Control method and device

Abstract

The invention provides a control method and device which can be applied to the field of intelligent driving. The method comprises the steps that the electric braking recovery torque of a front axle and the electric braking recovery torque of a rear axle of the vehicle are obtained, and the ratio of the electric braking recovery torque of the front axle to the electric braking recovery torque of the rear axle is smaller than a preset distribution ratio; when hydraulic braking torque compensation is triggered, the hydraulic braking torque of the front axle is determined according to the electric braking recovery torque of the rear axle, the braking torque determined according to the preset distribution ratio and the electric braking recovery torque of the front axle; and controlling a hydraulic brake of the front axle to work according to the hydraulic braking torque of the front axle. The embodiment of the invention can be applied to an intelligent automobile or a new energy automobile, and is helpful for preventing the EBD function from being triggered too early in a vehicle braking process.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving, and more specifically, to a control method and device. Background Art

[0002] For electric vehicles with rear axle energy recovery, when the braking torque requested by the autonomous driving system or the human driver is greater than the maximum recovery capacity of the motor, the electronic stability controller (ESC) will treat the front and rear axles as a whole when performing hydraulic compensation, and the master cylinder and the four wheel cylinders will have the same braking pressure. This may cause the total braking torque on the rear axle to be too large, the rear axle to slip prematurely, and the electronic brake force distribution (EBD) function to be triggered prematurely. Summary of the invention

[0003] The present application provides a control method and device, which are helpful to avoid premature triggering of the EBD function during vehicle braking.

[0004] In a first aspect, a control method is provided, the method comprising: obtaining a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of a vehicle, the ratio of the first electric braking recovery torque to the second electric braking recovery torque being less than a preset allocation ratio; when obtaining a first signal, determining a first hydraulic braking torque based on the first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset allocation ratio and the second electric braking recovery torque, the first signal being used to indicate a compensating hydraulic braking torque; and controlling the operation of the hydraulic brake of the first shaft based on the first hydraulic braking torque.

[0005] Exemplarily, the first shaft may be the front axle of the vehicle, and the second shaft may be the rear axle of the vehicle; or, the first shaft may be the rear axle of the vehicle, and the second shaft may be the front axle of the vehicle.

[0006] Taking the first axle as the front axle and the second axle as the rear axle as an example, based on the above technical solution, when the vehicle performs hydraulic brake torque compensation, the front axle and the rear axle are not considered as a whole, but the electric brake recovery torque already existing on the front axle and the rear axle is considered to allocate hydraulic brake torque to the front axle. In this way, it can be avoided that the total brake torque on the rear axle is too large and the rear axle slips too early, which helps to avoid the EBD function being triggered too early during vehicle braking.

[0007] The above preset distribution ratio may be a desired ratio of the braking torque of the first shaft to the braking torque of the second shaft.

[0008] In some possible implementations, the braking demand torque may be the braking demand torque output by the automatic driving controller, or may be the braking demand torque determined according to the user's driving operation.

[0009] In some possible implementations, the first braking torque is determined by the preset distribution ratio and the second electric braking recovery torque, including: the first braking torque is the preset distribution ratio multiplied by the second electric braking recovery torque.

[0010] In combination with the first aspect, in certain implementations of the first aspect, the first hydraulic braking torque is determined according to the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking demand torque, the first hydraulic braking torque is determined according to the braking demand torque, the first electric braking recovery torque and the second electric braking recovery torque. At this time, the hydraulic brake of the second shaft may not output the hydraulic braking torque.

[0011] Based on the above technical solution, if the sum of the second electric brake recovery torque and the first brake torque is greater than the brake demand torque, the first hydraulic brake torque can be determined by the brake demand torque, the first electric brake recovery torque and the second electric brake recovery torque. In this way, while avoiding the premature triggering of the EBD function during vehicle braking, the total braking torque of the vehicle can also be ensured to follow the brake demand torque.

[0012] In some possible implementations, when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is equal to the braking requirement torque minus the sum of the first electric braking recovery torque and the second electric braking recovery torque.

[0013] In some possible implementations, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is equal to the braking demand torque, the difference between the first braking torque and the first electric braking recovery torque is determined as the first hydraulic braking torque.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque, the second hydraulic braking torque is determined based on the braking demand torque, the second electric braking recovery torque and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the first hydraulic braking torque is determined based on the third hydraulic braking torque and the fifth hydraulic braking torque, and the fifth hydraulic braking torque is determined by the difference between the first braking torque and the first electric braking recovery torque; wherein, the operation of the hydraulic brake of the first shaft is controlled based on the first hydraulic braking torque, including: controlling the hydraulic brake of the first shaft to output the first hydraulic braking torque and controlling the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0015] Based on the above technical solution, when the sum of the first braking torque and the second electric brake recovery torque is less than the braking demand torque, the remaining braking torque can be distributed according to the preset distribution ratio, and the hydraulic brake of the first shaft is controlled to output the sum of the third hydraulic braking torque and the fifth hydraulic braking torque, and the hydraulic controller of the second shaft is controlled to output the fourth hydraulic braking torque. In this way, when distributing the hydraulic braking torque, avoid treating the front axle and the rear axle as a whole, but consider the electric brake recovery torque that already exists on the front axle and the rear axle to distribute the hydraulic braking torque to the front axle and the rear axle. It helps to avoid the total braking torque on the rear axle being too large and causing the rear axle to slip too early, thereby helping to avoid the EBD function being triggered too early during the vehicle braking process. At the same time, it can also ensure that the total braking torque of the vehicle during the braking process follows the braking demand torque.

[0016] In some possible implementations, the third hydraulic braking torque is the hydraulic braking torque allocated to the first shaft according to the preset distribution ratio and the second hydraulic braking torque, and the fourth hydraulic braking torque is the hydraulic braking torque allocated to the second shaft according to the preset distribution ratio and the second hydraulic braking torque.

[0017] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: obtaining the sixth hydraulic braking torque of the second shaft when the EBD function is triggered; controlling the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stopping increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, the seventh hydraulic braking torque being determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0018] The sixth hydraulic braking torque of the second shaft when the EBD function is triggered is obtained above, which can also be understood as triggering the start of the EBD function when the hydraulic braking torque of the second shaft reaches the sixth hydraulic braking torque.

[0019] Taking the first axle as the front axle and the second axle as the rear axle as an example, based on the above technical solution, when the EBD function is triggered, the front axle can compensate for the under-adjusted braking torque on the rear axle. In this way, the problem of under-adjustment of the total braking torque due to the EBD triggering can be avoided, which helps to avoid the safety risks caused by the reduction of the vehicle's deceleration.

[0020] In some possible implementations, the seventh hydraulic braking torque is the sum of the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the first signal indicates that the vehicle has reached the maximum electric braking regeneration torque.

[0022] Based on the above technical solution, taking a vehicle that performs braking recovery on the rear axle as an example, when the braking recovery torque of the rear axle reaches the maximum braking recovery torque of the rear axle, hydraulic braking torque compensation can be triggered so that the total braking torque of the vehicle follows the braking demand torque.

