Feedback brake anti-lock control method, device, system and vehicle for vehicle

Abstract

The embodiment of the specification discloses a feedback brake anti-lock control method, device, system and vehicle for a vehicle, the method comprising: if the required feedback torque of a plurality of wheels, the braking state of a hydraulic brake module and the lock tendency of at least one wheel meet a first preset condition, activating a feedback brake anti-lock mode; wherein the braking state of the hydraulic brake module comprises the state of a hydraulic brake anti-lock unit, and the first preset condition comprises: the state of the hydraulic brake anti-lock unit is a fault state; when the feedback brake anti-lock mode is in an activated state, adjusting the actual feedback torque output by the motor according to the lock tendency of the wheel and the required feedback torque. In this way, when the first preset condition is met, the actual feedback torque output by the motor can be adjusted by activating the feedback brake anti-lock mode, and then the anti-lock control of the wheel can be performed according to the adjusted actual feedback torque, thereby improving the stability of the vehicle driving.

Description

Technical Field

[0001] This specification relates to the field of vehicle technology, and more particularly to a regenerative braking anti-lock braking control method, device, system, and vehicle for vehicles. Background Technology

[0002] With rapid economic and technological development, automobiles have gradually become a necessity in people's lives. During operation, automobiles inevitably experience malfunctions due to various reasons.

[0003] The braking system is one of the most important systems in a car. If it malfunctions, it may affect the stability of the car. For example, if the anti-lock braking system (ABS) in the car's braking system malfunctions, the stability of the car will decrease, or it may even lose control.

[0004] The stability of a car is closely related to people's lives and property. Therefore, how to deal with a braking failure in order to improve the car's driving stability is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] This specification provides a method, apparatus, system, and vehicle for regenerative braking anti-lock braking control of a vehicle, which helps to improve the driving stability of the vehicle.

[0006] This specification provides a method for regenerative braking anti-lock braking control for a vehicle. The vehicle includes multiple wheels, multiple motors, and a hydraulic braking module. Each motor drives one wheel. The method includes: activating a regenerative braking anti-lock braking mode if the required regenerative torque of the multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet a first preset condition; wherein the hydraulic braking module includes a hydraulic braking anti-lock unit, the braking state of the hydraulic braking module includes the state of the hydraulic braking anti-lock unit, and the first preset condition includes: the state of the hydraulic braking anti-lock unit is a fault state; when the regenerative braking anti-lock braking mode is activated, adjusting the actual regenerative torque output by the motor according to the locking tendency of the wheel and the required regenerative torque.

[0007] This specification provides a regenerative braking anti-lock braking control device for a vehicle. The vehicle includes multiple wheels, multiple motors, and a hydraulic braking module. Each motor drives one wheel. The device includes: an activation module, configured to activate a regenerative braking anti-lock braking mode if the required regenerative torque of the multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet a first preset condition; wherein the hydraulic braking module includes a hydraulic braking anti-lock unit, the braking state of the hydraulic braking module includes the state of the hydraulic braking anti-lock unit, and the first preset condition includes: the state of the hydraulic braking anti-lock unit being a fault state; and an adjustment module, configured to adjust the actual regenerative torque output by the motor according to the locking tendency of the wheel and the required regenerative torque when the regenerative braking anti-lock braking mode is activated.

[0008] This specification provides a regenerative braking anti-lock braking system for a vehicle, comprising: multiple wheels of the vehicle, multiple motors, and a hydraulic braking module, wherein each motor drives one of the wheels, and the regenerative braking anti-lock braking system is used to implement any of the above-described regenerative braking anti-lock braking control methods for vehicles.

[0009] This specification provides a vehicle including any of the above-described regenerative braking anti-lock braking systems for vehicles.

[0010] In the above-described embodiment, the vehicle includes multiple wheels, multiple motors, and a hydraulic braking module. Each motor drives one wheel. If the required feedback torque of the multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet a first preset condition, then the regenerative braking anti-lock braking mode is activated. The hydraulic braking module includes a hydraulic braking anti-lock unit, and the braking state of the hydraulic braking module includes the state of the hydraulic braking anti-lock unit. The first preset condition includes that the state of the hydraulic braking anti-lock unit is a fault state. When the regenerative braking anti-lock braking mode is activated, the actual feedback torque output by the motor is adjusted according to the wheel's locking tendency and required feedback torque. Thus, when the first preset condition is met, the actual feedback torque output by the motor can be adjusted by activating the regenerative braking anti-lock braking mode, thereby controlling wheel anti-lock based on the adjusted actual feedback torque and improving vehicle driving stability. Attached Figure Description

[0011] Figure 1 A schematic diagram of the regenerative braking anti-lock braking system provided for the embodiments of this specification.

[0012] Figure 2 A schematic diagram of the regenerative braking anti-lock braking system provided for the embodiments of this specification.

[0013] Figure 3a A schematic diagram of the degradation logic of an existing hydraulic braking module provided for embodiments of this specification.

[0014] Figure 3b This is a schematic diagram of the degradation logic of the regenerative braking anti-lock braking system provided for the implementation of this specification.

[0015] Figure 4 This is a flowchart illustrating the regenerative braking anti-lock braking control method provided in the embodiments of this specification.

[0016] Figure 5 A logic diagram of the regenerative braking anti-lock braking control method provided in the embodiments of this specification.

[0017] Figure 6a A schematic diagram illustrating the control effect of the regenerative braking anti-lock braking system provided in the embodiments of this specification.

[0018] Figure 6b A schematic diagram illustrating the control effect of the regenerative braking anti-lock braking system provided in the embodiments of this specification.

[0019] Figure 6c A schematic diagram illustrating the control effect of the regenerative braking anti-lock braking system provided in the embodiments of this specification.

[0020] Figure 7 This is a flowchart illustrating the wheel slip ratio determination method provided in the embodiments of this specification.

[0021] Figure 8 A schematic diagram of the regenerative braking anti-lock braking control device provided for the embodiments of this specification.

