Brake control method and related apparatus

Abstract

A brake control method and a related apparatus, which relate to the field of intelligent vehicles. The method comprises: during the braking of a vehicle, controlling, at a first moment and a second moment, the driving torque outputted by a power apparatus of the vehicle to be zero, and during the period from the first moment to the second moment, controlling the power apparatus to output a negative driving torque, wherein the negative driving torque is used to prevent the vehicle from traveling forward; and at a third moment, controlling the power apparatus to output a first driving torque, wherein the first driving torque is greater than zero, and during the period from the second moment to the third moment, the driving torque outputted by the power apparatus is a positive driving torque that gradually increases from zero to the first driving torque, the positive driving torque is used to drive the vehicle to travel forward, and the speed of the vehicle at the second moment is less than the speed of the vehicle at the first moment, and the third moment is a starting moment when the vehicle is stationary. The present solution can effectively realize comfortable braking while reducing the sacrifice of a braking distance.

Description

Braking control methods and related devices Technical Field

[0001] This application relates to the field of intelligent vehicles, specifically to a braking control method and related devices. Background Technology

[0002] In scenarios where the driver applies the brakes or the intelligent driving system applies the brakes, the vehicle typically exhibits a "nodding / jerking" phenomenon. This jerking is particularly noticeable when braking to a complete stop. Optimization of the powertrain or suspension system is usually employed to mitigate this phenomenon, but it cannot be completely eliminated. Some solutions even sacrifice braking distance. Therefore, effectively reducing "nodding / jerking" during braking while minimizing the sacrifice in braking distance, in order to achieve comfortable braking, is a pressing issue that needs to be addressed. Summary of the Invention

[0003] This application provides a braking control method and related apparatus that can achieve comfortable braking and reduce the jerking and nose-diving phenomenon caused by braking. Furthermore, using the braking control method provided in this application for vehicle braking can improve the comfort of the braking process without increasing the braking distance or avoiding collision risks. In other words, this solution can effectively achieve comfortable braking with minimal sacrifice in braking distance.

[0004] In a first aspect, this application provides a braking control method, which includes: during the braking process of a vehicle, at a first moment and a second moment, controlling the driving torque output by the vehicle's power unit to be zero, and during the period from the first moment to the second moment, controlling the power unit to output a negative driving torque. The negative driving torque is used to resist the vehicle's forward movement. At a third moment, controlling the power unit to output a first driving torque. The first driving torque is greater than zero, and during the period from the second moment to the third moment, the driving torque output by the power unit is a positive driving torque that gradually increases from zero to the first driving torque. The positive driving torque is used to drive the vehicle forward. The first moment is the moment when the vehicle speed equals a first speed, the second moment is the moment when the vehicle speed equals a second speed, where the second speed is less than the first speed, and the third moment is the initial moment when the vehicle comes to a stop.

[0005] For example, the drive torque output by the power unit during the vehicle's braking process is determined based on the vehicle's brake pedal travel and the vehicle speed detected when the driver depresses the brake pedal. Alternatively, the drive torque output by the power unit during the vehicle's braking process is determined based on the braking torque requested by the vehicle's intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque.

[0006] In the above solution, comfort braking control is achieved through the vehicle's powertrain. Specifically, during braking, the power unit initially outputs a negative torque to suppress forward movement, essentially acting as braking torque. This negative torque, together with the braking torque output by the vehicle's braking system, quickly reduces the vehicle's speed, increasing deceleration. Then, the power unit's torque is gradually adjusted to a positive value, meaning it outputs positive torque and gradually increases. This positive torque counteracts some of the braking torque output by the vehicle's braking system, effectively reducing nose-diving / jerkiness during braking. Furthermore, because the power unit initially outputs negative torque, increasing the overall braking torque and correspondingly increasing the vehicle's deceleration, even if the power unit subsequently outputs positive torque to reduce the overall braking torque for comfort braking, it doesn't significantly sacrifice braking distance. In other words, this solution achieves comfort braking without significantly sacrificing braking distance. Moreover, compared to some existing solutions that achieve comfort control through the braking system, the powertrain provides a faster and more precise braking response. The powertrain control process also generates no noise, resulting in a better driving experience for the user.

[0007] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the required braking torque output by the vehicle's braking system and the driving torque output by the power unit. The required braking torque is the braking torque corresponding to the travel of the vehicle's brake pedal, or it is the braking torque requested by the vehicle's intelligent driving system.

[0008] In the above solution, the braking system does not need to participate in the control of comfort braking; the braking system only needs to output the required braking torque. That is, this solution achieves comfort braking control throughout the entire braking process solely through the powertrain. This eliminates reliance on the braking system for comfort braking control, eliminating the need for braking system manufacturers to conduct corresponding comfort braking research and development, and also eliminating the need for high-cost braking systems with integrated comfort braking features. Furthermore, by dynamically adjusting the torque of the existing powertrain, the vehicle's pitch angle during braking can be reduced, improving vehicle comfort.

[0009] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the braking torque output by the vehicle's braking system and the driving torque output by the power unit. Specifically, between the second and third moments, the braking torque output by the braking system gradually decreases from the required braking torque. The required braking torque is the braking torque corresponding to the vehicle's brake pedal travel, or it is the braking torque requested by the vehicle's intelligent driving system.

[0010] In the above scheme, the vehicle's braking torque is obtained by superimposing the driving torque of the power unit and the braking torque of the braking system, and the braking system also participates in the adjustment of comfort braking. That is, the control of comfort braking is achieved through the joint efforts of the power unit and the braking system, which can further reduce the braking distance and achieve safer comfort braking. In addition, if the braking system is a hydraulic braking system, its cooperation with the power system can also reduce the amount of hydraulic pressure leakage, reduce the noise during braking, and improve the comfort experience of passengers in the vehicle.

[0011] In one possible implementation, after the third moment, the driving torque output by the power unit gradually decreases until it reaches zero. After the driving torque output by the power unit drops to zero, the braking torque output by the vehicle's braking system is the braking torque required to keep the vehicle stationary.

[0012] In the above scheme, in order to keep the vehicle stationary, after the third moment of vehicle braking, the braking system only needs to output the torque required to keep the vehicle stationary (normally, the braking torque required to keep the vehicle stationary is less than the braking torque required by the user). This reduces power consumption and also reduces wear and tear on vehicle components, such as the motor.

[0013] In one possible implementation, the first moment is the starting moment when the vehicle's braking system outputs the required braking torque. The required braking torque is the braking torque corresponding to the vehicle's brake pedal travel, or it is the braking torque requested by the vehicle's intelligent driving system.

[0014] In the above scheme, comfort braking is initiated from the moment the vehicle's braking system outputs the required braking torque, thereby precisely controlling the start time of comfort braking and enabling timely activation of comfort braking to improve the passenger's driving experience.

[0015] In one possible implementation, the vehicle includes front-wheel drive and rear-wheel drive, and the drive torque output by the power unit includes the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive. During the period from the first time point to the second time point, the drive torque of the front-wheel drive is zero, and the drive torque of the rear-wheel drive gradually decreases from zero and then gradually increases back to zero. Alternatively, during the period from the first time point to the second time point, the drive torque of the front-wheel drive gradually decreases from zero and then gradually increases back to zero, while the drive torque of the rear-wheel drive is zero. During the period from the second time point to the third time point, the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive are proportionally distributed, and both gradually increase from zero.

[0016] In the above scheme, for vehicles including both front-wheel drive and rear-wheel drive, the drive torque for achieving comfort braking can be distributed between the front and rear wheels, further suppressing the vehicle's nose-diving / jerkiness to achieve better comfort braking. Furthermore, during the period from the first to the second moment, i.e., during rapid deceleration, the goal is to shorten the braking distance, and comfort braking control has not yet truly begun. At this time, negative drive torque can be provided solely through either the front or rear wheels, thereby reducing the cost of torque distribution calculation and control, thus offering some economic advantages.

[0017] In one possible implementation, during vehicle braking, the power unit outputs the driving torque corresponding to the period from the first moment to the third moment, provided that the vehicle's real-time conditions meet a first condition. The first condition includes at least one of the following: the vehicle's real-time braking deceleration is within a first preset range; the vehicle's real-time speed is lower than a preset speed; the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance; the vehicle's real-time brake pedal travel is within a second preset range; and the vehicle's real-time brake pedal travel rate of change is within a third preset range.

[0018] In the above scheme, the comfort braking control is activated only after the conditions for starting the comfort braking are met, thereby improving the user's driving experience while ensuring driving safety.