[0023] In combination with the first aspect, in certain implementations of the first aspect, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0024] Based on the above technical solution, hydraulic compensation can be performed according to the actual recovery torque of the front axle and the rear axle. In this way, when the requested braking recovery torque is greater than the actual recovery torque, it can also be ensured that the total braking torque of the vehicle can follow the braking demand torque, avoiding safety risks caused by under-adjustment of the vehicle's braking torque during braking.

[0025] In combination with the first aspect, in certain implementations of the first aspect, the method includes: sending a first electric braking recovery request message to a vehicle control unit (VCU) based on the braking demand torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking demand torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0026] Based on the above technical solution, the ESC can first send a first electric brake recovery request to the VCU. When the difference between the third electric brake recovery torque and the actual recovery torque is greater than or equal to the first preset difference, the electric brake request torque can be dynamically adjusted. In this way, when there is a large deviation between the actual recovery torque of the motor and the third electric brake recovery torque, the requested electric brake recovery torque can be compensated accordingly, thereby ensuring that the total braking torque of the vehicle can follow the braking demand torque, avoiding safety risks caused by under-adjustment of the vehicle's braking torque during braking.

[0027] In some possible implementations, when the VCU obtains the electric brake recovery request information, it can allocate the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller according to the electric brake recovery torque information carried therein.

[0028] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: obtaining the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0029] Based on the above technical solution, when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference and the difference between the fourth electric braking recovery torque and the actual recovery request torque of the vehicle is greater than or equal to the first preset difference, hydraulic braking torque compensation can be triggered so that the total braking torque of the vehicle follows the braking demand torque.

[0030] In some possible implementations, the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to a second preset difference, including: the fourth electric braking recovery torque reaches the maximum electric braking recovery torque of the vehicle.

[0031] In combination with the first aspect, in certain implementations of the first aspect, before obtaining the first signal, the method further includes: obtaining information of the maximum electric braking recovery torque sent by the VCU.

[0032] In a second aspect, a control method is provided, which includes: obtaining a braking demand torque; sending a first electric braking recovery request message to a vehicle controller VCU based on the braking demand torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when a difference between the third electric braking recovery torque and an actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking demand torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque.

[0033] Based on the above technical solution, the actual recovery torque of the motor is taken into account when energy recovery is performed. When the absolute value of the deviation between the requested torque and the actual recovery torque is greater than the control dead zone, the electric brake recovery request torque is dynamically adjusted. In this way, when the actual electric brake recovery torque is insufficient, by increasing the electric brake recovery request torque, it helps to avoid the safety risks caused by insufficient electric brake recovery torque.

[0034] In some possible implementations, when the third electric braking recovery torque is greater than the actual recovery torque of the vehicle, the fourth electric braking recovery torque is greater than the third electric braking recovery torque; or, when the third electric braking recovery torque is less than the actual recovery torque of the vehicle, the fourth electric braking recovery torque is less than the third electric braking recovery torque.

[0035] In combination with the second aspect, in certain implementations of the second aspect, the method also includes: performing hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0036] In combination with the second aspect, in certain implementations of the second aspect, before performing the hydraulic braking torque compensation, the method further includes: acquiring information on the maximum recovery torque sent by the VCU.

[0037] In a third aspect, a control device is provided, which includes: an acquisition unit for acquiring a first electric brake recovery torque of a first shaft and a second electric brake recovery torque of a second shaft of a vehicle, the ratio of the first electric brake recovery torque to the second electric brake recovery torque being less than a preset allocation ratio; a determination unit for determining a first hydraulic brake torque based on the first brake torque and the first electric brake recovery torque when acquiring a first signal, the first brake torque being determined by the preset allocation ratio and the second electric brake recovery torque, and the first signal being used to indicate a compensated hydraulic brake torque; a control unit for controlling the operation of the hydraulic brake of the first shaft based on the first hydraulic brake torque.

[0038] In combination with the third aspect, in certain implementations of the third aspect, the determination unit is used to: when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, determine the first hydraulic braking torque based on the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque.

[0039] In combination with the third aspect, in certain implementations of the third aspect, the determination unit is used to: determine the second hydraulic braking torque according to the braking demand torque, the second electric braking recovery torque and the first braking torque when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque; determine the third hydraulic braking torque and the fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determine the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, the fifth hydraulic braking torque being determined by the difference between the first braking torque and the first electric braking recovery torque; wherein the control unit is used to: control the hydraulic brake of the first shaft to output the first hydraulic braking torque and control the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is also used to acquire the sixth hydraulic braking torque of the second shaft when the electronic braking force distribution EBD function is triggered; the control unit is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0041] In combination with the third aspect, in certain implementations of the third aspect, the first signal indicates that the vehicle has reached the maximum electric braking regeneration torque.

[0042] In combination with the third aspect, in certain implementations of the third aspect, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0043] In combination with the third aspect, in certain implementations of the third aspect, the device also includes: a sending unit, used to send a first electric braking recovery request information to the vehicle controller VCU according to the braking demand torque, and the first electric braking recovery request information includes information about the third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request information to the VCU according to the difference and the braking demand torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, and the second electric braking recovery request information includes information about the fourth electric braking recovery torque, and the actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0044] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is used to obtain the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0045] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is further used to: before acquiring the first signal, acquire the information of the maximum electric braking recovery torque sent by the VCU.

[0046] In a fourth aspect, a control device is provided, which includes: an acquisition unit for acquiring a braking demand torque; a sending unit for sending a first electric braking recovery request message to a vehicle controller VCU according to the braking demand torque, wherein the first electric braking recovery request message includes information about a third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request message to the VCU according to the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle and the braking demand torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, wherein the second electric braking recovery request message includes information about a fourth electric braking recovery torque.

[0047] In combination with the fourth aspect, in certain implementations of the fourth aspect, the device also includes: a determination unit, used to determine to perform hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0048] In combination with the fourth aspect, in certain implementations of the fourth aspect, the acquisition unit is further used for: before the determination unit determines to perform hydraulic brake torque compensation, obtaining the information of the maximum recovery torque sent by the VCU.

[0049] In a fifth aspect, a control device is provided, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to enable the device to perform any possible method in the first aspect or the second aspect.

[0050] In a sixth aspect, a brake controller is provided, which includes any possible control device in the third aspect above, or includes the control device described in the fourth aspect, or includes the control device described in the fifth aspect.

[0051] In a seventh aspect, the present application provides a vehicle comprising any possible control device in the third aspect, or comprising the control device described in the fourth aspect, or comprising the control device described in the fifth aspect, or comprising the brake controller described in the sixth aspect.

[0052] In an eighth aspect, the present application provides a computer program product, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the first or second aspect.

[0053] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0054] In a ninth aspect, the present application provides a computer-readable medium storing a program code, and when the computer program code runs on a computer, the computer executes any possible method in the first aspect or the second aspect.

[0055] In a tenth aspect, the present application provides a chip, comprising a circuit, wherein the circuit is used to execute any possible method in the first aspect or the second aspect above.

