Vehicle-based braking method, device, equipment and storage medium

Abstract

This application provides a vehicle-based braking method, apparatus, device, and storage medium, applied to a vehicle controller. The method includes: determining a target slip ratio for the vehicle's wheels when the energy recovery function of the vehicle's drive motor is limited; wherein the target slip ratio characterizes the slip ratio required for emergency braking; generating first mode information based on the target slip ratio; wherein the first mode information characterizes that the vehicle needs to perform emergency braking at the target slip ratio; and sending the target slip ratio and the first mode information to the vehicle's wheel-side controller for emergency braking. This method aims to improve the accuracy of emergency braking of a vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle-based braking method, device, equipment, and storage medium. Background Technology

[0002] When a vehicle brakes suddenly, it needs to respond quickly with anti-lock braking system (ABS) to prevent wheel lock-up and loss of steering control.

[0003] In related technologies, both electric motor energy recovery and traditional mechanical braking are used for emergency braking. However, during emergency braking, there may be scenarios where electric motor energy recovery becomes unavailable, leading to a decrease in the stability of the vehicle's emergency braking. Therefore, improving the accuracy of vehicle emergency braking control has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application provides vehicle-based braking methods, devices, equipment, and storage media to achieve the technical effect of improving the accuracy of vehicle emergency braking control.

[0005] In a first aspect, embodiments of this application provide a vehicle-based braking method applied to a vehicle controller, the method comprising:

[0006] When it is determined that the energy recovery function of the vehicle's drive motor is limited, a target slip ratio for the vehicle's wheels is determined; wherein the target slip ratio characterizes the slip ratio required for emergency braking;

[0007] Based on the target slip ratio, first mode information is generated; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio;

[0008] The target slip ratio and the first mode information are sent to the vehicle's wheel-side controller for emergency braking.

[0009] In one possible implementation, determining that the energy recovery function of the vehicle's drive motor is limited includes:

[0010] The system acquires battery information, motor information, and vehicle information; the battery information represents information reflecting the battery's charging capacity; the motor information represents information reflecting the motor's ability to output reverse torque; and the vehicle information represents the overall vehicle status information that affects energy recovery.

[0011] If the battery information, the motor information, and the vehicle information meet preset conditions, then it is determined that the energy recovery function of the vehicle's drive motor is limited.

[0012] In one possible implementation, determining the target slip ratio of the vehicle's wheels includes:

[0013] The coefficient of adhesion of the wheel is measured.

[0014] The target slip ratio is determined based on the adhesion coefficient and the preset curve; the preset curve represents the relationship between the adhesion coefficient and the slip ratio.

[0015] In one possible implementation, determining the target slip ratio based on the adhesion coefficient and the preset curve includes:

[0016] Based on the adhesion coefficient and the preset curve, at least two target adhesion coefficients are determined from the preset curve;

[0017] The target slip ratio is determined based on the target adhesion coefficients and the preset curves.

[0018] In one possible implementation, the method further includes:

[0019] When it is determined that the energy recovery function of the vehicle's drive motor is unrestricted, the target clamping force and the target slip ratio of the vehicle are determined; wherein, the target clamping force characterizes the braking force required by the braking components corresponding to the wheels during emergency braking;

[0020] Based on the target clamping force, second mode information is generated; wherein, the second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force;

[0021] The target clamping force, the target slip ratio, and the second mode information are sent to the wheel-side controller;

[0022] The wheel-side controller is used to perform emergency braking based on the target slip rate if it is determined that the real-time slip rate is greater than a preset threshold during emergency braking based on the second mode information and the target clamping force.

[0023] In one possible implementation, the method further includes:

[0024] When it is determined that the energy recovery function of the vehicle's drive motor is not limited, first control information is generated; the first control information indicates that the vehicle is subjected to emergency braking with regenerative braking as the main method and mechanical braking as the auxiliary method.

[0025] Based on the first control information, the target clamping force of the vehicle is determined.

[0026] Secondly, embodiments of this application provide a vehicle-based braking method applied to a wheel-side controller, the method comprising:

[0027] The system receives first mode information and a target slip ratio from the vehicle's vehicle controller; wherein the first mode information indicates that the vehicle needs to perform emergency braking at the target slip ratio; the target slip ratio indicates the slip ratio required for emergency braking; and the target slip ratio is determined when it is determined that the energy recovery function of the vehicle's drive motor is limited.

[0028] Emergency braking is performed based on the first mode information and the target slip ratio.

[0029] In one possible implementation, it also includes:

[0030] The system receives second mode information, target clamping force, and target slip ratio from the vehicle controller. The second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force. The target clamping force indicates the braking force required by the braking components corresponding to the wheels during emergency braking.

[0031] Emergency braking is performed based on the second mode information, the target clamping force, and the target slip ratio.

[0032] In one possible implementation, emergency braking is performed based on the second mode information, the target clamping force, and the target slip ratio, including:

[0033] Emergency braking is performed based on the second mode information and the target clamping force;

[0034] The real-time slip ratio of the wheel is detected at the current moment. If the real-time slip ratio is determined to be greater than a preset threshold, emergency braking is performed according to the target slip ratio.

[0035] Thirdly, embodiments of this application provide a vehicle-based braking device applied to a vehicle controller, the device comprising:

[0036] A determination module is used to determine a target slip ratio of the vehicle's wheels when it is determined that the energy recovery function of the vehicle's drive motor is limited; wherein the target slip ratio characterizes the slip ratio required for emergency braking;

[0037] The generation module is used to generate first mode information based on the target slip ratio; wherein the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio;

[0038] The transmitting module is used to send the target slip ratio and the first mode information to the vehicle's wheel-side controller for emergency braking.