[0019] Secondly, this application provides a vehicle controller, which includes a control unit. The control unit is used to perform the following operations during vehicle braking:

[0020] At the first and second moments, the driving torque output by the vehicle's power unit is zero, and during the period from the first to the second moment, the power unit outputs negative driving torque. At the third moment, the power unit outputs a first driving torque. The first driving torque is greater than zero, and during the period from the second to the third moment, the driving torque output by the power unit is a positive driving torque that gradually increases from zero to the first driving torque. The negative driving torque is used to impede the vehicle's forward movement. The positive driving torque is used to propel the vehicle forward. The first moment is when the vehicle's speed equals the first speed, the second moment is when the vehicle's speed equals the second speed (the second speed is less than the first speed), and the third moment is the initial moment when the vehicle comes to a standstill.

[0021] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the required braking torque output by the vehicle's braking system and the driving torque output by the power unit. The required braking torque is the braking torque corresponding to the travel of the vehicle's brake pedal, or it is the braking torque requested by the vehicle's intelligent driving system.

[0022] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the braking torque output by the vehicle's braking system and the driving torque output by the power unit. Specifically, between the second and third moments, the braking torque output by the braking system gradually decreases from the required braking torque.

[0023] In one possible implementation, the drive torque output by the power unit during the braking process of the vehicle is determined based on the vehicle's brake pedal travel and the vehicle speed detected when the driver depresses the brake pedal.

[0024] Alternatively, the drive torque output by the power unit during the vehicle's braking process is determined based on the braking torque requested by the vehicle's intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque.

[0025] In one possible implementation, after the third moment, the driving torque output by the power unit gradually decreases until it reaches zero. After the driving torque output by the power unit drops to zero, the braking torque output by the vehicle's braking system is the braking torque required to keep the vehicle stationary.

[0026] In one possible implementation, the first moment is the starting moment when the vehicle's braking system outputs the required braking torque.

[0027] In one possible implementation, the vehicle includes front-wheel drive and rear-wheel drive, and the drive torque output by the power unit includes the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive. During the period from the first time point to the second time point, the drive torque of the front-wheel drive is zero, and the drive torque of the rear-wheel drive gradually decreases from zero and then gradually increases back to zero. Alternatively, during the period from the first time point to the second time point, the drive torque of the front-wheel drive gradually decreases from zero and then gradually increases back to zero, while the drive torque of the rear-wheel drive is zero. During the period from the second time point to the third time point, the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive are proportionally distributed, and both gradually increase from zero.

[0028] In one possible implementation, during vehicle braking, the power unit outputs the driving torque corresponding to the period from the first moment to the third moment, provided that the vehicle's real-time conditions meet a first condition. The first condition includes at least one of the following: the vehicle's real-time braking deceleration is within a first preset range; the vehicle's real-time speed is lower than a preset speed; the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance; the vehicle's real-time brake pedal travel is within a second preset range; and the vehicle's real-time brake pedal travel rate of change is within a third preset range.

[0029] Thirdly, this application provides a controller for a vehicle, the controller including a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the controller to perform the method as described in any of the first aspects above.

[0030] Fourthly, this application provides a vehicle that includes a controller as described in any of the second or third aspects above.

[0031] Fifthly, this application provides a computer-readable storage medium storing a computer program or computer instructions, which are executed by a processor to implement the method of any of the first aspects above.

[0032] Sixthly, this application provides a computer program product that, when executed by a processor, implements the method of any of the first aspects described above.

[0033] The beneficial effects corresponding to the second to sixth aspects mentioned above can be found in the corresponding descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0034] Figure 1 shows a schematic diagram of the vehicle's powertrain system.

[0035] Figure 2 shows a schematic diagram of a possible method provided in this application.

[0036] Figure 3 shows a schematic diagram of the changes in vehicle speed and braking-related torque during braking.

[0037] Figure 3A shows a schematic diagram of a possible method provided in this application.

[0038] Figures 4, 5, 5A to 5D show schematic diagrams illustrating the changes in vehicle speed and braking-related torque during braking.

[0039] Figure 6 shows a schematic diagram of another method provided in this application.

[0040] Figures 7 to 9 are schematic diagrams of the device structure provided in the embodiments of this application. Detailed Implementation

[0041] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0042] "Multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0043] In this document, the term "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will understand, explicitly and implicitly, that the various embodiments of this application are, on the one hand, mutually independent, meaning that there is no mutual limitation or constraint between embodiments. On the other hand, unless otherwise specified or there is a logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced mutually. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0044] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0045] The power system and braking system of the vehicle involved in the embodiments of this application are first described by way of example.

[0046] A vehicle's powertrain system refers to the system that transmits the power generated by the power unit through a series of power transmissions to the wheels, propelling the vehicle forward or hindering its movement. For example, Figure 1 shows a schematic diagram of a vehicle powertrain system.

[0047] As shown in Figure 1, the power system 100 may include a power controller 110, a power unit 120, and a mechanical transmission device 130. The power controller 110 controls the power unit 120 to output corresponding power by controlling the drive torque output by the power unit 120. This power is transmitted to the wheels via the mechanical transmission device 130 to drive the vehicle forward or impede its movement.

[0048] For example, the aforementioned power controller 110 may be a separate controller on the vehicle used to control the power unit 120. Alternatively, the power controller 110 may be integrated into a domain controller of the vehicle. For example, it may be integrated into a domain controller such as an intelligent digital vehicle platform (iDVP) domain controller, a vehicle domain controller, a chassis domain controller, an intelligent driving domain controller, a central domain controller, a cockpit domain controller, or a regional access controller. Alternatively, for example, the functions implemented by the controller may be distributed across some or all of the controllers described above. It is understood that the specific implementation of the controller is selected according to actual application requirements, and the embodiments of this application do not limit this.

[0049] For example, the power unit 120 may include a device such as an electric motor or engine that can convert other forms of energy into mechanical energy, and the embodiments of this application do not limit this.

[0050] For example, the mechanical transmission device 130 described above is mainly a transmission device that transmits the power output by the power device 120 to the wheels. The specific structure is not limited in this embodiment of the application.

[0051] For example, the driving torque output by the power unit 120 may include positive torque and reverse torque. Specifically, when the torque generated by the power unit 120 is in the same direction as the rotation of the wheels, this torque is called positive torque. Positive torque will cause the vehicle to accelerate or climb hills, driving the car forward. When the torque generated by the power unit 120 is in the opposite direction to the rotation of the wheels, this torque is called negative torque. Negative torque will cause the car to decelerate or go downhill, inhibiting the car from moving forward. This positive torque is also called positive torque. This reverse torque is also called negative torque.

[0052] For example, the driving torque output by the power unit 120 and the force, power, or speed output by the power unit 120 can be equivalently converted. Therefore, the control of the driving torque output by the power unit 120 in the embodiments of this application can be equivalent to the control of the force, power, or speed output by the power unit 120. The following embodiments mainly use the control of the driving torque output by the power unit 120 as an example.

[0053] For example, in one possible implementation, the aforementioned power unit 120 may be a front-wheel drive power unit for a vehicle. In this case, the aforementioned mechanical transmission device 130 can transmit the power output by the power unit 120 to the two front wheels of the vehicle to drive the vehicle forward or to impede the vehicle from moving forward.

[0054] Alternatively, in another possible implementation, the aforementioned power unit 120 may be, for example, a rear-wheel drive power unit for the vehicle. In this case, the aforementioned mechanical transmission 130 can transmit the power output by the power unit 120 to the two rear wheels of the vehicle to drive the vehicle forward or to impede the vehicle from moving forward.

[0055] Alternatively, in another possible implementation, the aforementioned power unit 120 may include both a front-wheel drive power unit and a rear-wheel drive power unit, meaning the vehicle is a front-wheel drive vehicle. In this case, the aforementioned mechanical transmission 130 can transmit the power output from the power unit 120 to the four wheels of the vehicle, driving the vehicle forward or hindering its forward movement. For example, the mechanical transmission 130 includes a front-wheel drive mechanical transmission between the front-wheel drive power unit and the two front wheels, and a rear-wheel drive mechanical transmission between the rear-wheel drive power unit and the two rear wheels. The front-wheel drive mechanical transmission is used to transmit the power output from the front-wheel drive power unit to the two front wheels of the vehicle, driving the vehicle forward or hindering its forward movement. The rear-wheel drive mechanical transmission is used to transmit the power output from the rear-wheel drive power unit to the two rear wheels of the vehicle, driving the vehicle forward or hindering its forward movement. In this implementation, in some possible embodiments, the power transmitted to the front wheels and the power transmitted to the rear wheels of the vehicle can be distributed in a certain proportion. That is, the driving torque output by the power unit 120 to the front wheels and the driving torque output to the rear wheels of the vehicle can be distributed in a certain proportion. For example, the allocation ratio can be a preset ratio or a ratio determined according to the actual vehicle operating conditions, and this application embodiment does not limit this. For example, in a specific implementation, the power controller 110 controls the drive torque output by the front-wheel drive power unit and the rear-wheel drive power unit to the front wheels and the rear wheels of the vehicle respectively according to the allocation ratio, thereby controlling the power unit 120 to output power to the front wheels and the rear wheels of the vehicle.