[0056] In an eleventh aspect, a control method is provided, which can be applied to a vehicle that performs braking recovery through a rear axle, the method comprising: obtaining the electric braking recovery torque of the rear axle of the vehicle; when obtaining a first signal, determining the hydraulic braking torque of the front axle based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking demand torque, the first braking torque being determined by a preset distribution ratio and the electric braking recovery torque of the rear axle, and the first signal being used to indicate the compensation hydraulic braking torque; and controlling the operation of the hydraulic brake of the front axle based on the hydraulic braking torque of the front axle.

[0057] Based on the above technical solution, when performing hydraulic braking torque compensation on a vehicle that performs braking recovery through the rear axle, the electric braking recovery torque already existing on the rear axle can be combined. In this way, it is possible to avoid the total braking torque on the rear axle being too large and causing the rear axle to slip too early, which helps to avoid the EBD function being triggered too early during vehicle braking.

[0058] In some possible implementations, the first braking torque is determined by a preset distribution ratio and the electric braking recovery torque of the rear axle, including: the first braking torque is the preset distribution ratio multiplied by the electric braking recovery torque of the rear axle.

[0059] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking demand torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is greater than the braking demand torque, the hydraulic braking torque of the front axle is determined based on the braking demand torque and the electric braking recovery torque of the rear axle.

[0060] In some possible implementations, when the sum of the first braking torque and the electric braking recovery torque of the rear axle is greater than the braking demand torque, the hydraulic braking torque of the front axle is equal to the braking demand torque minus the electric braking recovery torque of the rear axle. At this time, the hydraulic brake of the rear axle may not output the hydraulic braking torque.

[0061] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking demand torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is equal to the braking demand torque, the first braking torque is determined as the hydraulic braking torque of the front axle.

[0062] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking demand torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is less than the braking demand torque, the second hydraulic braking torque is determined based on the braking demand torque, the electric braking recovery torque of the rear axle and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the hydraulic braking torque of the front axle is determined based on the third hydraulic braking torque and the first braking torque; wherein, controlling the operation of the hydraulic brake of the front axle based on the hydraulic braking torque of the front axle includes: controlling the hydraulic brake of the front axle to output the hydraulic braking torque of the front axle and controlling the hydraulic brake of the rear axle to output the fourth hydraulic braking torque.

[0063] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the sixth hydraulic braking torque of the rear axle is obtained when the EBD function is triggered; the hydraulic brake of the front axle is controlled to output a seventh hydraulic braking torque and the increase in the hydraulic braking torque output by the hydraulic brake of the rear axle is stopped, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the first braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0064] Based on the above technical solution, when the EBD function is triggered, the hydraulic braking force of the front axle can be compensated according to the under-adjusted hydraulic braking force on the rear axle. In this way, the problem of under-adjustment of the total braking torque due to the EBD triggering can be avoided, which helps to avoid the safety risks caused by the reduction of the vehicle's deceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 It is a functional block diagram of a vehicle provided in an embodiment of the present application.

[0066] Figure 2 It is a schematic block diagram of the system architecture provided in the embodiment of the present application.

[0067] Figure 3 It is a schematic flow chart of the control method provided in the embodiment of the present application.

[0068] Figure 4 It is another schematic flow chart of the control method provided in an embodiment of the present application.

[0069] Figure 5 It is another schematic flow chart of the control method provided in an embodiment of the present application.

[0070] Figure 6 It is another schematic flow chart of the control method provided in an embodiment of the present application.

[0071] Figure 7 It is a schematic block diagram of a control device provided in an embodiment of the present application.

[0072] Figure 8 It is another schematic block diagram of the control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0073] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Among them, 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 this article is only a description of the association relationship of associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", describing the association relationship of associated objects, indicating that three relationships can exist, for example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0074] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and no unnecessary limitation should be constituted due to the use of such prefixes. In addition, in the description of the present embodiment, unless otherwise specified, the meaning of "multiple" is two or more.

[0075] Figure 1 1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 110 and a computing platform 120, wherein the perception system 110 may include one or more sensors for sensing information about the environment around the vehicle 100. For example, the perception system 110 may include a positioning system, and the positioning system may be a global positioning system (GPS), or a Beidou system or other positioning systems. The perception system 110 may also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera device.

[0076] Some or all functions of the vehicle 100 may be controlled by the computing platform 120. The computing platform 120 may include one or more processors, such as processors 121 to 12n (n is a positive integer). The processor is a circuit with signal processing capability. In one implementation, the processor may be a circuit with instruction reading and execution capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by a processor as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory, the memory is used to store instructions, and some or all of the processors 121 to 12n may call instructions in the memory to implement corresponding functions.

[0077] Figure 2A schematic block diagram of a system architecture 200 provided in an embodiment of the present application is shown. The system architecture 200 may include ESC210, VCU220, a front axle motor controller 230, a rear axle motor controller 240, a front axle hydraulic brake 250 and a rear axle hydraulic brake 260. Among them, ESC210 includes a closed-loop distribution module 211 and a split-axle compensation module 212. ESC210 can obtain the braking demand torque according to the instructions output by the automatic driving controller or the driving operation of the driver. ESC210 can send electric brake recovery request information to VCU220 according to the braking demand torque, and the electric brake recovery request information includes information on the electric brake recovery request torque. VCU220 can determine the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller according to the electric brake recovery request torque. The closed-loop allocation module 211 can obtain the actual recovery torque of the front axle and the actual recovery torque of the rear axle from the front axle motor controller 230 and the rear axle motor controller 240, respectively, so that the ESC 210 can determine whether to adjust the electric brake recovery request torque sent to the VCU 220 according to the difference between the actual recovery torque of the motor and the electric brake recovery request torque sent by the ESC 210 to the VCU 220. The split-axle compensation module 212 can be used to calculate the hydraulic brake torque output by the front axle hydraulic brake 250 and the rear axle hydraulic brake 260 according to the electric brake recovery torque already existing on the front axle and the rear axle when it is determined that hydraulic compensation is required.

[0078] Figure 3 A schematic flow chart of a control method 300 provided in an embodiment of the present application is shown. The method 300 includes:

[0079] S301, ESC obtains braking demand torque.

[0080] Optionally, the ESC obtains the braking demand torque, including: the ESC obtains the braking demand torque according to an instruction output by the automatic driving controller.

[0081] Optionally, the ESC obtains the braking demand torque, including: the ESC obtains the braking demand torque according to the driving operation of the driver.

[0082] S302 , the ESC sends electric brake recovery request information 1 to the VCU according to the brake demand torque. The electric brake recovery request information 1 includes information of electric brake recovery request torque 1 .

[0083] For example, taking a vehicle that performs energy recovery through the rear axle as an example, the maximum recovery torque of the rear axle may be 1800Nm. If the braking demand torque is 1000Nm, the ESC may send an electric brake recovery request message 1 to the VCU, and the electric brake recovery request message 1 includes information that the electric brake recovery request torque 1 is 1000Nm.