[0039] Fourthly, embodiments of this application provide a vehicle controller, including: a memory and a processor;

[0040] The memory stores computer-executed instructions;

[0041] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0042] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0043] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0044] The vehicle-based braking method, apparatus, device, and storage medium provided in this application, when it is determined that the energy recovery function of the vehicle's drive motor is limited, determines the target slip ratio of the vehicle's wheels, providing a slip ratio control target for subsequent emergency braking via the wheel-side controller. Then, based on the target slip ratio, first mode information is generated. The generated first mode information indicates that the vehicle needs to perform emergency braking at the target slip ratio. The first mode information is a control parameter generated by the vehicle controller, enabling the vehicle controller to immediately switch the control strategy when the energy recovery function of the drive motor is limited, switching the control strategy to perform emergency braking at the target slip ratio instead of using clamping force. Subsequently, the target slip ratio and the first mode information are sent to the vehicle's wheel-side controller for emergency braking, realizing the actual execution of the control strategy, thereby reducing the impact of the limited energy recovery function of the drive motor on emergency braking and improving the accuracy of the vehicle's emergency braking. Attached Figure Description

[0045] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0046] Figure 1 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 1 ;

[0047] Figure 2 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 2 ;

[0048] Figure 3 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 3 ;

[0049] Figure 4 Schematic diagram of the vehicle-based braking device provided in this application Figure 1 ;

[0050] Figure 5 Schematic diagram of the vehicle-based braking device provided in this application Figure 2 ;

[0051] Figure 6 This is a schematic diagram of the structure of the vehicle controller provided in this application.

[0052] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0053] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0054] With the popularization of new energy vehicles, electromechanical braking systems based on electric motors are gradually replacing traditional hydraulic braking systems. In emergency braking or complex road conditions, vehicles need to respond quickly to anti-lock braking systems to avoid wheel lock-up and loss of steering control.

[0055] Traditional anti-lock braking systems (ABS) control wheel clamping force via hydraulic modulators to maintain slip ratio within an ideal range (typically 10%-30%) and prevent wheel lock-up. Their control logic is based on wheel speed sensor feedback, achieving the anti-lock effect through pulsed braking force release and application.

[0056] However, traditional anti-lock braking systems rely on the mechanical response of hydraulic systems, which have problems such as dynamic response delay and insufficient control precision. Especially when braking on low-adhesion roads or curves, it is difficult to fully tap the road adhesion potential.

[0057] For new energy vehicles, anti-lock braking system (ABS) based on motor energy recovery achieves more refined slip ratio management through the combined control of motor energy recovery and braking clamping force. For example, when energy recovery is available, the system prioritizes the recovery of kinetic energy from the motor to reduce mechanical brake wear, while simultaneously optimizing braking efficiency by actively adjusting the slip ratio.

[0058] However, in the actual operation of new energy vehicles, the motor energy recovery function may be temporarily unavailable due to battery status, power system failure, or thermal management limitations (such as battery overheating or low SOC). In this case, if the anti-lock braking system based on motor energy recovery fails, the response speed and control accuracy of traditional anti-lock braking systems may not meet safety requirements, leading to increased braking distance or decreased vehicle stability.

[0059] In addition, some models are not yet equipped with anti-lock braking systems based on motor energy recovery and still rely on traditional anti-lock braking control, which is not robust enough under complex operating conditions.

[0060] The vehicle-based braking method, apparatus, device, and storage medium provided in this application are intended to solve the aforementioned technical problems.

[0061] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0062] Figure 1 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 1 ,like Figure 2 As shown, this method is applied to a vehicle controller, and the method includes:

[0063] S101. When it is determined that the energy recovery function of the vehicle's drive motor is limited, a target slip ratio of the vehicle's wheels is determined; wherein, the target slip ratio characterizes the slip ratio required for emergency braking.

[0064] It should be noted that this application applies to new energy vehicles equipped with electromechanical braking systems, especially for complex operating conditions where the motor energy recovery function may be limited (such as battery overheating, low state of charge, or power system failure). This application is compatible with both traditional ABS (Anti-lock Braking System) and eABS (Electrified Anti-lock Braking System), and can adapt to the hardware configuration requirements of different vehicle models.

[0065] Existing ABS systems that rely on motor energy recovery depend on this function. However, when the energy recovery function is limited (such as in the case of battery failure or low state of charge), the vehicle's control system cannot switch to the backup control mode, causing the anti-lock braking function to fail. For example, during emergency braking on icy or snowy roads, if the energy recovery function is unavailable, the hydraulic response delay of traditional ABS may cause the wheels to lock up, increasing the braking distance and leading to loss of steering control.

[0066] This application achieves dynamic switching of the anti-lock braking system (ABS) through the collaboration of two layers of controllers. The upper-layer controller is the vehicle controller, primarily responsible for monitoring the energy recovery status and arbitrating the control mode; the lower-layer controller is the wheel-side controller, with one wheel-side controller for each wheel, primarily responsible for the real-time execution of clamping force and slip ratio. When the upper-layer controller detects that the energy recovery function of the drive motor is limited, it immediately switches the control mode to an emergency braking mode based on slip ratio.