[0056] The braking system is one of the core control systems of a vehicle, used to achieve longitudinal control of the vehicle, enabling it to decelerate or maintain a certain speed. In specific implementations, the braking system can include various types, such as hydraulic braking systems, electronic parking brake (EPB) systems, or electromechanical brake (EMB) systems. This application does not limit the type of braking system described in its embodiments.

[0057] In order to effectively reduce nose-diving / jerkiness caused by braking during vehicle braking while minimizing the sacrifice of braking distance, embodiments of this application provide a braking control method and related apparatus. These are described exemplarily below.

[0058] For example, in this embodiment of the application, vehicle braking is divided into normal braking and comfort braking. Normal braking is prone to causing nose-diving / jerking during vehicle braking. For example, in this embodiment of the application, normal braking may involve only using the braking system. Comfort braking, on the other hand, causes only slight nose-diving / jerking or no nose-diving / jerking during vehicle braking. For example, the braking achieved by the braking control method of this embodiment of the application is comfort braking. For example, this embodiment of the application achieves comfort braking by controlling the drive torque output by the vehicle's power system during braking; the specific implementation is described later and will not be detailed here.

[0059] First, the braking control method provided in the embodiments of this application is introduced. This method can be implemented by a target controller in a vehicle. For example, the target controller can be the power controller 110 shown in FIG1 above. For a detailed description of the power controller 110, please refer to the foregoing description, which will not be repeated here.

[0060] Referring to FIG2, the braking control method provided in this application embodiment may include, but is not limited to, steps S201 and S202 shown in FIG2.

[0061] S201. During the vehicle's braking process, the target controller acquires the vehicle's target driving torque. Specifically, between the first and second time points, the target driving torque gradually decreases from zero and then gradually increases back to zero. Between the second and third time points, the target driving torque gradually increases from zero. The first time point is when the vehicle's speed equals a first speed; the second time point is when the vehicle's speed equals a second speed (where the second speed is less than the first speed); and the third time point is the initial time when the vehicle comes to a stop.

[0062] For example, while the vehicle is in motion, it can initiate a braking process in response to a user-inputted braking command. For instance, the user pressing the brake pedal is a user-inputted braking command. Alternatively, for example, while the vehicle is in motion, it can initiate a braking process in response to a braking command issued by an intelligent driving system. It is understood that the description herein is merely illustrative, and the embodiments of this application do not limit the manner in which the vehicle initiates the braking process.

[0063] For example, after the vehicle enters the braking process, in order to achieve comfortable braking, the target driving torque can be obtained. This target driving torque can be output by the vehicle's power unit. This power unit can be, for example, the power unit 120 shown in Figure 1. It is understood that, in order to achieve comfortable braking, the target driving torque is not a fixed torque during the comfortable braking process, but rather adapts to changes in vehicle speed. Therefore, the target driving torque can be represented by a torque curve or by a plurality of discrete torque values. This application embodiment mainly uses a torque curve as an example. For ease of understanding, please refer to Figure 3 for an example.

[0064] In Figure 3, the unit of vehicle speed is kilometers per hour (kPH). The unit of torque is newton-meter (N·m), simplified to Nm. t represents time. Figure 3 exemplarily illustrates the vehicle speed variation curve over time during braking, and the corresponding target driving torque curve that adaptively changes with vehicle speed. Since vehicle speed varies with time, the target driving torque curve also varies with time.

[0065] For example, in Figure 3, the vehicle speed change curve is marked with a first time point ①, a second time point ②, a third time point ③, and a fourth time point ④. The first time point is the moment when the vehicle speed equals a first speed. The second time point is the moment when the vehicle speed equals a second speed. The second speed is less than the first speed. For example, the first and second speeds can be preset speeds, or they can be two speeds determined based on the actual vehicle operating speed; this embodiment does not impose such limitations. It can be seen that during the period from the first to the second time point, the target driving torque gradually decreases from zero and then gradually increases back to zero. That is, during the period from the first to the second time point, the vehicle's power unit outputs a reverse torque, i.e., a negative torque, thereby inhibiting the vehicle from moving forward. This negative torque is equivalent to the vehicle's braking torque, which can quickly reduce the vehicle speed and shorten the braking distance. The third time point is the initial moment when the vehicle comes to a stop. During the period from the second to the third time point, the target driving torque gradually increases from zero. That is, the vehicle's power unit outputs a positive torque. This positive torque can offset a portion of the braking torque output by the vehicle's braking system, thereby effectively reducing the nose-diving / jerkiness of the vehicle during braking. After the vehicle comes to a stop, i.e., after the third moment, the target driving torque gradually decreases until it reaches zero. This fourth moment is the moment when the target driving torque reaches zero.

[0066] It is understood that the curve shown in Figure 3 above is only an illustration and does not constitute a limitation on the embodiments of this application.

[0067] The following examples illustrate possible ways to determine the target drive torque.

[0068] In one possible implementation, if the vehicle initiates braking in response to a user's braking command by pressing the brake pedal, the target driving torque can be determined based on the brake pedal travel detected by sensors and the vehicle speed detected when the driver presses the brake pedal. For example, a pre-defined table can be used to map the correspondence between brake pedal travel, vehicle speed, and the corresponding target driving torque. Then, given the brake pedal travel and vehicle speed, the target driving torque can be determined by looking up the table. Alternatively, for example, the target driving torque can be calculated using a trained model. Specifically, the known brake pedal travel and vehicle speed can be input into the model, and the model can then calculate and output the target driving torque. For example, the model can be a pre-trained neural network model, a machine learning model, or a pre-designed algorithm model, etc., and this application does not limit this.

[0069] In another possible implementation, if the vehicle enters the braking process in response to a braking command issued by the intelligent driving system, the target driving torque can be determined based on the braking torque requested by the intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque. For example, a table mapping the braking torque, vehicle speed, and corresponding target driving torque can be pre-defined. Then, given the requested braking torque and vehicle speed, the corresponding target driving torque can be determined by looking up the table. Alternatively, for example, the target driving torque can be calculated using a trained model. Specifically, the known requested brake pedal travel and vehicle speed can be input into the model, and the model can calculate and output the target driving torque. For example, the model can be a pre-trained neural network model or machine learning model, or a pre-designed algorithm model, etc., and this application embodiment does not limit this.

[0070] In another possible implementation, during comfort braking, the vehicle's braking torque is the sum of the braking torque output by the vehicle's braking system and the target driving torque output by the power unit. A detailed description can be found in Figure 4 below, and will not be elaborated here. Based on this, the vehicle's braking torque and the braking torque output by the braking system can be determined first, and then the target driving torque output by the power unit can be obtained by subtracting the braking torque output by the braking system from the vehicle's braking torque. An example is described below.

[0071] For example, if the vehicle enters the braking process in response to a braking command input by the user pressing the brake pedal, the braking torque of the entire vehicle can be determined based on the vehicle's brake pedal travel detected by sensors and the vehicle speed detected when the driver presses the brake pedal. Specific implementation details can refer to the above description of determining the target driving torque based on brake pedal travel and vehicle speed, which will not be repeated here. Furthermore, the braking torque output by the braking system can be determined based on the detected vehicle brake pedal travel, for example, by looking up a table or calculating using a preset algorithm; this application embodiment does not limit this. Then, the target driving torque output by the power unit can be obtained by subtracting the obtained braking torque of the entire vehicle from the obtained braking torque output by the braking system.

[0072] Alternatively, for example, if the vehicle enters the braking process in response to a braking command issued by the intelligent driving system, the target driving torque can be determined based on the braking torque requested by the intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque. For a detailed implementation, please refer to the above description of determining the target driving torque based on the requested braking torque and vehicle speed; it will not be repeated here. Furthermore, the requested braking torque is the same as the braking torque output by the braking system. Then, the target driving torque output by the power unit can be obtained by subtracting the obtained braking torque of the entire vehicle from the obtained braking torque output by the braking system.

