Vehicle control method and device, vehicle and readable storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a readable storage medium, the method is applied to the technical field of vehicles, and the method comprises the steps that under the condition that the vehicle is in a long downhill braking working condition, front axle braking force needed by a front axle in the vehicle is determined, and first braking force capable of being provided by an energy recovery system in the vehicle to the front axle is determined; then, according to the first braking force and the braking force of the front axle, second braking force needing to be provided by a braking system in the vehicle to the front axle is determined; the energy recovery system is controlled to output first braking force to the front shaft, and the braking system is controlled to output second braking force to the front shaft. According to the method, when it is determined that the energy recovery system can provide the braking force for the vehicle, the braking force is preferentially output to the front axle, so that the use of a braking system is reduced, and the safety of the vehicle during long downhill braking can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, vehicle and readable storage medium in the field of vehicle technology. Background Art

[0002] During vehicle driving, especially on long downhill sections, long braking operations are required. At present, most vehicles mainly rely on the friction braking principle of the braking system to achieve braking. However, this braking method may cause the brakes in the braking system to experience thermal decay due to friction overheating on long downhill sections, and may even cause brake failure, posing a threat to vehicle safety. Therefore, there is an urgent need for a vehicle control method that can safely brake the vehicle when the vehicle is on a long downhill section. Summary of the invention

[0003] The present application provides a vehicle control method, device, vehicle and readable storage medium, which can improve the safety of vehicle braking when the vehicle is traveling down a long slope.

[0004] In a first aspect, a vehicle control method is provided, the method comprising:

[0005] Determine the front axle braking force required on the vehicle's center front axle when the vehicle is in a long downhill braking condition;

[0006] Determining a first braking force that an energy recovery system in the vehicle can provide to the front axle; wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle;

[0007] Determining a second braking force that a braking system in the vehicle needs to provide to the front axle based on the first braking force and the front axle braking force;

[0008] The energy recovery system is controlled to output a first braking force to the front axle, and the brake system is controlled to output a second braking force to the front axle.

[0009] In an embodiment of the present application, when the vehicle is in the process of braking on a long downhill slope, since the center of gravity of the vehicle moves forward, the present application prioritizes outputting braking force to the front axle when determining that the energy recovery system can provide braking force to the vehicle, thereby reducing the use of the braking system and improving the safety of the vehicle during long downhill braking.

[0010] In conjunction with the first aspect, in some possible implementations, determining the front axle braking force required for a front axle in a vehicle includes:

[0011] If the braking request of the vehicle is less than or equal to the first threshold, determining that the first total braking force currently required by the vehicle is the front axle braking force;

[0012] Alternatively, if the braking request is greater than a second threshold, the front axle braking force is determined according to the first total braking force and a preset proportional coefficient; wherein the second threshold is greater than the first threshold, and the preset proportional coefficient represents the proportion of the front axle braking force in the first total braking force;

[0013] Alternatively, if the braking request is greater than the first threshold and less than or equal to the second threshold, the target proportional coefficient is determined according to the braking request; the front axle braking force is determined according to the first total braking force and the target proportional coefficient; wherein the target proportional coefficient is negatively correlated with the opening of the brake pedal, indicating the proportion of the front axle braking force in the first total braking force.

[0014] In the embodiment of the present application, the electronic control unit determines the current distribution ratio of the front and rear axle braking forces of the vehicle by judging the size between the vehicle's braking request and the first threshold and the second threshold; when the vehicle's braking request is less than or equal to the first threshold, the first total braking force is fully distributed to the front axle, which can ensure that the vehicle has sufficient braking force for slight deceleration, while avoiding instability such as rear wheel locking and vehicle tail swinging that may be caused by excessive braking of the rear axle; when the braking request is greater than the second threshold, it indicates that the vehicle's braking request is large, and the front and rear axle braking forces are distributed according to the preset proportional coefficient, which can ensure that the vehicle has sufficient braking force for emergency braking, while maintaining the balance of the front and rear axle braking forces. If the braking request is greater than the first threshold and less than or equal to the second threshold, it indicates that the driver's braking request is neither too large nor too small, and the distribution ratio of the front and rear axle braking forces is dynamically adjusted according to the pedal opening size, which can ensure that the vehicle can both quickly decelerate under medium braking intensity and maintain good controllability and stability.

[0015] In combination with the first aspect, in some possible implementations, controlling the energy recovery system to output a first braking force to the front axle, and controlling the brake system to output a second braking force to the front axle include:

[0016] When the vehicle is in a left turn state, the energy recovery system is controlled to output a first braking force to the right front wheel of the vehicle, and the brake system is controlled to output a second braking force to the right front wheel;

[0017] Alternatively, when the vehicle is in a right turn state, the energy recovery system is controlled to output a first braking force to the left front wheel of the vehicle, and the brake system is controlled to output a second braking force to the left front wheel;

[0018] Alternatively, when the vehicle is in a straight-moving state, the energy recovery system is controlled to output a first braking force to the left front wheel and the right front wheel, and the brake system is controlled to output a second braking force to the left front wheel and the right front wheel.

[0019] In an embodiment of the present application, when the vehicle is in a left turn state, the center of gravity of the vehicle will shift to the left side, and the first braking force will be preferentially applied to the right front wheel, thereby reducing the friction of the braking system. In the case where the first braking force is insufficient, the second braking force is provided by the braking system, thereby ensuring the braking effect of the vehicle during the turning process. When the vehicle is in a right turn state, the first braking force is preferentially applied to the left front wheel, thereby reducing the friction of the braking system. In the case where the first braking force is insufficient, the second braking force is provided by the braking system, thereby ensuring the braking effect of the vehicle during the turning process. When the vehicle is in a straight-ahead state, the first braking force is preferentially applied to both front wheels at the same time. In the case where the first braking force is insufficient, the second braking force is applied to both front wheels by the braking system, thereby reducing the frictional heat generation in the braking system while ensuring the braking effect of the vehicle.

[0020] In conjunction with the first aspect, in some possible implementations, the method includes:

[0021] determining a third braking force that the energy recovery system needs to provide to the rear axle of the vehicle, and determining a fourth braking force that the brake system needs to provide to the rear axle;

[0022] When the vehicle is in a left turn state, the energy recovery system is controlled to output a third braking force to the left rear wheel of the vehicle, and the brake system is controlled to output a fourth braking force to the left rear wheel;

[0023] Alternatively, when the vehicle is in a right turn state, the energy recovery system is controlled to output the third braking force to the right rear wheel of the vehicle, and the brake system is controlled to output the fourth braking force to the right rear wheel.

[0024] In the embodiment of the present application, when the vehicle is in a left turn state, the third braking force is applied to the left rear wheel first, which can reduce the friction of the braking system. In the case where the third braking force is insufficient, the fourth braking force is provided by the braking system to ensure the braking effect of the vehicle during the turning process. In the case where the vehicle is in a right turn state, the third braking force is applied to the right rear wheel first, which can reduce the friction of the braking system. In the case where the third braking force is insufficient, the fourth braking force is provided by the braking system to ensure the braking effect of the vehicle during the turning process.

[0025] In conjunction with the first aspect, in some possible implementations, determining a third braking force that the energy recovery system needs to provide to the rear axle of the vehicle includes:

[0026] determining a second total braking force that the energy recovery system can provide to the vehicle;

[0027] The third braking force is determined based on the difference between the second total braking force and the first braking force, and the rear axle braking force required for the rear axle in the vehicle.

