A vehicle control method, apparatus, device, medium and vehicle

Abstract

The present disclosure relates to a vehicle control method, device, equipment, medium and vehicle, the method comprising: obtaining a braking parameter of a target vehicle, the braking parameter being used to represent a braking state of the target vehicle; in response to the braking parameter being greater than a target threshold value within a preset time period, determining that the target vehicle has an emergency braking intention; and in a case where it is determined that the target vehicle has the emergency braking intention, performing a pre-heat dissipation operation on a motor braking system of the target vehicle, the pre-heat dissipation operation being used to represent heat dissipation of the motor braking system of the target vehicle before the target vehicle triggers the emergency braking.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control, and more particularly to a vehicle control method, apparatus, device, medium, and vehicle. Background Technology

[0002] With the development of vehicle control, regenerative braking energy recovery through electric motor braking systems has become an important technical means to improve the driving range of vehicles.

[0003] However, existing technologies do not consider the technical concept of pre-cooling the electric braking system before emergency braking. As a result, when the vehicle enters emergency braking conditions, the electric braking system is prone to rapid heating and triggers torque derating, resulting in insufficient electric braking deceleration, longer braking distance, driving safety hazards, and reduced vehicle braking performance and energy recovery efficiency. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this disclosure provides a vehicle control method, device, equipment, medium and vehicle.

[0005] A first aspect of this disclosure provides a vehicle control method, comprising: acquiring braking parameters of a target vehicle, the braking parameters being used to characterize the braking state of the target vehicle; determining that the target vehicle has an emergency braking intention in response to the braking parameters being greater than a target threshold within a preset time period; and performing a pre-cooling operation on the electric motor braking system of the target vehicle when it is determined that the target vehicle has an emergency braking intention, the pre-cooling operation being used to characterize cooling the electric motor braking system of the target vehicle before the target vehicle triggers emergency braking.

[0006] A second aspect of this disclosure provides an apparatus for vehicle control, comprising: an acquisition module for acquiring braking parameters of a target vehicle, the braking parameters being used to characterize the braking state of the target vehicle; a determination module for determining that the target vehicle has an intention to brake urgently in response to the braking parameters being greater than a target threshold within a preset time period; and an execution module for performing a pre-cooling operation on the electric motor braking system of the target vehicle when it is determined that the target vehicle has an intention to brake urgently, the pre-cooling operation being used to characterize cooling the electric motor braking system of the target vehicle before the target vehicle triggers emergency braking.

[0007] A third aspect of this disclosure provides a computing device, including: a processor; a memory for storing processor-executable instructions; the processor being configured to read the executable instructions from the memory and execute the instructions to implement the method of the first aspect.

[0008] A fourth aspect of this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the method of the first aspect described above.

[0009] A fifth aspect of this disclosure provides a vehicle that includes the computing device of the third aspect. Attached Figure Description

[0010] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0011] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 A flowchart of a vehicle control method provided in an embodiment of this disclosure is shown; Figure 2 A schematic diagram of a device for vehicle control provided in an embodiment of this disclosure is shown; Figure 3 A schematic diagram of the structure of a computing device provided in an embodiment of this disclosure is shown. Detailed Implementation

[0013] It is understood that the data involved in this technical solution (including but not limited to the data itself, the acquisition or use of the data) shall comply with the requirements of relevant laws, regulations and related provisions.

[0014] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0015] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0016] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0017] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0018] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0019] The names of messages or information exchanged between multiple devices in the embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

[0020] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0021] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0022] Before providing a detailed description of the embodiments of this disclosure, the technical background involved in this disclosure will be described and analyzed here so that those skilled in the art can have a clearer understanding of the embodiments of this disclosure.

[0023] According to traditional solutions, under emergency braking conditions, the motor braking system generates a large amount of heat in the high-power regenerative braking state. If there is no pre-heat dissipation mechanism, the motor temperature will rise rapidly, frequently triggering over-temperature protection and forcing the regenerative torque to be reduced, which seriously affects braking performance, energy recovery efficiency and system reliability.

[0024] Based on this, embodiments of this disclosure provide a vehicle control scheme. The scheme includes: acquiring braking parameters of a target vehicle, the braking parameters being used to characterize the braking state of the target vehicle; determining that the target vehicle intends to brake urgently if the braking parameters exceed a target threshold within a preset time period; and performing a pre-cooling operation on the target vehicle's electric motor braking system when the target vehicle is determined to have an emergency braking intention, the pre-cooling operation being used to characterize cooling the target vehicle's electric motor braking system before the target vehicle triggers emergency braking.

[0025] Through the above technical solution, the embodiments of this disclosure can preheat and cool the motor braking system in advance when the driver intends to brake suddenly, so that the motor braking system has a better thermal capacity margin in the subsequent emergency braking process, and can output feedback torque with higher power. This effectively avoids the problem of feedback torque derating caused by motor overheating, improves the stability and braking performance of the electro-hydraulic coordinated braking system under emergency braking conditions, and improves energy recovery efficiency and driving comfort.

[0026] Figure 1 A flowchart of a vehicle control method according to an embodiment of this disclosure is shown. This method can be executed by a computing device. The computing device may include, but is not limited to, devices such as in-vehicle equipment and vehicle controllers. Figure 1 As shown, the vehicle control method provided in this embodiment includes the following steps: S110. Obtain the braking parameters of the target vehicle. The braking parameters are used to characterize the braking state of the target vehicle.

[0027] In some embodiments, the computing device can acquire braking parameters of the target vehicle in real time. Such braking parameters can directly or indirectly reflect the driver's braking intention and the relevant physical quantities of the target vehicle's braking system response state. As an example, such braking parameters may include pedal rate, brake pedal travel, and brake master cylinder pressure change rate.