[0022] Figure 9 A schematic diagram of the structure of a computer device provided for embodiments of this specification. Detailed Implementation

[0023] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0024] When a vehicle is braking, coasting on a low-traction surface, or momentarily airborne after leaving a speed bump, wheel lock-up is likely due to the low road adhesion. If the vehicle's anti-lock braking system (ABS) malfunctions at this time, ensuring vehicle stability is crucial. In the field of new energy vehicles, when the vehicle requires ABS but the hydraulic braking module malfunctions, stability is typically maintained by disabling regenerative braking or by reducing its intensity. For example, a stability coefficient is added to the original regenerative braking intensity to weaken it. However, abruptly canceling regenerative braking can cause a sudden decrease in vehicle deceleration, resulting in forward lurching, driver discomfort, and potential hazards. Furthermore, these technologies cannot effectively handle changes in road adhesion; when the vehicle leaves a low-traction surface, the regenerative braking intensity may not return to normal, leading to reduced efficiency and driver discomfort when operating the accelerator.

[0025] Therefore, in order to improve vehicle driving stability when the anti-lock braking system (ABS) in the vehicle's hydraulic braking module fails or is ineffective, a regenerative braking anti-lock braking mode can be activated when the required feedback torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet a first preset condition. When the regenerative braking anti-lock braking mode is activated, the actual feedback torque output by the motor is adjusted according to the wheel locking tendency and the required feedback torque. The wheel is then controlled to prevent locking by adjusting the actual feedback torque, thereby improving the vehicle's driving stability.

[0026] This specification provides an embodiment of a regenerative braking anti-lock braking system for vehicles. Please refer to [link / reference]. Figure 1 It includes multiple wheels of the vehicle, multiple motors and a hydraulic braking module, with each motor driving one wheel.

[0027] The hydraulic braking module may include a vehicle stability controller, multiple hydraulic brakes, and multiple wheel speed sensors. Specifically, the vehicle stability controller is a controller within the vehicle that controls the hydraulic braking module to apply hydraulic braking, i.e., a hydraulic brake controller. Each wheel speed sensor detects the wheel speed of one wheel and transmits the detected wheel speed to the vehicle controller. The vehicle stability controller can communicate with multiple wheel speed sensors, determining the hydraulic braking force based on the detected wheel speed and applying it to the wheels via the hydraulic brakes. The hydraulic brakes are the actuators of the hydraulic braking module, converting the brake fluid pressure established by the vehicle stability controller and related mechanisms into hydraulic braking force on the wheels.

[0028] In this embodiment, the regenerative braking anti-lock braking system may further include a vehicle controller, multiple motor controllers, multiple transmission mechanisms, multiple motor speed sensors, a power battery, and a battery manager. The vehicle controller may be communicatively connected to the vehicle stability controller, the battery manager, and the multiple motor controllers.

[0029] Each motor controller controls one motor. Each motor drives one wheel via a transmission mechanism. Each motor speed sensor detects the motor speed of one motor. Each motor controller can send the motor speed detected by the motor speed sensor to the vehicle controller. The vehicle controller can instruct each motor controller to control one motor to drive one wheel; for example, the vehicle controller can instruct each motor controller to control one motor to output regenerative braking force to one wheel via a transmission mechanism. Specifically, each transmission mechanism includes a drive shaft and a gearbox. Each motor establishes a torque transmission relationship with one wheel through a transmission mechanism, and each motor speed sensor establishes a motor speed-wheel speed conversion relationship with a wheel speed. Multiple wheels can include two front axle wheels and two rear axle wheels, i.e., left front wheel and right front wheel, and left rear wheel and right rear wheel. Multiple motors can include two front axle motors and two rear axle motors, i.e., left front motor and right front motor, and left rear motor and right rear motor. Multiple motor controllers may include a left front motor controller corresponding to the left front motor, a right front motor controller corresponding to the right front motor, a left rear motor controller corresponding to the left rear motor, and a right rear motor controller corresponding to the right rear motor.

[0030] A power battery can be an energy storage device installed in a vehicle. It can provide power to each motor controller, each motor, and other modules or devices that require power support. It can also store electrical energy fed back from any motor or other forms of input. The battery manager can control the establishment of electrical connections between the power battery and each motor controller, each motor, and other modules or devices that require power support. It can collect relevant information about the power battery modules to monitor the power battery status and calculate the current power battery charge information, and send the calculated current power battery charge information to the vehicle controller.

[0031] The motor controller can convert the electrical energy of the power battery into kinetic energy through the motor when the vehicle is driven, and output it to the corresponding wheel through the transmission mechanism. It can also convert the kinetic energy transmitted from the wheel through the transmission mechanism into electrical energy through the motor and send it to the power battery for storage during regenerative braking.

[0032] In this embodiment, please refer to Figure 2 The vehicle stability controller (VSC) can acquire any one of the following: driver braking demand, wheel speed detected by wheel speed sensors, vehicle inertia information, and the status of the anti-lock braking system (ABS) in the hydraulic braking module. Vehicle inertia information may include the vehicle's preset deceleration, and driver braking demand may include the braking depth of the brake pedal. The status of the ABS indicates whether the ABS is activated, whether its anti-lock function is triggered, or whether it has malfunctioned. After acquiring any one of the driver braking demand, wheel speed, vehicle inertia information, and ABS status, the VSC can determine stability control and braking requirements based on the current operating conditions, generate hydraulic control commands, and instruct the hydraulic brake calipers in the hydraulic braking module to establish hydraulic braking, outputting hydraulic braking force to the wheels. Furthermore, when anti-lock control is required and the ABS in the hydraulic braking module is not malfunctioning, the VSC can apply hydraulic anti-lock braking to the wheels according to the vehicle stability control requirements.

[0033] In this embodiment, please continue to refer to Figure 2The vehicle controller can acquire any one of the following: driver's driving requirements, current battery state of charge (SOC), motor speed detected by motor sensors, cruise deceleration information, motor status, maximum regenerative torque of the motor, and actual regenerative torque of the motor. Driver's driving requirements may include accelerator pedal depth, cruise deceleration information may include preset deceleration, and motor status may indicate whether a motor malfunction has occurred. After acquiring any one of these parameters, the vehicle controller can generate a feedback control command based on the current operating conditions. This command instructs the motor controller to control the motor to output the actual regenerative torque, enabling regenerative braking of the wheels based on the actual regenerative torque. Furthermore, when regenerative braking anti-lock braking is required, the vehicle controller can adjust the actual regenerative torque output by the motor controller, allowing for regenerative braking anti-lock braking of the wheels based on the actual regenerative torque. The situation requiring regenerative braking anti-lock braking control refers to situations where anti-lock braking control is required, but the hydraulic braking module is not activated, or the hydraulic braking module is activated but the hydraulic braking anti-lock unit malfunctions.