[0028] In the embodiment of the present application, the electronic control unit determines the third braking force that the energy recovery system can provide to the rear axle based on the second total braking force that the energy recovery system can provide to the vehicle and the first braking force that can be provided to the front axle of the vehicle. In this way, the electronic control unit preferentially distributes the second total braking force to the front axle of the vehicle, and when there is remaining electric braking force after the front axle is distributed, the remaining third braking force is distributed to the rear axle, thereby alleviating the thermal decay phenomenon caused by friction overheating when the braking system provides braking force to the rear axle, thereby ensuring safe braking of the vehicle.

[0029] In combination with the first aspect, in some possible implementations, before controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle, the method further includes:

[0030] When the vehicle is in a turning state, determining an actual yaw angle of the vehicle; wherein the turning state includes a left turn state and a right turn state;

[0031] If the deviation between the target yaw angle and the actual yaw angle is greater than a preset deviation, the proportional coefficient is adjusted according to the deviation to reduce the deviation; wherein the proportional coefficient includes a target proportional coefficient or a preset proportional coefficient.

[0032] In the embodiment of the present application, the electronic control unit can timely detect and correct the deviation in the vehicle steering process by monitoring the actual yaw angle of the vehicle in real time and comparing it with the target yaw angle. When the deviation between the actual yaw angle and the target yaw angle is too large, the deviation can be reduced by adjusting the proportional coefficient, which can prevent the vehicle from becoming unstable due to oversteering or understeering, thereby improving the ride comfort of the vehicle and allowing passengers to experience a more stable ride during the steering process.

[0033] In combination with the first aspect, in some possible implementations, controlling the energy recovery system to output a first braking force to the front axle, and controlling the brake system to output a second braking force to the front axle include:

[0034] If the opening of the brake pedal is less than a third threshold, the energy recovery system is controlled to output a first braking force to the front axle, and the brake system is controlled to output a second braking force to the front axle; wherein the third threshold is greater than the second threshold;

[0035] Alternatively, if the opening degree of the brake pedal is greater than a third threshold, the brake system is controlled to output a front axle braking force to the front axle and a rear axle braking force to the rear axle.

[0036] In the embodiment of the present application, the electronic control unit compares the opening of the brake pedal with the third threshold value. If the opening of the brake pedal is less than the third threshold value, it indicates that the vehicle is not in an emergency braking state at this time, and the energy recovery system can be used to output braking force to the vehicle. Since the braking system has higher safety and accuracy, if the opening of the brake pedal is greater than the third threshold value, it indicates that the vehicle is in an emergency braking state at this time, and the braking system is controlled to provide braking force to the front and rear axles of the vehicle to ensure that the braking effect of the vehicle is improved during emergency braking, thereby ensuring the braking safety of the vehicle.

[0037] In conjunction with the first aspect, in some possible implementations, determining a first braking force that an energy recovery system in a vehicle can provide to a front axle includes:

[0038] determining a second total braking force that the energy recovery system can provide to the vehicle;

[0039] When the second total braking force is less than the front axle braking force, determining the second total braking force as the first braking force;

[0040] Alternatively, when the second total braking force is greater than or equal to the front axle braking force, the first partial braking force in the second total braking force is determined to be the first braking force; wherein the first partial braking force is equal to the front axle braking force.

[0041] In the embodiment of the present application, after the electronic control unit determines the second total braking force that the energy recovery system can provide to the vehicle, it preferentially distributes the second total braking force to the front axle by comparing the second total braking force with the front axle braking force, thereby reducing the braking force output by the braking system and further reducing thermal decay of the brakes in the braking system due to frictional overheating.

[0042] In a second aspect, a vehicle control device is provided, the device comprising:

[0043] A first determination module is used to determine the front axle braking force required for the front axle of the vehicle when the vehicle is in a long downhill braking condition;

[0044] A second determination module is used to determine a first braking force that an energy recovery system in the vehicle can provide to the front axle; wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle;

[0045] A third determination module is used to determine a second braking force that a braking force system in the vehicle needs to provide to the front axle according to the first braking force and the front axle braking force;

[0046] The control module is used to control the energy recovery system to output a first braking force to the front axle, and control the brake system to output a second braking force to the front axle.

[0047] In a third aspect, a vehicle is provided, comprising a memory for storing executable program code;

[0048] A processor is used to call and run executable program code from a memory so that the vehicle executes the method in any possible implementation of the first aspect above.

[0049] In a fourth aspect, an executable program code product is provided, the executable program code product comprising: an executable program code, when the executable program code is run on a computer, the computer executes the method in any possible implementation of the first aspect above.

[0050] In a fifth aspect, a readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application;

[0052] Figure 2 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0053] Figure 3 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0055] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0056] During vehicle driving, especially on long downhill sections, long braking operations are required. At present, most vehicles rely mainly on the friction braking principle of brakes to achieve braking. However, the braking method using brakes may cause thermal decay of the brakes due to friction overheating on long downhill sections, and may even cause brake failure, posing a threat to vehicle driving safety.

[0057] In order to solve the above technical problems, the embodiment of the present application provides a vehicle control method, which can be applied in a vehicle equipped with a front axle motor and a rear axle motor, and is executed by an electronic control unit (ECU) in the vehicle for controlling the braking system. A power battery is installed in the vehicle. When the front axle motor outputs a positive torque to the front wheel, electric energy is obtained from the power battery to provide a driving force for the front wheel and drive the front wheel to rotate; when the front axle motor outputs a reverse torque to the front wheel, the front axle motor generates electricity as a generator, and while providing a braking force to the front wheel, the power battery can also be charged. Similarly, when the rear axle motor outputs a positive torque to the rear wheel, it obtains electric energy from the power battery to provide a driving force for the rear wheel and drive the rear wheel to rotate; when the rear axle motor outputs a reverse torque to the rear wheel, the rear axle motor generates electricity as a generator, and while providing a braking force to the rear wheel, the power battery can also be charged.

[0058] In this method, when the electronic control unit determines that the vehicle is in a long downhill braking condition, it determines the front axle braking force required by the front axle in the vehicle; at the same time, it determines the first braking force that the energy recovery system in the vehicle can provide to the front axle; the electronic control unit determines the second braking force that the braking force system in the vehicle needs to provide to the front axle based on the first braking force and the front axle braking force; and controls the energy recovery system to output the first braking force to the front axle, and controls the braking system to output the second braking force to the front axle. In this way, when the vehicle is in a long downhill braking condition, since the center of gravity of the vehicle moves forward, the present application gives priority to outputting the braking force to the front axle when determining that the energy recovery system can provide braking force to the vehicle, thereby reducing the use of the braking system, thereby improving the safety of the vehicle during long downhill braking.

[0059] See also Figure 1 , Figure 1 is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application. The execution subject of the method may be an electronic control unit in a vehicle, such as Figure 1 As shown, the method may include the following steps.

[0060] S101, when the vehicle is in a long downhill braking condition, determine the front axle braking force required by the front axle of the vehicle.

[0061] S102, determining a first braking force that an energy recovery system in the vehicle can provide to the front axle, wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle.

[0062] Among them, the front axle braking force refers to the total braking force required by the front axle when the vehicle brakes on a long downhill slope.

[0063] For example, when the electronic control unit detects that the vehicle brake pedal is stepped on, it can determine the pedal opening of the brake pedal, the road slope value and the current driving speed of the vehicle. When the pedal opening is greater than a preset opening, the road slope value is less than a preset slope, and the driving speed is less than a preset speed, the electronic control unit starts a timer to count the braking time of the vehicle. If the accumulated braking time is greater than the preset time, it is determined that the vehicle is in a long downhill braking condition.

