to zero, and control the motor to decelerate according to the preset deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero; wherein, the speed control strategy is a proportional-integral control strategy.

[0135] The target deceleration determination module 102 is used to determine the actual travel of the brake pedal based on the analog signal when the received braking signal from the brake pedal is an analog signal, and to determine the target deceleration based on the actual travel.

[0136] The second control module 103 is used to control the motor to decelerate according to the proportional and integral terms of the target deceleration and speed control strategy if no activation signal of the electromagnetic brake is received, until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. At this point, the integral coefficient of the integral term of the speed control strategy is controlled to be zero, the integral term is reduced to zero, and the motor is controlled to decelerate according to the proportional term of the target deceleration and speed control strategy until the actual speed of the motor is zero.

[0137] The vehicle braking device based on the brake pedal provided in the embodiments of the present invention can execute the vehicle braking method based on the brake pedal provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0138] This invention also provides a vehicle that includes a brake pedal-based vehicle braking device provided in any embodiment of the invention. Therefore, the vehicle in this embodiment has the same beneficial effects as the brake pedal-based vehicle braking device provided in any embodiment of the invention, which will not be described again here.

[0139] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0140] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle braking method based on a brake pedal, characterized in that, include: When the received braking signal from the brake pedal is a digital signal, the integral coefficient of the integral term of the speed control strategy is zero, the integral term is reduced to zero, and the motor speed command is periodically determined according to the preset deceleration. The target speed of the motor is determined according to the speed command and the actual speed of the motor. The motor deceleration is controlled according to the target speed of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero. The speed control strategy is a proportional-integral control strategy. When the received braking signal from the brake pedal is an analog signal, the actual travel of the brake pedal is determined based on the analog signal corresponding to the braking signal, and the target deceleration of the motor is determined based on the actual travel. If no activation signal from the electromagnetic brake is received, the motor is decelerated according to the target deceleration of the motor and the proportional and integral terms of the speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. At this point, the integral coefficient of the integral term of the speed control strategy is controlled to be zero, the absolute value of the integral term is controlled to be reduced to zero, and the motor is decelerated according to the target deceleration of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero.

2. The method according to claim 1, characterized in that, When the received brake pedal signal is an analog signal, the method further includes: If an activation signal for the electromagnetic brake is received, and the actual travel of the brake pedal is the maximum travel of the brake pedal, then the electromagnetic brake is controlled to apply the brakes. The integral coefficient of the integral term of the speed control strategy is controlled to be zero, and the integral term is reduced to zero.

3. The method according to claim 2, characterized in that, After controlling the electromagnetic brake to apply the brakes, the method further includes: The speed command corresponding to the current speed control cycle is determined based on the target deceleration of the motor and the target speed corresponding to the previous speed control cycle. If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then the actual speed corresponding to the current speed control cycle is controlled as the target speed of the current speed control cycle.

4. The method according to claim 1, characterized in that, The process of periodically determining the motor speed command according to a preset deceleration, determining the target speed of the motor based on the speed command and the actual speed of the motor, and controlling the motor to decelerate according to the target speed and the proportional term of the speed control strategy until the actual speed of the motor is zero includes: The speed command corresponding to the current speed control cycle is determined based on the preset deceleration and the target speed corresponding to the previous speed control cycle. If the speed command corresponding to the current speed control cycle is less than the actual speed of the motor corresponding to the current speed control cycle, then the speed command corresponding to the current speed control cycle shall be the target speed of the current speed control cycle. If the speed command corresponding to the current speed control cycle is greater than or equal to the actual speed of the motor corresponding to the current speed control cycle, then the actual speed corresponding to the current speed control cycle is controlled as the target speed of the current speed control cycle. The output value of the speed control strategy under the current speed control cycle is determined by multiplying the difference between the target speed and the actual speed of the motor in the current speed control cycle with the proportional coefficient. The motor is controlled to run according to the output value of the speed control strategy under the current speed control cycle, and then the process returns to the step of determining the speed command corresponding to the current speed control cycle based on the preset deceleration and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

5. The method according to any one of claims 1-4, characterized in that, The actual travel of the brake pedal is determined based on the analog signal corresponding to the braking signal, and the target deceleration of the motor is determined based on the actual travel, including: The actual travel of the brake pedal is determined based on the analog signal corresponding to the braking signal and a first preset correspondence; wherein, the first preset correspondence is the correspondence between the analog signal and the actual travel. Based on the travel range of the actual travel, a second preset correspondence is determined for the actual travel; wherein, the second preset correspondence is the correspondence between the actual travel and the target deceleration of the motor, and the second preset correspondence is different for different travel ranges; The target deceleration of the motor is determined based on the actual travel distance and the second preset correspondence between the actual travel distance and the actual travel distance.

