Vehicle braking control method and device, controller, vehicle and storage medium

Abstract

The invention relates to a vehicle braking control method and device, a controller, a vehicle and a storage medium. The method comprises the steps that under the condition that a vehicle meets a comfortable braking triggering condition, the braking distance is determined according to the current working condition of the vehicle; a pre-calibrated rotating speed control curve matched with the braking distance is obtained, and the rotating speed control curve is used for describing the change relation of the rotating speed of a motor in the vehicle along with time decline in the process that the vehicle is braked with comfortable somatosensory under the constraint of the braking distance; controlling the motor to reduce the rotating speed according to the rotating speed control curve for braking; and under the condition that the rotating speed of the motor meets the torque control triggering condition, the braking torque of the motor is relieved according to the torque slope calibrated in advance. By adopting the method, the vehicle braking safety can be improved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a vehicle braking control method, device, controller and storage medium. Background Technology

[0002] In the field of vehicle braking control technology, to decelerate a vehicle until it comes to a stop, methods such as hydraulic braking or electronic braking are generally used. These methods generate braking force in the opposite direction to the vehicle's direction of travel through the braking device. For example, a hydraulic braking system uses a master cylinder to convert the force applied by the driver when pressing the brake pedal into hydraulic pressure, which is then transmitted to the brakes of each wheel to achieve braking. An electronic braking system, on the other hand, uses an electronic control unit to precisely regulate the braking pressure.

[0003] In related technologies, longitudinal fluctuations are prone to occur at the moment a vehicle comes to a stop, which manifests as the vehicle swaying back and forth. This can cause additional wear and tear on the vehicle's braking performance and components, reducing the overall safety of the vehicle. Summary of the Invention

[0004] Based on this, this application addresses the aforementioned technical problems by providing a vehicle braking control method, device, controller, and storage medium that can improve vehicle braking safety.

[0005] In a first aspect, this application provides a vehicle braking control method, including:

[0006] When the vehicle meets the conditions for triggering comfortable braking, the braking distance is determined based on the vehicle's current operating conditions.

[0007] Obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve is used to describe the relationship between the decrease in the speed of the motor in the vehicle and time during the process of making the vehicle feel comfortable under the constraint of braking distance.

[0008] The motor is controlled to reduce its speed according to the speed control curve for braking.

[0009] When the motor speed meets the torque control triggering conditions, the braking torque of the motor is released according to the pre-calibrated torque slope.

[0010] In the aforementioned vehicle braking control method, when the comfort braking triggering conditions are met, the braking distance is determined based on the vehicle's current operating conditions. Corresponding safety distance constraints can be provided for comfort braking based on different operating conditions. Then, the motor is controlled to reduce its speed according to a speed control curve that matches the braking distance for braking. By tracking a pre-calibrated speed control curve that reflects comfort requirements, the vehicle deceleration process is smoothly controlled, effectively suppressing longitudinal fluctuations at the moment of stopping. Finally, the braking torque of the motor is released according to a pre-calibrated torque slope, reducing the impact of braking torque and ensuring smooth and comfortable braking. This reduces additional wear and tear on the vehicle's braking performance and components, thereby improving the overall safety of the vehicle.

[0011] In an optional embodiment of the first aspect, determining the braking distance based on the vehicle's current operating conditions includes: acquiring the vehicle's current operating conditions, which at least include the vehicle's braking depth and driving gradient; and determining the vehicle's braking distance based on the braking depth and driving gradient.

[0012] In this optional embodiment, the braking distance is determined based on the vehicle's braking depth and driving slope, which can ensure the reliability of the braking distance. Using this braking distance as a safety distance constraint for comfortable braking is beneficial to improving braking comfort and safety in slope scenarios.

[0013] In an optional embodiment of the first aspect, the comfort braking triggering condition includes at least the motor speed not exceeding a speed threshold; the process of determining the braking distance, i.e., determining the vehicle's braking distance based on braking depth and driving slope, includes: obtaining a pre-calibrated braking distance table, which includes the mapping relationship between different combinations of braking depth and different driving slopes and braking distance when the motor speed in the vehicle does not exceed the speed threshold; and determining the vehicle's braking distance from the braking distance table according to the braking depth and driving slope.

[0014] In this optional embodiment, by setting and determining a speed threshold as part of the comfort braking triggering condition, comfort braking control is not performed under high-speed, high-energy braking conditions, ensuring the timeliness and safety of comfort braking and improving system reliability. By introducing and querying a braking distance table based on braking depth and driving gradient to determine the braking distance, a precise balance between safe braking and comfortable experience is achieved.

[0015] In an optional embodiment of the first aspect, controlling the motor to reduce its speed according to a speed control curve for braking includes: determining the braking torque of the motor based on a target speed in the speed control curve; and controlling the motor speed to decrease in line with the target speed based on the braking torque for braking.

[0016] In this optional embodiment, the corresponding braking torque is determined based on the target speed in the speed control curve to control the motor speed to decrease in line with the target speed. A closed-loop system can be constructed based on the speed as feedback for braking control, which improves the ability to cope with interference from different slopes and load changes. By dynamically and in real time adjusting the braking torque, it is ensured that the actual speed of the motor closely follows the target speed curve, so that the actual deceleration curve of the vehicle can highly restore the pre-calibrated, comfortable speed control curve. This significantly reduces speed fluctuations and longitudinal acceleration impacts during braking, achieving a comfortable braking experience without any noticeable braking or nose-diving, while ensuring the safety and consistency of the braking process.

[0017] In an optional embodiment of the first aspect, the vehicle braking control method further includes: during braking, if the vehicle does not meet the comfort braking triggering conditions, releasing the braking torque of the motor and controlling the motor to output the target required torque.

[0018] In this optional embodiment, when the vehicle does not meet the comfort braking triggering conditions during braking, the braking torque of the motor is released, which can reduce the interference or delay that comfort braking may cause in emergency situations, and ensure that the vehicle's highest priority safety functions can be executed without hindrance, thereby directly improving the active safety performance of the whole vehicle and the robustness of the system in dealing with emergencies.