[0064] The brake pedal opening refers to the change in the brake pedal when the driver steps on the brake pedal, which can be expressed as a percentage. For example, when the brake pedal is halfway pressed, the brake pedal opening is 50%; when the brake pedal is not pressed, the brake pedal opening is 0%.

[0065] In this embodiment, when the electronic control unit determines that the vehicle is in a long downhill braking condition, it can determine the front axle braking force required by the front axle and the rear axle braking force required by the rear axle according to the opening of the brake pedal, and at the same time, determine the first braking force that the energy recovery system in the vehicle can provide to the front axle.

[0066] For example, during the driving process of the vehicle, after the electronic control unit detects that the vehicle is in a long downhill braking condition, it determines that the opening of the brake pedal is 40%, and the front axle braking force required by the front axle of the vehicle corresponding to the opening of 40% is 60 Newtons (N), and the rear axle braking force required by the rear axle is 40 N. At the same time, according to the current amount of electricity that can be charged in the power battery, it is determined that the first braking force that the energy recovery system in the vehicle can provide to the front axle at the current moment is 50N.

[0067] S103: Determine, based on the first braking force and the front axle braking force, a second braking force that a braking system in the vehicle needs to provide to the front axle.

[0068] S104, controlling the energy recovery system to output a first braking force to the front axle, and controlling the brake system to output a second braking force to the front axle.

[0069] The second braking force refers to the difference between the first braking force and the front axle braking force.

[0070] In this embodiment, after determining the first braking force and the front axle braking force, the electronic control unit calculates the difference between the front axle braking force and the first braking force, and uses the difference as the second braking force that the braking system needs to provide to the front axle. Further, the electronic control unit can control the energy recovery system to output the first braking force to the front axle, and control the braking system to output the second braking force to the front axle.

[0071] If the first braking force is equal to the front axle braking force, the electronic control unit can determine that the braking system does not need to provide braking force to the front axle, that is, the second braking force is 0.

[0072] For example, during vehicle driving, after the electronic control unit determines that the first braking force is 50N, the front axle braking force is 60N, and the rear axle braking force is 40N, the electronic control unit calculates that the difference between the front axle braking force and the first braking force is 10N, so the electronic control unit can determine that the second braking force that the braking system needs to provide to the front axle is 10N. Further, the electronic control unit can control the energy recovery system to output a first braking force of 50N to the front axle, control the braking system to output a second braking force of 10N to the front axle, and control the braking system to output a rear axle braking force of 40N to the rear axle.

[0073] In the embodiment of the present application, the electronic control unit determines the front axle braking force required by the front axle of the vehicle when it is determined that the vehicle is in a long downhill braking condition; at the same time, it determines the first braking force that the energy recovery system in the vehicle can provide to the front axle; the electronic control unit determines the second braking force that the braking force system in the vehicle needs to provide to the front axle based on the first braking force and the front axle braking force; and controls the energy recovery system to output the first braking force to the front axle, and controls the braking system to output the second braking force to the front axle. In this way, when the vehicle is in a long downhill braking condition, since the center of gravity of the vehicle moves forward, when the present application determines that the energy recovery system can provide braking force to the vehicle, it gives priority to outputting braking force to the front axle, thereby reducing the use of the braking system, thereby improving the safety of the vehicle during long downhill braking.

[0074] Optionally, determining a required front axle braking force for a front axle in the vehicle includes:

[0075] If the braking request of the vehicle is less than or equal to the first threshold, determining that the first total braking force currently required by the vehicle is the front axle braking force;

[0076] Alternatively, if the braking request is greater than a second threshold, the front axle braking force is determined according to the first total braking force and a preset proportional coefficient; wherein the second threshold is greater than the first threshold, and the preset proportional coefficient represents the proportion of the front axle braking force in the first total braking force;

[0077] Alternatively, if the braking request is greater than the first threshold and less than or equal to the second threshold, the target proportional coefficient is determined according to the braking request; the front axle braking force is determined according to the first total braking force and the target proportional coefficient; wherein the target proportional coefficient is negatively correlated with the opening of the brake pedal, indicating the proportion of the front axle braking force in the first total braking force.

[0078] The braking request refers to the degree to which the brake pedal is depressed when the vehicle brakes on a long downhill slope; the first total braking force refers to the total braking force required by the front and rear axles when the vehicle brakes on a long downhill slope. The preset proportional coefficient can be a proportional coefficient pre-set by the developer based on experiments during the vehicle design phase.

[0079] Exemplarily, if the vehicle's braking request is less than or equal to a first threshold, it indicates that the vehicle is in a low load state; if the braking request is greater than a second threshold, it indicates that the vehicle is in a high load state; if the braking request is greater than the first threshold and less than or equal to the second threshold, it indicates that the vehicle is in a medium load state.

[0080] In one embodiment, after determining that the vehicle is braking on a long downhill slope, the electronic control unit determines the pedal opening of the brake pedal. The pedal opening is compared with a first threshold and a second threshold. If the pedal opening is less than or equal to the first threshold, the first total braking force currently required by the vehicle is determined to be the front axle braking force. If the electronic control unit determines that the pedal opening is greater than the second threshold, the front axle braking force is determined according to the product of the first total braking force and a preset proportional coefficient.

[0081] For example, after determining that the vehicle is braking on a long downhill slope, the first threshold is 10%, and the second threshold is 60%, the electronic control unit determines that the pedal opening of the brake pedal is 5%, determines that the first total braking force currently required by the vehicle is 20N based on the pedal opening, and determines that the pedal opening is less than the first threshold. After that, the electronic control unit determines that the front axle braking force currently required by the vehicle is 20N.

[0082] In another exemplary embodiment, after determining that the pedal opening of the brake pedal is 65%, the electronic control unit determines that the first total braking force currently required by the vehicle is 100N according to the pedal opening, and determines that the pedal opening is greater than the first threshold. After that, the electronic control unit can determine that the preset proportional coefficient is 0.4, and determine that the front axle braking force is 40N according to the product of the first total braking force 100N and the preset proportional coefficient 0.4. At the same time, the rear axle braking force is determined to be 60N.

[0083] In another embodiment, the developer can configure multiple pedal opening intervals for the vehicle, each pedal opening interval corresponding to a different proportional coefficient. If the electronic control unit determines that the pedal opening is greater than the first threshold and less than or equal to the second threshold, and determines a target pedal opening interval from the multiple pedal opening intervals according to the pedal opening, and then determines a target proportional coefficient according to the target pedal opening interval; and determines the front axle braking force according to the product of the first total braking force and the target proportional coefficient.

[0084] For example, developers can pre-configure the first pedal opening interval, the second pedal opening interval, and the third pedal opening interval. The first pedal opening interval is an interval greater than 20% and less than or equal to 30%, the second pedal opening interval is an interval greater than 30% and less than or equal to 40%, and the third pedal opening interval is an interval greater than 40 and less than or equal to 60%. At the same time, developers can configure different proportional coefficients for each pedal opening interval. For example, the proportional coefficient corresponding to the first pedal opening interval is 0.7; the proportional coefficient corresponding to the second pedal opening interval is 0.6; and the proportional coefficient corresponding to the third pedal opening interval is 0.5.