[0034] In this embodiment, please continue to refer to Figure 2 The vehicle controller can send the motor speed detected by the motor sensors to the vehicle stability controller. When the vehicle controller instructs the motor controller to control the motor to output actual feedback torque for regenerative braking anti-lock braking of the wheels via feedback control commands, it can determine the regenerative braking anti-lock braking control state and send the regenerative braking anti-lock braking control state and actual feedback torque to the vehicle stability controller. This allows the vehicle stability controller to determine the braking demand based on the regenerative braking anti-lock braking control state and actual feedback torque, and to perform hydraulic braking control accordingly.

[0035] In this embodiment, please refer to Figure 3a , Figure 3a This diagram illustrates the degradation logic of a vehicle's hydraulic braking module during fault handling in related technologies. In these technologies, the vehicle collects wheel speeds via wheel speed sensors. When a problem occurs in the signal circuit of the wheel speed sensor, the hydraulic braking module needs to enter a fault handling mode, which causes the vehicle to lose its hydraulic anti-lock braking function. Please refer to [link to relevant documentation]. Figure 3b , Figure 3bThis diagram illustrates the degradation logic of the regenerative braking anti-lock braking system in this embodiment during fault handling. In the regenerative braking anti-lock braking system, when there is a problem with the signal circuit of the wheel speed sensor, the regenerative braking anti-lock braking system can obtain the motor speed information and convert the motor speed into the wheel speed through the speed conversion relationship between the motor speed and the wheel speed. Therefore, it is not necessary to immediately enter the fault handling mode, avoiding the loss of related functions caused by fault handling. Instead, it is only necessary to send out the fault position information of the wheel speed sensor to facilitate subsequent related processing, thereby enhancing the robustness of braking control or anti-lock braking control.

[0036] This specification provides an embodiment of a regenerative braking anti-lock braking control method for vehicles. Please refer to [link / reference]. Figure 4 , Figure 4 This is a flowchart illustrating a regenerative braking anti-lock braking control method for vehicles provided in this embodiment. This embodiment provides the method operation steps shown in the flowchart, but based on conventional or non-inventive labor, more or fewer operation steps may be included. The order of steps listed in the embodiment is merely one possible execution order among many, and does not represent the only possible execution order. In actual system or server product execution, the method can be executed sequentially as shown in the embodiment or in parallel (e.g., in a parallel processor or multi-threaded processing environment). This regenerative braking anti-lock braking control method can be applied to the vehicle controller of a regenerative braking anti-lock braking control system, specifically as follows... Figure 4 As shown, the regenerative braking anti-lock braking control method may include the following steps.

[0037] Step S410: If the required feedback torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet the first preset condition, then the regenerative braking anti-lock braking mode is activated; wherein, the hydraulic braking module includes a hydraulic anti-lock braking unit, the braking state of the hydraulic braking module includes the state of the hydraulic anti-lock braking unit, and the first preset condition includes: the state of the hydraulic anti-lock braking unit is a fault state.

[0038] In some situations, any wheel of a vehicle needs to be braked with anti-lock braking system (ABS) to prevent wheel lock-up. However, there may be situations where the anti-lock braking system (ABS) in the vehicle's hydraulic braking module cannot be hydraulically braked with ABS. To improve the vehicle's driving stability, the regenerative braking anti-lock braking mode can be activated to control the motor to output actual regenerative torque to perform regenerative braking anti-lock braking control on the wheel.

[0039] In this embodiment, the first preset condition may refer to the activation condition of the regenerative braking anti-lock braking mode. Whether to activate the regenerative braking anti-lock braking mode can be determined by judging whether the required regenerative torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet the first preset condition. Specifically, the regenerative braking anti-lock braking mode can be activated when the required regenerative torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet the first preset condition. As an example, the braking state of the hydraulic braking module may include the state of the hydraulic anti-lock braking unit, and the first preset condition may include the state of the hydraulic anti-lock braking unit being in a fault state. Therefore, the braking state of the hydraulic braking module meeting the first preset condition may include: the state of the hydraulic anti-lock braking unit being in a fault state.

[0040] Step S420: When the regenerative braking anti-lock braking mode is activated, adjust the actual regenerative torque output by the motor according to the wheel lock-up tendency and the required regenerative torque.

[0041] In this embodiment, after activating the regenerative braking anti-lock braking mode based on the required feedback torque of multiple wheels, the state of the hydraulic anti-lock braking unit, and the locking tendency of at least one wheel, the actual feedback torque output by the motor can be adjusted according to the wheel locking tendency and the required feedback torque. Specifically, for example, when the wheel locking tendency is either approaching locking or not approaching locking, the actual feedback torque output by the motor can be adjusted according to the required feedback torque, thereby enabling regenerative braking anti-lock braking control of the wheels and preventing wheel lock-up.

[0042] In the above embodiments, when any wheel of the vehicle needs to be braked and anti-lock braking control is required, but the anti-lock braking system (ABS) in the vehicle's hydraulic braking module fails and cannot perform hydraulic anti-lock braking control on the wheel, the regenerative braking anti-lock mode can be activated to control the motor to output actual regenerative torque to perform regenerative braking anti-lock control on the wheel, thereby improving the vehicle's driving stability and driving safety.

[0043] In some implementations, the braking state of the hydraulic braking module may also include the driver's braking demand. The first preset condition can be met under any of the following conditions:

[0044] (1) The sum of the feedback torque of multiple wheels is greater than zero, the wheel lock-up trend is towards lock-up, and the driver's braking demand is less than or equal to the preset braking demand threshold.

[0045] (2) The sum of the feedback torque of multiple wheels is greater than zero, the wheel lock-up trend is tending to lock up, and the driver's braking demand is greater than the preset braking demand threshold and the state of the hydraulic brake anti-lock unit is a fault state.

[0046] In some situations, anti-lock braking control (ABS) is required for any wheel of a vehicle to prevent wheel lock-up. However, there may be instances where the vehicle's hydraulic braking module is not activated or effective, resulting in the ABS unit being unable to perform hydraulic braking control on the wheel, even though the ABS unit may be functioning normally in this case. For example, this could occur during cruise deceleration or when the vehicle is in coasting recovery mode. Whether the hydraulic braking module is activated or effective is related to the driver's braking needs. To further improve vehicle stability, the activation of the regenerative braking ABS mode can also be determined based on the driver's braking requirements.