[0067] It should be noted that emergency braking can be performed based on clamping force or slip ratio. In emergency braking based on clamping force, clamping force control is a control mode that ignores external changes and only executes commands; that is, the control objective is to ensure the actual clamping force equals the target clamping force. When the regenerative braking motor is working normally, the braking task is accomplished by both electric braking (regenerative braking) and mechanical braking. When regenerative braking is suddenly limited (e.g., a fully charged battery, motor overheating, high-voltage fault light), the braking force originally borne by the motor disappears instantaneously. This sudden change in braking force disrupts the force balance of the wheels, leading to instantaneous wheel lock-up. When regenerative braking is limited, clamping force control is blind; it continues to execute the original plan even when the electric braking force disappears, resulting in wheel lock-up due to insufficient braking force.

[0068] However, in emergency braking of a vehicle based on slip ratio, target slip ratio control is a result-oriented control mode. That is, the control objective of slip ratio is to ensure that the actual slip ratio equals the target slip ratio. Even if the energy recovery function of the drive motor is depleted, the wheel can be kept near the target slip ratio by dynamically adjusting the clamping force. Therefore, in the control logic of the vehicle controller, when it is determined that the energy recovery function of the vehicle's drive motor is limited, the target slip ratio of the vehicle's wheels is determined. The target slip ratio represents the slip ratio required for emergency braking. That is, during emergency braking, the target slip ratio serves as the control objective, ensuring that the actual slip ratio of the wheel equals or approaches the target slip ratio. Through energy recovery from the drive motor, the wheel can be controlled, thereby achieving emergency braking of the vehicle.

[0069] S102. Generate first mode information based on the target slip ratio; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio.

[0070] For example, since the vehicle controller is responsible for monitoring the energy recovery status and arbitrating the control mode, it does not actually execute the control of clamping force and slip ratio. The wheel-side controller is responsible for the real-time execution of clamping force and slip ratio. Therefore, when the vehicle controller determines that the motor energy recovery function is limited, it generates first mode information based on the target slip ratio. The first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio.

[0071] S103. The target slip ratio and first mode information are sent to the vehicle's wheel-side controller for emergency braking.

[0072] After generating the first mode information, the vehicle controller sends the target slip ratio and the first mode information to the wheel-side controllers. For example, the vehicle controller can send the target slip ratio and the first mode information to the wheel-side controllers via a local area network bus.

[0073] The wheel-side controller receives the target slip ratio and first mode information sent by the vehicle controller. Based on the first mode information, it determines the control strategy as emergency braking by controlling the slip ratio of the wheels. Based on the target slip ratio, it determines the control objective as controlling the actual slip ratio of the wheels to be equal to the target slip ratio or controlling the actual slip ratio of the wheels to be approximately equal to the target slip ratio.

[0074] The vehicle-based braking method provided in this application is applied to a vehicle controller. When it is determined that the energy recovery function of the vehicle's drive motor is limited, a target slip ratio for the vehicle's wheels is determined, providing a slip ratio control target for subsequent emergency braking via the wheel-side controller. Then, based on the target slip ratio, first mode information is generated. This first mode information indicates that the vehicle needs to perform emergency braking at the target slip ratio. The first mode information consists of control parameters generated by the vehicle controller, enabling the vehicle controller to immediately switch its control strategy when the drive motor's energy recovery function is limited, switching to emergency braking based on the target slip ratio instead of clamping force. Subsequently, the target slip ratio and the first mode information are sent to the vehicle's wheel-side controller for emergency braking, realizing the actual execution of the control strategy. This reduces the impact of limited energy recovery function of the drive motor on emergency braking, thereby improving the accuracy of emergency braking.

[0075] Figure 2 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 2 ,like Figure 2As shown, the above-mentioned determination that the energy recovery function of the vehicle's drive motor is limited includes: acquiring battery information, motor information, and vehicle information; battery information represents information reflecting the battery's charging capacity; motor information includes information reflecting the motor's output reverse torque capability; vehicle information represents the overall vehicle status information affecting energy recovery; if the battery information, motor information, and vehicle information meet preset conditions, then it is determined that the energy recovery function of the vehicle's drive motor is limited. Determining the target slip ratio of the vehicle's wheels includes: detecting the wheel's coefficient of adhesion; determining the target slip ratio based on the coefficient of adhesion and a preset curve; the preset curve represents the relationship between the coefficient of adhesion and the slip ratio. This method includes:

[0076] S201. Obtain battery information, motor information, and vehicle information; battery information represents information reflecting the battery's charging capability; motor information represents information reflecting the motor's ability to output reverse torque; vehicle information represents the overall vehicle status information affecting energy recovery.

[0077] When it is determined that a vehicle requires anti-lock braking, it is necessary to monitor whether the energy recovery function of the drive motor is limited in order to determine whether emergency braking of the vehicle is required based on the target slip ratio. Determining whether the energy recovery function of the drive motor is limited can be done from at least three dimensions: battery dimension, motor dimension, and system and safety dimension.

[0078] For the battery dimension, battery information is obtained. This battery information represents information reflecting the battery's charging capability, such as the battery's state of charge (SOC), temperature, and charging power. The SOC, temperature, and charging power can be obtained from data reported by the battery management system.

[0079] When a battery's state of charge (SOC) is too high, the battery is close to being fully charged and cannot hold more charging energy. When a battery's SOC is low, the battery can hold more charging energy through charging. Therefore, the battery's SOC reflects its charging capacity.

[0080] When the battery temperature is too high or too low, the allowable charging power will drop significantly, resulting in limited energy recovery capacity. Therefore, the battery temperature can reflect the battery's charging capacity.

[0081] The charging power of a battery generally cannot exceed the maximum charging power that the battery can accept (i.e., the battery's charging power limit). Therefore, the charging power of a battery can also reflect its charging capability.