[0085] For example, after determining that the vehicle is braking on a long downhill slope, the first threshold is 10%, and the second threshold is 60%, the electronic control unit determines that the pedal opening of the brake pedal is 50%, and determines that the first total braking force currently required by the vehicle is 80N based on the pedal opening, and at the same time determines that the pedal opening is greater than the first threshold and less than or equal to the second threshold. Afterwards, the electronic control unit can determine that the pedal opening is 50% and is in the third pedal opening interval, and the proportional coefficient corresponding to the third pedal opening interval is 0.5. Afterwards, the electronic control unit determines that the front axle braking force is 40N based on the product of the first total braking force 80N and the preset proportional coefficient 0.5. At the same time, the rear axle braking force is determined to be 40N.

[0086] In another embodiment, the developer may determine the functional relationship between the proportional coefficient and the opening of the brake pedal in advance through experiments, in which the target proportional coefficient is negatively correlated with the opening of the brake pedal. After obtaining the pedal opening size each time, the electronic control unit substitutes the pedal opening size into the functional relationship to obtain the target proportional coefficient. The front axle braking force is determined according to the product of the first total braking force and the target proportional coefficient.

[0087] In another embodiment, if the braking request of the vehicle is less than or equal to a first threshold, and / or the driving speed is less than or equal to a first speed threshold, and / or the steering wheel angle is less than or equal to a first angle threshold, it is determined that the first total braking force currently required by the vehicle is the front axle braking force;

[0088] Alternatively, if the braking request is greater than a second threshold, and / or the driving speed is greater than the second speed threshold, and / or the steering wheel angle is greater than the second angle threshold, the front axle braking force is determined according to the first total braking force and a preset proportional coefficient; wherein the second threshold is greater than the first threshold, and the preset proportional coefficient represents the proportion of the front axle braking force in the first total braking force;

[0089] Alternatively, if the braking request is greater than the first threshold and less than or equal to the second threshold, and / or the driving speed is greater than the first speed threshold and less than or equal to the second speed threshold, and / or the steering wheel angle is greater than the first angle threshold and less than or equal to the second angle threshold, the target proportional coefficient is determined according to the braking request; the front axle braking force is determined according to the first total braking force and the target proportional coefficient; wherein the target proportional coefficient is negatively correlated with the opening of the brake pedal, indicating the proportion of the front axle braking force in the first total braking force.

[0090] Exemplarily, after determining that the vehicle is braking on a long downhill slope, the electronic control unit determines the pedal opening of the brake pedal. The pedal opening is compared with the first threshold and the second threshold, and at the same time, the vehicle's driving speed is compared with the first speed threshold and the second speed threshold, and the steering wheel angle is compared with the first angle threshold and the second angle threshold. If the pedal opening is less than or equal to the first threshold, the driving speed is less than or equal to the first speed threshold, and the steering wheel angle is less than or equal to the first angle threshold, it is determined that the first total braking force currently required by the vehicle is the front axle braking force. If the pedal opening is greater than the second threshold, the driving speed is greater than the second speed threshold, and the steering wheel angle is greater than the second angle threshold, the front axle braking force is determined according to the product of the first total braking force and the preset proportional coefficient.

[0091] If the pedal opening is greater than the first threshold and less than or equal to the second threshold, the driving speed is greater than the first speed threshold and less than or equal to the second speed threshold, and the steering wheel angle is greater than the first angle threshold and less than or equal to the second angle threshold, the target proportional coefficient is determined according to the pedal opening; at the same time, the front axle braking force is determined according to the product of the first total braking force and the target proportional coefficient.

[0092] In the embodiment of the present application, the electronic control unit determines the current distribution ratio of the front and rear axle braking forces of the vehicle by judging the size between the vehicle's braking request and the first threshold and the second threshold; when the vehicle's braking request is less than or equal to the first threshold, the first total braking force is fully distributed to the front axle, which can ensure that the vehicle has sufficient braking force for slight deceleration, while avoiding instability such as rear wheel locking and vehicle tail swinging that may be caused by excessive braking of the rear axle; when the braking request is greater than the second threshold, it indicates that the vehicle's braking request is large, and the front and rear axle braking forces are distributed according to the preset proportional coefficient, which can ensure that the vehicle has sufficient braking force for emergency braking, while maintaining the balance of the front and rear axle braking forces. If the braking request is greater than the first threshold and less than or equal to the second threshold, it indicates that the driver's braking request is neither too large nor too small, and the distribution ratio of the front and rear axle braking forces is dynamically adjusted according to the pedal opening size, which can ensure that the vehicle can both quickly decelerate under medium braking intensity and maintain good controllability and stability.

[0093] Optionally, controlling the energy recovery system to output a first braking force to the front axle, and controlling the brake system to output a second braking force to the front axle, comprises:

[0094] When the vehicle is in a left turn state, the energy recovery system is controlled to output a first braking force to the left and right front wheels of the vehicle, and the brake system is controlled to output a second braking force to the right and left front wheels;

[0095] Alternatively, when the vehicle is in a right turn state, the energy recovery system is controlled to output a first braking force to the right and left front wheels of the vehicle, and the brake system is controlled to output a second braking force to the left and right front wheels;

[0096] Alternatively, when the vehicle is in a straight-moving state, the energy recovery system is controlled to output a first braking force to the left front wheel and the right front wheel, and the brake system is controlled to output a second braking force to the left front wheel and the right front wheel.

[0097] Among them, the left turn state means that the steering wheel angle is greater than the preset angle threshold and the steering wheel direction is to the left; the right turn state means that the steering wheel angle is greater than the preset angle threshold and the steering wheel direction is to the right; the straight driving state means that the steering wheel angle is less than or equal to the preset angle threshold.

[0098] In one embodiment, after determining the first braking force and the second braking force, the electronic control unit determines whether the steering wheel angle is greater than a preset angle, and if the steering wheel angle is less than or equal to the preset angle, it is determined that the vehicle is in a straight-ahead state. Further, after determining that the vehicle is in a straight-ahead state, the electronic control unit controls the energy recovery system to output the first braking force to the left front wheel and the right front wheel, and controls the brake system to output the second braking force to the left front wheel and the right front wheel.

[0099] For example, after determining that the first braking force is 50N and the second braking force is 10N, the electronic control unit can determine the steering wheel angle of the vehicle according to the angle sensor, and judge whether the steering wheel angle is greater than the preset angle. Assuming that the steering wheel angle is 3 degrees and the preset angle is 5 degrees, the electronic control unit determines that the steering wheel angle is less than the preset angle, and then determines that the vehicle is in a straight state. After determining that the vehicle is in a straight state, the electronic control unit controls the energy recovery system to output the first braking force of 50N to the left front wheel and the right front wheel, and controls the braking system to output the second braking force of 10N to the left front wheel and the right front wheel.

[0100] In another embodiment, if the electronic control unit determines that the steering wheel angle is greater than a preset steering angle, the vehicle is determined to be in a turning state. Further, the electronic control unit determines the direction of the steering wheel, and if the steering wheel is pointing left, the vehicle is determined to be in a left turn state. After determining that the vehicle is in a left turn state, the electronic control unit controls the energy recovery system to output a first braking force to the right front wheel of the vehicle, and controls the brake system to output a second braking force to the right front wheel.

[0101] If the steering wheel is pointing to the right, it is determined that the vehicle is in a right turn state. After determining that the vehicle is in a right turn state, the electronic control unit controls the energy recovery system to output a first braking force to the left front wheel of the vehicle, and controls the braking system to output a second braking force to the left front wheel.