[0047] In this embodiment, the first preset condition can be satisfied when the sum of the required feedback torque of multiple wheels is greater than zero, the wheel lock-up tendency is towards lock-up, and the driver's braking demand is less than or equal to a preset braking demand threshold. Additionally, the first preset condition can also be satisfied when the sum of the required feedback torque of multiple wheels is greater than zero, the wheel lock-up tendency is towards lock-up, and the driver's braking demand is greater than the preset braking demand threshold and the hydraulic anti-lock braking unit is in a fault state. For example, the vehicle includes multiple wheels, and the sum of the required feedback torque of the multiple wheels can refer to the vehicle's required feedback torque. For example, the sum of the required feedback torque of multiple wheels being greater than zero indicates that the vehicle may be in a driving condition, or the vehicle's power battery currently has sufficient charge, or the vehicle's hydraulic anti-lock braking unit is normally activated, etc.

[0048] In the above embodiments, by determining whether to activate the regenerative braking anti-lock braking mode based on the sum of the required feedback torque of multiple wheels, the wheel lock-up tendency, the driver's braking demand, and the status of the hydraulic anti-lock braking unit, the regenerative braking anti-lock braking mode can be activated to control the motor to output actual feedback torque to perform regenerative braking anti-lock braking control on the wheel when any wheel of the vehicle needs anti-lock braking control but the hydraulic anti-lock braking unit in the vehicle's hydraulic braking module fails to perform hydraulic anti-lock braking control, or when any wheel of the vehicle needs anti-lock braking control but the vehicle's hydraulic braking module is not activated or effective, resulting in the hydraulic anti-lock braking unit being unable to perform hydraulic anti-lock braking control on the wheel. This further improves the vehicle's driving stability and driving safety.

[0049] In some implementations, driver braking demand may include brake pedal depth. A preset braking demand threshold may include a preset brake pedal depth threshold.

[0050] In some implementations, driver braking demand may include brake pedal force. A preset braking demand threshold may include a preset brake pedal force threshold.

[0051] In some implementations, the driver's braking demand can be determined based on the brake pedal depth and the force applied to the brake pedal. Accordingly, the preset braking demand threshold can be determined comprehensively based on the brake pedal depth and the force applied to the brake pedal.

[0052] For example, please refer to Figure 5 , Figure 5 A logic diagram of a regenerative braking anti-lock braking method is shown, which can satisfy the first preset condition in any of the following situations:

[0053] (1) The sum of the required feedback torque of multiple wheels is greater than zero, the wheel lock-up trend is to lock up, and the braking depth of the brake pedal is less than or equal to the preset braking depth threshold.

[0054] (2) The sum of the required feedback torque of multiple wheels is greater than zero, the wheel lock-up trend is tending to lock up, and the braking depth of the brake pedal is greater than the preset braking depth threshold and the state of the hydraulic brake anti-lock unit is a fault state.

[0055] Because there is a braking free travel when the brake pedal is pressed, it can be determined that the brake pedal is not pressed when the braking depth of the brake pedal is less than or equal to a preset braking depth threshold, meaning that the driver's braking demand is zero or non-existent. The preset braking depth threshold can refer to the distance of the braking free travel.

[0056] In some implementations, the braking free travel can be disregarded, that is, the preset braking depth threshold can be zero.

[0057] In some implementations, the regenerative braking anti-lock braking control method may further include: when the regenerative braking anti-lock braking mode is activated, if the wheel's required regenerative torque, vehicle speed, braking state, and wheel lock-up tendency meet a second preset condition, then the regenerative braking anti-lock braking mode is deactivated.

[0058] In some cases, after the regenerative braking anti-lock braking mode is activated to control wheel lock-up and adjust the wheel lock-up tendency to no longer tend to lock up, the regenerative braking anti-lock braking mode can be deactivated in time to stop the regenerative braking anti-lock braking control of the wheel.

[0059] In this embodiment, the second preset condition can refer to the exit condition of the regenerative braking anti-lock braking mode. Whether to exit the regenerative braking anti-lock braking mode can be determined by judging whether the wheel's required feedback torque, vehicle speed, braking state, and wheel lock-up tendency meet the second preset condition. Specifically, the regenerative braking anti-lock braking mode can be exited when the wheel's required feedback torque, vehicle speed, braking state, and wheel lock-up tendency meet the second preset condition.

[0060] In the above embodiments, when the wheel lock-up is controlled by regenerative braking to adjust the wheel lock-up tendency to not lock up, the regenerative braking anti-lock braking mode can be exited in time to stop the regenerative braking anti-lock braking control of the wheel by determining whether the wheel's required regenerative torque, vehicle speed, braking state and wheel lock-up tendency meet the second preset condition.

[0061] In some implementations, please refer to [the relevant documentation]. Figure 5 The second preset condition can be satisfied in any of the following situations:

[0062] (1) The sum of the required feedback torque of multiple wheels is equal to zero;

[0063] (2) The vehicle speed is less than the preset vehicle speed exit threshold;

[0064] (3) The driver’s braking demand is greater than or equal to the preset braking demand threshold, and the hydraulic anti-lock braking unit is in normal condition.

[0065] (4) The tendency of the wheel to lock is not to lock.

[0066] The preset vehicle speed exit threshold can be a relatively low preset vehicle speed. When the vehicle is traveling at a speed lower than the preset vehicle speed exit threshold, it can be considered that the vehicle is controllable, and therefore, the regenerative braking anti-lock braking mode can be exited.

[0067] For example, please refer to Figure 6a , Figure 6a This diagram illustrates the control effect of activating the regenerative braking anti-lock braking mode when the driver releases the accelerator and does not depress the brake pedal. At this time, the hydraulic braking module is not involved in hydraulic braking control. The required braking force of the wheels only includes the regenerative braking force determined based on the required regenerative torque. When the maximum ground adhesion is less than the required braking force of the wheels, the actual regenerative torque output by the motor can be actively adjusted to keep the wheels in a state of intermittent rolling at the critical point of lockup, preventing wheel lockup and thus ensuring vehicle stability and driving safety. During the process of actively adjusting the actual regenerative torque output by the motor to keep the wheels in a state of intermittent rolling at the critical point of lockup, the wheel deceleration Ax and wheel speed V can be monitored. 轮 Vehicle speed V车 Wait until it is determined whether the wheel is in a critical rolling state.