[0082] At the motor level, motor information is acquired. This information reflects the motor's ability to output reverse torque, and includes data such as motor speed, temperature, torque capacity, and overvoltage faults. Motor speed can be obtained using a motor speed sensor. Motor temperature can be obtained using a temperature sensor. The motor's torque capacity can be obtained using the motor characteristic curve. Overvoltage faults can be detected using a bus voltage sensor.

[0083] When the motor speed is below a certain threshold, the motor cannot build up enough back electromotive force, and the regenerative braking force will disappear. Therefore, the motor speed can reflect the motor's ability to output reverse torque.

[0084] When a motor operates under high load for an extended period, it may overheat, necessitating power reduction protection to limit torque recovery. Therefore, the motor's temperature can reflect its ability to output reverse torque.

[0085] At its current speed, the motor has a maximum generating torque limit. If the required braking force exceeds the motor's physical capacity, it cannot be met. Therefore, the motor's torque capability limit reflects its ability to output reverse torque.

[0086] When energy recovery causes the DC bus voltage to spike and exceed the controller threshold, triggering an overvoltage fault, the controller immediately disables power output, i.e., cuts off the energy recovery capability. Therefore, an overvoltage fault in the motor can reflect the motor's ability to output reverse torque.

[0087] For system and safety dimensions, vehicle information is acquired. This vehicle information represents the overall vehicle status information affecting energy recovery, such as high-voltage system fault information, vehicle stability request information, and drive system fault information. High-voltage system fault information can be obtained using the high-voltage monitoring circuit. Vehicle stability request information can be obtained using the stability system. Drive system fault information can be obtained using motor controller fault diagnosis.

[0088] When the high-voltage relay disconnects, an insulation fault occurs, or the high-voltage interlock circuit is broken, the high-voltage system becomes unusable, and the motor's energy recovery function immediately fails. Therefore, high-voltage system fault information affects the motor's energy recovery capability.

[0089] When the vehicle is making sharp turns, on extremely slippery roads, or when the anti-lock braking system (ABS) intervenes, the vehicle controller actively limits or disables the regenerative braking force of the electric motor to ensure vehicle stability and prevent motor torque from interfering with stability control. Therefore, vehicle stability request information can reflect the energy recovery capability of the electric motor.

[0090] When the drive motor itself malfunctions (such as a resolver sensor failure or overcurrent fault), making torque control unreliable, energy recovery will be disabled. Therefore, drive system fault information can reflect the motor's energy recovery capability.

[0091] S202. If the battery information, motor information, and vehicle information meet the preset conditions, then it is determined that the energy recovery function of the vehicle's drive motor is limited.

[0092] After obtaining battery, motor, and vehicle information, the system determines whether the energy recovery function of the vehicle's drive motor is limited by judging whether these information meets preset conditions. If the battery, motor, and vehicle information meet the preset conditions, the energy recovery function of the vehicle's drive motor is determined to be limited. If the battery, motor, and vehicle information do not meet the preset conditions, the energy recovery function of the vehicle's drive motor is determined to be unrestricted.

[0093] For example, preset conditions include the battery's state of charge being greater than a preset charge threshold (e.g., greater than 95%), or the battery temperature being greater than a first preset temperature threshold (e.g., greater than 45 degrees Celsius), or the battery temperature being less than a second preset temperature threshold (e.g., less than 0 degrees Celsius), or the battery's charging power being greater than the battery's charging power limit, or the motor's speed being less than a preset speed threshold (e.g., less than 50 revolutions per minute), or the motor's temperature being greater than a third preset temperature threshold, or the motor's generating torque being greater than the maximum generating torque limit, or an overvoltage fault occurring on the DC bus, or a high-voltage system fault occurring, or the vehicle controller actively limiting or disabling the motor's regenerative braking force to ensure vehicle stability, or a fault existing in the drive motor itself.

[0094] When the battery information, motor information, and vehicle information meet the preset conditions, it indicates that energy recovery is limited due to battery unavailability, limited motor performance, or the overall vehicle status.

[0095] During the above execution process, the acquired battery information, motor information, and vehicle information are judged. The battery information represents the battery's charging capacity, the motor information represents the motor's reverse torque output capability, and the vehicle information represents the overall vehicle status information that affects energy recovery. This enables the judgment of whether the energy recovery function of the drive motor is limited from multiple dimensions, including the battery, motor, system, and safety dimensions, ensuring the accuracy of the judgment on whether the energy recovery function of the electrode is limited.

[0096] S203. When it is determined that the energy recovery function of the vehicle's drive motor is limited, the coefficient of adhesion of the wheels is detected.

[0097] When the energy recovery function of a vehicle's drive motor is deemed limited, a target slip ratio needs to be determined for emergency braking. Since the target slip ratio reflects the optimal wheel slip ratio that ensures both maximum ground adhesion and vehicle stability under current operating conditions, it can be dynamically calculated by identifying the road surface type in real time.

[0098] Because the peak coefficient of adhesion (COP) and optimum slip ratio (MSL) differ across road surfaces—for example, for dry asphalt pavement, the COP is approximately 1.171 and the MSL is approximately 0.17; for wet asphalt pavement, the COP ranges from approximately 0.6 to 0.95 and the MSL ranges from approximately 0.11 to 0.143; for snow pavement, the COP is approximately 0.19 and the MSL is approximately 0.065; and for ice pavement, the COP is approximately 0.05 and the MSL is approximately 0.0315—it's crucial to first detect the wheel's utilization COP on the current road surface. This can be achieved by estimating the COP in real-time using vehicle deceleration and wheel speed. Subsequently, based on the COP of the current pavement, a similar road surface type can be identified, and a target MSL can be generated based on the COP and MSL of that similar pavement type.