[0102] Exemplarily, the electronic control unit determines that the steering wheel angle of the vehicle is 20 degrees according to the angle sensor, then determines that the vehicle is in a turning state, and then determines the direction of the steering wheel. For example, if the direction of the steering wheel is to the left, it is determined that the vehicle is in a left turn state. After that, the electronic control unit controls the energy recovery system to output a first braking force of 50N to the right front wheel of the vehicle, and controls the braking system to output a second braking force of 10N to the right front wheel. For another example, if the direction of the steering wheel is to the right, it is determined that the vehicle is in a right turn state, and then the electronic control unit controls the energy recovery system to output a first braking force of 50N to the left front wheel of the vehicle, and controls the braking system to output a second braking force of 10N to the left front wheel.

[0103] In an embodiment of the present application, when the vehicle is in a left turn state, the center of gravity of the vehicle will shift to the left side, and the first braking force will be preferentially applied to the right front wheel, thereby reducing the friction of the braking system. In the case where the first braking force is insufficient, the second braking force is provided by the braking system, thereby ensuring the braking effect of the vehicle during the turning process. When the vehicle is in a right turn state, the first braking force is preferentially applied to the left front wheel, thereby reducing the friction of the braking system. In the case where the first braking force is insufficient, the second braking force is provided by the braking system, thereby ensuring the braking effect of the vehicle during the turning process. When the vehicle is in a straight-ahead state, the first braking force is preferentially applied to both front wheels at the same time. In the case where the first braking force is insufficient, the second braking force is applied to both front wheels by the braking system, thereby reducing the frictional heat generation in the braking system while ensuring the braking effect of the vehicle.

[0104] Optionally, after controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle, the method further comprises:

[0105] determining a third braking force that the energy recovery system needs to provide to the rear axle of the vehicle, and determining a fourth braking force that the brake system needs to provide to the rear axle;

[0106] When the vehicle is in a left turn state, the energy recovery system is controlled to output a third braking force to the left rear wheel of the vehicle, and the brake system is controlled to output a fourth braking force to the left rear wheel;

[0107] Alternatively, when the vehicle is in a right turn state, the energy recovery system is controlled to output the third braking force to the right rear wheel of the vehicle, and the brake system is controlled to output the fourth braking force to the right rear wheel.

[0108] Among them, the third braking force refers to the maximum braking force that the energy recovery system can provide to the rear axle; the fourth braking force refers to the braking force that the braking system needs to provide to the rear axle.

[0109] In one embodiment, when the vehicle is in a long downhill braking condition, the electronic control unit determines the rear axle braking force required for the rear axle of the vehicle according to the opening of the brake pedal; and determines the third braking force that the energy recovery system can provide to the rear axle of the vehicle. Further, the electronic control unit determines the fourth braking force that the braking system in the vehicle needs to provide to the rear axle according to the difference between the rear axle braking force and the third braking force. After determining the third braking force and the fourth braking force, the electronic control unit can determine the steering state of the vehicle. If the vehicle is in a left turn state, the energy recovery system is controlled to output the third braking force to the left rear wheel of the vehicle, and the braking system is controlled to output the fourth braking force to the left rear wheel. If the vehicle is in a right turn state, the energy recovery system is controlled to output the third braking force to the right rear wheel of the vehicle, and the braking system is controlled to output the fourth braking force to the right rear wheel.

[0110] For example, during vehicle driving, after determining that the vehicle is in a long downhill braking, the electronic control unit determines that the rear axle braking force required by the vehicle's rear axle is 40N according to the opening of the brake pedal; and determines that the energy recovery system can provide a third braking force of 10N to the vehicle's rear axle. Further, the electronic control unit can calculate that the difference between the rear axle braking force and the third braking force is 30N, and determines that the fourth braking force that the vehicle's braking system needs to provide to the rear axle is 30N.

[0111] Further, after determining that the third braking force is 10N and the fourth braking force is 30N, the electronic control unit determines the steering state of the vehicle according to the magnitude and direction of the steering wheel angle. Assuming that the vehicle is in a left turn state, the energy recovery system is controlled to output a third braking force of 10N to the left rear wheel of the vehicle, and the braking system is controlled to output a fourth braking force of 30N to the left rear wheel. Assuming that the vehicle is in a right turn state, the energy recovery system is controlled to output a third braking force of 10N to the right rear wheel of the vehicle, and the braking system is controlled to output a fourth braking force of 30N to the right rear wheel. In another embodiment, after determining the third braking force and the fourth braking force, if the vehicle is in a straight state, the electronic control unit controls the energy recovery system to output the third braking force to the left rear wheel and the right rear wheel, and controls the braking system to output the fourth braking force to the left rear wheel and the right rear wheel.

[0112] For example, after determining that the third braking force is 10N and the fourth braking force is 30N, the electronic control unit determines that the vehicle is in a straight-ahead state based on the size and direction of the steering wheel angle, and then controls the energy recovery system to output the third braking force of 10N to the left rear wheel and the right rear wheel, and controls the braking system to output the fourth braking force of 30N to the left rear wheel and the right rear wheel.

[0113] In the embodiment of the present application, when the vehicle is in a left turn state, the third braking force is applied to the left rear wheel first, which can reduce the friction of the braking system. In the case where the third braking force is insufficient, the fourth braking force is provided by the braking system to ensure the braking effect of the vehicle during the turning process. In the case where the vehicle is in a right turn state, the third braking force is applied to the right rear wheel first, which can reduce the friction of the braking system. In the case where the third braking force is insufficient, the fourth braking force is provided by the braking system to ensure the braking effect of the vehicle during the turning process.

[0114] Optionally, determining a third braking force that the energy recovery system needs to provide to the rear axle of the vehicle includes:

[0115] determining a second total braking force that the energy recovery system can provide to the vehicle;

[0116] The third braking force is determined based on the difference between the second total braking force and the first braking force, and the rear axle braking force required for the rear axle in the vehicle.

[0117] The second total braking force refers to the braking force currently provided to the vehicle by the front axle motor and the rear axle motor in the vehicle. The difference between the second total braking force and the first braking force refers to the remaining motor braking force after the energy recovery system provides the first braking force to the front axle. The rear axle braking force refers to the total braking force required by the rear axle when the vehicle brakes on a long downhill slope.

[0118] In this embodiment, after determining the first braking force, the electronic control unit can determine the second total braking force that the energy recovery system can provide to the vehicle, and determine the rear axle braking force required by the rear axle of the vehicle according to the opening of the brake pedal. Then, the electronic control unit calculates the difference between the second total braking force and the first braking force, and compares the difference with the rear axle braking force. If the difference is greater than or equal to the rear axle braking force, the rear axle braking force is determined as the third braking force. If the difference is less than the rear axle braking force, the difference is used as the third braking force.

[0119] If the difference is greater than or equal to the rear axle braking force, the fourth braking force is determined to be 0; if the difference is less than the rear axle braking force, a first difference between the rear axle braking force and the difference is calculated, and the first difference is used as the fourth braking force.

[0120] For example, during the driving process of the vehicle, after determining that the first braking force is 50N, the electronic control unit can determine that the second total braking force that the energy recovery system can provide to the vehicle is 60N, and at the same time determine that the rear axle braking force required by the rear axle of the vehicle is 40N according to the opening of the brake pedal. Then, the electronic control unit calculates that the difference between the second total braking force and the first braking force is 10N, that is, the remaining motor braking force after the energy recovery system provides the first braking force to the front axle is 10N. After that, the electronic control unit compares the difference 10N with the rear axle braking force 40N, and determines that the difference is less than the rear axle braking force, then determines that the third braking force is 10N, and controls the energy recovery system to output a third braking force of 10N to the rear axle.