[0028] In some embodiments, pedal rate can indicate how quickly a driver depresses the brake pedal, i.e., the amount of displacement change of the brake pedal per unit time, which can be measured in millimeters per second (mm / s). Pedal rate is an important indicator of the urgency of the driver's braking operation; for example, a higher pedal rate indicates a more urgent braking intention from the driver.

[0029] In some embodiments, brake pedal travel indicates the amount of displacement a driver makes when pressing the brake pedal from its initial position (i.e., its free position when not pressed) to its current position. Brake pedal travel is typically expressed as a percentage (%) of the total travel of the brake pedal, where 0% indicates the pedal is fully released and 100% indicates the pedal is pressed to its limit (i.e., full travel). Brake pedal travel is a key parameter for quantifying the intensity of a driver's braking demand; for example, a greater travel indicates a greater braking force desired by the driver.

[0030] In some embodiments, the brake master cylinder pressure change rate can indicate the rate of change of hydraulic pressure within the brake master cylinder (the core component in the braking system that converts the pedal force applied by the driver into hydraulic pressure) per unit time. The brake master cylinder pressure change rate is one of the important indicators for measuring the intensity of the driver's braking operation. For example, a higher master cylinder pressure change rate indicates that the driver's pedal action is more rapid, and the higher the demand for a rapid response from the braking system.

[0031] It is understood that the above braking parameters are merely illustrative examples, and this disclosure is not intended to limit the specific content of the braking parameters.

[0032] S120. In response to the braking parameters being greater than the target threshold within a preset time period, determine that the target vehicle has the intention to brake urgently.

[0033] Emergency braking intent refers to the state in which a driver rapidly depresses the brake pedal, requesting significant vehicle deceleration, causing the target vehicle to immediately initiate emergency braking. Specific manifestations may include, but are not limited to: emergency braking intent triggering the Electrified Anti-lock Braking System (E-ABS), and emergency braking intent without triggering any form of anti-lock braking system (ABS). E-ABS can control the target vehicle's electric braking system to participate in regenerative braking, providing at least some braking force.

[0034] In other words, the “emergency braking intent” involved in this disclosure is not limited to the scenario where ABS is activated, but covers all braking scenarios where the driver has an emergency deceleration need and the electric motor braking system is involved in braking.

[0035] As an example, a computing device can determine that a target vehicle has an intent to brake suddenly if the pedal rate is greater than or equal to a first threshold (e.g., 200 mm / s) and the brake master cylinder pressure change rate is greater than or equal to a second threshold (e.g., 800 bar / s) within a preset time period (e.g., 200 ms).

[0036] As another example, a computing device can determine that a target vehicle has an intent to brake suddenly if the brake pedal travel is continuously greater than or equal to a third threshold (e.g., 70% of full travel) for a preset period of time (e.g., 200ms).

[0037] To improve the efficiency of emergency braking intent recognition, as another example, the computing device can first determine whether the target vehicle has a preliminary emergency braking intent based on a comparison of the pedal rate with a first threshold and the brake master cylinder pressure change rate with a second threshold within a preset time period (e.g., 200 ms). Further, in response to the target vehicle having a preliminary emergency braking intent, the computing device can further determine whether the brake pedal travel of the target vehicle within that preset time period is continuously greater than or equal to a third threshold, thereby determining whether the target vehicle has an emergency braking intent.

[0038] For example, if the computing device responds to a pedal rate greater than a first threshold and a brake master cylinder pressure change rate greater than a second threshold within a preset time period (e.g., 200ms), it can determine that the target vehicle has a preliminary intention to brake urgently. In this way, embodiments of this disclosure can filter out most non-emergency braking scenarios (such as daily light braking) and avoid energy waste caused by false preheating triggers.

[0039] Furthermore, when the computing device determines that the target vehicle has a preliminary intention to brake urgently, it can determine that the target vehicle has an intention to brake urgently if the brake pedal travel continues to exceed a third threshold within the preset time period. In this way, the embodiments of this disclosure can further confirm the urgency of the driver's braking intention and eliminate false emergency braking scenarios such as "rapid light pressing".

[0040] In other embodiments, before determining that the target vehicle intends to brake suddenly, the computing device may also utilize a target model, at least based on thermal state parameters characterizing the target vehicle's electric braking system, to determine the temperature change trend of the target vehicle's electric braking system over a preset time period. Such a target model could be, for example, an electric braking system temperature prediction model, capable of outputting a prediction of the temperature change of the electric braking system over a future preset time period (e.g., 5 to 10 seconds) based on the thermodynamic model of the electric braking system and current operating parameters.

[0041] Such thermal state parameters may include, but are not limited to, the following: motor winding temperature, motor temperature rise rate, and motor controller temperature. Alternatively, the inputs to the target model may also include, for example, at least one of the following: coolant temperature, coolant flow rate, ambient temperature, vehicle speed, current motor feedback power, motor speed, predicted feedback torque demand, current coolant pump speed, current radiator fan speed, compressor load, smart grille opening, motor winding thermal capacity, winding-coolant thermal resistance, coolant-ambient thermal resistance, and motor thermal time constant.

[0042] As an example, the target model can output predicted temperature values ​​or temperature change curves of the motor braking system over a predetermined future period, based at least on thermal state parameters. It is understood that the above is merely illustrative, and this disclosure is not intended to limit the specific type or input of the target model.