[0073] It is understood that the above-described methods for determining the target drive torque are merely examples and do not constitute a limitation on the embodiments of this application. Exemplarily, in some possible implementations, the process of determining the target drive torque may be executed by the target controller. Alternatively, in other possible implementations, the process of determining the target drive torque may be executed by another controller in the vehicle. After obtaining the target drive torque, the other controller can send the target drive torque to the target controller.

[0074] S202, The target controller controls the vehicle's power unit to output the target drive torque.

[0075] For example, after obtaining the target driving torque, the target controller can control the power device to output a corresponding torque according to the target driving torque. For example, the torque can be adjusted by adjusting parameters such as the current, voltage, or power of the power device; the specific adjustment implementation method in this application embodiment is not limited.

[0076] For example, in one possible implementation, the target controller controlling the vehicle's power unit to output the target drive torque may include, but is not limited to, S301 and S302 below. See Figure 3A for an example.

[0077] S301. At the first and second moments, the drive torque output by the vehicle's power unit is controlled to be zero, and during the period from the first to the second moment, the power unit is controlled to output negative drive torque. This negative drive torque is used to hinder the vehicle from moving forward.

[0078] For example, the first moment and the second moment are the first moment and the second moment described in Figure 3 above. For a detailed description of the first moment, the second moment, and the drive torque output by the power unit during the period from the first moment to the second moment, please refer to the corresponding description in Figure 3 above, which will not be repeated here.

[0079] S302. At the third moment, the power unit is controlled to output a first driving torque. This first driving torque is greater than zero, and during the period from the second moment to the third moment, the driving torque output by the power unit is a positive driving torque that gradually increases from zero to the first driving torque. This positive driving torque is used to propel the vehicle forward.

[0080] For example, the third moment is the third moment described in Figure 3 above. The value of the first driving torque is determined according to the actual operating conditions of the vehicle, and this embodiment does not limit it. For example, the first driving torque is the maximum torque output by the power unit between the second and third moments in Figure 3 above. For a detailed description of the driving torque output by the power unit during the second and third moments, please refer to the corresponding description in Figure 3 above, which will not be repeated here.

[0081] In one possible implementation, during the vehicle braking process described above, the vehicle's braking system also outputs braking torque normally. The total braking torque of the vehicle is then the sum of the required braking torque output by the vehicle's braking system and the target driving torque mentioned above. For ease of understanding, please refer to Figure 4 for an example.

[0082] Compared to Figure 3 above, Figure 4 also provides a schematic diagram illustrating the braking torque curves output by the braking system and the braking torque curves of the entire vehicle. The description of Figure 3 above applies to Figure 4 and will not be repeated here.

[0083] Furthermore, as shown in Figure 4, the braking torque output by the braking system gradually increases from zero to the required braking torque before the first moment. After the first moment, the braking torque output by the braking system remains at the required braking torque. That is, the first moment is the starting moment when the braking system outputs the required braking torque. For example, if the vehicle enters the braking process in response to a braking command input by the user pressing the brake pedal, then the required braking torque is the braking torque corresponding to the detected brake pedal travel. Alternatively, if the vehicle enters the braking process in response to a braking command issued by the intelligent driving system, then the required braking torque is the braking torque requested to be output by the intelligent driving system.

[0084] Furthermore, as shown in Figure 4, the overall vehicle braking torque curve can be obtained by superimposing the target driving torque curve and the braking torque curve output by the braking system. Specifically, the braking torque output by the braking system is the torque that resists the vehicle's forward movement, meaning the direction of the braking torque is opposite to the rotation direction of the wheels. Based on this, during the period from the first moment to the second moment, the target driving torque output by the aforementioned power unit is a negative torque, also a torque with a direction opposite to the rotation direction of the wheels. Therefore, the overall vehicle braking torque obtained by superimposing the negative torque output by the power unit and the braking torque output by the braking system will increase. Specifically, as shown in Figure 4, during the period from the first moment to the second moment, the overall vehicle braking torque is greater than the required braking torque output by the braking system; the increased portion is the negative torque output by the power unit. During the period from the first moment to the second moment, the increase in the overall vehicle braking torque can quickly increase the vehicle's deceleration, thereby rapidly reducing the vehicle's speed and thus reducing the braking distance. During the period from the second moment to the third moment, in order to achieve comfortable braking, the target driving torque output by the aforementioned power unit is a positive torque, with a direction consistent with the rotation direction of the wheels. Therefore, the combined braking torque of the vehicle, resulting from the positive torque output by the power unit and the braking torque output by the braking system, will decrease. Specifically, as shown in Figure 4, during the period from the second to the third moment, the vehicle's braking torque is less than the required braking torque output by the braking system; the reduced portion is the positive torque output by the power unit. During this period, the positive torque output by the power unit can offset a portion of the braking torque output by the vehicle's braking system, reducing the overall braking torque and effectively reducing the vehicle's nose-diving / jerkiness during braking. After the vehicle stops in the third moment, the positive torque output by the power unit gradually decreases until it reaches zero. The vehicle's braking torque also gradually recovers and tends towards the required braking torque output by the braking system.

[0085] In one possible implementation, after the vehicle stops, i.e., after the third moment mentioned above, the braking torque of the entire vehicle can be controlled to the torque required to keep the vehicle stationary. This torque required to keep the vehicle stationary is generally less than the aforementioned required torque. Alternatively, after the target torque output by the power unit is reset to zero, i.e., after the fourth moment mentioned above, the braking system can be controlled to output only the torque required to keep the vehicle stationary. This reduces power consumption and also reduces wear and tear on vehicle components, such as motor wear.

[0086] In the above scheme, comfort braking control is achieved through the vehicle's powertrain. Specifically, during braking, the power unit initially outputs a negative torque to suppress forward movement, essentially acting as braking torque. This negative torque, together with the braking torque output by the vehicle's braking system, quickly reduces the vehicle's speed, increasing deceleration. Then, the power unit's torque is gradually adjusted to a positive value, outputting positive torque that gradually increases. This positive torque counteracts some of the braking torque output by the vehicle's braking system, effectively reducing nose-diving / jerkiness during braking. Furthermore, because the power unit initially outputs negative torque, the overall braking torque increases, correspondingly increasing the vehicle's deceleration. This allows for a rapid reduction in vehicle speed, thus shortening the braking distance. Therefore, even if the power unit subsequently outputs positive torque to reduce the overall braking torque for comfort braking, it doesn't significantly sacrifice, or even reduce, the braking distance. In other words, this scheme achieves comfort braking without significantly sacrificing, or even reducing, braking distance.

[0087] As can be seen from the above introduction, this solution does not require the braking system to participate in comfort braking control; the braking system simply outputs the required braking torque. In other words, this solution achieves comfort braking control throughout the entire braking process solely through the powertrain. This eliminates reliance on the braking system for comfort braking control, eliminating the need for braking system manufacturers to conduct corresponding comfort braking research and development, and avoiding the use of high-cost braking systems with integrated comfort braking features. Furthermore, by dynamically adjusting the torque of the existing powertrain, the vehicle's pitch angle during braking can be reduced, improving vehicle comfort. The powertrain offers advantages such as fast response, accurate response, and high adjustment precision. Compared to some existing solutions that achieve comfort control through the braking system, the powertrain can achieve a faster and more precise braking response. The powertrain control process also generates no noise, resulting in a better driving experience for the user.

[0088] In one possible implementation, the vehicle's braking system can also participate in the control of comfort braking. That is, comfort braking throughout the entire braking process is achieved by coordinating the target driving torque output by the aforementioned power unit and the braking torque output by the braking system. For ease of understanding, an example is provided below with reference to Figure 5.

[0089] Figure 5 exemplarily illustrates the vehicle speed change curve, target drive torque curve, braking torque curve output by the braking system, and overall vehicle braking torque curve. Similar to Figures 3 and 4 above, the speed change curve is marked with the first moment ①, the second moment ②, the third moment ③, and the fourth moment ④. Specific descriptions of these four moments are provided above and will not be repeated here. The descriptions of Figure 3 and the overall vehicle braking torque curve in Figure 4 above apply to Figure 5 and will not be repeated. The difference in Figure 5 compared to Figure 4 is the braking torque curve output by the braking system. Specifically, in Figure 5, the braking torque output by the braking system gradually increases from zero to the required braking torque before the first moment. Between the first and second moments, the braking torque output by the braking system remains at the required braking torque. That is, the first moment is the starting moment when the braking system outputs the required braking torque. Then, to achieve comfortable braking, between the second and third moments, the braking torque output by the braking system gradually decreases from the required braking torque. In the third moment, after the vehicle stops, the braking torque output by the braking system gradually increases and tends to meet the required braking torque.