[0121] Furthermore, after determining that the third braking force is 10N, the electronic control unit can calculate the first difference between the rear axle braking force 40N and the difference 10N as 30N, use the first difference 30N as the fourth braking force, and control the braking system to output the fourth braking force of 30N to the rear axle.

[0122] In another exemplary embodiment, during vehicle driving, after determining that the first braking force is 20N, the second total braking force is 60N, and the rear axle braking force required by the vehicle's rear axle is 30N, the electronic control unit calculates that the difference between the second total braking force and the first braking force is 40N, and determines that the difference is greater than the rear axle braking force, then determines that the third braking force is 30N, and controls the energy recovery system to output the third braking force of 30N to the rear axle. Further, the electronic control unit determines that the fourth braking force is 0.

[0123] In the embodiment of the present application, the electronic control unit determines the third braking force that the energy recovery system can provide to the rear axle based on the second total braking force that the energy recovery system can provide to the vehicle and the first braking force that can be provided to the front axle of the vehicle. In this way, the electronic control unit preferentially distributes the second total braking force to the front axle of the vehicle, and when there is remaining electric braking force after the front axle is distributed, the remaining third braking force is distributed to the rear axle, thereby alleviating the thermal decay phenomenon caused by friction overheating when the braking system provides braking force to the rear axle, thereby ensuring safe braking of the vehicle.

[0124] Optionally, before controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle, the method further includes:

[0125] When the vehicle is in a turning state, determining an actual yaw angle of the vehicle; wherein the turning state includes a left turn state and a right turn state;

[0126] If the deviation between the target yaw angle and the actual yaw angle is greater than a preset deviation, the proportional coefficient is adjusted according to the deviation to reduce the deviation; wherein the proportional coefficient includes a target proportional coefficient or a preset proportional coefficient.

[0127] Among them, the actual yaw angle refers to the angle between the direction of the vehicle's center of mass velocity and the direction of the front of the vehicle, which indicates the degree of change in the direction of the vehicle during the turning process.

[0128] In this embodiment, after determining that the vehicle is in a long downhill braking condition and the vehicle is in a turning state, the electronic control unit can determine the actual yaw angle of the vehicle according to the yaw angle sensor. And calculate the deviation between the target yaw angle and the actual yaw angle. If it is determined that the deviation is greater than the preset deviation, the proportional coefficient can be adjusted according to the deviation. Exemplarily, during the driving process of the vehicle, the electronic control unit can determine the actual yaw angle of the vehicle, and then calculate the difference between the actual yaw angle of the vehicle and the target yaw angle, and input the difference into a pre-designed proportional-integral-derivative controller (Proportional-Integral-Derivative Controller, PID controller) to obtain the target proportional coefficient output by the PID controller, and adjust the initial proportional coefficient according to the target proportional coefficient to reduce the deviation.

[0129] Exemplarily, the proportional coefficient output by the PID controller is the proportion of the front axle braking force in the first total braking force, and the proportion of the rear axle braking force in the first total braking force can be determined according to the proportional coefficient. For example, if the target horizontal scale angle is 10 degrees, the preset difference is 5 degrees. After determining that the first total braking force of the vehicle is 100N and the actual yaw angle is 25 degrees, the electronic control unit can calculate that the difference between the actual yaw angle of 25 degrees and the target horizontal scale angle of 10 degrees is 15 degrees, and determine that the deviation between the target horizontal scale angle and the actual yaw angle is greater than the preset deviation. Afterwards, the electronic control unit can input the difference into the PID controller, and the PID controller outputs the proportional coefficient based on the difference, the proportional coefficient, the integral coefficient, the differential coefficient, etc. in the PID controller. If the output proportional coefficient is 0.4, it can be determined that the proportion of the front axle braking force in the first total braking force is 40%, and the corresponding proportion of the rear axle braking force in the first total braking force is 60%. If the first total braking force is 100N, the energy recovery system can be controlled to output a first braking force of 40N to the front axle, and the braking system can be controlled to output a second braking force of 60N to the front axle.

[0130] In the embodiment of the present application, the electronic control unit can timely detect and correct the deviation in the vehicle steering process by monitoring the actual yaw angle of the vehicle in real time and comparing it with the target yaw angle. When the deviation between the actual yaw angle and the target yaw angle is too large, the deviation can be reduced by adjusting the proportional coefficient, which can prevent the vehicle from becoming unstable due to oversteering or understeering, thereby improving the ride comfort of the vehicle and allowing passengers to experience a more stable ride during the steering process.

[0131] Optionally, controlling the energy recovery system to output a first braking force to the front axle, and controlling the brake system to output a second braking force to the front axle, comprises:

[0132] If the opening of the brake pedal is less than a third threshold, the energy recovery system is controlled to output a first braking force to the front axle, and the brake system is controlled to output a second braking force to the front axle; wherein the third threshold is greater than the second threshold;

[0133] Alternatively, if the opening degree of the brake pedal is greater than a third threshold, the brake system is controlled to output a front axle braking force to the front axle and a rear axle braking force to the rear axle.

[0134] Among them, if the opening of the brake pedal is less than the third threshold, it indicates that the vehicle is not in an emergency braking state at this time; if the opening of the brake pedal is greater than the third threshold, it indicates that the vehicle is in an emergency braking state at this time.

[0135] In one embodiment, after determining that the vehicle is in a long downhill braking condition, the electronic control unit determines the opening of the brake pedal, and if the opening of the brake pedal is less than a third threshold, controls the energy recovery system to output the first braking force to the front axle, and controls the braking system to output the second braking force to the front axle. If the opening of the brake pedal is greater than the third threshold, controls the braking system to output the front axle braking force to the front axle, and controls the braking system to output the rear axle braking force to the rear axle.

[0136] For example, during vehicle driving, assuming that the third threshold is 70%, after determining that the vehicle is in a long downhill braking, the electronic control unit determines that the first braking force is 30N, the second braking force is 10N, the front axle braking force is 40N, and the rear axle braking force is 60N. Afterwards, the electronic control unit determines that the opening of the brake pedal is 60%, and determines that the opening of the brake pedal is less than the third threshold, and then controls the energy recovery system to output a first braking force of 30N to the front axle, and controls the brake system to output a second braking force of 10N to the front axle.

[0137] In another exemplary embodiment, the electronic control unit determines that the opening of the brake pedal is 75%, and determines that the opening of the brake pedal is greater than a third threshold value. Thereafter, the electronic control unit controls the braking system to output 40N of front axle braking force to the front axle, and controls the braking system to output 60N of rear axle braking force to the rear axle.

[0138] In another embodiment, after determining that the vehicle is in a long downhill braking condition, the electronic control unit determines the opening of the brake pedal. If the opening of the brake pedal is greater than a third threshold, the electronic control unit determines the rate at which the brake pedal is depressed. If it is determined that the rate at which the brake pedal is depressed is greater than a preset rate, the electronic control unit controls the braking system to output front axle braking force to the front axle, and controls the braking system to output rear axle braking force to the rear axle.

[0139] In the embodiment of the present application, the electronic control unit compares the opening of the brake pedal with the third threshold value. If the opening of the brake pedal is less than the third threshold value, it indicates that the vehicle is not in an emergency braking state at this time, and the energy recovery system can be used to output braking force to the vehicle. Since the braking system has higher safety and accuracy, if the opening of the brake pedal is greater than the third threshold value, it indicates that the vehicle is in an emergency braking state at this time, and the braking system is controlled to provide braking force to the front and rear axles of the vehicle to ensure that the braking effect of the vehicle is improved during emergency braking, thereby ensuring the braking safety of the vehicle.