[0043] In some embodiments, before determining that the target vehicle intends to brake urgently, the computing device, in response to receiving a warning message indicating that the road ahead is a continuous braking section, may perform a pre-cooling operation on the target vehicle's electric braking system. As an example, this warning message may come from the target vehicle's navigation system. For instance, the navigation system, based on map data and the target vehicle's current location, predicts that the target vehicle is about to enter a long downhill section, a continuous downhill section with curves, or other road sections requiring continuous braking, and sends this warning message to the computing device. As another example, the warning message may also come from a roadside unit (RSU) or a cloud server. For example, it may obtain road slope information, curve information, and / or accident-prone road section information of the road ahead through vehicle-to-everything (V2X) communication or cloud map services, and send this warning message to the computing device when it determines that there is a continuous braking requirement for the road ahead. Furthermore, in response to receiving any of the above warning messages, the computing device may trigger a pre-cooling operation before the target vehicle actually enters the continuous braking section to reduce the initial temperature of the electric braking system when entering the road section. The above method enables proactive pre-cooling based on road information before the driver performs emergency braking, which is especially suitable for driving scenarios that require continuous or frequent braking, such as long downhill slopes and continuous curves, effectively improving the thermal safety and regenerative braking continuity of the electric motor braking system under continuous braking conditions.

[0044] In some embodiments, the computing device can determine whether the temperature value of the target vehicle's electric braking system exceeds a safety threshold based on the temperature change trend within a preset time period. For example, the computing device can compare the predicted temperature value output by the target model with a preset safety threshold. If the predicted temperature value will reach or exceed the safety threshold within the preset time period, it is determined that the temperature of the electric braking system is at excessively high risk.

[0045] In some embodiments, the computing device may perform a pre-cooling operation on the electric braking system of a target vehicle in response to a temperature value exceeding a safety threshold.

[0046] Pre-cooling operation refers to the control operation of cooling the electric motor braking system in advance when it is determined that the target vehicle intends to brake urgently, and before the emergency braking function is actually activated. This emergency braking function can include braking conditions that trigger E-ABS, or braking conditions that do not trigger E-ABS but require emergency deceleration.

[0047] Additionally or alternatively, the "pre-heat dissipation operation" involved in the embodiments of this disclosure does not require all heat dissipation actions to be completed before the emergency braking function is activated, but may refer to at least some heat dissipation operations starting to be executed before the emergency braking function is activated. In other words, as long as some heat dissipation operations are triggered before the emergency braking function intervenes, they fall within the protection scope of the "pre-heat dissipation operation" of this disclosure. As for the heat dissipation operations that continue after the emergency braking function is activated, they can be regarded as a continuation of the pre-heat dissipation operation and also fall within the technical scope of this disclosure. In the above manner, this disclosure can ensure that when the emergency braking function is actually triggered, the motor braking system has a lower initial temperature and a more sufficient thermal capacity margin, thereby improving the output capability and stability of regenerative braking.

[0048] As an example, when the computing device determines, based on the prediction results of the target model, that the temperature value of the motor braking system will exceed the safety threshold within a preset period of time in the future, the computing device can send a pre-cooling request to the vehicle thermal management system in advance before the emergency braking intention is formally identified, and start the pre-cooling operation of the motor braking system, thereby cooling the motor braking system in advance and reserving more thermal capacity margin for possible subsequent emergency braking.

[0049] In this way, the embodiments of this disclosure can achieve feedforward pre-heating control. Compared with the method of relying on emergency braking intention recognition to trigger pre-heating, the intervention time of pre-heating is further advanced. It is especially suitable for scenarios where the motor temperature is already at a high level but the driver has not yet performed emergency braking, or the vehicle is in a situation where the motor braking system is continuously working under high load, such as frequent braking / long downhill. It can effectively improve the pre-heating effect and the thermal safety guarantee capability of the motor braking system.

[0050] Furthermore, the term "electric motor braking system" as used in this disclosure refers to the collective hardware and control units on the target vehicle that utilize an electric motor to perform regenerative braking. Regenerative braking refers to the process where the electric motor switches to generator mode during braking, converting the vehicle's kinetic energy into electrical energy and generating a reverse drag force to provide at least a portion of the braking force. In some embodiments, such an electric motor braking system may include, for example, an electric motor body, a motor control unit (MCU), and a heat dissipation circuit for the electric motor braking system. It is understood that this disclosure is not intended to limit the specific composition of the electric motor braking system, and the terms "electric motor" and "electric motor braking system" in this disclosure may not be distinguished in terms of the physical object referred to during the pre-heating operation.

[0051] S130. If it is determined that the target vehicle intends to brake in an emergency, a pre-cooling operation is performed on the target vehicle's electric motor braking system. The pre-cooling operation is used to indicate that the target vehicle's electric motor braking system is cooled before the target vehicle triggers emergency braking.

[0052] In some embodiments, in response to determining that the target vehicle intends to brake suddenly, the computing device may send a pre-cooling request to the target vehicle's Thermal Management System (TMS).

[0053] A vehicle thermal management system is an integrated system responsible for regulating the temperature of various heat-generating components in a vehicle. These components may include, but are not limited to, the electric motor braking system, battery, and air conditioning system. As one example, a vehicle thermal management system can be an integrated architecture, where the motor cooling circuit, battery cooling circuit, and air conditioning system share a single large coolant circulation loop, with valves switching between the circuits to achieve heat exchange and unified allocation of cooling resources. Alternatively, a vehicle thermal management system can be a modular architecture, where the motor cooling circuit, battery cooling circuit, and air conditioning system operate independently and are not interconnected.