[0090] Furthermore, as shown in Figure 5, the overall vehicle braking torque curve can be obtained by superimposing the target driving torque curve and the braking torque curve output by the braking system. Specifically, the braking torque output by the braking system is the torque that resists the vehicle's forward movement, meaning the braking torque direction is opposite to the wheel rotation direction. Based on this, during the period from the first moment to the second moment, the target driving torque output by the aforementioned power unit is a negative torque, also a torque with a direction opposite to the wheel rotation direction. Therefore, the overall vehicle braking torque obtained by superimposing the negative torque output by the power unit and the braking torque output by the braking system will increase, as shown in Figure 5. During the period from the first moment to the second moment, the overall vehicle braking torque is greater than the required braking torque output by the braking system; the increased portion is the negative torque output by the power unit. During the period from the first moment to the second moment, the increase in the overall vehicle braking torque can rapidly increase the vehicle's deceleration, thereby rapidly reducing the vehicle speed and thus reducing the braking distance.

[0091] Then, between the second and third time points, to achieve comfortable braking, the braking torque output by the braking system gradually decreases from the required braking torque. Furthermore, the target drive torque output by the aforementioned power unit is a positive torque, with its direction aligned with the wheel rotation direction. Therefore, the total vehicle braking torque, resulting from the superposition of the positive torque output by the power unit and the braking torque output by the braking system, will decrease, as shown in Figure 5. During the second and third time points, the total vehicle braking torque is less than the required braking torque output by the braking system; the decrease is the superposition of the positive torque output by the power unit and the decreased portion of the braking torque output by the braking system. Comparing Figures 5 and 4, it can be seen that during the second and third time points, due to the braking system's involvement in adjusting for comfortable braking, the value of the target drive torque output by the power unit decreases. For example, see Figures 4 and 5. During the second and third time points, assuming the target drive torque output by the power unit in Figure 4 increases from zero to torque 1; furthermore, assuming the target drive torque output by the power unit in Figure 5 increases from zero to torque 2. Then, torque 2 is less than torque 1. For example, during the period from the second to the third time point, the sum of the positive torque output by the power unit and the reduced portion of the braking torque output by the braking system in Figure 5 equals the positive torque output by the power unit in Figure 4. During the period from the second to the third time point, since the braking torque output by the braking system decreases, the positive torque output by the power unit can further offset a portion of the braking torque output by the vehicle's braking system, thus reducing the overall braking torque of the vehicle and effectively reducing the phenomenon of vehicle nodding / jerking during braking.

[0092] Next, at the third moment, after the vehicle stops, the positive torque output by the power unit gradually decreases until it reaches zero. The braking torque output by the braking system also gradually increases and tends towards the required braking torque. The overall vehicle braking torque also gradually increases and tends towards the required braking torque output by the braking system. In another possible implementation, after the vehicle stops, i.e., after the aforementioned third moment, the overall vehicle braking torque can be controlled to be the torque required to keep the vehicle stationary. Alternatively, after the target torque output by the power unit reaches zero, i.e., after the aforementioned fourth moment, the braking system can be controlled to output only the torque required to keep the vehicle stationary. This reduces power consumption and also reduces wear and tear on vehicle components, such as motor wear.

[0093] In the above scheme, the vehicle's braking torque is obtained by superimposing the driving torque of the power unit and the braking torque of the braking system, and the braking system also participates in the adjustment of comfort braking. That is, the control of comfort braking is achieved through the joint efforts of the power unit and the braking system, which can further reduce the braking distance and achieve safer comfort braking. In addition, if the braking system is a hydraulic braking system, its cooperation with the power system can also reduce the amount of hydraulic pressure leakage, reduce the noise during braking, and improve the comfort experience of passengers in the vehicle.

[0094] In one possible implementation, if the vehicle includes both front-wheel drive and rear-wheel drive, then the target drive torque includes both the target drive torque for the front-wheel drive and the target drive torque for the rear-wheel drive. The target drive torque for the front-wheel drive acts on the two front wheels of the vehicle, and the target drive torque for the rear-wheel drive acts on the two rear wheels of the vehicle. That is, the target drive torque obtained above can be the torque distributed between the front-wheel drive and rear-wheel drive. An example is described below.

[0095] In one possible implementation, during comfort braking, for example, during the second to third time intervals shown in Figures 4 or 5 above, the target driving torque of the front-wheel drive and the target driving torque of the rear-wheel drive can be distributed according to a certain ratio. Exemplarily, this distribution ratio can be a preset ratio. Alternatively, the distribution ratio can be a ratio determined based on the actual vehicle operating conditions and the desired comfort target; the method of obtaining this distribution ratio is not limited in this embodiment. Exemplarily, in this implementation, during the vehicle braking process, the braking torque of the entire vehicle is the torque obtained by superimposing the braking torque output by the vehicle's braking system, the target driving torque of the front-wheel drive, and the target driving torque of the rear-wheel drive. For ease of understanding, please refer to Figures 5A to 5D for examples.

[0096] Figure 5A is a modification of Figure 4. Unlike Figure 4, Figure 5A modifies the target drive curve shown in Figure 4 to obtain target drive torque curves for both the front-wheel drive and rear-wheel drive. For example, in Figure 5A, during the period from the first time point to the second time point, the target drive torque output by the aforementioned power unit for the front-wheel drive is negative, while the target drive torque output for the rear-wheel drive is zero. That is, during the period from the first time point to the second time point, the braking torque of the entire vehicle can be increased solely through the target drive torque of the front-wheel drive. Alternatively, in another possible implementation, as shown in Figure 5B, during the period from the first time point to the second time point, the target drive torque output by the aforementioned power unit for the front-wheel drive is zero, while the target drive torque output for the rear-wheel drive is negative. That is, during the period from the first time point to the second time point, the braking torque of the entire vehicle can be increased solely through the target drive torque of the rear-wheel drive. Alternatively, in another possible implementation, as shown in Figure 5C, during the period from the first time point to the second time point, the target drive torque output by the aforementioned power unit for the front-wheel drive and the target drive torque output for the rear-wheel drive are negative torques distributed in a certain proportion. For example, the superposition of the front-drive negative torque and the rear-drive negative torque can be equal to the negative torque during the period from the first time point to the second time point shown in Figure 4. How the target drive torque of the front-drive and the target drive torque of the rear-drive are specifically allocated during the period from the first time point to the second time point can be set according to actual application requirements, and this application embodiment does not impose any restrictions on this. As for the allocation methods in Figures 5A and 5B, providing negative torque only through the front-drive or rear-drive system can reduce the cost of torque allocation calculation and control, thus possessing a certain degree of economic efficiency.

[0097] For example, in Figure 5A, during the period from the second time point to the fourth time point, the power unit can output the target drive torque of the front drive and the target drive torque of the rear drive according to a certain distribution ratio. For example, during the period from the second time point to the fourth time point, the superposition of the target drive torque of the front drive and the target drive torque of the rear drive can be equal to the target drive torque during the period from the second time point to the fourth time point shown in Figure 4 above. For example, the superposition of torque 3 and torque 4 in Figure 5A is equal to torque 1 in Figure 4.

[0098] Based on the above description, in the situations shown in Figures 5A, 5B, and 5C, during the vehicle braking process, the required braking torque output by the vehicle's braking system, the target driving torque output by the power unit for the front drive, and the target driving torque for the rear drive can be superimposed to obtain the vehicle's overall braking torque. Further details can be found in the relevant description in Figure 4 above, and will not be repeated here.

[0099] Figure 5D is a variation of Figure 5. That is, in Figure 5D, the vehicle's braking system can also participate in comfort braking control. Compared to Figure 5, Figure 5D differs in that the target drive curve shown in Figure 5 is modified to obtain the target drive torque curves for both the front-wheel drive and rear-wheel drive. For a description of the target drive torque curves for the front-wheel drive and rear-wheel drive during the first to second time points, please refer to the corresponding descriptions in Figures 5A to 5C above; they will not be repeated here.

[0100] For example, in Figure 5D, during the period from the second time point to the fourth time point, the power unit can output the target drive torque of the front-wheel drive and the target drive torque of the rear-wheel drive according to a certain distribution ratio. For example, during the period from the second time point to the fourth time point, the superposition of the target drive torque of the front-wheel drive and the target drive torque of the rear-wheel drive can be equal to the target drive torque during the period from the second time point to the fourth time point as shown in Figure 5. For example, the superposition of torque 5 and torque 6 in Figure 5D is equal to torque 2 in Figure 5.