[0084] S303 , the VCU determines the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller according to the electric brake recovery request torque 1 .

[0085] For example, taking a vehicle with rear axle energy recovery as an example, if the electric brake recovery request information 1 includes an electric brake recovery request torque 1 of 1000 Nm, the VCU can determine that the front axle request torque is 0 and the rear axle request torque is 1000 Nm.

[0086] The above is an example of a vehicle with rear axle energy recovery, and the embodiments of the present application are not limited thereto. For example, the vehicle recovers energy through dual motors on the front and rear axles, and after the VCU obtains the electric brake recovery request torque, the front axle request torque and the rear axle request torque can be determined.

[0087] S304, the VCU sends information about the front axle torque request and information about the rear axle torque request to the front axle motor controller and the rear axle motor controller respectively.

[0088] S305, the ESC obtains the front axle actual recovery torque and the rear axle actual recovery torque sent by the front axle motor controller and the rear axle motor controller respectively.

[0089] For example, taking a vehicle with rear axle energy recovery as an example, the rear axle requested torque may be 1000 Nm, and the ESC may obtain the rear axle actual recovery torque of 900 Nm sent by the rear axle motor controller.

[0090] S306, when the difference between the actual recovery torque of the motor and the electric brake recovery request torque 1 is greater than or equal to the first preset difference, the ESC sends an electric brake recovery request message 2 to the VCU based on the difference and the braking requirement torque, and the electric brake recovery request message 2 includes information of the electric brake recovery request torque 2.

[0091] The actual recovery torque of the above motors may be the sum of the actual recovery torque of the front axle and the actual recovery torque of the rear axle.

[0092] Exemplarily, the first preset difference is 30 Nm.

[0093] For example, taking a vehicle that performs energy recovery through the rear axle as an example, if the rear axle request torque can be 1000Nm and the actual rear axle recovery torque obtained by the ESC is 900Nm, then the ESC can determine that the electric braking torque output by the rear axle motor controller is under-regulated at this time, and there is a difference of 100Nm between the actual recovery torque and the electric braking recovery request torque. The ESC can send an electric braking recovery request message 2 to the VCU, and the electric braking recovery request message 2 includes information that the electric braking recovery request torque 2 is 1100Nm.

[0094] Optionally, when the actual recovery torque is less than the electric braking recovery request torque 1, the braking recovery request torque 2 is equal to the braking demand torque plus the difference, or, the braking recovery torque 2 is equal to the braking demand torque plus the difference multiplied by a preset multiple (for example, 0.9 times or 1.1 times), or, the braking recovery torque 2 is equal to the sum of the braking demand torque, the difference and a preset torque (for example, 50Nm).

[0095] Optionally, the braking recovery request torque 2 may be determined by proportional integral (PI) control.

[0096] When the VCU receives the electric brake recovery request information 2 , it can redetermine the front axle request torque and the rear axle request torque according to the electric brake recovery request torque 2 .

[0097] S307, when the difference between the adjusted electric brake recovery request torque 2 and the maximum recovery capacity of the motor is less than or equal to the second preset difference, and the difference between the actual recovery torque of the motor and the electric brake recovery request torque 2 is greater than or equal to the first preset difference, control the front axle hydraulic brake and the rear axle hydraulic brake to operate.

[0098] For example, taking a vehicle with rear axle energy recovery as an example, the maximum recovery torque of the rear axle can be 1800Nm. If the adjusted electric brake recovery request torque 2 can reach 1800Nm and the difference between the actual recovery torque of the motor (for example, 1600Nm) and the electric brake recovery request torque 2 is still greater than the first preset difference, the ESC can start the hydraulic compensation mode to control the front axle hydraulic brake and the rear axle hydraulic brake to work, thereby ensuring that the total braking torque of the front axle and the rear axle can follow the braking demand torque.

[0099] For example, the braking demand torque is 2000Nm. When the electric brake recovery request torque 2 reaches 1800Nm and the actual recovery torque of the motor is 1600Nm, the ESC can distribute the front axle hydraulic braking torque and the rear axle hydraulic braking torque according to the preset distribution ratio (for example, the braking torque of the front axle: the braking torque of the rear axle = 3:2) and the remaining braking torque (400Nm, the braking demand torque minus the actual recovery torque of the motor). For example, 240Nm of hydraulic braking torque is distributed to the front axle hydraulic brake and 160Nm of hydraulic braking torque is distributed to the rear axle hydraulic brake, so as to ensure that the total braking torque of the front and rear axles is 2000Nm.

[0100] Exemplarily, the braking demand torque is 5000Nm. When the electric brake recovery request torque 2 reaches 1800Nm and the actual recovery torque of the motor is 1600Nm, the ESC can distribute the front axle hydraulic braking torque and the rear axle hydraulic braking torque according to the preset distribution ratio (for example, the hydraulic braking torque of the front axle: the hydraulic braking torque of the rear axle = 3:2) and the remaining braking torque (3400Nm, the braking demand torque minus the actual recovery torque of the motor). For example, a hydraulic braking torque of 2040Nm is allocated to the front axle hydraulic brake and a hydraulic braking torque of 1360Nm is allocated to the rear axle hydraulic brake, so that the total braking torque of the front and rear axles can be ensured to be 5000Nm. However, since the total braking torque of the rear axle reaches a certain torque value (for example, 2000Nm), the EBD function may be triggered. After the EBD function is triggered, the braking torque of the rear axle will no longer increase, which will result in a total braking torque of 4040Nm for the front and rear axles (2040Nm for the front axle and 2000Nm for the rear axle), with an overall undershoot of 960Nm. In order to avoid undershoot of the vehicle's total braking torque, ESC can compensate for the undershoot of the braking torque through the front axle hydraulic brake, for example, compensating the undershoot of 960Nm to the front axle, so that the total braking torque of the front axle becomes 3000Nm, thereby ensuring a total braking torque of 5000Nm, avoiding safety risks caused by a serious drop in the vehicle's braking force.

[0101] Figure 4 A schematic flow chart of a control method 400 provided in an embodiment of the present application is shown. The method 400 includes:

[0102] S401, ESC obtains braking demand torque.

[0103] For the above S401 , reference may be made to the description of the above S301 .

[0104] S402, the ESC determines whether the braking demand torque is greater than or equal to the maximum recovery torque of the motor.

[0105] If the braking demand torque is greater than or equal to the maximum recovery torque of the motor, execute S403; otherwise, execute S404.

[0106] S403, ESC controls the operation of the front axle hydraulic brake and the rear axle hydraulic brake according to the braking demand torque and the preset distribution ratio.

[0107] For example, the maximum regenerative torque of the motor is 2000Nm and the brake demand torque is 5000Nm. The ESC can control the front axle hydraulic brake to output a hydraulic brake torque of 3000Nm and the rear axle hydraulic brake to output a hydraulic brake torque of 2000Nm according to the brake demand torque and the preset distribution ratio.

[0108] S404, the ESC sends electric brake recovery request information to the VCU according to the brake demand torque, where the electric brake recovery request information includes information of the electric brake recovery request torque.