[0019] In an optional embodiment of the first aspect, the vehicle braking control method further includes: controlling the output torque of the motor to follow the overall vehicle-requested torque when the braking torque of the motor is released.

[0020] In this optional embodiment, after the braking torque of the motor is released, the output torque of the motor can be controlled to follow the vehicle's overall requested torque. After the braking process ends, the control of the vehicle's power system is automatically returned to the overall requested torque representing the driver's or intelligent system's intention. This can reduce the response vacuum period or handling stickiness that may occur after comfort braking ends, and make the transition from comfort braking to normal driving smooth. It achieves seamless connection of driving intention and helps to improve the continuity and smoothness of the overall driving experience.

[0021] Secondly, this application also provides a vehicle braking control device, comprising:

[0022] The braking distance determination module is used to determine the braking distance based on the vehicle's current operating conditions when the vehicle meets the comfort braking triggering conditions.

[0023] The speed control curve determination module is used to obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve describes the relationship between the speed of the motor in the vehicle and the decrease over time during the process of the vehicle performing a comfortable braking under the constraint of the braking distance.

[0024] The speed control module is used to control the motor to reduce its speed according to the speed control curve for braking;

[0025] The torque release module is used to release the braking torque of the motor according to a pre-calibrated torque slope when the motor speed meets the torque control triggering conditions.

[0026] Thirdly, this application also provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the methods described above.

[0027] Fourthly, this application also provides a vehicle, including an electric motor and the controller described in the third aspect above.

[0028] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0029] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0030] Regarding the beneficial effects of any of the technical solutions in the second to sixth aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of an optional process for a vehicle braking control method in one embodiment;

[0033] Figure 2 This is a schematic diagram of an optional process for determining the braking distance in one embodiment;

[0034] Figure 3This is a schematic diagram of an optional flow of a vehicle braking control method in another embodiment;

[0035] Figure 4 This is a schematic diagram of the speed control curves for different braking distances in one embodiment;

[0036] Figure 5 This is a schematic diagram of an optional structure of a vehicle braking control device in one embodiment;

[0037] Figure 6 This is a schematic diagram of an optional internal structure of the controller in one embodiment. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0039] The terms "first," "second," etc., used in this application may be used to describe various elements, but these elements are not limited by these terms. These terms are used only to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0040] Regarding vehicle braking control, the relevant technologies include the following two implementation schemes:

[0041] Option 1: Braking control via hydraulic braking: This option uses hydraulic adjustment to control the total braking force, reducing longitudinal vibration of the vehicle when it comes to a complete stop. The drawback of this option is the low precision of hydraulic control, especially at the instant of stopping. It cannot precisely control the vehicle's acceleration to zero exactly when the vehicle stops. Almost all vehicles using hydraulic comfort braking systems experience a strong, perceptible impact at the moment of stopping. In other words, when using hydraulic braking for control, the low precision of hydraulic control makes it impossible to accurately control longitudinal fluctuations at the moment of stopping, causing additional wear and tear on the vehicle's braking performance and components, and reducing overall vehicle safety.

[0042] Option 2 involves controlling the motor acceleration via an MCU (Motor Control Unit) to suppress variations in longitudinal acceleration within a small range during braking. However, this option has drawbacks: it cannot recognize road surfaces and is ineffective in different braking and slope scenarios. In particular, it is less effective on slopes, causing significant impact on the vehicle. In other words, braking by controlling motor acceleration via an MCU cannot adapt to different scenarios, especially on slopes where the braking effect is limited. This can cause additional wear and tear on the vehicle's braking performance and components, reducing overall vehicle safety.

[0043] Based on this, the vehicle braking control method provided in this application can reduce the additional wear and tear on the vehicle's braking performance and components, thereby improving the overall safety of the vehicle.

[0044] In one exemplary embodiment, such as Figure 1 As shown, a vehicle braking control method is provided. Taking the application of this method to a controller in a vehicle as an example, the method includes the following steps S101 to S104. Wherein:

[0045] Step S101: If the vehicle meets the conditions for triggering comfortable braking, determine the braking distance based on the current operating conditions of the vehicle.

[0046] The vehicle can include new energy vehicles equipped with an electric drive system, whose power source includes at least a drive motor and has electric braking capability. Comfort braking triggering conditions can be used to determine whether the comfort braking braking control mode needs to be triggered. For example, comfort braking triggering conditions can include at least one of various conditions such as driving intention conditions, safety priority conditions, control rights conditions, and speed window conditions. Driving intention conditions can include the presence of braking demand, such as the brake pedal being depressed; safety priority conditions can include the absence of intervention from a higher-priority emergency braking system, i.e., no emergency braking situation, such as the Anti-lock Braking System (ABS) or Automatic Emergency Braking (AEB) not being activated; control rights conditions can include the vehicle being in manual driving mode, i.e., no intelligent driving system takeover request; speed window conditions can include the vehicle being in a low-speed range, such as a vehicle speed below 6.5 kph (kilometers per hour) or a motor speed below 550 rpm (revolutions per minute), where the vehicle speed threshold and speed threshold can be pre-calibrated and determined according to actual conditions. Based on the comfort braking trigger conditions, it can be ensured that the vehicle's comfort braking only operates in safe, low-speed scenarios requiring precise control, avoiding conflicts with emergency safety functions or high-speed conventional braking, thus ensuring vehicle driving safety. For example, if the driver slowly brakes at a red light, the vehicle speed has dropped to 5 kph, the ABS has not triggered, and the vehicle is in manual driving mode, then the vehicle can be determined to meet the comfort braking trigger conditions.