6. The method according to any one of claims 1-4, characterized in that, If no activation signal from the electromagnetic brake is received, the motor is decelerated according to the target deceleration of the motor and the proportional and integral terms of the speed control strategy, including: If no activation signal from the electromagnetic brake is received, a target proportional coefficient is determined based on the actual travel and a third preset correspondence; wherein, the third preset correspondence is the correspondence between the actual travel and the target proportional coefficient, and the target proportional coefficient is greater than zero, and the larger the actual travel, the larger the target proportional coefficient; Subtract the target deceleration of the motor from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle. The difference between the target speed corresponding to the current speed control cycle and the actual speed of the motor corresponding to the current speed control cycle is multiplied by the target proportional coefficient to obtain the proportional term corresponding to the current speed control cycle. The product of the proportional term and integral coefficient corresponding to the current speed control cycle, and the sum of the integral term corresponding to the previous speed control cycle, are used as the integral term corresponding to the current speed control cycle. The sum of the proportional and integral terms corresponding to the current speed control cycle is used as the output value of the speed control strategy under the current speed control cycle. The motor is controlled to run according to the output value of the speed control strategy, and the process returns to the step of subtracting the target deceleration of the motor from the target speed corresponding to the previous speed control cycle to obtain the target speed corresponding to the current speed control cycle, until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero.

7. The method according to any one of claims 1-4, characterized in that, The integral coefficient of the integral term of the speed control strategy is controlled to be zero, the absolute value of the integral term is controlled to be reduced to zero, and the motor is controlled to decelerate according to the target deceleration of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero, including: The integral coefficient of the integral term of the speed control strategy is controlled to be zero, and the absolute value of the integral term is controlled to decrease to zero within a preset time period according to a preset number of times. The target speed for the current speed control cycle is determined based on the target deceleration of the motor and the target speed corresponding to the previous speed control cycle. The output value of the speed control strategy under the current speed control cycle is determined by multiplying the difference between the target speed and the actual speed of the motor in the current speed control cycle with the target proportional coefficient. The motor is controlled to run according to the output value of the speed control strategy under the current speed control cycle, and the process returns to the step of determining the target speed corresponding to the current speed control cycle based on the target deceleration of the motor and the target speed corresponding to the previous speed control cycle, until the actual speed of the motor is zero.

8. The method according to any one of claims 1-4, characterized in that, The vehicle also includes a limit switch; when the received brake pedal signal is an analog signal, the method further includes: If the limit switch closing signal is received, it is determined that the electromagnetic brake activation signal has been received; If the limit switch does not receive a closing signal, it is determined that the electromagnetic brake has not received an activation signal.

9. A vehicle braking device based on a brake pedal, characterized in that, include: The first control module is used to control the integral coefficient of the integral term of the speed control strategy to be zero when the received braking signal from the brake pedal is a digital signal, control the integral term to decrease to zero, and control the motor to decelerate according to the preset deceleration and the proportional term of the speed control strategy until the actual speed of the motor is zero; wherein, the speed control strategy is a proportional-integral control strategy. The target deceleration determination module is used to determine the actual travel of the brake pedal based on the analog signal when the received braking signal from the brake pedal is an analog signal, and to determine the target deceleration of the motor based on the actual travel. The second control module is used to, if no activation signal from the electromagnetic brake is received, control the motor to decelerate according to the target deceleration of the motor and the proportional and integral terms of the speed control strategy until the absolute value of the actual speed of the motor is less than the speed threshold, or the actual travel corresponding to the analog signal of the brake pedal is zero. Then, control the integral coefficient of the integral term of the speed control strategy to be zero, control the integral term to be reduced to zero, and control the motor to decelerate according to the target deceleration of the motor and the proportional term of the speed control strategy until the actual speed of the motor is zero.

10. A vehicle, characterized in that, Includes the vehicle braking device based on the brake pedal as described in claim 9.

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