[0109] Exemplarily, the maximum regenerative torque of the motor is 2000 Nm, and the braking demand torque is 1000 Nm. The ESC sends electric braking regenerative request information to the VCU, and the electric braking regenerative request information includes information that the electric braking regenerative request torque is 1000 Nm.

[0110] S405 , the VCU determines the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller according to the electric brake recovery request torque.

[0111] S406 , the VCU sends information about the front axle torque request and information about the rear axle torque request to the front axle motor controller and the rear axle motor controller respectively.

[0112] For example, taking a vehicle with rear axle energy recovery as an example, if the electric brake recovery request torque is 1000 Nm, the VCU can determine that the rear axle request torque is 1000 Nm.

[0113] The above S405-S406 can refer to the description of the above S303-S304, which will not be repeated here.

[0114] S407, the ESC obtains the front axle actual recovery torque and the rear axle actual recovery torque sent by the front axle motor controller and the rear axle motor controller respectively.

[0115] The above S407 can refer to the description of the above S305, which will not be repeated here. In the description of the method 400, the actual recovery torque of the motor and the electric brake recovery request torque are the same as an example for explanation.

[0116] S408, the ESC obtains a first signal, where the first signal is used to instruct to perform hydraulic brake torque compensation.

[0117] Exemplarily, taking the case where the vehicle performs braking recovery through the rear axle as an example, the first signal indicates that the rear axle reaches the maximum electric braking recovery torque.

[0118] S409: Control the hydraulic braking torque of the front axle hydraulic brake and the hydraulic braking torque of the rear axle hydraulic brake according to the electric braking recovery torque of the vehicle that already exists on the front axle and the rear axle.

[0119] Optionally, the hydraulic braking torque of the front axle hydraulic brake and the hydraulic braking torque of the rear axle hydraulic brake are controlled according to the electric braking recovery torque of the vehicle, including: determining hydraulic braking torque 1 according to the electric braking recovery torque of the vehicle; and controlling the front axle hydraulic brake to output hydraulic braking torque 2 and controlling the rear axle hydraulic brake to output hydraulic braking torque 3 according to the braking demand torque and the hydraulic braking torque 1.

[0120] For example, taking a vehicle with rear axle energy recovery as an example, when the actual recovery torque of the rear axle is 1000 Nm, the actual recovery request torque can be converted into a hydraulic braking torque of 1 at a ratio of 1:1.

[0121] Optionally, the hydraulic braking torque 2 of the front axle hydraulic brake and the hydraulic braking torque 3 of the rear axle hydraulic brake are determined according to the braking demand torque and the 1 hydraulic braking torque, including: determining the hydraulic braking torque 2 of the front axle hydraulic brake and the hydraulic braking torque 3 of the rear axle hydraulic brake according to the braking demand torque, a preset distribution ratio and the hydraulic braking torque 1.

[0122] For example, taking a vehicle with rear axle energy recovery as an example, the maximum recovery torque of the rear axle is 1800Nm, and the braking demand torque is 5000Nm. When the electric brake recovery torque of the rear axle reaches 1800Nm, ESC will start the hydraulic brake compensation method. If the hydraulic braking torque output by the front axle hydraulic brake and the rear axle hydraulic brake is still distributed according to the preset distribution ratio (for example, the braking torque of the front axle: the braking torque of the rear axle = 3:2), that is, the front axle hydraulic brake outputs a hydraulic braking torque of 1980Nm and the rear axle hydraulic brake outputs a hydraulic braking torque of 1280Nm. When the total braking torque of the rear axle reaches 2000Nm (that is, the actual hydraulic braking torque of the rear axle is 200Nm), the EBD function will be triggered, and the total braking torque of the rear axle will not rise again. In this way, even if the front axle hydraulic brake outputs a hydraulic braking torque of 1980Nm, the total braking torque of the front and rear axles is only 3980Nm, and there is an under-adjustment of 1080Nm. After the EBD is triggered, the front axle will no longer compensate for the under-adjusted braking torque, resulting in a serious under-adjustment of the total braking torque, a greater risk of insufficient braking, and increased safety risks for the vehicle.

[0123] In the embodiment of the present application, in order to ensure that the total braking torque of the front and rear axles follows the braking demand torque, the hydraulic braking force may not be continuously allocated to the front and rear axle hydraulic brakes according to the preset allocation ratio. After the total braking torque of the rear axle reaches 2000Nm and the EBD function is triggered, the under-adjusted 960Nm may be compensated to the front axle, that is, the front axle hydraulic brake outputs a hydraulic braking torque of 3000Nm, thereby ensuring that the total braking torque of the front and rear axles reaches 5000Nm. This ensures that after the EBD function is triggered, the front axle can additionally compensate for the under-adjusted braking torque, avoiding under-adjustment of the total braking torque, and helping to reduce the safety risks caused by insufficient braking torque.

[0124] For example, taking a vehicle with rear axle energy recovery as an example, the maximum recovery torque of the rear axle is 1000Nm, the braking demand torque is 2000Nm, and the EBD function is triggered when the total braking torque of the rear axle (the sum of the electric braking torque and the hydraulic braking torque) reaches 2000Nm. When the electric braking recovery torque of the rear axle reaches 1000Nm, ESC will start the hydraulic braking compensation method. ESC can distribute the hydraulic braking torque output by the front axle hydraulic brake and the rear axle hydraulic brake according to a preset distribution ratio (for example, 3:2), that is, the front axle hydraulic brake outputs 600Nm and the rear axle hydraulic brake outputs 400Nm. In this way, the total braking torque of the front axle is 600Nm, and the total braking torque of the rear axle is 1400Nm. Total braking torque of the front axle: total braking torque of the rear axle = 3:7.

[0125] Alternatively, taking a vehicle with rear axle energy recovery as an example, the maximum recovery torque of the rear axle is 1000Nm, the braking demand torque is 2000Nm, and the EBD function is triggered when the total braking torque of the rear axle (the sum of the electric braking recovery torque and the hydraulic braking torque) reaches 2000Nm. When the electric braking recovery torque of the rear axle reaches 1000Nm, ESC will start the hydraulic braking compensation method. ESC can first convert the electric braking recovery torque of the rear axle into an equivalent hydraulic braking torque, for example, the converted hydraulic braking torque is 1000Nm. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, ESC can determine the first braking torque to be 1500Nm according to the preset distribution ratio (for example, 3:2) and the electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the total braking torque of the rear axle is greater than the braking demand torque, ESC can determine the hydraulic braking torque of the front axle to be the braking demand torque minus the total braking torque of the rear axle, that is, 1000Nm. In this way, the total braking torque of the front axle is 1000Nm, and the total braking torque of the rear axle is 1000Nm. The total braking torque of the front axle: the total braking torque of the rear axle = 1:1. Compared with the above 3:7, this ratio is closer to the preset distribution ratio, which helps to improve the safety of the vehicle.