[0047] The current operating condition is the combination of real-time environmental and operational parameters affecting the braking distance when comfort braking is triggered. The current operating condition may include, but is not limited to, at least one of the following: vehicle speed, braking depth, load status, and driving gradient. For example, the current operating condition may include at least the vehicle's braking depth and driving gradient. Braking depth reflects the intensity of the driver's braking request and can be quantified by the brake pedal opening or master cylinder pressure sensor signal. Driving gradient reflects the inclination angle of the road surface and can be determined by an onboard gradient sensor, such as an inertial measurement unit (IMU). In some embodiments, the current operating condition may also include the vehicle speed, and the corresponding braking distance can be determined by combining the vehicle speed, braking depth, and driving gradient. Braking distance is the longitudinal distance the vehicle is expected to travel from the triggering of comfort braking until the vehicle's speed drops to zero (i.e., comes to a complete stop). Braking distance can serve as a distance constraint for vehicle braking control, ensuring that the vehicle comes to a complete stop within a defined braking distance, thus ensuring that the comfort braking process does not exceed the physically required stopping range for safety.

[0048] For example, the vehicle braking control method can be executed by a controller in the vehicle, such as at least one of the vehicle control unit (VCU) or motor controller. The controller can monitor whether the vehicle meets the comfort braking trigger conditions. For example, the controller can acquire at least one of the following signals: a brake request signal from the brake pedal position sensor, an emergency braking status signal from the ABS / AEB control unit, a control request signal from the intelligent driving domain controller, and a speed signal from the motor resolver sensor, and determine whether the comfort braking trigger conditions are met based on the acquired signals. When it is determined that the comfort braking trigger conditions are met, the controller can determine the current operating condition of the vehicle, such as locking the vehicle's braking depth and driving gradient to obtain the current operating condition of the vehicle.

[0049] The controller can determine the braking distance based on the current operating conditions. For example, the controller can perform calculations or look up a table based on the current operating conditions to obtain the braking distance that matches the current operating conditions. In some embodiments, the controller can use the current operating conditions as a query index to retrieve the braking distance that matches the current operating conditions from a pre-calibrated braking distance table. The braking distance table can include the mapping relationship between different operating conditions of the vehicle and the braking distance. The mapping relationship between different operating conditions and the corresponding braking distance can be pre-calibrated on a real vehicle.

[0050] Step S102: Obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve is used to describe the relationship between the decrease in the speed of the motor in the vehicle and time during the process of making the vehicle feel comfortable under the constraint of braking distance.

[0051] The speed control curve describes the change in the vehicle's motor speed over time during comfortable braking under braking distance constraints. Based on the speed control curve, the trajectory of the speed change over time can be determined. In some embodiments, the data structure of the speed control curve can be a two-dimensional array or function with time as the x-axis and speed as the y-axis. The speed control curve is directly related to the braking distance; that is, the area under the speed control curve (the integral of speed over time) is the braking distance. The speed control curve is not an arbitrary descent path but is carefully designed and calibrated to constrain the motor speed to decrease to zero in a smooth, gradual manner (e.g., an approximate S-shape), thereby directly controlling the smooth change in the vehicle's longitudinal deceleration and ultimately achieving a comfortable braking effect. Among them, physical comfort can be defined as the continuous and smooth change of the vehicle's longitudinal acceleration during the braking process, such as the moment when the vehicle speed approaches zero. The acceleration value smoothly approaches zero without sudden changes or high-frequency oscillations, thereby reducing the abrupt back-and-forth swaying of the occupants' bodies due to inertia (i.e., the "nodding" phenomenon). Whether physical comfort is good or bad can be confirmed and calibrated through a large number of real vehicle tests and subjective evaluations by occupants.

[0052] Optionally, the controller can determine a speed control curve that matches the braking distance from a pre-calibrated set of speed control curves. The speed control curve that matches the braking distance can be the speed control curve that enables the vehicle to stop smoothly within the distance S for each specific braking distance S. The speed control curve determines the shape of the deceleration process.

[0053] Step S103: Control the motor to reduce its speed according to the speed control curve for braking.

[0054] For example, a controller can achieve vehicle braking control by controlling the reduction of the motor's speed. During this reduction, the controller gradually decreases the motor speed according to the target speed in the speed control curve. For instance, in each control cycle (e.g., milliseconds), the controller can query the target speed from the speed control curve based on the current moment and calculate the deviation between the motor's real-time speed and the target speed. Based on this deviation, the controller uses a closed-loop control algorithm, such as a PID (Proportional-Integral-Derivative) control algorithm, to calculate the braking torque (a negative value, representing the torque required from the motor) needed to make the real-time speed follow the target speed. The controller can then control the motor to generate the corresponding braking torque for braking. Under the influence of the braking torque, the motor speed begins to change. The resolver sensor immediately detects this change and feeds the new real-time speed back to the controller. The controller can then re-determine the braking torque and perform closed-loop control based on the re-determined braking torque, thus forming a high-speed, closed-loop speed-following control loop. This process can continue to ensure that the actual motor speed curve closely matches the determined speed control curve.

[0055] Step S104: When the motor speed meets the torque control triggering condition, release the motor braking torque according to the pre-calibrated torque slope.

[0056] The torque control trigger condition is used to determine whether to switch from speed control mode to torque release mode, that is, whether it is necessary to switch from controlling the motor speed to releasing the motor's braking torque. Based on the torque control trigger condition, the moment when the vehicle has achieved a stable stop through speed control can be accurately identified, thereby safely and timely initiating the subsequent torque easing and release operation. In some embodiments, the torque control trigger condition may include a speed threshold. When the motor speed is lower than the speed threshold, the torque control trigger condition can be considered met, that is, it is possible to switch to releasing the motor's braking torque.

[0057] Torque slope is a torque change rate control parameter followed when releasing the braking torque from the motor. The torque slope ensures that the braking torque output from the motor decays to zero in a smooth, linear manner, thus avoiding secondary vibrations in the vehicle's suspension system (i.e., torque release shock) caused by a sudden loss of torque, guaranteeing smoothness at the moment of stopping. In some embodiments, the torque slope can be calibrated through extensive real-vehicle subjective evaluation tests. The torque slope defines the rate at which torque decreases over time. A smaller torque slope, such as -50 Nm / s, means very slow torque release and an extremely smooth feel, but the time required for complete release is slightly longer; a relatively larger torque slope (such as -200 Nm / s) results in faster release, but improper setting may still cause a slight feeling.