[0099] S204. Determine the target slip ratio based on the adhesion coefficient and the preset curve; the preset curve represents the relationship between the adhesion coefficient and the slip ratio.

[0100] For example, the horizontal axis of the preset curve represents the peak adhesion coefficient, and the vertical axis represents the optimal slip ratio. For any point on the preset curve, this point describes the peak adhesion coefficient and optimal slip ratio for different pavement types. For instance, the preset curve may contain six points: the first point represents the peak adhesion coefficient (e.g., 0.05) and optimal slip ratio (e.g., 3.1%) for ice pavement; the second point represents the peak adhesion coefficient (e.g., 0.19) and optimal slip ratio (e.g., 6.5%) for compacted snow pavement; the third point represents the peak adhesion coefficient (e.g., 0.35) and optimal slip ratio (e.g., 8%) for slush pavement; the fourth point represents the peak adhesion coefficient (e.g., 0.6) and optimal slip ratio (e.g., 11%) for wet asphalt pavement; the fifth point represents the peak adhesion coefficient (e.g., 0.8) and optimal slip ratio (e.g., 13%) for wet cement pavement; and the sixth point represents the peak adhesion coefficient (e.g., 1.0) and optimal slip ratio (e.g., 17%) for dry asphalt pavement. The seventh point is the peak adhesion coefficient (e.g., 1.2) and the optimal slip ratio (e.g., 20%) when the road surface type is dry cement.

[0101] By matching the adhesion coefficient with a preset curve, at least one peak adhesion coefficient that is close to the adhesion coefficient on the preset curve is found, and a target slip ratio is generated based on the optimal slip ratio corresponding to the at least one peak adhesion coefficient.

[0102] Specifically, S204 above includes:

[0103] Based on the adhesion coefficient and the preset curve, at least two target adhesion coefficients are determined from the preset curve; based on each target adhesion coefficient and the preset curve, the target slip ratio is determined.

[0104] For example, all peak adhesion coefficients in the preset curve are sorted in ascending order. The adhesion coefficient is then compared with all the peak adhesion coefficients in the sorted curve to find the two closest peak adhesion coefficients, which are then used as the two target adhesion coefficients.

[0105] Next, two optimal slip ratios corresponding to the two target adhesion coefficients are found from the preset curves, and the target slip ratio is generated based on these two optimal slip ratios. For example, the target slip ratio can be obtained by weighted summation of the two optimal slip ratios.

[0106] As an example, assuming an adhesion coefficient of 0.7, one target adhesion coefficient of 0.6 (wet asphalt), and another target adhesion coefficient of 0.8 (wet cement), the current pavement is between wet asphalt and wet cement. The optimal slip ratio for wet asphalt is 11%, and for wet cement it is 13%. The weight for wet asphalt can be taken as (0.7-0.6) / (0.8-0.6+0.001), approximately equal to 0.4975; the weight for wet cement can be taken as (0.8-0.7) / (0.8-0.6+0.001), approximately equal to 0.4975.

[0107] The optimal slip ratio for wet asphalt is 11%, with a weight of 0.4975, while the optimal slip ratio for wet cement is 13%, with a weight of 0.4975. The weighted summation yields a target slip ratio of 11.94%.

[0108] During the above process, by detecting the coefficient of adhesion of the wheels and matching the coefficient of adhesion with a preset curve, the road surface type that is close to the current road surface can be obtained. Based on the optimal slip ratio corresponding to the close road surface type, the target slip ratio is generated, ensuring the accuracy of the target slip ratio.

[0109] S205. The target slip ratio and first mode information are sent to the vehicle's wheel-side controller for emergency braking.

[0110] S206. When it is determined that the energy recovery function of the vehicle's drive motor is not limited, determine the target clamping force and target slip ratio of the vehicle; wherein, the target clamping force represents the braking force required by the braking components corresponding to the wheels when performing emergency braking.

[0111] For example, when it is determined that the energy recovery function of the vehicle's drive motor is unrestricted, emergency braking can be performed using clamping force. Therefore, a target clamping force is determined for the vehicle, which characterizes the braking force required by the braking components corresponding to the wheels during emergency braking.

[0112] When the driver presses the brake pedal, sensors collect the pedal displacement and pedal force. The vehicle controller can store the correspondence curve between "paddle displacement / force" and "desired deceleration". By looking up a table, the pedal signal can be converted into the driver's desired target vehicle deceleration or the vehicle's required braking force.

[0113] After receiving the vehicle's requirements, the vehicle controller needs to decide how to distribute this force to the four wheels and how to allocate it between regenerative braking and mechanical braking.

[0114] It should be noted that in the vehicle's control logic, when the energy recovery function of the vehicle's drive motor is determined to be unrestricted, regenerative braking is prioritized for emergency braking, followed by mechanical braking for auxiliary braking. Regenerative braking refers to emergency braking performed through energy recovery. Because regenerative braking has a faster response speed, prioritizing its use for emergency braking improves braking response efficiency. Furthermore, prioritizing regenerative braking can increase the vehicle's range without increasing battery costs or vehicle weight.

[0115] Therefore, when it is determined that the energy recovery function of the vehicle's drive motor is not limited, first control information is generated; the first control information represents emergency braking of the vehicle with regenerative braking as the main method and mechanical braking as the auxiliary method; based on the first control information, the target clamping force of the vehicle is determined.

[0116] Specifically, based on the initial control information, the system determines to primarily use regenerative braking, supplemented by mechanical braking, for emergency braking of the vehicle. Taking into account factors such as battery status (e.g., battery charge level, battery temperature) and motor status (e.g., motor speed, motor temperature), the system determines how much braking force the current motor (i.e., the regenerative braking system) can provide.