[0068] In the above embodiments, when the hydraulic braking module does not intervene in the hydraulic braking control, by activating the regenerative braking anti-lock braking mode, the problem of insufficient deceleration during braking can be improved by the actual regenerative torque output by the motor without hydraulic braking force. Furthermore, the wheel lock-up caused by excessive regenerative torque can be avoided by adjusting the actual regenerative torque output by the motor, thus taking into account both deceleration performance and safety performance requirements. This allows the vehicle to perform regenerative braking anti-lock braking control without the intervention of hydraulic braking.

[0069] For example, please refer to Figure 6b , Figure 6b This diagram illustrates the control effect of regenerative braking anti-lock braking control when the driver depresses the brake pedal and the anti-lock braking unit of the hydraulic braking module fails. Figure 6b In the illustrated operating conditions, the required braking force of the wheels includes hydraulic braking force and regenerative braking force determined based on the required feedback torque. The hydraulic braking force cannot be adjusted due to a malfunction in the anti-lock braking unit within the hydraulic braking module. When the maximum ground adhesion is less than the wheel's required braking force, but greater than the hydraulic braking force, the actual feedback torque output by the motor can be actively adjusted to keep the wheels in a precarious, intermittent rolling state, preventing wheel lock-up and ensuring vehicle stability and driving safety. During the process of actively adjusting the actual feedback torque output by the motor to keep the wheels in a precarious, intermittent rolling state, the wheel deceleration Ax and wheel speed V can be monitored. 轮 Vehicle speed V 车 Once it is determined whether the wheel is in a critical rolling state, regenerative braking anti-lock control can still be achieved by actively adjusting the actual feedback torque output by the motor even if the hydraulic braking anti-lock control function is lost during hydraulic braking. This provides a regenerative braking anti-lock control function equivalent to that of hydraulic braking anti-lock control.

[0070] For example, please refer to Figure 6c , Figure 6c This diagram illustrates the control effect of regenerative braking anti-lock braking control when the driver depresses the brake pedal and the anti-lock braking unit of the hydraulic braking module fails. Figure 6cIn the illustrated operating condition, the vehicle travels on a road surface with varying coefficient of friction. The required braking force of the wheels includes hydraulic braking force and regenerative braking force determined based on the required feedback torque. However, the hydraulic braking force cannot be adjusted due to a malfunction in the anti-lock braking unit within the hydraulic braking module. If the maximum ground adhesion is less than the hydraulic braking force, it indicates that the actual feedback torque output by the motor cannot regulate the wheel lock-up tendency. The actual feedback torque output by the motor can be adjusted to zero until the maximum ground adhesion exceeds the hydraulic braking force. When the maximum ground adhesion exceeds the hydraulic braking force, the actual feedback torque output by the motor can be further adjusted to perform regenerative braking anti-lock control on the wheels based on the target feedback torque. For example, if the vehicle enters a low-friction road surface at point a, causing the wheel lock-up tendency to intensify, the section from a to b represents the adjustment process of regenerative braking anti-lock control. At this point, hydraulic braking force alone can cause wheel lock-up. Due to the ABS malfunction, the hydraulic braking force T... 液压 Unadjustable, therefore T 液压 Directly related to braking depth, it is mechanically adjusted; at this time, the regenerative braking force T 回馈 = Demand braking force - Hydraulic braking force T 液压 Therefore, the actual feedback torque can be adjusted to zero in the section from b to c. When the vehicle reaches point c, due to the increase in the road surface adhesion coefficient, the actual feedback torque output by the motor can be actively adjusted to keep the wheels in a state of intermittent rolling at the critical point of lockup, thus preventing wheel lockup and ensuring the vehicle's driving stability and driving safety.

[0071] In the above embodiments, the actual feedback torque can be adjusted when the road surface adhesion coefficient changes, which improves the feedback efficiency to a certain extent and can adapt well to changes in the road surface adhesion coefficient, thus expanding the applicable scenarios of vehicle anti-lock braking control.

[0072] In some implementations, the regenerative braking anti-lock braking control method may further include: determining the locking tendency of multiple wheels based on the required braking force of multiple wheels and the maximum ground adhesion of multiple wheels.

[0073] In some cases, the tendency of a wheel to lock up can be determined based on the wheel's required braking force and the wheel's maximum ground adhesion.

[0074] In this embodiment, when the regenerative braking anti-lock braking mode is activated, the locking tendency of multiple wheels can be determined based on the required braking force of multiple wheels and the maximum ground adhesion of multiple wheels. Specifically, the locking tendency of multiple wheels used to determine whether the second preset condition is met can be determined based on the required braking force of multiple wheels and the maximum ground adhesion of multiple wheels.

[0075] In some implementations, determining the locking tendency of multiple wheels based on the required braking force of multiple wheels and the maximum ground adhesion of multiple wheels may include: if the required braking force of any wheel is less than the corresponding maximum ground adhesion, determining that the wheel's locking tendency is not inclined to lock.

[0076] In some implementations, the regenerative braking anti-lock braking control method may further include: when the regenerative braking anti-lock braking mode is activated, determining the required braking force for multiple wheels based on the vehicle's current weight and a preset deceleration. Specifically, for example, the preset deceleration of the vehicle may be a preset deceleration determined when the vehicle is in a coasting regenerative state, and the preset deceleration may be calibrated and selected based on different road surface adhesion coefficients.

[0077] In some implementations, the multiple wheels may include two front axle wheels and two rear axle wheels. Determining the required braking force of the multiple wheels based on the vehicle's current weight and a preset deceleration may include: determining the sum of the required braking forces of the multiple wheels based on the vehicle's current weight and the preset deceleration, and then distributing the sum of the required braking forces of the multiple wheels evenly among the multiple wheels.

[0078] The sum of the braking forces required by multiple wheels can refer to the vehicle's required braking force.

[0079] In this embodiment, the sum of the required braking forces of multiple wheels can be determined based on the current weight of the vehicle and the preset deceleration, that is, the required braking force of the vehicle can be determined. The sum of the required braking forces of multiple wheels can be evenly distributed to multiple wheels, thereby determining the required braking force of multiple wheels.