[0058] Optionally, during the process of controlling the motor to operate according to the speed control curve until the vehicle decelerates, the controller can continuously acquire the real-time speed of the motor through the motor resolver sensor. The controller can compare the real-time speed with the torque control trigger condition to determine whether the motor speed meets the torque control trigger condition. In some embodiments, the torque control trigger condition may include at least two judgments: first, determining whether the motor speed has dropped to a threshold close to zero (e.g., below 10 rpm), indicating that the vehicle has essentially stopped; second, determining whether this low-speed or zero-speed state has lasted for a short but stable period of time (e.g., 100 milliseconds) to confirm that the vehicle has truly come to a stop, rather than fluctuating at a critical point. Only when these conditions are met simultaneously will the controller consider the motor speed to meet the torque control trigger condition.

[0059] In some embodiments, when the motor speed is determined to meet the torque control triggering condition, the controller can acquire a pre-calibrated torque slope and control the motor to release the generated braking torque according to the torque slope. In some embodiments, the controller can monitor whether the actual torque of the motor decreases according to the torque slope, forming a closed-loop monitoring to ensure that the torque release process is smooth and controlled until the torque safely returns to zero.

[0060] In the aforementioned vehicle braking control method, when the comfort braking triggering conditions are met, the braking distance is determined based on the vehicle's current operating conditions. Corresponding safety distance constraints can be provided for comfort braking based on different operating conditions. Then, the motor is controlled to reduce its speed according to a speed control curve that matches the braking distance for braking. By tracking a pre-calibrated speed control curve that reflects comfort requirements, the vehicle deceleration process is smoothly controlled, effectively suppressing longitudinal fluctuations at the moment of stopping. Finally, the braking torque of the motor is released according to a pre-calibrated torque slope, reducing the impact of braking torque and ensuring smooth and comfortable braking. This reduces additional wear and tear on the vehicle's braking performance and components, thereby improving the overall safety of the vehicle.

[0061] In one exemplary embodiment, determining the braking distance based on the vehicle's current operating conditions includes: acquiring the vehicle's current operating conditions, which at least include the vehicle's braking depth and driving gradient; and determining the vehicle's braking distance based on the braking depth and driving gradient.

[0062] For example, the controller can monitor signals from various sensors in the vehicle to determine the vehicle's current operating condition, which may include at least the vehicle's braking depth and driving gradient. For instance, the controller can read real-time signals from the brake pedal position sensor and calculate the current braking depth, such as 60%. Alternatively, the controller can obtain the current driving gradient from the vehicle's attitude sensors (such as an IMU), such as -2%. The controller can determine the vehicle's braking distance based on the braking depth and driving gradient. In some embodiments, the controller can look up the vehicle's braking distance in a pre-calibrated braking distance table based on the braking depth and driving gradient. In some embodiments, the controller can calculate the vehicle's braking distance based on the braking depth and driving gradient, such as by calling a preset dynamics model to calculate the braking distance. For example, the controller can obtain the vehicle's mass (…). Rolling resistance coefficient ( ), current vehicle speed ( (which can be calculated from the motor speed) and the currently requested braking force obtained based on the braking depth ( The controller can be based on the formula of the dynamic model, such as... The vehicle's braking distance was calculated. ,in, For the quality of the vehicle, For the vehicle's speed, For braking force, The rolling resistance coefficient, The driving gradient.

[0063] In some embodiments, the controller can determine the vehicle's braking distance based on a hybrid correction method using a base lookup table. For example, the controller can obtain a braking distance table calibrated based on standard operating conditions (such as no load, dry road surface), which can take braking depth and driving gradient as inputs. The controller can then look up a base braking distance from this braking distance table based on the real-time braking depth and driving gradient. ), and make corrections based on the baseline braking distance, such as by calculating the ratio of the current mass to the standard mass using suspension sensor signals ( Then the corrected braking distance S = × In some embodiments, the controller can also use the wheel speed information from ABS / ESP to determine whether the road surface has entered a low-friction area and trigger a fixed distance scaling factor, such as a wet road surface factor of 1.2, then the braking distance S = ×1.2.

[0064] In some embodiments, the vehicle's mass is the core factor determining its kinetic energy. Fully loaded and unloaded vehicles will have significantly different braking distances under the same initial velocity and braking force. Therefore, in addition to the vehicle's braking depth and driving gradient, the vehicle's load status can also be considered to determine the corresponding braking distance. The vehicle's load status refers to its current load condition, which can be expressed as total mass, sprung mass change, or load percentage. The load status can be derived from air suspension pressure sensors, vehicle height sensors, drive motor load current estimation models, or directly from the van's load sensing system. The controller can acquire braking depth, driving gradient, and vehicle load status, and can obtain the vehicle's braking distance based on these parameters through table lookup or calculation.

[0065] In some embodiments, the physical upper limit of braking force is limited by the adhesion between the tire and the road surface. The maximum available braking force differs on icy, wet, and dry asphalt surfaces, directly affecting the actual deceleration achievable at a given braking depth, thus influencing the braking distance. Therefore, in addition to the vehicle's braking depth and driving gradient, the road surface adhesion coefficient can also be used to determine the corresponding braking distance. The road surface adhesion coefficient can include a real-time or near-real-time estimate of the maximum static friction coefficient between the current wheels and the ground by the controller. The road surface adhesion coefficient can be estimated using wheel speed signals from the onboard anti-lock braking system (ABS) or electronic stability program (ESP), inertial sensor information, combined with a model observer, or by identifying the road surface type (snow, ice, water stains) using a camera and mapping it to a nominal adhesion coefficient. For example, the controller can acquire braking depth, driving gradient, and vehicle load status, and can obtain the vehicle's braking distance based on braking depth, driving gradient, and road surface adhesion coefficient by looking up a table or calculation.