[0140] Optionally, determining a first braking force that an energy recovery system in the vehicle can provide to a front axle includes:

[0141] determining a second total braking force that the energy recovery system can provide to the vehicle;

[0142] When the second total braking force is less than the front axle braking force, determining the second total braking force as the first braking force;

[0143] Alternatively, when the second total braking force is greater than or equal to the front axle braking force, the first partial braking force in the second total braking force is determined to be the first braking force; wherein the first partial braking force is equal to the front axle braking force.

[0144] The second total braking force refers to the braking force currently provided to the vehicle by the front axle motor and the rear axle motor in the vehicle.

[0145] In one embodiment, after determining the front axle braking force, the electronic control unit can determine the second total braking force that the energy recovery system can provide to the vehicle at the current moment based on the amount of electricity that can currently be charged into the power battery; when it is determined that the second total braking force is less than the front axle braking force, the electronic control unit can use the second total braking force as the first braking force.

[0146] Furthermore, the electronic control unit may calculate the difference between the first braking force and the front axle braking force, and determine a second braking force that the braking system in the vehicle needs to provide to the front axle.

[0147] For example, during vehicle operation, after the electronic control unit determines that the front axle braking force is 60N and the rear axle braking force is 40N according to the opening of the brake pedal, it can determine that the second total braking force that the energy recovery system can provide to the vehicle at the current moment is 50N according to the amount of electricity that can be charged into the power battery. Further, the electronic control unit can compare the second total braking force with the front axle braking force, and determine that the second total braking force of 50N is less than the front axle braking force of 60N, so the electronic control unit can determine that the first braking force is 50N.

[0148] Further, the electronic control unit may calculate that the difference between the first braking force and the front axle braking force is 10N, and determine that the second braking force that the braking system in the vehicle needs to provide to the front axle is 10N.

[0149] In another embodiment, after the electronic control unit determines the front axle braking force and the second total braking force, if the second total braking force is greater than the front axle braking force, the first portion of the braking force in the second total braking force can be used as the first braking force; wherein the first portion of the braking force is equal to the front axle braking force.

[0150] Furthermore, the electronic control unit uses the second partial braking force as the third braking force and controls the energy recovery system to output the third braking force to the rear axle, wherein the second partial braking force is equal to the difference between the second total braking force and the first braking force.

[0151] For example, during the operation of the vehicle, after the electronic control unit determines that the front axle braking force is 60N and the rear axle braking force is 40N according to the opening of the brake pedal, it can determine that the second total braking force that the energy recovery system can provide to the vehicle at the current moment is 70N according to the amount of electricity that can be charged in the power battery. Further, the electronic control unit can compare the second total braking force with the front axle braking force, and determine that the second total braking force of 70N is greater than the front axle braking force of 60N. Therefore, the electronic control unit can determine that the first braking force is equal to the front axle braking force, that is, the first braking force is 60N. Further, the electronic control unit can calculate that the difference between the second total braking force and the first braking force is 10N, and use the difference of 10N as the third braking force to control the energy recovery system to output a third braking force of 10N to the rear axle. Among them, the second partial braking force is equal to the difference between the second total braking force and the first braking force.

[0152] In another exemplary embodiment, if the second total braking force is equal to the front axle braking force, the electronic control unit may use the second total braking force as the first braking force. At the same time, it is determined that the braking system in the vehicle does not need to provide the second braking force to the front axle, that is, the second braking force is 0.

[0153] In the embodiment of the present application, after the electronic control unit determines the second total braking force, if the second total braking force is less than the front axle braking force, the second total braking force is determined to be the first braking force. Alternatively, if the second total braking force is greater than or equal to the front axle braking force, the front axle braking force is used as the first braking force. In this way, after the electronic control unit determines the second total braking force that the energy recovery system can provide to the vehicle, by comparing the second total braking force with the front axle braking force, the second total braking force is preferentially allocated to the front axle, thereby reducing the braking force output by the braking system, thereby reducing the thermal decay phenomenon of the brakes in the braking system due to friction overheating.

[0154] Optionally, after determining that the vehicle is not in a long downhill braking condition, the first braking force and the third braking force are reduced at a preset gradient rate, and the second braking force and the fourth braking force are increased at a preset gradient rate until the first braking force and the third braking force are reduced to 0.

[0155] For example, during the vehicle driving process, it is assumed that the first braking force is 50N, the third braking force is 10N, the second braking force is 10N, and the fourth braking force is 30N. The electronic control unit determines that the vehicle exits from the long downhill braking condition at the current moment, that is, it is not in the long downhill braking state, and then the first braking force and the third braking force are reduced according to the preset gradient rate, such as 5N per second, and the second braking force and the fourth braking force are increased according to the preset gradient rate, such as 5N per second. Then, in the next cycle, the first braking force is 45N, the third braking force is 5N, the second braking force is 15N, and the fourth braking force is 35N. In the next cycle, the first braking force is 40N, the third braking force is 0N, the second braking force is 20N, and the fourth braking force is 40N. And so on, until the first braking force and the third braking force are reduced to 0.

[0156] See also Figure 2 , Figure 2 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application. The vehicle control device can be set in an electronic control unit in a vehicle and can include: a first determination module 201, a second determination module 202, a third determination module 203 and a control module 204.

[0157] A first determination module 201 is used to determine the front axle braking force required by the front axle of the vehicle when the vehicle is in a long downhill braking condition;

[0158] A second determination module 202 is used to determine a first braking force that an energy recovery system in the vehicle can provide to the front axle; wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle;

[0159] A third determination module 203 is used to determine a second braking force that the braking force system in the vehicle needs to provide to the front axle according to the first braking force and the front axle braking force;

[0160] The control module 204 is used to control the energy recovery system to output a first braking force to the front axle, and control the brake system to output a second braking force to the front axle.

[0161] Optionally, the first determination module 201 is specifically used to determine that the first total braking force currently required by the vehicle is the front axle braking force if the braking request of the vehicle is less than or equal to a first threshold; or, if the braking request is greater than a second threshold, the front axle braking force is determined according to the first total braking force and a preset proportional coefficient; wherein the second threshold is greater than the first threshold, and the preset proportional coefficient represents the proportion of the front axle braking force in the first total braking force; or, if the braking request is greater than the first threshold and less than or equal to the second threshold, the target proportional coefficient is determined according to the braking request; the front axle braking force is determined according to the first total braking force and the target proportional coefficient; wherein the target proportional coefficient is negatively correlated with the opening of the brake pedal, representing the proportion of the front axle braking force in the first total braking force.

[0162] Optionally, the control module 204 is specifically used to control the energy recovery system to output a first braking force to the right front wheel of the vehicle, and to control the braking system to output a second braking force to the right front wheel when the vehicle is in a left turn state; or, when the vehicle is in a right turn state, control the energy recovery system to output a first braking force to the left front wheel of the vehicle, and to control the braking system to output a second braking force to the left front wheel; or, when the vehicle is in a straight-ahead state, control the energy recovery system to output a first braking force to the left front wheel and the right front wheel, and to control the braking system to output a second braking force to the left front wheel and the right front wheel.