[0054] When the vehicle thermal management system has an integrated architecture, the computing device can send heat dissipation demand commands to the vehicle thermal management system for the entire system, or it can request one or several sub-modules (such as only the motor cooling circuit, or the combined circuit of the motor braking system and the battery) to perform heat dissipation parameter adjustments within the scope of the entire system. When the vehicle thermal management system has a split architecture, the computing device can send heat dissipation demand commands to the corresponding independent subsystems separately, and adjust the relevant execution components such as the coolant pump and cooling fan in the motor cooling circuit in a targeted manner.

[0055] It should be noted that this disclosure is not intended to limit the specific composition and architecture of the vehicle thermal management system, but rather to limit its ability to respond to pre-cooling requests and perform cooling operations on the electric motor braking system.

[0056] Alternatively or concurrently, in response to determining that the target vehicle intends to brake urgently, the computing device may also perform pre-cooling operations on the target vehicle's electric braking system through other means. As an example, the computing device may directly send a pre-cooling command to the motor control unit, which then independently controls the coolant pump and cooling fan in the electric braking system's cooling circuit to perform the pre-cooling operation. As another example, the computing device may also send a coordinated pre-cooling command to the motor control unit simultaneously with a pre-cooling request to the vehicle's thermal management system. This allows the motor control unit to collaboratively perform fine-grained control of local cooling circuits (e.g., coolant pumps and cooling fans in the electric braking system's cooling circuit) while the vehicle's thermal management system coordinates the overall scheduling of vehicle-level thermal management resources (e.g., air conditioning compressor, intelligent grille, etc.).

[0057] In some embodiments, when the ambient temperature is higher than a temperature threshold, the computing device, in response to the target vehicle ending emergency braking, continues to perform at least one of the pre-cooling operations on the electric motor braking system. For example, the temperature threshold can be set to 35°C or 40°C; that is, when the ambient temperature is higher than this threshold, it indicates that the vehicle is in a high-temperature driving environment, the electric motor braking system has poor heat dissipation conditions, and heat easily accumulates in the electric motor braking system. In this case, if the target vehicle completes an emergency braking operation, the computing device does not immediately stop the pre-cooling operation, but continues to maintain at least one of the cooling operations, such as the coolant pump running at a higher speed and the cooling fan operating at a higher speed, to keep the temperature of the electric motor braking system at a lower level. Furthermore, the computing device can stop the above-mentioned cooling operation when a preset stopping condition is met, such as when the current temperature of the electric motor braking system drops to a target temperature range, when no emergency braking is triggered again after a preset time (e.g., 30 seconds), or when the ambient temperature drops below the temperature threshold. In this way, under high-temperature environments or continuous emergency braking scenarios, heat accumulation caused by the interruption of heat dissipation after emergency braking can be effectively avoided, pre-storing thermal capacity margin for possible recurrence of emergency braking, and improving the thermal safety and regenerative braking continuity of the electric motor braking system under frequent emergency braking conditions. It is understood that the specific values ​​of the above-mentioned temperature threshold, target temperature range, and preset time can be adaptively adjusted according to the thermal management architecture and calibration strategy of the target vehicle, and this disclosure does not limit them.

[0058] In some embodiments, in response to receiving emergency braking information from a vehicle ahead, a pre-cooling operation is performed on the target vehicle's electric motor braking system. As an example, the emergency braking information may be an emergency braking status signal received from the vehicle ahead via vehicle-to-vehicle (V2V) communication technology, or a braking event message broadcast by the vehicle ahead containing information such as braking deceleration and braking trigger time. Furthermore, even if the driver of the target vehicle has not yet pressed the brake pedal, the computing device triggers the pre-cooling operation on the electric motor braking system upon receiving the emergency braking information, reducing the temperature of the electric motor braking system in advance. Thus, when the driver of the target vehicle subsequently presses the brake pedal based on the braking behavior of the vehicle ahead, the electric motor braking system already has a lower initial temperature and a larger thermal capacity margin, enabling it to participate in regenerative braking in a better thermal state, thereby improving the response speed and braking force output stability of the electro-hydraulic coordinated braking system in emergency braking scenarios. It is understood that the specific format and transmission method of the aforementioned emergency braking information from the vehicle ahead can be configured according to the communication protocol supported by the target vehicle, and this disclosure does not limit this.

[0059] To improve the accuracy and scenario suitability of pre-cooling request triggering, in some embodiments, the computing device can also obtain operating parameters associated with the target vehicle, such operating parameters may include at least one of vehicle speed, vehicle driving environment, deceleration request, and vehicle's own dynamic state.

[0060] The vehicle driving environment may include, but is not limited to, road information, traffic information, weather information, and V2V or V2I communication information. Road information may include road type (e.g., highway, urban road, mountain road), road surface adhesion coefficient (e.g., high adhesion road surface μ=0.85, low adhesion road surface μ=0.2), road slope, and curve radius of curvature; traffic information may include distance to the vehicle ahead (e.g., distance to the vehicle ahead D_front=30 meters), relative speed, and traffic congestion level; weather information may include weather type (e.g., sunny, rainy, snowy, foggy), ambient temperature (e.g., T_ambient=38°C or -5°C), and wind speed and direction; V2V or V2I communication information may include emergency braking warnings for vehicles ahead, traffic light status at intersections, and road construction or accident warnings. The vehicle's own dynamic state can include the motor's peak torque capability (e.g., the maximum regenerative torque T_e_max that the motor can currently provide, limited by motor temperature, speed, and voltage), vehicle range requirements (e.g., battery state of charge, driving range, and energy recovery efficiency), braking system health (e.g., brake pad wear, brake disc temperature, brake fluid temperature, and brake fluid water content), and vehicle dynamic parameters (e.g., wheel slip ratio, yaw rate, and longitudinal impact). Furthermore, operating parameters may also include, for example, the driving experience of the occupants (e.g., longitudinal impact, rate of change of lateral acceleration, and pitch acceleration).