[0066] In some embodiments, the perception of driving comfort is subjective. Different drivers, or even the same driver in different scenarios, such as mild comfort mode and deep comfort mode, may have different expectations regarding braking style. Mild comfort mode may expect a more direct and shorter braking distance, while deep comfort mode seeks extreme smoothness. Therefore, in addition to the vehicle's braking depth and driving gradient, braking style parameters can be combined to determine the corresponding braking distance. Braking style parameters can reflect the driver's or selected driving mode's subjective expectations of the braking process. Braking style parameters can be a mode switch signal (mild / deep) or a continuously adjustable smoothness slider setting. These parameters can originate from the vehicle's Human-Machine Interface (HMI) settings or a personalized profile after driver ID (identification). For example, the controller can acquire braking depth, driving gradient, and braking style parameters, and can obtain the vehicle's braking distance based on these parameters through table lookup or calculation.

[0067] In some embodiments, in addition to the vehicle's braking depth and driving gradient, the controller can comprehensively determine the vehicle's braking distance by combining at least one of the vehicle's load state, road surface adhesion coefficient, or braking style parameters.

[0068] In this exemplary embodiment, the braking distance is determined based on the vehicle's braking depth and driving slope, which ensures the reliability of the braking distance. Using this braking distance as a safety distance constraint for comfortable braking is beneficial to improving braking comfort and safety in slope scenarios.

[0069] In one exemplary embodiment, the comfort braking triggering condition includes at least the motor speed not exceeding a speed threshold; such as Figure 2 As shown, the process for determining the braking distance, i.e., determining the vehicle's braking distance based on the braking depth and driving slope, includes steps S201 to S202. Wherein:

[0070] Step S201: Obtain a pre-calibrated braking distance table, which includes the mapping relationship between different combinations of braking depth and different driving slopes and braking distance when the motor speed in the vehicle does not exceed the speed threshold.

[0071] The speed threshold is the critical motor speed value used to determine whether comfort braking should be triggered. This speed threshold can be obtained through vehicle calibration; for example, it could be 500 rpm or 550 rpm. Comfort braking triggering conditions include at least the motor speed not exceeding the speed threshold, ensuring that comfort braking control only intervenes when the vehicle is at low speed and close to a complete stop. Only when the motor speed (directly reflecting wheel speed and vehicle speed) is below the speed threshold does it indicate that the vehicle has entered the low-speed coasting braking phase, and this can be considered as meeting some of the comfort braking triggering conditions.

[0072] A braking distance table can include a two-dimensional lookup table (2D MAP). The data in the braking distance table establishes a mapping relationship between the combination of two input variables—braking depth and driving gradient—and the output variable—braking distance. Based on the braking distance table, it is possible to determine the theoretical distance required to smoothly bring the vehicle to a stop from the initial speed (corresponding to a speed below the speed threshold) when comfort braking is triggered, given that the vehicle's motor speed does not exceed a speed threshold, the current brake pedal depth (reflecting the driver's braking intention), and the current driving gradient. This provides a clear spatial (distance) target for comfort braking control and allows for the reverse derivation of the required speed change curve. In some embodiments, the braking distance table can be generated based on a dynamic model, such as... Offline calculations and simulations are performed in advance to generate an initial braking distance table. Based on the initial braking distance table, extensive real-vehicle tests are conducted to verify and correct the braking distance under different braking depths and different road conditions, ultimately forming a precisely calibrated braking distance table.

[0073] Optionally, the comfort braking triggering condition includes at least the motor speed not exceeding a speed threshold. If the vehicle meets the comfort braking triggering condition, it indicates that the vehicle is in a low-speed braking stop state, allowing comfort braking to be performed while ensuring safety. The controller can obtain a pre-calibrated braking distance table, which may include a mapping relationship between different combinations of braking depth and different driving gradients and braking distances.

[0074] Step S202: Determine the vehicle's braking distance from the braking distance table according to the braking depth and driving slope.

[0075] For example, the controller can retrieve the vehicle's braking distance from a braking distance table based on braking depth and driving gradient. For instance, the controller can use braking depth and driving gradient as index keys to query the braking distance table and obtain the vehicle's braking distance. In some embodiments, the controller can obtain a pre-calibrated braking distance table, which can essentially be a two-dimensional matrix or a mapping function. The controller can use braking depth and driving gradient as a joint query key to retrieve the corresponding braking distance from the braking distance table. This braking distance can serve as the spatial path length required to achieve a safe and comfortable stop under the current operating conditions. For example, if the vehicle is traveling on a level road and the driver applies moderate pressure to the brake pedal to stop, the controller obtains the current operating conditions: braking depth = 50%, driving gradient = 0%. The controller can use (50%, 0%) as an index to query the braking distance table and obtain a braking distance of 2.5 meters, indicating that this comfortable braking needs to be completed within 2.5 meters.

[0076] In this embodiment, by setting and judging a speed threshold as part of the comfort braking trigger condition, comfort braking control is not performed under high-speed, high-energy braking conditions, ensuring the timeliness and safety of comfort braking and improving system reliability. By introducing and querying a braking distance table based on braking depth and driving slope to determine the braking distance, a precise balance between safe braking and comfortable experience is achieved.

[0077] In one exemplary embodiment, controlling the motor to reduce its speed according to a speed control curve for braking includes: determining the braking torque of the motor based on a target speed in the speed control curve; and controlling the motor speed to decrease in line with the target speed based on the braking torque for braking.

[0078] The target speed, as defined in the speed control curve, corresponds to a specific moment during braking. It represents the ideal speed the motor should reach at that moment to achieve both comfortable braking and meet braking distance constraints. The target speed serves as a reference value for the entire speed control closed loop, allowing the controller to ensure the motor's actual speed follows the target speed.

[0079] Braking torque refers to the torque output by the motor during braking, as instructed by the controller, used to decelerate the vehicle. To decelerate the vehicle, the motor needs to output torque in the opposite direction of rotation, i.e., negative torque. The controller can adjust the magnitude and direction of the braking torque to control the motor's speed, thereby controlling the vehicle's deceleration process.