[0117] Based on the vehicle's current static axle load and dynamic axle load during braking (the center of gravity shifts forward during braking, and the front wheels bear a larger load), the ideal braking force that each wheel should bear is calculated to ensure braking stability and efficiency.

[0118] Based on a strategy that prioritizes regenerative braking and uses mechanical braking as a secondary measure, and assuming that the total target braking force of the wheels equals the sum of the regenerative braking force and the mechanical braking force, target regenerative braking force and target mechanical braking force are generated. The target regenerative braking force is the braking force required by the motor, and the target mechanical braking force is the braking force required by the mechanical braking of the wheels.

[0119] For the target mechanical braking force, based on the physical structure parameters of the vehicle controller, the target mechanical braking force is converted to obtain the target clamping force. The target clamping force is the braking force required by the braking components corresponding to the wheels during emergency braking.

[0120] It should be noted that, in order to prevent the real-time slip ratio of the wheel from exceeding the slip ratio threshold and thus causing wheel lock-up during emergency braking based on the target clamping force, it is still necessary to determine the target slip ratio even when it is determined that the energy recovery function of the vehicle's drive motor is not limited, so that when the real-time slip ratio may exceed the slip ratio threshold, it can be switched to emergency braking based on the target slip ratio in a timely manner.

[0121] It should be noted that in the vehicle's control logic, when it is determined that the energy recovery function of the vehicle's drive motor is limited, mechanical braking is used first for emergency braking, and regenerative braking is used second for auxiliary braking.

[0122] Therefore, when it is determined that the energy recovery function of the vehicle's drive motor is limited, second control information is generated; the second control information represents emergency braking of the vehicle with mechanical braking as the main method and regenerative braking as the auxiliary method; based on the second control information, the target clamping force of the vehicle is determined.

[0123] The target clamping force can be sent to the wheel-side controller. When the energy recovery function of the vehicle's drive motor is limited, emergency braking can be performed based on the target slip ratio. During emergency braking, the wheel-side controller can adjust the actual clamping force based on the target clamping force, thereby controlling the actual slip ratio of the wheel to be equal to or close to the target slip ratio.

[0124] S207. Generate second mode information based on the target clamping force; wherein, the second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force.

[0125] After obtaining the target clamping force, a second mode information is generated based on the target clamping force to instruct the vehicle to perform emergency braking with the target clamping force.

[0126] S208. The target clamping force, target slip ratio, and second mode information are sent to the wheel-side controller; wherein, the wheel-side controller is used to perform emergency braking according to the target slip ratio if it is determined that the real-time slip ratio is greater than a preset threshold during emergency braking based on the second mode information and the target clamping force.

[0127] For example, the vehicle controller sends the target clamping force, target slip ratio, and second mode information to the wheel-side controller. The wheel-side controller receives the target clamping force, target slip ratio, and second mode information, and determines to perform emergency braking based on the target clamping force according to the second mode information. During the emergency braking process based on the target clamping force, if the real-time slip ratio is detected to be greater than a preset threshold, the system switches to emergency braking based on the target slip ratio.

[0128] In the above execution steps, when it is determined that the energy recovery function of the vehicle's drive motor is not restricted, the target clamping force of the vehicle is determined, and second mode information is generated based on the target clamping force. The second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force. This realizes the timely switching of the control strategy of the vehicle controller when the energy recovery function of the drive motor is not restricted, switching to emergency braking based on the target clamping force. This can give full play to the advantages of electric braking, achieve optimal electromechanical coordination, and ensure the stability of control in emergency conditions.

[0129] Figure 3 A flowchart illustrating the vehicle-based braking method provided in this application. Figure 3 ,like Figure 3 As shown, the method is applied to a wheel-side controller, and the method includes:

[0130] S301. Receive first mode information and target slip ratio sent by the vehicle controller; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio; the target slip ratio indicates the slip ratio required for emergency braking; the target slip ratio is determined when it is determined that the energy recovery function of the vehicle's drive motor is limited.

[0131] For example, the wheel-side controller can receive first mode information and target slip ratio sent by the vehicle controller via the local area network bus, and after receiving the first mode information and target slip ratio, switch to emergency braking based on the target slip ratio.

[0132] S302. Based on the first mode information and the target slip ratio, perform emergency braking.

[0133] During emergency braking, the first mode information determines the control strategy of the wheel-side controller, and the target slip ratio determines the control objective. That is, by controlling the real-time clamping force and combining it with the auxiliary braking effect of the motor, the real-time slip ratio of the wheel is adjusted to be equal to or close to the target slip ratio.

[0134] S303, Receive the second mode information, target clamping force, and target slip ratio sent by the vehicle controller; the second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force; the target clamping force indicates the braking force required by the braking components corresponding to the wheels when performing emergency braking.

[0135] For example, the wheel-side controller can also receive second mode information, target clamping force, and target slip ratio sent by the vehicle controller via the local area network bus. Upon receiving the second mode information, target clamping force, and target slip ratio, it can switch to emergency braking based on the target clamping force.

[0136] S304. Based on the second mode information, the target clamping force, and the target slip ratio, perform emergency braking.

[0137] During emergency braking, the second mode information determines the control strategy of the wheel-side controller, and the target clamping force determines the control objective, that is, by adjusting the real-time clamping force, the real-time clamping force is made equal to or close to the target clamping force.

[0138] It should be noted that, in order to prevent the wheel slip ratio from exceeding the slip ratio threshold during emergency braking based on the target clamping force, thus causing the wheel to lock up, the real-time slip ratio of the wheel can also be monitored in real time. When the real-time slip ratio is detected to exceed the slip ratio threshold, it will no longer be controlled by the first mode information and the second mode information, and will automatically switch to emergency braking based on the target slip ratio.