[0061] Furthermore, the computing device can determine whether such operating parameters meet preset request conditions to determine whether to send a pre-cooling request to the target vehicle's vehicle thermal management system. As an example, the computing device can determine whether the current vehicle speed is greater than or equal to a vehicle speed threshold (e.g., 30 km / h), whether the road surface adhesion coefficient is less than or equal to a coefficient threshold (e.g., 0.3), and / or whether the deceleration request is greater than or equal to a request threshold (e.g., 0.5g).

[0062] Furthermore, in response to the operating parameters meeting preset request conditions, the computing device can send a pre-cooling request to the target vehicle's vehicle thermal management system.

[0063] In some embodiments, when the vehicle thermal management system responds to a pre-cooling request, the computing device can perform a pre-cooling operation on the target vehicle's electric braking system based on the vehicle thermal management system. As an example, In some embodiments, such pre-cooling operations may include controlling the coolant pump of the target vehicle to increase its speed. As an example, the computing device may control the coolant pump speed to increase to maximum flow rate (e.g., from idle 1000 rpm to a maximum of 4000 rpm) based on the vehicle's thermal management system to ensure that the coolant in the electric motor braking system cooling circuit circulates at maximum flow rate.

[0064] In some embodiments, such pre-cooling operations may further include controlling the target vehicle's cooling fan to increase its rotational speed. As an example, the computing device may control the cooling fan speed to the highest level (e.g., from 0 rpm to a maximum of 2500 rpm) based on the vehicle's thermal management system to maximize the radiator's heat exchange efficiency.

[0065] In some embodiments, such pre-cooling operations may also include adjusting the load on the air conditioning compressor of the target vehicle, for example, by reducing the temperature of the battery or motor braking system cooling circuit to a target value through a coolant refrigerant heat exchanger (Chiller) to prioritize the cooling capacity of the battery or motor braking system cooling circuit.

[0066] In some embodiments, such pre-cooling operations may further include controlling the opening of the intelligent air intake grille of the target vehicle. As an example, the computing device may control the intelligent air intake grille to be fully open based on the vehicle's thermal management system to maximize the front-end airflow and enhance the radiator's cooling effect.

[0067] In some embodiments, such pre-cooling operations may further include shutting down or reducing the power consumption of the non-drive thermal management unit associated with the target vehicle, thereby allocating the total thermal management power budget to cooling the electric motor braking system. Such a non-drive thermal management unit may, for example, refer to a thermal management load unit on the target vehicle used to manage and regulate the temperature state of non-drive components. Examples may include, but are not limited to, cabin heating systems, seat heating / ventilation systems, rearview mirror heating and defogging systems, windshield heating and defogging systems, and the cooling unit for onboard wireless charging modules.

[0068] In some embodiments, such pre-cooling operations may further include adjusting the heat distribution strategy of the target vehicle to transfer at least a portion of the heat in the electric motor braking system cooling circuit to other thermal management circuits. As an example, the computing device may use a coolant refrigerant heat exchanger to transfer heat from the coolant in the electric motor braking system cooling circuit to the passenger compartment for cabin heating, or direct the heat to the battery thermal management circuit or the motor controller cooling circuit, with the battery or motor controller acting as the heat absorption end. By redistributing heat among the electric motor braking system, battery, motor controller, and passenger compartment, better cooling conditions can be provided for the electric motor braking system while utilizing the motor's waste heat to replace the heat that would otherwise be generated by electrical energy (e.g., the electrical energy required for cabin heating or battery heating), thereby improving the overall vehicle energy efficiency.

[0069] It is understood that the above-described pre-cooling operation is merely an illustrative example. This disclosure is intended to perform pre-cooling operation on the electric braking system of the target vehicle, and is not intended to limit the specific content of the pre-cooling operation.

[0070] In some embodiments, the computing device can acquire the temperature value of the electric motor braking system of the target vehicle. For example, this temperature value may include the temperature of the motor windings in the electric motor braking system and / or the temperature of the coolant in the cooling circuit of the electric motor braking system, which can be acquired in real time, for example, by a temperature sensor located at a corresponding position in the electric motor braking system. Furthermore, the computing device can evaluate the pre-cooling effect based on the acquired temperature value.

[0071] In some embodiments, the computing device may stop performing pre-cooling operations on the electric motor braking system of the target vehicle in response to the temperature value being within a target temperature range. For example, when the temperature value of the electric motor braking system drops to a preset target temperature range (e.g., 80°C to 100°C), indicating that the electric motor braking system has sufficient thermal capacity margin to cope with subsequent high-power feedback emergency braking conditions, the computing device may stop performing pre-cooling operations on the electric motor braking system of the target vehicle to avoid excessive consumption of vehicle electrical energy.

[0072] It should be noted that such a target temperature range can be adaptively adjusted according to the target vehicle's motor type, cooling system configuration, and calibration strategy. This disclosure is not intended to limit the specific value of the target temperature range.

[0073] In some embodiments, the computing device can obtain the execution time of the pre-cooling operation. Further, in response to the execution time exceeding a time threshold, the computing device can stop performing the pre-cooling operation on the electric braking system of the target vehicle. In some embodiments, such a time threshold can be calibrated based on the mechanical characteristics and heat capacity of the electric braking system. For example, the valve core temperature of the solenoid valve in the electric braking system must not exceed 200°C for more than 5 seconds. Therefore, this time threshold can be determined based on the heat tolerance of similar critical components. It is understood that this threshold can be adaptively adjusted based on the characteristics of the electric braking system of different vehicle models, and this disclosure does not limit it in this regard.