[0080] In some embodiments of this invention, determining the required braking force for multiple wheels based on the vehicle's current weight and preset deceleration may include: determining the sum of the required braking forces for multiple wheels based on the vehicle's current weight and preset deceleration; determining a first distribution ratio based on the vehicle's current weight and preset deceleration; determining the sum of the required braking forces for the two front axle wheels and the sum of the required braking forces for the two rear axle wheels based on the first distribution ratio and the sum of the required braking forces for the multiple wheels; equally distributing the sum of the required braking forces for the two front axle wheels to the two front axle wheels; and equally distributing the sum of the required braking forces for the two rear axle wheels to the two rear axle wheels. Specifically, the sum of the required braking forces for multiple wheels can be determined based on the vehicle's current weight and preset deceleration; the first distribution ratio can be obtained by querying a braking force distribution table based on the vehicle's current weight and preset deceleration; the sum of the required braking forces for the two front axle wheels and the sum of the required braking forces for the two rear axle wheels can be determined based on the first distribution ratio and the sum of the required braking forces for the multiple wheels; and equally distributing the sum of the required braking forces for the two front axle wheels to the two rear axle wheels. For example, the braking force distribution table can be calibrated according to the principle of economic optimization.

[0081] In some implementations, the regenerative braking anti-lock braking control method may further include: determining the required regenerative torque of multiple wheels based on the required braking force of multiple wheels and the driver's braking requirements.

[0082] In some cases, after determining the required braking force of multiple wheels and the driver's braking demand, the required feedback torque of multiple wheels can be determined based on the required braking force of multiple wheels and the driver's braking demand.

[0083] In this embodiment, the required feedback torque of multiple wheels can be determined based on the required braking force of multiple wheels and the driver's braking demand. Specifically, for example, the driver's braking demand may include the braking depth of the brake pedal. The hydraulic braking force of multiple wheels can be determined based on the braking depth of the brake pedal, and the required feedback torque of multiple wheels can be determined based on the hydraulic braking force of multiple wheels, the required braking force of multiple wheels, and the wheel radius of multiple wheels. For example, when the required braking force of a wheel is greater than the hydraulic braking force, the required feedback torque of the wheel can be determined using the following formula: Required feedback torque = (Required braking force - Hydraulic braking force) * Wheel radius. When the required braking force of a wheel is less than or equal to the hydraulic braking force of the wheel, the required feedback torque of the wheel is determined to be zero.

[0084] In some implementations, the regenerative braking anti-lock braking control method may further include: determining the wheel lock-up tendency based on one or more of the wheel slip ratio, wheel deceleration, and wheel deceleration rate of change of any wheel.

[0085] In some cases, the tendency of a wheel to lock up can be determined based on one or more of the wheel slip ratio, wheel deceleration, and wheel deceleration rate of any wheel.

[0086] In this embodiment, when the regenerative braking anti-lock braking mode is not activated, the wheel lock-up tendency can be determined based on one or more of the wheel slip ratio, wheel deceleration, and wheel deceleration rate of any wheel. Specifically, the lock-up tendency of at least one wheel used to determine whether a first preset condition is met can be determined based on the wheel slip ratio and / or wheel deceleration of any wheel.

[0087] In some implementations, determining the wheel lock-up tendency based on one or more of the wheel slip ratio, wheel deceleration, and wheel deceleration rate of any wheel may include:

[0088] (1) When the slip ratio of any wheel is greater than or equal to the first slip ratio threshold, the wheel lock-up tendency is determined to be tending to lock-up.

[0089] (2) When the deceleration of any wheel is less than or equal to the first deceleration threshold, the wheel lock-up tendency is determined to be tending to lock-up.

[0090] (3) When the rate of change of deceleration of any wheel is less than or equal to the rate of change of deceleration threshold, the wheel lock-up tendency is determined to be tending to lock-up.

[0091] (4) When the slip ratio of any wheel is greater than or equal to the second slip ratio threshold and the wheel deceleration is less than or equal to the second deceleration threshold, the wheel lock-up tendency is determined to be tending to lock-up.

[0092] Among them, the first slip ratio threshold is greater than the second slip ratio threshold, and the first deceleration threshold is less than the second deceleration threshold.

[0093] For example, the first slip ratio threshold can be 15% to 20%, the second slip ratio threshold can be 8% to 12%, the first deceleration threshold can be -5 m / s², and the second deceleration threshold can be -4 m / s².

[0094] Accordingly, when the wheel slip ratio and wheel deceleration do not meet the above three conditions, the tendency of the wheel to lock up can be determined as not tending to lock up.

[0095] It should be noted that the threshold values ​​of the first slip ratio threshold, the second slip ratio threshold, the first deceleration threshold, the second deceleration threshold, and the deceleration change rate threshold can be determined based on the road surface adhesion conditions, such as the road surface adhesion coefficient, and the speed.

[0096] In some implementations, please refer to Figure 7, Figure 7 A flowchart illustrating a method for determining wheel slip ratio is shown. The regenerative braking anti-lock braking control method may further include the following steps.

[0097] Step S710: Determine the wheel speed of the corresponding wheel based on the motor speed of any motor.

[0098] In some cases, wheel slip ratio can be determined based on wheel speed and vehicle speed. However, when calculating wheel slip ratio, wheel speed sensor malfunctions or problems with the sensor's signal circuit may prevent the identification and determination of wheel speed, thus making it impossible to determine the wheel slip ratio. To reduce the probability of regenerative braking anti-lock braking system failure due to the inability to determine wheel speed caused by wheel speed sensor circuit malfunctions, a motor speed-wheel speed conversion relationship can be established between the motor speed sensor and the wheel speed sensor. This conversion relationship can then be used to create redundant wheel speed identification schemes to determine wheel speed, thereby improving the robustness of the regenerative braking anti-lock braking system.

[0099] In this embodiment, the wheel speed of the wheel corresponding to any motor can be determined based on the motor speed of any motor. Specifically, for example, the motor speed of any motor can be obtained from the motor speed sensor corresponding to that motor, and the wheel speed of the wheel corresponding to that motor can be determined based on the motor speed and the motor speed-wheel speed conversion relationship between the motor and the corresponding wheel.