[0080] For example, the controller can determine the target speed from the speed control curve and determine the corresponding braking torque based on the target speed. The controller can then control the motor speed to decrease to follow the target speed for braking. In some embodiments, within each control cycle, the controller can determine the target speed from the speed control curve and obtain the real-time motor speed from the motor resolver sensor. The controller can continuously compare the real-time motor speed with the target speed at the current moment and calculate the deviation between the two (i.e., speed error). The controller can calculate the braking torque required to eliminate the speed error based on a closed-loop control algorithm. For example, if the real-time speed is higher than the target speed, a larger braking torque can be calculated based on the closed-loop control algorithm; if the real-time speed is about to fall below the target speed, the braking torque is reduced based on the closed-loop control algorithm so that the actual motor speed can follow the target speed. The motor resolver sensor can continuously measure the real-time motor speed and feed it back to the controller. The controller then compares the new real-time speed with the target speed for the next control cycle, repeating the closed-loop control to dynamically adjust the braking torque, thereby achieving vehicle braking.

[0081] In this exemplary embodiment, the corresponding braking torque is determined based on the target speed in the speed control curve to control the motor speed to decrease in line with the target speed. A closed-loop system can be constructed based on the speed as feedback for braking control, which improves the ability to cope with interference from different slopes and load changes. By dynamically and in real time adjusting the braking torque, it is ensured that the actual speed of the motor closely follows the target speed curve, so that the actual deceleration curve of the vehicle can highly restore the pre-calibrated, comfortable speed control curve. This significantly reduces speed fluctuations and longitudinal acceleration impacts during braking, achieving a comfortable braking experience without any noticeable braking or nose-diving, while ensuring the safety and consistency of the braking process.

[0082] In an exemplary embodiment, the vehicle braking control method further includes: during braking, if the vehicle does not meet the comfort braking triggering conditions, releasing the braking torque of the motor and controlling the motor to output the target required torque.

[0083] The target torque requirement is the torque the motor needs to generate after the comfort braking process ends due to the failure to meet the trigger conditions. Optionally, during comfort braking, the controller can continuously monitor whether the comfort braking trigger conditions are still met. For example, the controller can monitor whether there is continuous braking demand, whether a higher-priority system (such as ABS or AEB) intervenes, whether there is a request for intelligent driving system takeover, and whether the motor speed is still within the applicable range. When the controller detects that the comfort braking trigger conditions are not met, i.e., the comfort braking process is unexpectedly interrupted or prematurely terminated, it can calculate the target torque requirement based on the real-time operating conditions at the moment of exit (such as current vehicle speed and road gradient) and the new demand corresponding to the reason for exiting (such as the dynamic adjustment torque required by the ABS system or the drive torque corresponding to the driver pressing the accelerator), and control the motor to output according to the target torque requirement.

[0084] In some embodiments, the vehicle is performing comfort braking on a slope and is about to come to a stop. If the Automatic Emergency Braking (AEB) system suddenly detects a collision risk and issues a highest-priority emergency braking request, the comfort braking trigger condition is broken (because of the emergency braking), and the controller can immediately exit comfort braking mode. At this time, the target required torque is calculated as the motor negative torque required by the AEB system to achieve maximum deceleration (i.e., the drive motor reverses to generate braking force) to ensure safety.

[0085] In some embodiments, during low-speed comfort braking, if the driver suddenly depresses the accelerator pedal to accelerate, this indicates no braking demand, and the comfort braking trigger condition is no longer met. The controller needs to disengage the brakes. At this point, the target torque demand is calculated based on the current vehicle speed and accelerator pedal opening to achieve a positive drive torque that enables smooth acceleration, avoiding vehicle lurching due to sudden torque changes.

[0086] In this exemplary embodiment, when the vehicle does not meet the comfort braking triggering conditions during braking, the braking torque of the motor is released, which can reduce the interference or delay that comfort braking may cause in emergency situations, and ensure that the vehicle's highest priority safety functions can be executed without hindrance, thereby directly improving the active safety performance of the whole vehicle and the robustness of the system in dealing with emergencies.

[0087] In one exemplary embodiment, the vehicle braking control method further includes: controlling the output torque of the motor to follow the vehicle's overall requested torque after the braking torque of the motor has been released.

[0088] The vehicle-requested torque is the total target torque command for driving or braking the vehicle, determined by the vehicle's upper-level control system (such as the Vehicle Control Unit, VCU) after considering the current driving state, driver intent, and the needs of other vehicle systems. The vehicle-requested torque represents the vehicle's true intention at the current moment and is the torque benchmark that the drive motor ultimately needs to follow. In normal driving conditions without comfort braking, the motor torque directly follows the vehicle-requested torque. The vehicle-requested torque can originate from the driver's accelerator pedal depressor depth (representing a driving request), from brake pedal signals or negative torque calculated by energy recovery strategies (representing a braking request), or from longitudinal control commands from advanced driver assistance systems such as Adaptive Cruise Control (ACC) and autonomous driving.

[0089] For example, once the controller confirms that the motor's braking torque has been fully released according to the torque slope, i.e., the braking torque release is complete, the motor may be in a zero-torque state, the vehicle is stationary, and the motor has no active braking torque. The controller can then switch the control logic to change the motor's control objective from completing torque release to tracking the vehicle's requested torque, thereby switching the motor's torque control mode from a torque-tracking mode based on comfort braking logic back to a global mode that follows the vehicle's requested torque.

[0090] For example, this solution enables a seamless braking stop for the vehicle at traffic lights. After coming to a complete stop, the motor's braking torque is released smoothly. When the green light turns on, the driver presses the accelerator pedal. The VCU calculates and sends a "vehicle requested torque" of +30 Nm based on the pedal signal. At this point, the MCU is already in the torque release completed state, so it responds immediately, controlling the motor's output torque to smoothly increase from 0 Nm to +30 Nm, allowing the vehicle to start smoothly. The entire process is seamless without any jerking caused by the control mode switching.