[0126] The maximum regenerative torque of the rear axle can be determined by the state of the vehicle. For example, when the vehicle speed is greater than or equal to 20 kph and the battery state of charge (SOC) is less than or equal to 95%, the maximum regenerative torque of the rear axle can be 1800 Nm. When the vehicle speed is less than 20 kph or the SOC is greater than 95%, the maximum regenerative torque of the rear axle can be 1000 Nm.

[0127] Figure 5 A schematic flow chart of a control method 500 provided in an embodiment of the present application is shown. The method 500 may be executed by the vehicle 100, or by the computing platform 120, or by a processor, circuit or chip in the computing platform 120, or by the ESC 210, or by the split-axle compensation module 212 in the ESC 210. The method 500 includes:

[0128] S510, obtaining a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein a ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset allocation ratio.

[0129] Exemplarily, the first shaft may be the front shaft of the vehicle and the second shaft may be the rear shaft of the vehicle; or, the first shaft may be the rear shaft of the vehicle and the second shaft may be the front shaft of the vehicle.

[0130] For example, the preset distribution ratio is 3:2. Taking a vehicle with a rear axle performing braking recovery as an example, the first electric braking recovery torque may be 0, and the second electric braking recovery torque may be 1000 Nm. The ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than 3:2.

[0131] For another example, the preset distribution ratio is 3:2, and taking a vehicle with front and rear axles performing braking recovery as an example, the first electric braking recovery torque may be 1000Nm, and the second electric braking recovery torque may be 1000Nm. The ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than 3:2.

[0132] S520, when acquiring the first signal, determining the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset distribution ratio and the second electric braking recovery torque, and the first signal being used to indicate the compensation hydraulic braking torque.

[0133] The first hydraulic braking torque may be the hydraulic braking torque output by the front axle hydraulic brake determined by the ESC.

[0134] Optionally, the braking demand torque may be the braking demand torque output by the automatic driving controller, or may be the braking demand torque determined according to the user's driving operation.

[0135] Optionally, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined based on the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque.

[0136] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 4000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is greater than the braking demand torque, the ESC can determine the first hydraulic braking torque based on the braking demand torque, the first electric braking recovery torque and the second electric braking recovery torque. For example, ESC can determine the first hydraulic braking torque as the braking demand torque minus the sum of the first electric braking recovery torque and the second electric braking recovery torque, that is, the first hydraulic braking torque is 2200Nm. In this way, the total braking torque of the front axle is 2200Nm (the electric braking recovery torque is 0, and the hydraulic braking torque is 2200Nm), and the total braking torque of the rear axle is 1800Nm (the electric braking recovery torque is 1800Nm, and the hydraulic braking torque is 0), and the total braking torque of the front axle and the rear axle is equal to the braking demand torque.

[0137] Optionally, determining the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque comprises: when the sum of the first braking torque and the second electric braking recovery torque is equal to the braking demand torque, determining the difference between the first braking torque and the first electric braking recovery torque as the first hydraulic braking torque.

[0138] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 4500Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is equal to the braking demand torque, the ESC can determine the first hydraulic braking torque by the difference between the first braking torque and the first electric braking recovery torque. In this way, the total braking torque of the front axle is 2700Nm (electric braking recovery torque is 0, hydraulic braking torque is 2700Nm), the total braking torque of the rear axle is 1800Nm (electric braking recovery torque is 1800Nm, hydraulic braking torque is 0), and the total braking torque of the front and rear axles is equal to the braking demand torque.

[0139] Optionally, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque, the second hydraulic braking torque is determined based on the braking demand torque, the second electric braking recovery torque and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the first hydraulic braking torque is determined based on the third hydraulic braking torque and the fifth hydraulic braking torque, and the fifth hydraulic braking torque is determined by the difference between the first braking torque and the first electric braking recovery torque; wherein, the operation of the hydraulic brake of the first shaft is controlled based on the first hydraulic braking torque, including: controlling the hydraulic brake of the first shaft to output the first hydraulic braking torque and controlling the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0140] For example, taking a vehicle with a rear axle performing braking recovery as an example, the preset distribution ratio is 3:2, the braking demand torque is 5000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is less than the braking demand torque, the ESC can determine the difference between the braking demand torque and the sum of the first braking torque and the second electric braking recovery torque as the second hydraulic braking torque (500Nm). Then the ESC can determine the third hydraulic braking torque (300Nm) allocated to the front axle and the fourth hydraulic braking torque (200Nm) allocated to the rear axle according to the preset distribution ratio and the second hydraulic braking torque. The ESC can control the front axle hydraulic brake to output the first hydraulic braking torque (for example, the sum of the third hydraulic braking torque and the fifth hydraulic braking torque (2700Nm), 3000Nm) and control the rear axle hydraulic brake to output the fourth hydraulic braking torque, the fifth hydraulic braking torque being equal to the first braking torque minus the first electric brake recovery torque. In this way, the total braking torque of the front axle is 3000Nm (the electric brake recovery torque is 0 and the hydraulic braking torque is 3000Nm), the total braking torque of the rear axle is 2000Nm (the electric brake recovery torque is 1800Nm and the hydraulic brake torque is 200Nm), and the total braking torque of the vehicle can reach the braking demand torque.

[0141] Optionally, the method 500 also includes: obtaining the sixth hydraulic braking torque of the second shaft when the EBD function is triggered; controlling the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stopping increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, the seventh hydraulic braking torque being determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0142] For example, taking a vehicle with a rear axle performing braking recovery as an example, the preset distribution ratio is 3:2, the braking demand torque is 6000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is less than the braking demand torque, the ESC can determine the difference between the braking demand torque and the sum of the first braking torque and the second electric braking recovery torque as the second hydraulic braking torque (1500Nm). The ESC can determine the third hydraulic braking torque (900 Nm) allocated to the front axle and the fourth hydraulic braking torque (600 Nm) allocated to the rear axle according to the preset distribution ratio and the second hydraulic braking torque. The ESC can control the front axle hydraulic brake to output the sum of the third hydraulic braking torque and the fifth hydraulic braking torque (3600 Nm) and control the rear axle hydraulic brake to output the fourth hydraulic braking torque (600 Nm).

[0143] The EBD function is triggered when the total braking torque of the rear axle reaches 2000Nm, that is, the rear axle triggers the EBD function when the hydraulic braking torque of the rear axle reaches the sixth hydraulic braking torque (200Nm). After the EBD function is triggered, the total braking torque of the rear axle will no longer increase, so that the vehicle will have a braking torque under-adjustment of 400Nm. When ESC determines that the EBD is triggered, it can control the hydraulic brake of the front axle to output the seventh hydraulic braking torque (4000Nm), which can be the sum of the third hydraulic braking torque (900Nm), the fifth hydraulic braking torque (2700Nm) and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque (400Nm). In this way, the total braking torque of the front axle is 4000Nm (electric braking recovery torque is 0, hydraulic braking torque is 4000Nm), and the total braking torque of the rear axle is 2000Nm (electric braking recovery torque is 1800Nm, hydraulic braking torque is 200Nm). Even if the vehicle triggers the EBD function, the total braking torque of the vehicle can reach the braking demand torque.