[0101] Based on the above description, in the situation shown in Figure 5D, during the vehicle braking process, the braking torque output by the vehicle's braking system, the target driving torque of the front-wheel drive output by the power unit, and the target driving torque of the rear-wheel drive can be superimposed to obtain the vehicle's overall braking torque. Further details can be found in the relevant description in Figure 5 above, and will not be repeated here.

[0102] In one possible implementation, before obtaining the target drive torque of the vehicle in step S201, it is necessary to first determine whether the real-time condition of the vehicle meets a first condition. This first condition is the condition for determining whether the vehicle can activate comfort braking control. If the first condition is met, it indicates that comfort braking control can be activated, meaning the braking control method described above can be executed.

[0103] For example, the first condition includes at least one of the following: the vehicle's real-time braking deceleration is within a first preset range; the vehicle's real-time speed is lower than a preset speed; the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance; the vehicle's real-time brake pedal travel is within a second preset range; and the vehicle's real-time brake pedal travel rate of change is within a third preset range. For example, the numerical value corresponding to the deceleration mentioned in the embodiments of this application refers to a scalar value.

[0104] For example, the first preset interval mentioned above could be [0, 15] m / s 2 Alternatively, it could be another reasonable deceleration range.

[0105] The preset speed can be any value between 30KPH and 70KPH, or it can be any other reasonable preset speed value.

[0106] The preset distance can be any value between 100m and 200m, or it can be other reasonable preset distance values.

[0107] The second preset interval mentioned above can be [0, 10] cm. Alternatively, it can be any other reasonable preset interval.

[0108] The third preset interval mentioned above can be [0, 5] cm / s. Alternatively, it can be any other reasonable preset interval.

[0109] For example, the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed can be set for different vehicles or different driving environments. This application embodiment does not limit this.

[0110] For example, in addition to the first condition listed above, the first condition may also include: the front axle suspension height of the vehicle is lower than the rear axle suspension height of the vehicle, the traffic light in front of the vehicle is red, or there is a pedestrian crossing in front of the vehicle, etc. Here, the four-wheel height of the active suspension refers to the height of the active suspension on all four wheels from the ground. It is understood that these conditions listed in the embodiments of this application are merely examples and do not constitute a limitation on the embodiments of this application.

[0111] Based on the above technical solution, due to the special nature of comfort braking, it can only be completed under certain conditions to avoid the corresponding safety hazards caused by using comfort braking in emergency situations, thereby increasing the safety of comfort braking.

[0112] In some possible embodiments, during comfort braking, such as during the aforementioned vehicle braking process, the vehicle also needs to determine whether it still meets the first condition during this period. If the vehicle fails to meet the first condition at any moment, it may indicate a sudden change in the vehicle's driving environment. For example, another target may suddenly appear in front of the vehicle, or an emergency may occur in the driver's cabin. To ensure the safety of the user, passengers, and other targets on the road, comfort braking needs to be stopped, and braking control should be fully transferred to the user or the vehicle's intelligent driving system. Of course, even if another target suddenly appears in front of the vehicle, if the vehicle still meets the first condition, it indicates that the current driving environment is still good. In this case, comfort braking does not need to be stopped; it is only necessary to re-determine the target drive torque or plan the preset curve information. Based on the above technical solution, if the vehicle's driving environment changes during comfort braking, by re-confirming whether the vehicle meets the first condition, and if the vehicle meets the first condition, the target drive torque is re-planned. This avoids situations where, in the event of an emergency during comfort braking, the inability to avoid a traffic accident due to the inability to take emergency evasive action, further increasing the safety of comfort braking.

[0113] In some possible embodiments, the vehicle's comfort braking function may be activated automatically after power-on, or it may be activated by a specified comfort braking function activation command after the vehicle is powered on.

[0114] For example, after the vehicle is powered on, the status of the comfort braking function switch since the last power-on is obtained. If the comfort braking function was enabled since the last power-on, it indicates that the comfort braking function can be activated now. If the comfort braking function was disabled since the last power-on, a prompt message can be sent to the user to ask whether to activate the vehicle's comfort braking function. Upon detecting the user's activation command, the vehicle's comfort braking function is activated.

[0115] In some possible embodiments, the above-mentioned prompts may be voice prompts, text prompts, video prompts, or other forms of prompts, and this application embodiment does not limit them.

[0116] In some possible embodiments, the activation command may be an operation command by the user to a physical control button on the vehicle's center console, a touch command by the user to a virtual button on the vehicle's center console display screen, or a voice command, gesture command, or other command. This application embodiment does not limit this.

[0117] In some possible embodiments, the comfort braking function switch status after the last vehicle power-on refers to whether the comfort braking function was available during the last vehicle startup.

[0118] In some possible embodiments, after the vehicle is powered on, the availability of the vehicle and system can also be detected. If the vehicle and system are determined to be available, the aforementioned process of obtaining the comfort braking function switch status since the last vehicle power-on and subsequent operations is performed. If the vehicle and system are determined to be unavailable, it indicates that the comfort braking function is unavailable.

[0119] In some possible embodiments, the availability of the vehicle and system is detected, specifically by detecting the presence of factors that affect the vehicle's comfortable braking, such as a damaged brake pedal or a broken brake master cylinder.

[0120] In some possible embodiments, during comfort braking, it is possible to detect whether the vehicle is in an overbrake or underbrake state. The specific detection method is not limited in this application. If the vehicle is in an overbrake or underbrake state, it will not only affect comfort but also driving safety. Therefore, during comfort braking, it is also necessary to monitor whether the vehicle is in an underbrake or overbrake state in real time. If it is determined that the vehicle is in an underbrake or overbrake state, comfort braking is disengaged and normal braking is performed. Alternatively, if it is determined that the vehicle is in an underbrake or overbrake state, the target drive torque is re-determined, and the vehicle braking is controlled according to the re-determined target drive torque.

[0121] In one possible implementation, please refer to Figure 6, which is a flowchart illustrating another braking control method provided in an embodiment of this application. As shown in Figure 6, the method includes:

[0122] S601, Obtain target information.

[0123] For example, the target information may include at least one of the following: real-time braking deceleration of the vehicle, real-time vehicle speed, real-time distance between the vehicle and the obstacle, real-time brake pedal travel of the vehicle, real-time brake pedal travel rate of change of the vehicle, front and rear axle suspension height of the vehicle, status of traffic lights in front of the vehicle, and whether there is a pedestrian crossing in front of the vehicle, etc.

[0124] S602. Determine whether to perform comfort braking based on target information.

[0125] For example, the decision can be based on whether the target information meets the first condition described above. See the foregoing description for details, which will not be repeated here. Specifically, if the first condition is met, step S603 is executed; otherwise, step S607 is executed.

[0126] S603, Obtain the target drive torque.

[0127] For example, the specific implementation of obtaining the target driving torque can be referred to the description in the aforementioned step S201, which will not be repeated here.

[0128] S604. Determine whether the vehicle is in an under-braking or over-braking state.

[0129] Specifically, during comfort braking, it is determined in real time whether the vehicle is in an under-braking or over-braking state. If the vehicle is neither in an under-braking nor over-braking state, step S603 is executed. If the vehicle is in an under-braking or over-braking state, step S607 is executed.

[0130] S605. Determine if the vehicle has stopped.

[0131] Specifically, the system determines whether the vehicle has stopped based on its driving information. This driving information can be the vehicle's speed, wheel speed, or wheel speed pulses, or other information, which is not limited here. If the vehicle stops, proceed to step S606. If the vehicle has not stopped, continue with step S603.

[0132] S606, restore braking torque or park.

[0133] Specifically, the braking torque can be restored to the torque required to keep the vehicle stationary. The vehicle's automatic parking system is activated when the braking torque reaches the required level to keep the vehicle stationary. Alternatively, the automatic parking system is activated when the vehicle is stationary.

[0134] S607, standard braking.

[0135] Specifically, if comfort braking continues when the vehicle is in a state of under-braking or over-braking, it will affect driving safety. Therefore, when the vehicle is in a state of under-braking or over-braking, the vehicle will be controlled to exit comfort braking and perform normal braking.

[0136] In one possible implementation, referring to FIG7, FIG7 is a schematic diagram of a braking processing device provided in an embodiment of this application. The braking processing device 700 shown in FIG7 can be a target controller for implementing any of the methods described in FIG2 and its possible embodiments. As shown in FIG7, the braking processing device 700 includes a detection module 701, a judgment module 702, a control module 703, an execution module 704, and a monitoring module 705.