[0091] For example, when a vehicle comes to a stop on a slope, after completing comfort braking and torque release, the driver may not immediately depress the accelerator or brake pedal. At this point, the VCU, based on the slope sensor signal and anti-rollover strategies (such as Auto Hold), may calculate a small negative torque (e.g., -5 Nm) as the vehicle's requested torque to maintain the vehicle's stationary position on the slope. After torque release, the MCU can follow this requested torque and output a small holding torque to prevent the vehicle from rolling back, achieving a seamless transition between comfort braking and static parking functions.

[0092] In this exemplary embodiment, after the braking torque of the motor is released, the output torque of the motor can be controlled to follow the vehicle's overall requested torque. After the braking process ends, the control of the vehicle's power system is automatically returned to the overall requested torque representing the driver's or intelligent system's intention. This can reduce the response vacuum period or handling stickiness that may occur after comfort braking ends, and make the transition from comfort braking to normal driving smooth. It achieves a seamless connection of driving intention and helps to improve the continuity and smoothness of the overall driving experience.

[0093] This application also provides an application scenario in which the above-described vehicle braking control method is applied. Specifically, the vehicle braking control method is applied in this scenario as follows:

[0094] In related technologies, braking control is achieved through hydraulic braking or MCU-controlled motor acceleration. However, this approach cannot achieve seamless braking across all scenarios. Therefore, the vehicle braking control method provided in this application utilizes the high precision and low latency of MCU speed control to control the vehicle's descent along a specific speed control curve, controlling the vehicle's longitudinal oscillation during braking to achieve seamless braking. In some embodiments, the method leverages the high precision and low latency of motor resolver speed sampling. Upon triggering comfort braking, it immediately switches to MCU speed control mode, controlling the motor speed to decrease according to a comfortable speed control curve, thus bringing the vehicle to a smooth stop. Then, seamless torque release is performed, achieving the effect of no nose-diving during braking and equivalent braking distance. By optimizing the acceleration impact during vehicle braking, the driving quality during braking is improved, enhancing the user's driving experience.

[0095] In some embodiments, such as Figure 3As shown, the vehicle braking control method provided in this application can be implemented based on an MCU (Microcontroller Unit). The MCU can determine whether to activate comfort braking based on preset comfort braking trigger conditions. When comfort braking is activated, the MCU can enter a speed control mode and control the motor speed to decrease according to the target speed in the speed control curve that matches the calculated braking distance, until the vehicle comes to a complete stop. When the motor speed drops to 0 rpm, the MCU can exit the speed control mode and enter a torque control mode, releasing the motor's braking torque according to a pre-calibrated torque slope to perform torque release. After the motor's braking torque is released, the MCU can exit the comfort braking mode and enter a normal torque following state, that is, control the motor's output torque to follow the vehicle's requested torque. During braking, if the vehicle does not meet the comfort braking trigger conditions, the MCU can enter the torque control mode, quickly release the motor's braking torque, and control the motor's output torque to approach the target required torque. After exiting the comfort braking mode, the MCU can return to continue monitoring whether the comfort braking trigger conditions are met.

[0096] Among them, the comfort braking trigger conditions can be set based on preset comfort braking requirements. For example, the comfort braking trigger conditions can be considered met when the user has a braking need, no emergency braking (such as ABS, AEB), no intelligent driving needs, and the motor speed is below 500 rpm (depending on the actual vehicle performance), thereby activating the comfort braking process.

[0097] For braking distance, braking distance simulation can be performed based on different braking depths and driving slopes of the actual vehicle to formulate a braking distance MAP, and the braking distance MAP can be corrected by actual vehicle testing.

[0098] In braking distance simulation, according to the vehicle dynamics equations, we can obtain: ;in, The overall vehicle weight; For the braking force of the vehicle; For rolling resistance; For air resistance; Let be the slope resistance. Since comfort braking occurs at low speeds (below 6 kph), air resistance is negligible, and the dynamic equations can be simplified to: ,in, As the braking force, the braking force is output according to different braking depths, and the MAP of the braking force can be determined after the brake selection is confirmed; For rolling resistance, the formula is: , This is the rolling resistance coefficient, which can take values ​​in the range of 0.01 to 0.02. The formula for slope resistance is: For the driving gradient, when going uphill A value greater than 0 indicates resistance; when going downhill... Less than 0, as the driving force.

[0099] Based on this, braking depths below 6 kph can be approximated as uniformly decelerated motion, therefore the braking distance... It can be represented as Further, we can obtain , This refers to the vehicle speed at which comfort braking is triggered. By importing the corresponding known parameters, the mapping relationship between different combinations of braking depth and driving gradient and braking distance can be obtained. For example, braking depth can include various values ​​such as 1%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%; driving gradient can include various values ​​such as -30%, -25%, -20%, -15%, -10%, -5%, 0%, 5%, 10%, 15%, 20%, 25%, and 30%. For different combinations of braking depth and driving gradient, the corresponding braking distance can be determined separately. For example, for a braking depth of 20%, corresponding to various driving slopes of -30%, -25%, -20%, -15%, -10%, -5%, 0%, 5%, 10%, 15%, 20%, 25%, and 30%, the braking distances determined by combining these slopes can be 1.15m, 1.07m, 1.01m, 0.96m, 0.93m, 0.90m, 0.88m, 0.86m, 0.84m, 0.82m, 0.80m, 0.78m, and 0.75m, respectively.

[0100] Based on the braking distance corresponding to different combinations of braking depth and driving slope, the motor speed control curve during the braking process can be fitted for calibration and optimization using real-vehicle subjective driving evaluation; this calibration is then applied to the simulated distance and the real-vehicle test distance to obtain the calibrated speed control curve. In some embodiments, such as Figure 4 The figure shows the speed control curves for three different braking distances in some embodiments, where the vertical axis represents the motor speed and the horizontal axis represents time. Table 1 below shows the data points (time, speed) of the speed control curves for various braking distances.

[0101] Table 1

[0102]

[0103] When the motor speed meets the torque control triggering conditions, such as when the motor speed drops to 0, the controller can release the motor's braking torque according to the pre-calibrated torque slope to achieve a smooth exit of comfortable braking.