[0074] As an example, if the execution time of the pre-cooling operation exceeds the preset maximum allowable time (e.g., 5 seconds), and the temperature value of the motor braking system has not yet dropped to the target temperature range, the computing device can stop performing the pre-cooling operation on the target vehicle's motor braking system and use the current temperature state as the initial thermal state for the subsequent emergency braking control process.

[0075] In this way, the embodiments of this disclosure can ensure that the pre-cooling operation will not continue indefinitely and affect the energy economy of the vehicle, while entering the subsequent emergency braking control process with the best thermal state that can be achieved at present. This can ensure the pre-cooling effect while avoiding excessive consumption of electrical energy for a long time.

[0076] For ease of understanding, the implementation of the embodiments of this disclosure in several specific scenarios will be described below.

[0077] In some embodiments, the computing device can adaptively adjust the pre-cooling operation strategy based on different driving environments and operating conditions of the target vehicle.

[0078] Scenario 1 (High-Temperature Dry Road and Sport Mode): The ambient temperature is 38°C, the road surface adhesion coefficient is 0.85 (high adhesion), and the vehicle is in Sport mode. In this scenario, the ambient temperature is high, the motor's heat dissipation is poor, and the driver has high expectations for power and braking performance in Sport mode, increasing the probability of emergency braking. The electric motor braking system also generates more heat during high-power regenerative braking. Therefore, the pre-cooling strategy can be: the vehicle's thermal management system (TMS) operates at maximum power, the coolant pump and radiator fan run at full speed, and the air conditioning compressor provides full cooling to the coolant refrigerant heat exchanger (Chiller) to minimize the initial temperature of the electric motor braking system and reserve sufficient thermal capacity margin for potential high-intensity emergency braking.

[0079] Scenario 2 (Icy and Slippery Roads and Eco Mode): The ambient temperature is -5°C, the road surface adhesion coefficient is 0.2 (low adhesion), and the vehicle is in Eco mode. In this scenario, the low temperature environment is conducive to motor heat dissipation, and the heat dissipation conditions of the motor braking system are relatively superior. Although the probability of emergency braking is higher on low-adhesion roads, the maximum regenerative braking force that the motor braking system can provide is limited due to the road surface adhesion conditions, resulting in relatively low heat dissipation requirements. Furthermore, energy economy is prioritized in Eco mode. Therefore, the pre-cooling strategy can be: focusing on light cooling, such as controlling the coolant pump to run at medium speed, without starting the fan and compressor for full-scale cooling, to ensure basic pre-cooling effects while prioritizing the vehicle's range.

[0080] Scenario 3 (Continuous Braking on a Long Downhill Slope): Ambient temperature is 25°C, road surface adhesion coefficient is 0.7 (medium adhesion), and slope is 8%. In this scenario, the vehicle needs to continuously apply braking force to control its speed on a long downhill section. The electric motor braking system will be in a high-power regenerative braking state for an extended period, resulting in continuous heat accumulation and a high thermal load. Therefore, a pre-cooling strategy could be to utilize the navigation system to provide early warnings of long downhill sections and activate pre-cooling before the vehicle enters the downhill section. This ensures that the electric motor braking system is at a lower temperature before entering the long downhill section, maintaining good thermal condition throughout the entire descent and preventing overheating and derating due to prolonged high-power regenerative braking.

[0081] Scenario 4 (Continuous Emergency Braking in High-Temperature Environment): The ambient temperature is 40°C, and the road surface adhesion coefficient is 0.8 (high adhesion). The vehicle experiences frequent emergency braking. In this scenario, the high-temperature environment itself is not conducive to heat dissipation, and the frequent emergency braking causes the motor braking system to repeatedly endure the thermal shock of high-power regenerative braking. Heat accumulates rapidly, and the interval between each emergency braking is insufficient for the motor braking system to cool down sufficiently. The initial temperature rises with each subsequent emergency braking, significantly increasing the risk of overheating. Therefore, a pre-cooling strategy could be: after the first emergency braking, the vehicle's thermal management system (TMS) does not immediately revert to normal cooling, but maintains a certain cooling intensity (e.g., keeping the coolant pump and fan running at higher speeds) to continuously cool the motor braking system, thus pre-storing thermal capacity margin for the next emergency braking.

[0082] Scenario 5 (Vehicle-to-Vehicle (V2V) Communication Receives Emergency Braking Warning): The vehicle receives an emergency braking signal from the vehicle ahead via V2V communication. In this scenario, the driver has not yet pressed the brake pedal, but the emergency braking behavior of the vehicle ahead indicates a high probability that the vehicle will need to perform emergency braking. Therefore, the pre-cooling strategy can be: upon receiving the V2V warning, the target vehicle or the E-ABS predictive module should immediately trigger pre-cooling operations before the driver presses the brake pedal, pre-cooling the temperature of the electric motor braking system to its ideal operating range. This ensures that when the driver subsequently presses the brake pedal, the electric motor braking system has sufficient thermal capacity margin to respond immediately with maximum feedback torque output capability.