[0137] The aforementioned detection module 701 is used to detect and acquire target information of the vehicle.

[0138] This target information can be found in the relevant description in step S601 above, and will not be repeated here.

[0139] Specifically, the system can collect and fuse information from various modules in real time, including information stored in the braking ECU (such as the last activation status of the comfort braking function), vehicle instrument panel or button inputs, driver input information (such as the travel of the accelerator or brake pedal), vehicle sensor modules (such as those that can detect and acquire wheel speed, vehicle speed, or acceleration), connectivity modules (such as those that can acquire information about surrounding vehicles), environmental perception modules (such as those that can detect the presence of obstacles, distance to obstacles, traffic light and zebra crossing information), and associated ECUs (such as those that can detect and acquire the height of the four wheels of the active suspension). This information is then processed to obtain the vehicle's target information.

[0140] The judgment module 702 is used to determine whether the vehicle should perform comfort braking based on the vehicle's target information.

[0141] For details on the specific judgment process, please refer to the aforementioned content, which will not be described here again.

[0142] Control module 703, if the vehicle is equipped with an active suspension and has an external response interface, can cooperate with the braking system and / or power unit to achieve a comfortable braking effect throughout the entire braking process. If the vehicle is equipped with a conventional suspension and comfort braking is determined to be required, the aforementioned target controller dynamically adjusts the power unit according to a specified target drive torque curve. This adjustment may differ from the required braking torque corresponding to the vehicle's brake pedal travel or the required braking torque requested by the intelligent driving system. When the vehicle comes to a stop, the specified braking torque is restored to the torque that keeps the vehicle stationary, and is not necessarily the torque requested by the intelligent driving system or corresponding to the driver's brake pedal travel.

[0143] The execution module 704 is used to adjust the output torque of the vehicle's power unit according to the target drive torque curve in response to the instructions of the target controller, without limiting the specific adjustment method.

[0144] The monitoring module 705 is used to monitor in real time whether the vehicle is in an under-braking state or an over-braking state based on the data collected by the detection module 701 and the overall vehicle status.

[0145] It should be noted that the implementation process of the above-mentioned detection module 701, judgment module 702, control module 703, execution module 704 and monitoring module 705 can be found in the relevant descriptions in S201 and S202 and their possible implementations, and will not be described again here.

[0146] The foregoing mainly describes the methods provided in the embodiments of this application. It is understood that the target controller for the vehicle, in order to achieve the corresponding functions, includes hardware structures and / or software modules for executing each function. Based on the units and steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0147] This application embodiment can divide the device into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0148] In the case of dividing each functional module according to its corresponding function, embodiments of this application also provide a vehicle controller for implementing any of the above methods. For example, a controller is provided that includes a unit (or means) for implementing each step in any of the above methods.

[0149] For example, please refer to Figure 8, which is a schematic diagram of the structure of a controller 800 provided in an embodiment of this application. The controller 800 shown in Figure 8 can be a target controller for implementing any of the methods described in Figure 2 and its possible embodiments. The controller 800 may include a control unit 801.

[0150] The control unit 801 is used to perform the following operations during the vehicle's braking process: at a first moment and a second moment, the drive torque output by the vehicle's power unit is controlled to be zero, and during the period from the first moment to the second moment, the power unit is controlled to output negative drive torque. At a third moment, the power unit is controlled to output a first drive torque.

[0151] The first driving torque is greater than zero, and between the second and third moments, the driving torque output by the power unit gradually increases from zero to the first driving torque as a positive driving torque. Negative driving torque is used to impede the vehicle's forward movement. Positive driving torque is used to propel the vehicle forward. The first moment is when the vehicle's speed equals the first speed; the second moment is when the vehicle's speed equals the second speed, which is less than the first speed; and the third moment is the initial moment when the vehicle comes to a standstill.

[0152] For example, the control unit 801 can be implemented as the control module 703 shown in FIG7 above.

[0153] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the required braking torque output by the vehicle's braking system and the driving torque output by the power unit. The required braking torque is the braking torque corresponding to the travel of the vehicle's brake pedal, or it is the braking torque requested by the vehicle's intelligent driving system.

[0154] In one possible implementation, during vehicle braking, the total braking torque of the vehicle is obtained by superimposing the braking torque output by the vehicle's braking system and the driving torque output by the power unit. Specifically, between the second and third moments, the braking torque output by the braking system gradually decreases from the required braking torque.

[0155] In one possible implementation, the drive torque output by the power unit during the braking process of the vehicle is determined based on the vehicle's brake pedal travel and the vehicle speed detected when the driver depresses the brake pedal.

[0156] Alternatively, the drive torque output by the power unit during the vehicle's braking process is determined based on the braking torque requested by the vehicle's intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque.

[0157] In one possible implementation, after the third moment, the driving torque output by the power unit gradually decreases until it reaches zero. After the driving torque output by the power unit drops to zero, the braking torque output by the vehicle's braking system is the braking torque required to keep the vehicle stationary.

[0158] In one possible implementation, the first moment is the starting moment when the vehicle's braking system outputs the required braking torque.

[0159] In one possible implementation, the vehicle includes front-wheel drive and rear-wheel drive, and the drive torque output by the power unit includes the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive. During the period from the first time point to the second time point, the drive torque of the front-wheel drive is zero, and the drive torque of the rear-wheel drive gradually decreases from zero and then gradually increases back to zero. Alternatively, during the period from the first time point to the second time point, the drive torque of the front-wheel drive gradually decreases from zero and then gradually increases back to zero, while the drive torque of the rear-wheel drive is zero. During the period from the second time point to the third time point, the drive torque of the front-wheel drive and the drive torque of the rear-wheel drive are proportionally distributed, and both gradually increase from zero.

[0160] In one possible implementation, during vehicle braking, the power unit outputs the driving torque corresponding to the period from the first moment to the third moment, provided that the vehicle's real-time conditions meet a first condition. The first condition includes at least one of the following: the vehicle's real-time braking deceleration is within a first preset range; the vehicle's real-time speed is lower than a preset speed; the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance; the vehicle's real-time brake pedal travel is within a second preset range; and the vehicle's real-time brake pedal travel rate of change is within a third preset range.

[0161] The specific operation and beneficial effects of each unit in the controller 800 shown in Figure 8 can be found in the descriptions in Figure 2 and its possible embodiments above, and will not be repeated here.

[0162] It should be understood that the division of the units in the controller described above is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the controller can be implemented by a processor calling software; for example, the controller includes a processor connected to memory, which stores instructions. The processor calls the instructions stored in memory to implement any of the above methods or to implement the functions of each unit in the controller. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal to the controller or external to it. Alternatively, the units in the controller can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the controller can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0163] In this application embodiment, a processor is a circuit with data processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a Neural Network Processing Unit (NPU), Tensor Processing Unit (TPU), or Deep Learning Processing Unit (DPU).

[0164] As can be seen, each unit in the controller above can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0165] Furthermore, the units in the above controller can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the controller. The at least one processor can be of different types, such as CPU and FPGA, CPU and AI processor, CPU and GPU, etc.

[0166] For example, referring to Figure 9, which is a schematic diagram of the structure of a possible physical entity of the controller provided in this application. The controller 900 shown in Figure 9 can be the controller of the first vehicle in the method described in the above embodiments. The controller 900 includes: a processor 901, a memory 902, and a communication interface 903. The processor 901, the communication interface 903, and the memory 902 can be interconnected or interconnected via a bus 904.

[0167] For example, memory 902 is used to store computer programs and data of controller 900. Memory 902 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0168] The software or program code required for all or part of the functions of the controller in the above method embodiments is stored in memory 902.

[0169] In one possible implementation, if the software or program code required for some functions is stored in memory 902, then in addition to calling the program code in memory 902 to implement some functions, processor 901 can also cooperate with other components to complete other functions described in the method embodiment. For example, it can cooperate with communication interface 903 to implement the function of receiving or sending data.

[0170] There can be multiple communication interfaces 903, which are used to support the controller 900 in communication, such as receiving or sending data or signals.

[0171] For example, processor 901 can be a CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types, etc. Processor 901 can be used to read the program stored in memory 902 and execute the operations performed by the target controller in FIG2 and its possible embodiments.

[0172] The specific operation and beneficial effects of each unit in the controller 900 shown in Figure 9 can be found in the descriptions in Figure 2 and its possible method embodiments above, and will not be repeated here.