[0139] Specifically, the emergency braking based on the second mode information, target clamping force, and target slip ratio includes:

[0140] Emergency braking is performed based on the second mode information and the target clamping force; the real-time slip rate of the wheel at the current moment is detected, and if it is determined that the real-time slip rate is greater than the preset threshold, emergency braking is performed based on the target slip rate.

[0141] The preset threshold is the threshold for the slip ratio, which can be set by analyzing historical slip ratios when the wheels are about to lock up. The real-time slip ratio is calculated by real-time data collected from the wheel speed and the vehicle speed.

[0142] The above controls fill the gap in the vehicle controller's response time, preventing wheel lock-up that may occur during communication delays and the vehicle controller's processing time, thus achieving millisecond-level protection.

[0143] It should be noted that if the real-time slip ratio is determined to be less than or equal to the preset threshold, emergency braking will continue to be performed based on the target clamping force.

[0144] In some specific implementations of this embodiment, a first interface can be defined in the wheel-side controller to respond to the first mode information and the target slip ratio. That is, the vehicle controller uses the first mode information and the target slip ratio as calling parameters to call the first interface, thereby enabling the wheel-side controller to perform emergency braking according to the target slip ratio.

[0145] The second interface can be defined in the wheel-side controller to respond to the second mode information, the target clamping force, and the target slip ratio. That is, the vehicle controller uses the second mode information and the target clamping force as calling parameters to call the second interface, thereby enabling the wheel-side controller to perform emergency braking according to the target clamping force.

[0146] The advantage of this approach is that, through a unified first and second interface, it adapts to the different hardware configuration requirements of traditional ABS (relying solely on mechanical braking) and eABS (combining both regenerative braking and mechanical braking). For example, in vehicles without eABS, the wheel-side controller can directly adjust the mechanical clamping force through the first interface to maintain the slip ratio within a safe range. In vehicles equipped with eABS, energy recovery and slip ratio optimization are prioritized through the second interface.

[0147] Figure 4 Schematic diagram of the vehicle-based braking device provided in this application Figure 1 ,like Figure 4 As shown, the vehicle-based braking device 40 provided in this embodiment is applied to the vehicle controller, and the device includes:

[0148] The determination module 401 is used to determine the target slip ratio of the vehicle's wheels when it is determined that the energy recovery function of the vehicle's drive motor is limited; wherein, the target slip ratio characterizes the slip ratio required for emergency braking;

[0149] The generation module 402 is used to generate first mode information based on the target slip ratio; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio;

[0150] The first transmitting module 403 is used to send the target slip ratio and the first mode information to the vehicle's wheel-side controller for emergency braking.

[0151] In one possible implementation, the determining module 401 is further configured to:

[0152] Acquire battery information, motor information, and vehicle information; battery information represents information reflecting the battery's charging capacity; motor information represents information reflecting the motor's ability to output reverse torque; vehicle information represents the overall vehicle status information that affects energy recovery.

[0153] If the battery information, motor information, and vehicle information meet the preset conditions, it is determined that the energy recovery function of the vehicle's drive motor is limited.

[0154] In one possible implementation, the determining module 401 is further configured to:

[0155] Detect the coefficient of adhesion of the wheels;

[0156] The target slip ratio is determined by using the adhesion coefficient and a preset curve; the preset curve represents the relationship between the adhesion coefficient and the slip ratio.

[0157] In one possible implementation, the determining module 401 is further configured to:

[0158] Based on the adhesion coefficient and the preset curve, at least two target adhesion coefficients are determined from the preset curve;

[0159] The target slip ratio is determined based on the adhesion coefficient of each target and the preset curve.

[0160] In one possible implementation, the vehicle-based braking device 40 further includes a second transmitting module for:

[0161] When the energy recovery function of the vehicle's drive motor is determined to be unrestricted, the target clamping force and target slip ratio of the vehicle are determined; wherein, the target clamping force characterizes the braking force required by the braking components corresponding to the wheels during emergency braking;

[0162] Based on the target clamping force, a second mode information is generated; wherein, the second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force;

[0163] The target clamping force, target slip ratio, and second mode information are sent to the wheel-side controller;

[0164] Among them, the wheel-side controller is used to perform emergency braking according to the target slip rate if it is determined that the real-time slip rate is greater than a preset threshold during emergency braking based on the second mode information and the target clamping force.

[0165] In one possible implementation, the vehicle-based braking device 40 further includes a control module for:

[0166] When it is determined that the energy recovery function of the vehicle's drive motor is not limited, first control information is generated; the first control information indicates that the vehicle is subjected to emergency braking with regenerative braking as the main method and mechanical braking as the auxiliary method.

[0167] Based on the first control information, the target clamping force of the vehicle is determined.

[0168] Figure 5 Schematic diagram of the vehicle-based braking device provided in this application Figure 2 ,like Figure 5 As shown, the vehicle-based braking device 50 provided in this embodiment is applied to a wheel-side controller, and the device includes:

[0169] The first receiving module 501 is used to receive first mode information and target slip ratio sent by the vehicle controller; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio; the target slip ratio indicates the slip ratio required to perform emergency braking; the target slip ratio is determined when it is determined that the energy recovery function of the vehicle's drive motor is limited;

[0170] Braking module 502 is used to perform emergency braking based on the first mode information and the target slip ratio.