[0100] Step S720: Determine the wheel slip ratio of the wheel corresponding to the motor based on the wheel speed and vehicle speed.

[0101] In this embodiment, after determining the wheel speed based on the corresponding motor speed, the wheel slip ratio of the wheel corresponding to the motor can be determined based on the wheel speed and the vehicle speed. The vehicle speed can be obtained from the vehicle's speed sensor.

[0102] Wheel slip ratio represents the proportion of slippage that occurs during wheel movement. As an example, wheel slip ratio can be obtained by subtracting the vehicle speed from the wheel speed, dividing that difference by the vehicle speed, and then multiplying that quotient by 100%.

[0103] In one embodiment, the wheel speed of any wheel can be obtained from the wheel speed sensor corresponding to that wheel, and the wheel speed of that wheel can be determined based on the wheel speed and the vehicle speed.

[0104] In the above embodiments, by establishing a motor speed-wheel speed conversion relationship between the motor speed sensor and the wheel speed sensor, a mutually redundant wheel speed identification scheme is formed to determine the wheel speed. This allows the wheel speed to be determined based on the motor speed even when the wheel speed sensor fails or the signal circuit of the wheel speed sensor is faulty, thus reducing the probability of failure of the regenerative braking anti-lock braking system due to the inability to determine the wheel speed caused by the failure of the wheel speed sensor circuit. This improves the robustness of the regenerative braking anti-lock braking system.

[0105] In some implementations, when the regenerative braking anti-lock braking mode is activated, adjusting the required regenerative torque according to the wheel lock-up trend may include: when the regenerative braking anti-lock braking mode is activated, reducing the actual regenerative torque according to a preset rate of change until the wheel lock-up trend changes from tending to lock-up to not tending to lock-up.

[0106] In some implementations, the regenerative braking anti-lock braking control method may further include: when the wheel's locking tendency changes from tending to lock to not tending to lock, stopping the reduction of the required regenerative torque and maintaining it for a preset time; when the wheel's locking tendency remains not tending to lock within the preset time, increasing the actual regenerative torque according to a preset rate of change, until the wheel's locking tendency becomes tending to lock or the actual regenerative torque is greater than or equal to the required regenerative torque.

[0107] In some implementations, the preset rate of decrease can be determined based on at least one of the wheel load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness. The preset rate of increase can be determined based on at least one of the wheel load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness. The force direction parameter can be determined based on the wheel slip angle and the vehicle's center of gravity slip angle.

[0108] In some implementations, the preset rate of decrease is greater than the preset rate of increase.

[0109] This specification provides an embodiment of a regenerative braking anti-lock braking control device for vehicles. Please refer to... Figure 8 The regenerative braking anti-lock braking control device may include an activation module 810 and an adjustment module 820.

[0110] The activation module 810 is used to activate the regenerative braking anti-lock braking mode if the required feedback torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet the first preset condition; wherein, the hydraulic braking module includes a hydraulic braking anti-lock unit, the braking state of the hydraulic braking module includes the state of the hydraulic braking anti-lock unit, and the first preset condition includes: the state of the hydraulic braking anti-lock unit is a fault state.

[0111] The adjustment module 820 is used to adjust the actual feedback torque output by the motor according to the wheel lock-up tendency and the required feedback torque when the regenerative braking anti-lock braking mode is activated.

[0112] Specific limitations regarding the regenerative braking anti-lock braking control device can be found in the limitations of the regenerative braking anti-lock braking control method above, and will not be repeated here. Each module in the aforementioned regenerative braking anti-lock braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0113] This specification also provides a vehicle that may include any of the regenerative braking anti-lock braking systems described above. The beneficial effects of this vehicle are the same as those of the regenerative braking anti-lock braking systems described above, and will not be repeated here.

[0114] This specification provides a computer device including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor executes the computer program to implement the steps of the method described in any of the above embodiments.

[0115] This specification provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any of the above embodiments.

[0116] This specification provides a computer program product that includes instructions that, when executed by a processor of a computer device, enable the computer device to perform the steps of the method described in any of the above embodiments.

[0117] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 9 As shown. The computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements the method described in any of the above embodiments.

[0118] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0119] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0120] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0121] In the description of this specification, references to terms such as "an embodiment," "some implementations," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0122] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0123] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0124] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for regenerative braking anti-lock braking control of vehicles, characterized in that, The vehicle includes multiple wheels, multiple motors, and a hydraulic braking module, each motor driving one of the wheels, and the method includes: If the required feedback torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet the first preset condition, then the regenerative braking anti-lock braking mode is activated; wherein, the hydraulic braking module includes a hydraulic anti-lock braking unit, the braking state of the hydraulic braking module includes the state of the hydraulic anti-lock braking unit, and the first preset condition includes: the state of the hydraulic anti-lock braking unit is a fault state. When the regenerative braking anti-lock braking mode is activated, the actual regenerative torque is reduced according to the preset rate of change until the wheel lock-up tendency is adjusted from tending to lock-up to not tending to lock-up. When the wheel's locking tendency changes from tending to lock to not tending to lock, the reduction of the required feedback torque is stopped and maintained for a preset time; when the wheel's locking tendency remains not tending to lock within the preset time, the actual feedback torque is increased according to a preset rate of change until the wheel's locking tendency becomes tending to lock or the actual feedback torque is greater than or equal to the required feedback torque. The preset rate of reduction is determined based on at least one of the wheel's load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness; the preset rate of increase is determined based on at least one of the wheel's load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness; wherein the force direction parameter is determined based on the wheel's slip angle and the vehicle's center of gravity slip angle.

2. The method according to claim 1, characterized in that, The braking state of the hydraulic braking module also includes the driver's braking needs; the first preset condition can be met in any of the following situations: The sum of the required feedback torque of the multiple wheels is greater than zero, the wheel lock-up tendency is to lock up, and the driver's braking demand is less than or equal to a preset braking demand threshold. The sum of the required feedback torque of multiple wheels is greater than zero, the wheel lock-up trend is tending to lock up, and the driver's braking demand is greater than the preset braking demand threshold and the state of the hydraulic brake anti-lock unit is a fault state.