[0083] Scenario 6 (Urban Congestion and Low Battery State of Charge): Ambient temperature is 30°C, road surface adhesion coefficient is 0.7 (medium adhesion), and battery state of charge (SOC) is 15%. In this scenario, vehicle speed is low due to urban congestion, and the probability of emergency braking is relatively low. The low SOC also means that energy recovery contributes more significantly to range, but the opportunity for prolonged high-power regenerative braking by the electric motor is infrequent, resulting in limited heat dissipation requirements. Therefore, the pre-cooling strategy can be: primarily light cooling, triggering pre-cooling only after an emergency braking intent is clearly identified. During pre-cooling, low-power cooling methods (e.g., medium-speed operation of the coolant pump) should be prioritized, while avoiding the activation of high-power cooling equipment (e.g., full-power compressor cooling) to prioritize ensuring vehicle range.

[0084] Scenario 7 (Open road or checkerboard road): The ambient temperature is 20°C. The road surface adhesion coefficient for the left wheel is 0.2 (low adhesion), while that for the right wheel is 0.8 (high adhesion), meaning the road surface adhesion coefficients for the left and right wheels of the vehicle are different. In this scenario, the risk of unbalanced braking forces between the left and right sides of the vehicle is high. The E-ABS system needs to independently control the slip ratio of each wheel, and the electric motor braking system needs to precisely coordinate with the hydraulic braking system to achieve stable braking control. Although the electric motor braking system participates in regenerative braking, its output is somewhat limited, and the heat dissipation requirement is at a moderate level. Therefore, the pre-cooling strategy can be: to implement a conventional pre-cooling strategy, i.e., the coolant pump and radiator fan operate at medium speeds without special enhanced cooling or heat dissipation restriction, keeping the electric motor braking system in a normal thermal management state.

[0085] It is understood that the specific parameter values ​​(e.g., temperature, road surface adhesion coefficient, slope, etc.) and the specific execution intensity of the pre-cooling operation (e.g., pump speed, fan speed, etc.) in the above scenarios are merely illustrative examples and are not intended to limit the scope of this disclosure. In practical applications, adaptive adjustments can be made based on the specific configuration of the target vehicle, calibration strategy, and current operating conditions.

[0086] Through the above-described solution, the embodiments of this disclosure can construct a collaborative control architecture that integrates emergency braking intent recognition, pre-heating control, and the vehicle thermal management system. This enables the electric motor braking system to maintain a good thermal state when emergency braking is triggered, ensuring that the electro-hydraulic coordinated braking system can stably output the expected feedback braking torque, effectively avoiding performance degradation caused by overheating, and improving the safety and economy of the vehicle under emergency braking conditions.

[0087] Figure 2 A schematic diagram of a vehicle control device 200 provided in an embodiment of this disclosure is shown. This device 200 can be understood as a functional module within the aforementioned vehicle. Figure 2 As shown, the device 200 includes: an acquisition module 210 for acquiring braking parameters of a target vehicle, the braking parameters being used to characterize the braking state of the target vehicle; a determination module 220 for determining that the target vehicle has an emergency braking intention in response to the braking parameters being greater than a target threshold within a preset time period; and an execution module 230 for performing a pre-cooling operation on the electric motor braking system of the target vehicle when it is determined that the target vehicle has an emergency braking intention, the pre-cooling operation being used to characterize cooling the electric motor braking system of the target vehicle before the target vehicle triggers emergency braking.

[0088] It should be noted that, Figure 2 The apparatus 200 shown can perform the various steps in the above method embodiments and achieve the various processes and effects in the above method embodiments, which will not be elaborated here.

[0089] This disclosure also provides a computing device, which includes: a memory storing a computer program; and a processor for executing the computer program, wherein when the computer program is executed by the processor, it can implement the methods of any of the above embodiments.

[0090] Example, Figure 3 A schematic diagram of the structure of a computing device according to an embodiment of this disclosure is shown. See below for details. Figure 3 The diagram illustrates a structural schematic suitable for implementing the computing device 300 in the embodiments of this disclosure. The computing device 300 in the embodiments of this disclosure may include, but is not limited to, devices such as in-vehicle terminals (e.g., in-vehicle navigation terminals), electronic control units (ECUs), etc. Figure 3 The computing device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0091] like Figure 3 As shown, the computing device 300 may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 301, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 302 or a program loaded from a storage device 308 into a random access memory (RAM) 303. The RAM 303 also stores various programs and data required for the operation of the computing device 300. The processing unit 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0092] Typically, the following devices can be connected to I / O interface 305: input devices 306 including, for example, a touchscreen, touchpad, camera, microphone, accelerometer, gyroscope, etc.; output devices 307 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 308 including, for example, magnetic tape, hard disk, etc.; and communication devices 309. Communication device 309 allows computing device 300 to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 3 A computing device 300 with various devices is shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0093] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 309, or installed from storage device 308, or installed from ROM 302. When the computer program is executed by processing device 301, it performs the functions defined in the methods of embodiments of this disclosure.

[0094] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. Computer-readable storage media can include, for example, but not limited to—electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0095] In some implementations, clients and servers can communicate using any currently known or future-developed network protocol such as HTTP (Hypertext Transfer Protocol) and can interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (“LANs”), wide area networks (“WANs”), the Internet (e.g., the Internet of Things), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future-developed networks.

[0096] The aforementioned computer-readable medium may be included in the aforementioned computing device; or it may exist independently and not assembled into the computing device.

[0097] The aforementioned computer-readable medium carries one or more programs that, when executed by the computing device, cause the computing device to: calculate the average power consumption corresponding to the nearest target distance traveled by the vehicle; receive a regional baseline power consumption and its upper and lower fluctuation range sent from the cloud within a predefined area; calculate an estimated dynamic energy consumption based on the average power consumption and the regional baseline power consumption, and calculate an estimated driving range based on the remaining available power and the estimated dynamic energy consumption, wherein the estimated dynamic energy consumption conforms to the upper and lower fluctuation range; and update the displayed driving range value based on the estimated driving range.