[0144] S530: Control the hydraulic brake of the first shaft to operate according to the first hydraulic braking torque.

[0145] Optionally, the first signal indicates that the vehicle has reached the maximum electric braking regeneration torque.

[0146] Optionally, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0147] Optionally, the method 500 includes: sending a first electric braking recovery request message to the VCU based on the braking required torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking required torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0148] The process of sending the first electric brake recovery request information and the electric brake recovery request information to the VCU may refer to the description of the above method 300, which will not be repeated here.

[0149] Optionally, the method 500 also includes: obtaining the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0150] Optionally, before acquiring the first signal, the method further includes: acquiring information of the maximum electric braking recovery torque sent by the VCU.

[0151] Figure 6 A schematic flow chart of a control method 600 provided in an embodiment of the present application is shown. The method 600 may be executed by the vehicle 100, or by the computing platform 120, or by a processor, circuit or chip in the computing platform 120, or by the ESC 210, or by the closed-loop allocation module 211 in the ESC 210. The method 600 includes:

[0152] S610, obtaining braking required torque.

[0153] Optionally, the braking demand torque may be the braking demand torque output by the automatic driving controller, or may be the braking demand torque determined according to the user's driving operation.

[0154] S620: Control the motor controller to operate according to the third electric braking recovery torque according to the braking demand torque.

[0155] Optionally, taking the executor of method 600 as ESC as an example, according to the braking demand torque, the motor controller is controlled to operate according to the third electric braking recovery torque, including: ESC sends a first electric braking recovery request information to the VCU, and the first electric braking recovery request information includes information of the third electric braking recovery torque.

[0156] S630: When the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, control the motor controller to operate according to the fourth electric braking recovery torque based on the difference and the braking requirement torque.

[0157] Optionally, taking the execution subject of method 600 as ESC as an example, the method 600 also includes: ESC obtains a first actual recovery torque sent by a front axle motor controller and a second actual recovery torque sent by a rear axle motor controller, and the actual recovery torque of the vehicle is equal to the sum of the first actual recovery torque and the second actual recovery torque.

[0158] Optionally, taking the execution subject of method 600 as ESC as an example, controlling the motor controller to operate according to the fourth electric braking recovery torque includes: ESC sending second electric braking recovery request information to the VCU, and the second electric braking recovery request information includes information of the fourth electric braking recovery torque.

[0159] Based on the above technical solution, the actual recovery torque of the motor is taken into account when performing energy recovery. When the absolute value of the deviation between the requested torque and the actual recovery torque is greater than the control dead zone, the electric brake recovery request torque is dynamically adjusted. In this way, when the actual electric brake recovery torque is insufficient, by increasing the electric brake recovery request torque, it helps to avoid vehicle safety accidents caused by insufficient electric brake torque.

[0160] Optionally, the method 600 also includes: performing hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0161] Optionally, before performing the hydraulic braking torque compensation, the method 600 further includes: acquiring the information of the maximum recovery torque sent by the VCU.

[0162] Figure 7A schematic block diagram of a control device 700 provided in an embodiment of the present application is shown. The device 700 includes: an acquisition unit 710, used to acquire a first electric brake recovery torque of a first shaft and a second electric brake recovery torque of a second shaft of a vehicle, wherein the ratio of the first electric brake recovery torque to the second electric brake recovery torque is less than a preset allocation ratio; a determination unit 720, used to determine a first hydraulic brake torque according to the first brake torque and the first electric brake recovery torque when acquiring a first signal, wherein the first brake torque is determined by the preset allocation ratio and the second electric brake recovery torque, and the first signal is used to indicate a compensating hydraulic brake torque; and a control unit 730, used to control the hydraulic brake of the first shaft to operate according to the first hydraulic brake torque.

[0163] Optionally, the determination unit 720 is used to determine the first hydraulic braking torque according to the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque.

[0164] Optionally, the determination unit 720 is used to: determine the second hydraulic braking torque according to the braking demand torque, the second electric braking recovery torque and the first braking torque when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque; determine the third hydraulic braking torque and the fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determine the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, the fifth hydraulic braking torque being determined by the difference between the first braking torque and the first electric braking recovery torque; wherein the control unit 730 is used to: control the hydraulic brake of the first shaft to output the first hydraulic braking torque and control the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0165] Optionally, the acquisition unit 710 is also used to acquire the sixth hydraulic braking torque of the second shaft when the electronic braking force distribution EBD function is triggered; the control unit 730 is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0166] Optionally, the first signal indicates that the vehicle has reached the maximum electric braking regeneration torque.

[0167] Optionally, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0168] Optionally, the device 700 also includes: a sending unit, used to send a first electric braking recovery request message to the vehicle controller VCU according to the braking required torque, the first electric braking recovery request message including information of a third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request message to the VCU according to the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, according to the difference and the braking required torque, the second electric braking recovery request message including information of a fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0169] Optionally, the acquisition unit 710 is used to acquire the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0170] Optionally, the acquisition unit 710 is further used to: before acquiring the first signal, acquire the information of the maximum electric braking recovery torque sent by the VCU.

[0171] For example, the acquisition unit 710 may be Figure 1 The computing platform or the processing circuit, processor or controller in the computing platform. Taking the acquisition unit 710 as the processor 121 in the computing platform as an example, the processor 121 can acquire the first electric braking recovery torque of the front axle and the second electric braking recovery torque of the rear axle.

[0172] For another example, the determining unit 720 may be Figure 1 The computing platform in the computing platform or the processing circuit, processor or controller in the computing platform. Taking the determination unit 720 as the processor 122 in the computing platform as an example, when the ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than the preset allocation ratio, the processor 122 can determine the first hydraulic braking torque of the front axle according to the first braking torque and the first electric braking recovery torque.

[0173] For another example, the control unit 730 may be Figure 1 The computing platform in the computing platform or the processing circuit, processor or controller in the computing platform. Taking the control unit 730 as the processor 123 in the computing platform as an example, the processor 123 can control the hydraulic brake of the front axle to work according to the first hydraulic braking torque.

[0174] The functions implemented by the above-mentioned acquisition unit 710, the functions implemented by the determination unit 720 and the functions implemented by the control unit 730 can be implemented by different processors respectively, or all functions can be implemented by the same processor, or some functions can be implemented by the same processor, and the embodiments of the present application are not limited to this.

[0175] Figure 8 A schematic block diagram of a control device 800 provided in an embodiment of the present application is shown. The control device 800 includes: an acquisition unit 810, used to acquire a braking demand torque; a sending unit 820, used to send a first electric braking recovery request message to a vehicle controller VCU according to the braking demand torque, the first electric braking recovery request message including information about a third electric braking recovery torque; the sending unit 820 is also used to send a second electric braking recovery request message to the VCU according to the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, the second electric braking recovery request message including information about a fourth electric braking recovery torque.

[0176] Optionally, the device 800 also includes: a determination unit, used to determine to perform hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0177] Optionally, the acquisition unit 810 is further configured to: before the determination unit determines to perform hydraulic brake torque compensation, acquire the information of the maximum recovery torque sent by the VCU.