[0104] The vehicle braking control method provided in this application achieves seamless braking based on the braking distance, eliminating safety concerns caused by the increased braking distance while allowing users to enjoy comfort. It can better control the fluctuation of the vehicle's rotational speed when the vehicle comes to a stop; moreover, by using the motor's rotational speed to control the longitudinal changes of the vehicle, the control is more precise, reducing the impact when the vehicle comes to a stop and achieving seamless braking for a more comfortable experience.

[0105] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0106] Based on the same inventive concept, this application also provides a vehicle braking control device for implementing the vehicle braking control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle braking control device embodiments provided below can be found in the limitations of the vehicle braking control method described above, and will not be repeated here.

[0107] In one exemplary embodiment, such as Figure 5 As shown, a vehicle braking control device 500 is provided, including: a braking distance determination module 501, a speed control curve determination module 502, a speed control module 503, and a torque release module 504, wherein:

[0108] Braking distance determination module 501 is used to determine the braking distance based on the current operating conditions of the vehicle when the vehicle meets the comfort braking triggering conditions.

[0109] The speed control curve determination module 502 is used to obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve is used to describe the relationship between the decrease in the speed of the motor in the vehicle and time during the process of the vehicle performing a comfortable braking under the constraint of the braking distance.

[0110] The speed control module 503 is used to control the motor to reduce its speed according to the speed control curve for braking.

[0111] The torque release module 504 is used to release the braking torque of the motor according to a pre-calibrated torque slope when the motor speed meets the torque control triggering conditions.

[0112] In some embodiments, the braking distance determination module 501 is further configured to acquire the current operating conditions of the vehicle, the current operating conditions including at least the braking depth and driving slope of the vehicle; and determine the braking distance of the vehicle based on the braking depth and driving slope.

[0113] In some embodiments, the comfort braking triggering condition includes at least the motor speed not exceeding a speed threshold; the braking distance determination module 501 is further configured to obtain a pre-calibrated braking distance table, which includes the mapping relationship between different combinations of braking depth and different driving slopes and braking distance when the motor speed in the vehicle does not exceed the speed threshold; and determine the vehicle's braking distance from the braking distance table according to the braking depth and driving slope.

[0114] In some embodiments, the speed control module 503 is used to determine the braking torque of the motor according to the target speed in the speed control curve; and based on the braking torque, control the speed of the motor to decrease to follow the target speed for braking.

[0115] In some embodiments, the vehicle braking control device 500 further includes an interruption response module, which, during braking, releases the braking torque of the motor and controls the motor to output the target required torque if the vehicle does not meet the comfort braking triggering conditions.

[0116] In some embodiments, the vehicle braking control device 500 further includes a torque following module for controlling the output torque of the motor to follow the vehicle's overall requested torque when the braking torque of the motor is released.

[0117] Each module in the aforementioned vehicle braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0118] In one exemplary embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 6As shown, the controller includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The controller's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The controller's database stores various data involved in the vehicle braking control method. The controller's I / O interfaces are used for exchanging information between the processor and external devices. The controller's communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a vehicle braking control method.

[0119] Those skilled in the art will understand that Figure 6 The structure shown is a block diagram of a partial structure related to the solution of this application, and does not constitute a limitation on the controller applied thereto by the solution of this application. The specific controller may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0120] In one exemplary embodiment, a controller is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0121] In one exemplary embodiment, a vehicle is provided, including a motor and a controller as described above.

[0122] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0123] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0124] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0125] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0126] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0127] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle meets the conditions for triggering comfortable braking, the braking distance is determined based on the current operating conditions of the vehicle. Obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve is used to describe the change in the speed of the motor in the vehicle over time during the process of the vehicle performing comfortable braking under the constraint of the braking distance. The motor is controlled to reduce its speed according to the speed control curve for braking. When the motor speed meets the torque control triggering condition, the braking torque of the motor is released according to the pre-calibrated torque slope.

2. The method according to claim 1, characterized in that, Determining the braking distance based on the vehicle's current operating conditions includes: The current operating condition of the vehicle is obtained, and the current operating condition includes at least the braking depth and driving gradient of the vehicle; The braking distance of the vehicle is determined based on the braking depth and the driving slope.

3. The method according to claim 2, characterized in that, The comfort braking triggering condition includes at least the motor speed not exceeding a speed threshold; determining the vehicle's braking distance based on the braking depth and the driving gradient includes: Obtain a pre-calibrated braking distance table, which includes the mapping relationship between different combinations of braking depth and different driving slopes and braking distance when the speed of the motor in the vehicle does not exceed the speed threshold. The braking distance of the vehicle is determined from the braking distance table based on the braking depth and the driving slope.

4. The method according to claim 1, characterized in that, The method of controlling the motor to reduce its speed according to the speed control curve for braking includes: The braking torque of the motor is determined based on the target speed in the speed control curve. Based on the braking torque, the speed of the motor is controlled to decrease in accordance with the target speed to perform braking.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: During the braking process, if the vehicle does not meet the comfort braking triggering conditions, the braking torque of the motor is released, and the motor is controlled to output the target required torque.

6. The method according to any one of claims 1 to 4, characterized in that, The method further includes: When the braking torque of the motor is released, the output torque of the motor is controlled to follow the overall vehicle torque request of the vehicle.

7. A vehicle braking control device, characterized in that, The device includes: The braking distance determination module is used to determine the braking distance based on the current operating conditions of the vehicle when the vehicle meets the comfort braking triggering conditions. The speed control curve determination module is used to obtain a pre-calibrated speed control curve that matches the braking distance. The speed control curve is used to describe the relationship between the decrease in the speed of the motor in the vehicle and time during the process of the vehicle performing a comfortable braking under the constraint of the braking distance. A speed control module is used to control the motor to reduce its speed according to the speed control curve for braking. The torque release module is used to release the braking torque of the motor according to a pre-calibrated torque slope when the motor speed meets the torque control triggering condition.

8. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A vehicle, characterized in that, Includes a motor and a controller as described in claim 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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