3. The method according to claim 2, characterized in that, The driver's braking demand includes the brake pedal depth; the preset braking demand threshold includes a preset brake pedal depth threshold. Alternatively, the driver's braking demand includes the force applied to the brake pedal; the preset braking demand threshold includes a preset brake pedal force threshold. Alternatively, the driver's braking requirements may be determined based on the brake pedal depth and the force applied to the brake pedal.

4. The method according to claim 2, characterized in that, The method further includes: When the regenerative braking anti-lock braking mode is activated, if the required regenerative torque of the wheel, the vehicle speed, the braking state, and the wheel lock-up tendency meet the second preset conditions, the regenerative braking anti-lock braking mode is deactivated.

5. The method according to claim 4, characterized in that, The second preset condition can be satisfied in any of the following situations: The sum of the required feedback torque of the multiple wheels is equal to zero; The vehicle speed is less than the preset vehicle speed exit threshold; The driver's braking demand is greater than or equal to a preset braking demand threshold, and the hydraulic anti-lock braking unit is in a normal state. The wheel's tendency to lock up is not to lock up.

6. The method according to any one of claims 2-5, characterized in that, The method further includes: The locking tendency of the multiple wheels is determined based on the required braking force of the multiple wheels and the maximum ground adhesion of the multiple wheels.

7. The method according to claim 6, characterized in that, The determination of the locking tendency of the multiple wheels based on the required braking force of the multiple wheels and the maximum ground adhesion of the multiple wheels includes: If the required braking force of any of the wheels is less than the corresponding maximum ground adhesion, the wheel is determined to be not inclined to lock up.

8. The method according to claim 6, characterized in that, The method further includes: When the regenerative braking anti-lock braking mode is activated, the required braking force of multiple wheels is determined based on the current weight of the vehicle and the preset deceleration.

9. The method according to claim 8, characterized in that, The plurality of wheels includes two front axle wheels and two rear axle wheels; determining the required braking force for the plurality of wheels based on the vehicle's current weight and a preset deceleration includes: The sum of the required braking forces of the multiple wheels is determined based on the current weight of the vehicle and the preset deceleration, and the sum of the required braking forces of the multiple wheels is evenly distributed to the multiple wheels. or, The sum of the required braking forces of the multiple wheels is determined based on the current weight of the vehicle and the preset deceleration. A first distribution ratio is determined based on the current weight of the vehicle and the preset deceleration. Based on the first distribution ratio and the sum of the required braking forces of the multiple wheels, the sum of the required braking forces of the two front axle wheels and the sum of the required braking forces of the two rear axle wheels are determined. The sum of the required braking forces of the two front axle wheels is evenly distributed to the two front axle wheels, and the sum of the required braking forces of the two rear axle wheels is evenly distributed to the two rear axle wheels.

10. The method according to claim 9, characterized in that, The method further includes: The required feedback torque of the multiple wheels is determined based on the required braking force of the multiple wheels and the driver's braking requirements.

11. The method according to any one of claims 2-5, characterized in that, The method further includes: The wheel lock-up tendency is determined based on one or more of the wheel slip ratio, wheel deceleration, and wheel deceleration rate of change of any of the wheels.

12. The method according to claim 11, characterized in that, Determining the wheel lock-up tendency based on the wheel slip ratio and / or wheel deceleration of any of the wheels includes: If any of the wheel slip ratios is greater than or equal to a first slip ratio threshold, the wheel's locking tendency is determined to be tending to lock. If the deceleration of any wheel is less than or equal to a first deceleration threshold, the wheel is determined to be inclined to lock up. If the rate of change of deceleration of any of the wheels is less than or equal to the rate of change of deceleration threshold, the wheel lock-up tendency is determined to be tending to lock-up. If any of the wheel slip ratios is greater than or equal to a second slip ratio threshold and the wheel deceleration is less than or equal to a second deceleration threshold, the wheel lock-up tendency is determined to be a tendency to lock up. Wherein, the first slip ratio threshold is greater than the second slip ratio threshold, and the first deceleration threshold is less than the second deceleration threshold.

13. The method according to claim 11, characterized in that, The method further includes: Based on the motor speed of any of the motors, determine the wheel speed of the wheel corresponding to the motor; The wheel slip ratio of the wheel corresponding to the motor is determined based on the wheel speed and vehicle speed.

14. The method according to claim 1, characterized in that, The preset rate of decrease is greater than the preset rate of increase.

15. A regenerative braking anti-lock braking control device for a vehicle, characterized in that, The vehicle includes multiple wheels, multiple motors, and a hydraulic braking module, each motor driving one of the wheels. The device includes: An activation module is used to activate a regenerative braking anti-lock braking mode if the required feedback torque of multiple wheels, the braking state of the hydraulic braking module, and the locking tendency of at least one wheel meet a first preset condition; wherein, the hydraulic braking module includes a hydraulic anti-lock braking unit, the braking state of the hydraulic braking module includes the state of the hydraulic anti-lock braking unit, and the first preset condition includes: the state of the hydraulic anti-lock braking unit is a fault state. An adjustment module is configured to, when the regenerative braking anti-lock braking mode is activated, reduce the actual feedback torque according to a preset reduction rate of change until the wheel's lock-up tendency changes from tending to lock-up to not tending to lock-up; when the wheel's lock-up tendency changes from tending to lock-up to not tending to lock-up, stop reducing the required feedback torque and maintain this state for a preset time; when the wheel's lock-up tendency remains not tending to lock-up within the preset time, increase the actual feedback torque according to a preset increase rate of change until the wheel's lock-up tendency becomes tending to lock-up or the actual feedback torque is greater than or equal to the required feedback torque; wherein, the preset reduction rate of change is determined based on at least one of the wheel's load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness; the preset increase rate of change is determined based on at least one of the wheel's load, braking force, force direction correction parameter, road adhesion coefficient, and tire stiffness; wherein, the force direction parameter is determined based on the wheel's sideslip angle and the vehicle's center of gravity sideslip angle.

16. A regenerative braking anti-lock braking system for vehicles, characterized in that, include: The vehicle has multiple wheels, multiple motors, and a hydraulic braking module, each motor driving one of the wheels, and the regenerative braking anti-lock braking control system is used to implement the regenerative braking anti-lock braking control method according to any one of claims 1 to 14.

17. A vehicle, characterized in that, Includes the regenerative braking anti-lock braking system for vehicles as described in claim 16.

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