[0178] It should be understood that the division of the units in the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the units of the device, wherein the processor is, for example, a general-purpose processor, such as a CPU or a microprocessor, and the memory is a memory in the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors; for example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units are realized by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit can be implemented by PLD. Taking FPGA as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured through the configuration file, so as to realize the functions of some or all of the above units. All units of the above device may be implemented entirely in the form of a processor calling software, or entirely in the form of a hardware circuit, or partially in the form of a processor calling software and the rest in the form of a hardware circuit.

[0179] Each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0180] In addition, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of SoC. The SoC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0181] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps executed by the above embodiment.

[0182] Alternatively, if the device is located in a vehicle, the processing unit may be Figure 1 Processors 121-12n are shown.

[0183] The embodiment of the present application further provides a brake controller, which may include the above-mentioned device 700, or include the above-mentioned device 800.

[0184] Exemplarily, the brake controller may be the ESC mentioned above.

[0185] An embodiment of the present application further provides a vehicle, which may include the above-mentioned device 700, or include the above-mentioned device 800, or include the above-mentioned brake controller.

[0186] The embodiment of the present application further provides a computer program product, which includes: a computer program code, and when the computer program code is executed on a computer, the computer executes the above method.

[0187] The embodiment of the present application further provides a computer-readable medium, wherein the computer-readable medium stores a program code. When the computer program code is executed on a computer, the computer executes the above method.

[0188] In the implementation process, each step of the above method can be completed by an integrated logic circuit of hardware in a processor or an instruction in the form of software. The method disclosed in conjunction with the embodiment of the present application can be directly embodied as a hardware processor for execution, or a combination of hardware and software modules in a processor for execution. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in a memory, and the processor reads the information in the memory and completes the steps of the above method in conjunction with its hardware. To avoid repetition, it is not described in detail here.

[0189] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0190] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0191] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0192] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0193] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, 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.

[0194] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0195] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0196] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage media include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0197] The above is only a specific implementation 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 covered. Within the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A control method, characterized in that: The method comprises: Acquire a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein a ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset distribution ratio; When acquiring a first signal, determining a first hydraulic braking torque according to a first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset distribution ratio and the second electric braking recovery torque, the first signal being used to indicate a compensation hydraulic braking torque; The hydraulic brake of the first shaft is controlled to operate according to the first hydraulic brake torque.

2. The method according to claim 1, characterized in that The determining of the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque comprises: When the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined according to the braking requirement torque, the first electric braking recovery torque, and the second electric braking recovery torque.

3. The method according to claim 1, characterized in that The determining of the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque comprises: When the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, determining a second hydraulic braking torque according to the braking requirement torque, the second electric braking recovery torque and the first braking torque; determining a third hydraulic braking torque and a fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determining the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, wherein the fifth hydraulic braking torque is determined by a difference between the first braking torque and the first electric brake recovery torque; Wherein, controlling the hydraulic brake of the first shaft to operate according to the first hydraulic brake torque includes: The hydraulic brake of the first shaft is controlled to output the first hydraulic brake torque and the hydraulic brake of the second shaft is controlled to output the fourth hydraulic brake torque.

4. The method according to claim 3, characterized in that The method further comprises: acquiring a sixth hydraulic brake torque of the second shaft when an electronic brake force distribution (EBD) function is triggered; The hydraulic brake of the first shaft is controlled to output a seventh hydraulic braking torque and the hydraulic brake of the second shaft stops increasing the hydraulic braking torque outputted by the hydraulic brake, wherein the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

5. The method according to any one of claims 1 to 4, characterized in that Therefore, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

6. The method according to any one of claims 1 to 5, characterized in that The first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

7. The method according to claim 6, characterized in that The method comprises: Sending first electric brake recovery request information to the vehicle controller VCU according to the brake demand torque, wherein the first electric brake recovery request information includes information of the third electric brake recovery torque; When the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, a second electric braking recovery request message is sent to the VCU based on the difference and the braking demand torque, and the second electric braking recovery request message includes information on the fourth electric braking recovery torque. The actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

8. The method according to claim 7, characterized in that The method further comprises: The first signal is obtained when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

9. The method according to claim 8, characterized in that Before acquiring the first signal, the method further includes: The information of the maximum electric braking recovery torque sent by the VCU is obtained.

10. A control device, characterized in that: include: an acquisition unit, configured to acquire a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein a ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset allocation ratio; a determination unit, configured to determine a first hydraulic braking torque according to a first braking torque and the first electric braking recovery torque when acquiring a first signal, wherein the first braking torque is determined by the preset distribution ratio and the second electric braking recovery torque, and the first signal is used to indicate a compensation hydraulic braking torque; A control unit is used to control the operation of the hydraulic brake of the first shaft according to the first hydraulic braking torque.

11. The device according to claim 10, characterized in that The determining unit is used for: When the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined according to the braking requirement torque, the first electric braking recovery torque, and the second electric braking recovery torque.

12. The device according to claim 10, characterized in that The determining unit is used for: When the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, determining a second hydraulic braking torque according to the braking requirement torque, the second electric braking recovery torque and the first braking torque; determining a third hydraulic braking torque and a fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determining the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, wherein the fifth hydraulic braking torque is determined by a difference between the first braking torque and the first electric brake recovery torque; Wherein, the control unit is used for: The hydraulic brake of the first shaft is controlled to output a first hydraulic brake torque and the hydraulic brake of the second shaft is controlled to output the fourth hydraulic brake torque.

13. The method according to claim 12, characterized in that The acquisition unit is further used to acquire the sixth hydraulic braking torque of the second shaft when the electronic brake force distribution EBD function is triggered; The control unit is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft. The seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

14. The device according to any one of claims 10 to 13, characterized in that Therefore, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

15. The device according to any one of claims 10 to 14, characterized in that The first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

16. The device according to claim 15, characterized in that The device also includes: A sending unit, configured to send first electric brake recovery request information to a vehicle controller VCU according to a braking demand torque, wherein the first electric brake recovery request information includes information of a third electric brake recovery torque; The sending unit is also used to send second electric braking recovery request information to the VCU based on the difference and the braking demand torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, the second electric braking recovery request information includes information on the fourth electric braking recovery torque, and the actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

17. The device according to claim 16, characterized in that The acquisition unit is used to: The first signal is obtained when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

18. The method according to claim 17, characterized in that The acquisition unit is further used for: Before acquiring the first signal, information of the maximum electric braking recovery torque sent by the VCU is acquired.

19. A control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 9.

20. A brake controller, characterized in that: Comprising a control device as claimed in any one of claims 10 to 19.

21. A vehicle, characterized in that: The method comprises a control device as claimed in any one of claims 10 to 19, or a brake controller as claimed in claim 20.

22. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a computer, the method according to any one of claims 1 to 9 is implemented.

23. A chip, characterized in that: include: A circuit for executing the method according to any one of claims 1 to 9.

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