[0163] Optionally, the control module 204 is specifically used to determine the third braking force that the energy recovery system needs to provide to the rear axle of the vehicle, and to determine the fourth braking force that the braking system needs to provide to the rear axle; when the vehicle is in a left turn state, the energy recovery system is controlled to output the third braking force to the left rear wheel of the vehicle, and the braking system is controlled to output the fourth braking force to the left rear wheel; or, when the vehicle is in a right turn state, the energy recovery system is controlled to output the third braking force to the right rear wheel of the vehicle, and the braking system is controlled to output the fourth braking force to the right rear wheel.

[0164] Optionally, the control module 204 is specifically used to determine a second total braking force that the energy recovery system can provide to the vehicle; and determine a third braking force based on the difference between the second total braking force and the first braking force, and the rear axle braking force required by the rear axle of the vehicle.

[0165] Optionally, the control module 204 is specifically used to determine the actual yaw angle of the vehicle when the vehicle is in a turning state; wherein the turning state includes a left turn state and a right turn state; if the deviation between the target yaw angle and the actual yaw angle is greater than a preset deviation, the proportional coefficient is adjusted according to the deviation to reduce the deviation; wherein the proportional coefficient includes a target proportional coefficient or a preset proportional coefficient.

[0166] Optionally, the control module 204 is specifically used to control the energy recovery system to output a first braking force to the front axle, and to control the braking system to output a second braking force to the front axle if the opening of the brake pedal is less than a third threshold value; wherein the third threshold value is greater than the second threshold value; or, if the opening of the brake pedal is greater than the third threshold value, control the braking system to output a front axle braking force to the front axle and to output a rear axle braking force to the rear axle.

[0167] Optionally, the second determination module 202 is specifically used to determine a second total braking force that the energy recovery system can provide to the vehicle; when the second total braking force is less than the front axle braking force, determine the second total braking force to be the first braking force; or, when the second total braking force is greater than or equal to the front axle braking force, determine the first part of the second total braking force to be the first braking force; wherein the first part of the braking force is equal to the front axle braking force.

[0168] The vehicle control device provided in this embodiment can execute the above method embodiment, and its implementation principle and technical effect are similar, which will not be repeated here.

[0169] See also Figure 3 , Figure 3 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0170] For example, Figure 3 As shown, the vehicle 300 includes: a memory 301 and a processor 302, wherein the memory 301 stores an executable program code 3011, and the processor 302 is used to call and execute the executable program code 3011 to perform a vehicle control method.

[0171] In addition, an embodiment of the present application also protects a vehicle, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0172] This embodiment also provides a readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0173] This embodiment also provides an executable program code product. When the executable program code product runs on a computer, the computer executes the above-mentioned related steps to implement a vehicle control method provided by the above embodiment.

[0174] Among them, the device, readable storage medium, executable program code product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0175] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0176] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0177] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: determining a front axle braking force required on a front axle of the vehicle when the vehicle is in a long downhill braking condition; Determining a first braking force that an energy recovery system in the vehicle can provide to the front axle; wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle; Determining, according to the first braking force and the front axle braking force, a second braking force that a braking system in the vehicle needs to provide to the front axle; The energy recovery system is controlled to output the first braking force to the front axle, and the brake system is controlled to output the second braking force to the front axle.

2. The method according to claim 1, characterized in that: Determining the front axle braking force required by the front axle of the vehicle includes: If the braking request of the vehicle is less than or equal to a first threshold, determining that a first total braking force currently required by the vehicle is the front axle braking force; Alternatively, if the braking request is greater than a second threshold, the front axle braking force is determined according to the first total braking force and a preset proportional coefficient; wherein the second threshold is greater than the first threshold, and the preset proportional coefficient represents the proportion of the front axle braking force in the first total braking force; Alternatively, if the braking request is greater than the first threshold and less than or equal to the second threshold, a target proportional coefficient is determined according to the braking request; the front axle braking force is determined according to the first total braking force and the target proportional coefficient; wherein the target proportional coefficient is negatively correlated with the opening of the brake pedal, indicating the proportion of the front axle braking force in the first total braking force.

3. The method according to claim 2, characterized in that The controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle comprises: When the vehicle is in a left turn state, controlling the energy recovery system to output the first braking force to the right front wheel of the vehicle, and controlling the brake system to output the second braking force to the right front wheel; Alternatively, when the vehicle is in a right turn state, the energy recovery system is controlled to output the first braking force to the left front wheel of the vehicle, and the brake system is controlled to output the second braking force to the left front wheel; Alternatively, when the vehicle is in a straight-moving state, the energy recovery system is controlled to output the first braking force to the left front wheel and the right front wheel, and the brake system is controlled to output the second braking force to the left front wheel and the right front wheel.

4. The method according to claim 3, characterized in that: The method further comprises: determining a third braking force that the energy recovery system needs to provide to a rear axle of the vehicle, and determining a fourth braking force that the brake system needs to provide to the rear axle; When the vehicle is in the left turn state, controlling the energy recovery system to output the third braking force to the left rear wheel of the vehicle, and controlling the brake system to output the fourth braking force to the left rear wheel; Alternatively, when the vehicle is in the right turn state, the energy recovery system is controlled to output the third braking force to the right rear wheel of the vehicle, and the brake system is controlled to output the fourth braking force to the right rear wheel.

5. The method according to claim 4, characterized in that The determining of the third braking force that the energy recovery system needs to provide to the rear axle of the vehicle includes: determining a second total braking force that the energy recovery system can provide to the vehicle; The third braking force is determined based on a difference between the second total braking force and the first braking force, and a rear axle braking force required for a rear axle in the vehicle.

6. The method according to claim 3, characterized in that Before controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle, the method further includes: When the vehicle is in a turning state, determining an actual yaw angle of the vehicle; wherein the turning state includes the left turn state and the right turn state; If the deviation between the target yaw angle and the actual yaw angle is greater than a preset deviation, the proportionality coefficient is adjusted according to the deviation to reduce the deviation; wherein the proportionality coefficient includes the target proportionality coefficient or the preset proportionality coefficient.

7. The method according to claim 1, characterized in that The controlling the energy recovery system to output the first braking force to the front axle and controlling the brake system to output the second braking force to the front axle comprises: If the opening of the brake pedal is less than a third threshold, the energy recovery system is controlled to output the first braking force to the front axle, and the brake system is controlled to output the second braking force to the front axle; wherein the third threshold is greater than the second threshold; Alternatively, if the opening degree of the brake pedal is greater than the third threshold, the brake system is controlled to output the front axle braking force to the front axle and to output the rear axle braking force to the rear axle.

8. The method according to any one of claims 1 to 7, characterized in that The determining a first braking force that an energy recovery system in the vehicle can provide to the front axle comprises: determining a second total braking force that the energy recovery system can provide to the vehicle; When the second total braking force is less than the front axle braking force, determining the second total braking force to be the first braking force; Alternatively, when the second total braking force is greater than or equal to the front axle braking force, a first portion of the braking force in the second total braking force is determined to be the first braking force; wherein the first portion of the braking force is equal to the front axle braking force.

9. A vehicle control device, characterized in that: The device comprises: A first determination module is used to determine the front axle braking force required for the front axle of the vehicle when the vehicle is in a long downhill braking condition; A second determination module is used to determine a first braking force that an energy recovery system in the vehicle can provide to the front axle; wherein the first braking force is a maximum braking force that the energy recovery system can provide to the front axle; a third determining module, configured to determine, based on the first braking force and the front axle braking force, a second braking force that a braking force system in the vehicle needs to provide to the front axle; A control module is used to control the energy recovery system to output the first braking force to the front axle, and control the brake system to output the second braking force to the front axle.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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