[0171] In one possible implementation, the vehicle-based braking device 50 further includes a second receiving module for:

[0172] The system receives second-mode information, target clamping force, and target slip ratio from the vehicle's overall controller. The second-mode information indicates that the vehicle needs to perform emergency braking with the target clamping force. The target clamping force indicates the braking force required by the braking components corresponding to the wheels during emergency braking.

[0173] Emergency braking is performed based on the second mode information, the target clamping force, and the target slip ratio.

[0174] In one possible implementation, the second receiving module is further configured to:

[0175] Based on the information from the second mode and the target clamping force, perform emergency braking;

[0176] The system detects the real-time slip ratio of the wheels at the current moment. If the real-time slip ratio is determined to be greater than a preset threshold, emergency braking is performed based on the target slip ratio.

[0177] The vehicle-based braking device provided in this embodiment can execute the method provided in the above-described method embodiments. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0178] Figure 6 This is a schematic diagram of the structure of the vehicle controller provided in this application. Figure 6 As shown, the vehicle controller 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the vehicle controller 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus.

[0179] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0180] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0181] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0182] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0183] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0184] This application also provides a wheel-side controller, including at least one processor and a memory. Optionally, the wheel-side controller further includes a communication component. The processor, memory, and communication component are connected via a bus.

[0185] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0186] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0187] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0188] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0189] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0190] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0191] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0192] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0193] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0194] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle-based braking method, characterized in that, Applied to a vehicle controller, the method includes: When it is determined that the energy recovery function of the vehicle's drive motor is limited, a target slip ratio for the vehicle's wheels is determined; wherein the target slip ratio characterizes the slip ratio required for emergency braking; Based on the target slip ratio, first mode information is generated; wherein, the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio; The target slip ratio and the first mode information are sent to the vehicle's wheel-side controller for emergency braking.

2. The method of claim 1, wherein, The energy recovery function of the vehicle's drive motor is determined to be limited, including: The system acquires battery information, motor information, and vehicle information; the battery information represents information reflecting the battery's charging capacity; the motor information represents information reflecting the motor's ability to output reverse torque; and the vehicle information represents the overall vehicle status information that affects energy recovery. If the battery information, the motor information, and the vehicle information meet preset conditions, then it is determined that the energy recovery function of the vehicle's drive motor is limited.

3. The method of claim 1, wherein, Determining the target slip ratio of the vehicle's wheels includes: The coefficient of adhesion of the wheel is measured. The target slip ratio is determined based on the adhesion coefficient and the preset curve; the preset curve represents the relationship between the adhesion coefficient and the slip ratio.

4. The method according to claim 3, characterized in that, Determining the target slip ratio based on the adhesion coefficient and the preset curve includes: Based on the adhesion coefficient and the preset curve, at least two target adhesion coefficients are determined from the preset curve; The target slip ratio is determined based on the target adhesion coefficients and the preset curves.

5. The method according to claim 1, characterized in that, The method further includes: When it is determined that the energy recovery function of the vehicle's drive motor is unrestricted, the target clamping force and the target slip ratio of the vehicle are determined; wherein, the target clamping force characterizes the braking force required by the braking components corresponding to the wheels during emergency braking; Based on the target clamping force, second mode information is generated; wherein, the second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force; The target clamping force, the target slip ratio, and the second mode information are sent to the wheel-side controller; The wheel-side controller is used to perform emergency braking based on the target slip rate if it is determined that the real-time slip rate is greater than a preset threshold during emergency braking based on the second mode information and the target clamping force.

6. The method according to claim 5, characterized in that, The method further includes: When it is determined that the energy recovery function of the vehicle's drive motor is not limited, first control information is generated; the first control information indicates that the vehicle is subjected to emergency braking with regenerative braking as the main method and mechanical braking as the auxiliary method. Based on the first control information, the target clamping force of the vehicle is determined.

7. A vehicle-based braking method, characterized in that, Applied to a wheel-side controller, the method includes: The system receives first mode information and a target slip ratio from the vehicle's vehicle controller; wherein the first mode information indicates that the vehicle needs to perform emergency braking at the target slip ratio; the target slip ratio indicates the slip ratio required for emergency braking; and the target slip ratio is determined when it is determined that the energy recovery function of the vehicle's drive motor is limited. Emergency braking is performed based on the first mode information and the target slip ratio.

8. The method according to claim 7, characterized in that, Also includes: Receive the second mode information, target clamping force, and target slip ratio sent by the vehicle's overall controller; The second mode information indicates that the vehicle needs to perform emergency braking with the target clamping force; The target clamping force represents the braking force required by the braking components corresponding to the wheel during emergency braking. Emergency braking is performed based on the second mode information, the target clamping force, and the target slip ratio.

9. The method according to claim 8, characterized in that, Emergency braking is performed based on the second mode information, the target clamping force, and the target slip ratio, including: Emergency braking is performed based on the second mode information and the target clamping force; The real-time slip ratio of the wheel is detected at the current moment. If the real-time slip ratio is determined to be greater than a preset threshold, emergency braking is performed according to the target slip ratio.

10. A vehicle-based braking device, characterized in that, The device, applied to a vehicle controller, includes: A determination module is used to determine a target slip ratio of the vehicle's wheels when it is determined that the energy recovery function of the vehicle's drive motor is limited; wherein the target slip ratio characterizes the slip ratio required for emergency braking; The generation module is used to generate first mode information based on the target slip ratio; wherein the first mode information indicates that the vehicle needs to perform emergency braking with the target slip ratio; The transmitting module is used to send the target slip ratio and the first mode information to the vehicle's wheel-side controller for emergency braking.

11. A vehicle controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-6.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-6.

13. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-6.

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