[0098] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including but not limited to object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0099] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0100] The units described in the embodiments of this disclosure can be implemented in software or hardware. The names of the units are not, in some cases, intended to limit the specific unit.

[0101] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SoCs), complex programmable logic devices (CPLDs), and so on.

[0102] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0103] This disclosure also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it can implement the methods of any of the above embodiments. The execution method and beneficial effects are similar, and will not be described again here.

[0104] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0105] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the braking parameters of the target vehicle, wherein the braking parameters are used to characterize the braking state of the target vehicle; In response to the braking parameter being greater than a target threshold within a preset time period, it is determined that the target vehicle has an intent to brake urgently. If it is determined that the target vehicle has the intention to brake urgently, a pre-cooling operation is performed on the electric motor braking system of the target vehicle. The pre-cooling operation is used to characterize the cooling of the electric motor braking system of the target vehicle before the target vehicle triggers emergency braking.

2. The method according to claim 1, characterized in that, The braking parameters include pedal rate and brake master cylinder pressure change rate. The response that the braking parameters exceed a target threshold within a preset time period, determining that the target vehicle has an emergency braking intention, includes: In response to the pedal rate being greater than or equal to a first threshold and the brake master cylinder pressure change rate being greater than or equal to a second threshold within the preset time period, it is determined that the target vehicle has the intention to brake urgently.

3. The method according to claim 2, characterized in that, The braking parameters also include brake pedal travel, and the determination that the target vehicle has an emergency braking intention in response to the braking parameters being greater than a target threshold within a preset time period includes: In response to the situation where the brake pedal travel is continuously greater than or equal to a third threshold during the preset time period, it is determined that the target vehicle has the intention to brake urgently.

4. The method according to claim 1, characterized in that, The pre-cooling operation on the electric braking system of the target vehicle includes: Send a pre-cooling request to the vehicle thermal management system of the target vehicle; When the vehicle thermal management system responds to the pre-cooling request, it performs the pre-cooling operation on the electric braking system of the target vehicle.

5. The method according to claim 4, characterized in that, Sending a pre-cooling request to the vehicle thermal management system of the target vehicle includes: Obtain the operating parameters associated with the target vehicle, including at least one of vehicle speed, vehicle driving environment, deceleration request, and vehicle's own dynamic state; In response to the operating parameters meeting the preset request conditions, the pre-cooling request is sent to the vehicle thermal management system of the target vehicle.

6. The method according to any one of claims 1-4, characterized in that, The pre-cooling operation includes at least one of the following: Control the coolant pump of the target vehicle to increase its rotation speed; Control the cooling fan of the target vehicle to increase its rotation speed; Adjust the load on the air conditioning compressor of the target vehicle; Control the opening of the intelligent air intake grille of the target vehicle; Turn off or reduce the power consumption of the non-driving thermal management unit associated with the target vehicle.

7. The method according to any one of claims 1-4, characterized in that, The method further includes: Obtain the temperature value of the electric motor braking system of the target vehicle; In response to the temperature value being within the target temperature range, the pre-cooling operation on the motor braking system of the target vehicle is stopped.

8. The method according to any one of claims 1-4, characterized in that, The method further includes: Obtain the execution time of the pre-cooling operation; In response to the execution time exceeding a time threshold, the pre-cooling operation on the motor braking system of the target vehicle is stopped.

9. The method according to any one of claims 1-4, characterized in that, Before determining that the target vehicle intends to brake urgently, the method further includes: Using the target model, at least based on the thermal state parameters characterizing the electric motor braking system of the target vehicle, the temperature change trend of the electric motor braking system of the target vehicle within a preset time period is determined. Based on the temperature change trend within the preset time period, determine whether the temperature value of the target vehicle's motor braking system exceeds a safety threshold. In response to the temperature value exceeding the safety threshold, the pre-cooling operation is performed on the motor braking system of the target vehicle.

10. The method according to any one of claims 1-4, characterized in that, Before determining that the target vehicle intends to brake urgently, the method further includes: In response to receiving a warning message that the road ahead is a continuous braking section, the pre-cooling operation is performed on the electric braking system of the target vehicle.

11. The method according to claims 1-4, characterized in that, The method further includes: When the ambient temperature is greater than a temperature threshold, in response to the target vehicle ending emergency braking, at least one of the pre-cooling operations is maintained on the motor braking system.

12. The method according to claims 1-4, characterized in that, The method further includes: In response to receiving emergency braking information from the vehicle ahead, the pre-cooling operation is performed on the target vehicle's motor braking system.

13. A device for vehicle control, characterized in that, The device includes: An acquisition module is used to acquire braking parameters of a target vehicle, wherein the braking parameters are used to characterize the braking state of the target vehicle; The determination module is used to determine that the target vehicle has an emergency braking intention in response to the braking parameter being greater than a target threshold within a preset time period. An execution module is configured to perform a pre-cooling operation on the electric motor braking system of the target vehicle when it is determined that the target vehicle has the intention to brake urgently. The pre-cooling operation is used to characterize cooling the electric motor braking system of the target vehicle before the target vehicle triggers emergency braking.

14. A computing device, characterized in that, The computing device includes: a processor; a memory for storing executable instructions of the processor; the processor being configured to read the executable instructions from the memory and execute the instructions to implement the method of any one of claims 1-12.

15. A computer-readable storage medium, characterized in that, The storage medium stores a computer program that, when executed by a processor, causes the processor to implement the method described in any one of claims 1-12.

16. A vehicle, characterized in that, Includes the computing device as described in claim 13.

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