[0173] This application also provides a vehicle that includes the target controller described in any of the above embodiments.

[0174] This application also provides a chip, which includes a processor and a memory. The memory stores computer programs or computer instructions, and the processor executes the computer programs or computer instructions stored in the memory, causing the chip to perform the operations performed by the controller of the first vehicle in FIG2 and its possible embodiments.

[0175] This application also provides a computer-readable storage medium storing a computer program or computer instructions, which are executed by a processor to implement the method implemented by the controller of the first vehicle in FIG2 and its possible embodiments. Exemplarily, the computer-readable storage medium may include, but is not limited to, various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0176] This application also provides a computer program product. When the computer program product is read and executed by a computer, the method implemented by the controller of the first vehicle in FIG2 and its possible embodiments will be executed. Exemplarily, the computer program product includes, but is not limited to, a computer program, code, or electronic (digital) signals used to transmit computer program instruction codes that can implement the method when the computer runs.

[0177] It should be understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0178] It should also be understood that the term “comprising” (also referred to as “includes”, “including”, “comprises” and / or “comprising”) as used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0179] It should also be understood that the phrases "an embodiment," "an embodiment," and "a possible implementation" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment or implementation is included in at least one embodiment of this application. Therefore, the phrases "in an embodiment," "an embodiment," or "a possible implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0180] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A braking control method, characterized in that, The method includes: during the braking process of the vehicle, At the first and second moments, the driving torque output by the power unit of the vehicle is controlled to be zero, and during the period from the first to the second moment, the power unit is controlled to output negative driving torque; the negative driving torque is used to hinder the vehicle from moving forward. At the third moment, the power unit is controlled to output a first driving torque; the first driving torque is greater than zero, and during the period from the second moment to the third moment, the driving torque output by the power unit is a positive driving torque that gradually increases from zero to the first driving torque; the positive driving torque is used to drive the vehicle forward. The first moment is the moment when the vehicle's speed equals the first speed, the second moment is the moment when the vehicle's speed equals the second speed, the second speed being less than the first speed, and the third moment is the moment when the vehicle comes to a standstill.

2. The method according to claim 1, characterized in that, During the braking process of the vehicle, the braking torque of the entire vehicle is obtained by superimposing the required braking torque output by the vehicle's braking system and the driving torque output by the power unit. The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

3. The method according to claim 1, characterized in that, During the braking process of the vehicle, the braking torque of the entire vehicle is obtained by superimposing the braking torque output by the vehicle's braking system and the driving torque output by the power unit; wherein, during the period from the second moment to the third moment, the braking torque output by the braking system gradually decreases from the required braking torque. The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

4. The method according to any one of claims 1-3, characterized in that, The driving torque output by the power unit during the braking process of the vehicle is determined based on the vehicle's brake pedal travel and the vehicle speed detected when the driver depresses the brake pedal. Alternatively, the driving torque output by the power unit during the vehicle's braking process is determined based on the braking torque requested by the vehicle's intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque.

5. The method according to any one of claims 1-4, characterized in that, After the third moment, the driving torque output by the power unit gradually decreases until it reaches zero; after the driving torque output by the power unit drops to zero, the braking torque output by the vehicle's braking system is the braking torque required to keep the vehicle stationary.

6. The method according to any one of claims 1-5, characterized in that, The first moment is the starting moment when the braking system of the vehicle outputs the required braking torque; The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

7. The method according to any one of claims 1-6, characterized in that, The vehicle includes front-wheel drive and rear-wheel drive, and the driving torque output by the power unit includes the driving torque of the front-wheel drive and the driving torque of the rear-wheel drive. During the period from the first time point to the second time point, the driving torque of the front-wheel drive is zero, and the driving torque of the rear-wheel drive gradually decreases from zero and then gradually increases back to zero; or, during the period from the first time point to the second time point, the driving torque of the front-wheel drive gradually decreases from zero and then gradually increases back to zero, and the driving torque of the rear-wheel drive is zero. During the period from the second time point to the third time point, the driving torque of the front drive and the driving torque of the rear drive are distributed proportionally, and both gradually increase from zero.

8. The method according to any one of claims 1-7, characterized in that, During the braking process of the vehicle, the power unit outputs the driving torque corresponding to the period from the first moment to the third moment when the real-time condition of the vehicle meets the first condition. The first condition includes at least one of the following: the real-time braking deceleration of the vehicle is within a first preset range; the real-time speed of the vehicle is lower than a preset speed; the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance; the real-time brake pedal travel of the vehicle is within a second preset range; and the real-time brake pedal travel rate of the vehicle is within a third preset range.

9. A vehicle controller, characterized in that, The controller includes a control unit, which is configured to perform the following operations during vehicle braking: At the first and second moments, the driving torque output by the power unit of the vehicle is controlled to be zero, and during the period from the first to the second moment, the power unit is controlled to output negative driving torque; the negative driving torque is used to hinder the vehicle from moving forward. At the third moment, the power device is controlled to output a first driving torque; the first driving torque is greater than zero, and during the period from the second moment to the third moment, the driving torque output by the power device is a positive driving torque that gradually increases from zero to the first driving torque; The positive drive torque is used to propel the vehicle forward. The first moment is the moment when the vehicle's speed equals the first speed, the second moment is the moment when the vehicle's speed equals the second speed, the second speed being less than the first speed, and the third moment is the moment when the vehicle comes to a standstill.

10. The controller according to claim 9, characterized in that, During the braking process of the vehicle, the braking torque of the entire vehicle is obtained by superimposing the required braking torque output by the vehicle's braking system and the driving torque output by the power unit. The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

11. The controller according to claim 8, characterized in that, During the braking process of the vehicle, the braking torque of the entire vehicle is obtained by superimposing the braking torque output by the vehicle's braking system and the driving torque output by the power unit; wherein, during the period from the second moment to the third moment, the braking torque output by the braking system gradually decreases from the required braking torque. The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

12. The controller according to any one of claims 9-11, characterized in that, The driving torque output by the power unit during the braking process of the vehicle is determined based on the vehicle's brake pedal travel and the vehicle speed detected when the driver depresses the brake pedal. Alternatively, the driving torque output by the power unit during the vehicle's braking process is determined based on the braking torque requested by the vehicle's intelligent driving system and the vehicle speed detected when the intelligent driving system requests the braking torque.

13. The controller according to any one of claims 9-12, characterized in that, After the third moment, the driving torque output by the power unit gradually decreases until it reaches zero; after the driving torque output by the power unit drops to zero, the braking torque output by the vehicle's braking system is the braking torque required to keep the vehicle stationary.

14. The controller according to any one of claims 9-13, characterized in that, The first moment is the starting moment when the braking system of the vehicle outputs the required braking torque; The required braking torque is the braking torque corresponding to the brake pedal travel of the vehicle, or the required braking torque is the braking torque requested to be output by the vehicle's intelligent driving system.

15. The controller according to any one of claims 9-14, characterized in that, The vehicle includes front-wheel drive and rear-wheel drive, and the driving torque output by the power unit includes the driving torque of the front-wheel drive and the driving torque of the rear-wheel drive. During the period from the first time point to the second time point, the driving torque of the front-wheel drive is zero, and the driving torque of the rear-wheel drive gradually decreases from zero and then gradually increases back to zero; or, during the period from the first time point to the second time point, the driving torque of the front-wheel drive gradually decreases from zero and then gradually increases back to zero, and the driving torque of the rear-wheel drive is zero. During the period from the second time point to the third time point, the driving torque of the front drive and the driving torque of the rear drive are distributed proportionally, and both gradually increase from zero.

16. The controller according to any one of claims 9-15, characterized in that, During the braking process of the vehicle, the power unit outputs the driving torque corresponding to the period from the first moment to the third moment when the real-time condition of the vehicle meets the first condition; the first condition includes at least one of the following: the real-time braking deceleration of the vehicle is within a first preset range, the real-time speed of the vehicle is lower than a preset speed, the real-time distance between the vehicle and the obstacle is greater than or equal to a preset distance, the real-time brake pedal travel of the vehicle is within a second preset range, and the real-time brake pedal travel rate of the vehicle is within a third preset range.

17. A vehicle controller, characterized in that, The controller includes a processor and a memory, wherein the memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, causing the controller to perform the method as described in any one of claims 1-8.

18. A vehicle, characterized in that, The vehicle includes a controller as described in any one of claims 9-16, or includes a controller as described in claim 17.

19. A computer program product, characterized in that, When the computer program product is executed by a processor, the method described in any one of claims 1-8 will be implemented.

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