Vehicle control method, electronic device, storage medium, program product and vehicle

Abstract

The invention relates to a vehicle control method, electronic equipment, a storage medium, a program product and a vehicle. The braking force distribution mode of the vehicle can be determined according to the number of the wheels at the failure wheel speed of the vehicle and the effective condition of the motor rotating speed of the wheels at the failure wheel speed, and then the vehicle is controlled according to the braking force distribution mode. Therefore, when the braking force distribution control is carried out on the vehicle, the braking force distribution mode adaptive to the number of the wheels at the current failure wheel speed and the effective condition of the rotating speed of the motor can be adopted for control, the braking safety of the vehicle under the wheel speed failure working condition is improved, and the vehicle is prevented from losing stability.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control, and in particular, to a vehicle control method, an electronic device, a storage medium, a program product, and a vehicle. Background Art

[0002] Automobile braking safety control, as an important field in the research of vehicle driving safety, has always been a hot topic in the research and application of vehicle safety technology.

[0003] In the related art, when using the EBD (Electronic Brake-force Distribution) function to control the braking force distribution of a vehicle, the braking force distribution is based on the wheel speed information of the front and rear wheels of the vehicle, and the distribution mode is single, which cannot meet the user's needs. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a vehicle control method, an electronic device, a storage medium, a program product, and a vehicle.

[0005] In a first aspect, the present disclosure provides a vehicle control method, including:

[0006] Determine a braking force distribution mode of the vehicle according to the number of wheels with failed wheel speeds of the vehicle and the effective situation of the motor speeds of the wheels with failed wheel speeds;

[0007] Control the vehicle according to the braking force distribution mode.

[0008] Optionally, the controlling the vehicle according to the braking force distribution mode includes:

[0009] When the vehicle meets the activation condition of the braking force distribution mode, control the vehicle according to the braking force distribution mode.

[0010] Optionally, the activation condition includes:

[0011] At least one wheel of the vehicle is in a preset wheel state, and the preset wheel state includes at least one of the slip rate of the wheel, the wheel deceleration, and the wheel speed difference between the wheel and the front wheel on the same side, and each meets its corresponding preset threshold condition.

[0012] Optionally, the method further includes:

[0013] For each wheel, if the wheel speed of the wheel fails and the motor speed of the wheel is effective, determine the backup wheel speed of the wheel according to the motor speed;

[0014] Determine the slip rate, the wheel deceleration, and the wheel speed difference between the wheel and the wheel on the same side according to the backup wheel speed.

[0015] Optionally, determining the braking force distribution mode of the vehicle according to the number of wheels with failed wheel speeds of the vehicle and the effective condition of the motor speed of the wheels with failed wheel speeds includes:

[0016] Determining the stable state of the vehicle, where the stable state is used to characterize the stable and controllable condition of the vehicle;

[0017] Determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds.

[0018] Optionally, determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes:

[0019] When the vehicle is in a stable and controllable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, determining that the braking force distribution mode is the first braking force distribution mode.

[0020] Optionally, determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes:

[0021] When the vehicle is in a stable and controllable state, the wheel speeds of at least two wheels of the vehicle fail, and the motor speeds of the wheels corresponding to the failed wheel speeds are effective, determining that the braking force distribution mode is the second braking force distribution mode.

[0022] Optionally, determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes:

[0023] When the vehicle is in a stable and controllable state, the wheel speed of at least one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed fails, determining that the braking force distribution mode is the third braking force distribution mode.

[0024] Optionally, determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes:

[0025] When the vehicle is in an unstable and uncontrollable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, determining that the braking force distribution mode is the second braking force distribution mode.

[0026] Optionally, determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective situation of the motor speeds of the wheels with failed wheel speeds includes:

[0027] When the vehicle is in a stable uncontrollable state, the wheel speeds of at least two wheels of the vehicle fail, or the wheel speeds of at least one wheel fail and the motor speeds of the wheels corresponding to the failed wheel speeds fail, determining that the braking force distribution mode is the third braking force distribution mode.

[0028] Optionally, determining the braking force distribution mode of the vehicle according to the number of wheels with failed wheel speeds of the vehicle and the effective situation of the motor speeds of the wheels with failed wheel speeds includes:

[0029] When the wheel speeds of all the wheels of the vehicle are normal, determining that the braking force distribution mode is the first braking force distribution mode.

[0030] Optionally, controlling the vehicle according to the braking force distribution mode includes:

[0031] Determining the braking force distribution requirement of the vehicle;

[0032] Controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode.

[0033] Optionally, determining the braking force distribution requirement of the vehicle includes:

[0034] For each preset wheel of the vehicle, determining the driver's required braking force and the current braking force corresponding to the preset wheel;

[0035] Obtaining the wheel state data of the preset wheel at the current moment, where the wheel state data represents the skidding condition of the preset wheel;

[0036] According to the driver's required braking force, the current braking force, and the wheel state data, determining the braking force distribution requirement corresponding to the preset wheel.

[0037] Optionally, controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode includes:

[0038] When the braking force distribution mode is the first braking force distribution mode, according to the braking force distribution requirement, performing distribution control on the braking force generated by electric braking or compound braking of the vehicle, where the compound braking includes a cooperative braking method of electric braking and hydraulic braking.

[0039] Optionally, performing distribution control on the braking force generated by electric braking or compound braking of the vehicle according to the braking force distribution requirement includes:

[0040] For each preset wheel of the vehicle, when the braking force distribution requirement indicates an increase in the braking force on the preset wheel, determine a control method for distributing and controlling the braking force generated by using electric braking or composite braking according to the situation of the motor feedback torque of the preset wheel at the current moment.

[0041] Optionally, the determining a control method for distributing and controlling the braking force generated by using electric braking or composite braking according to the situation of the motor feedback torque of the preset wheel at the current moment includes:

[0042] If the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, control the target motor corresponding to the preset wheel to increase the torque at a preset wheel-end torque increase rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel;

[0043] If the motor feedback torque of the preset wheel at the current moment reaches the preset maximum feedback torque, control the target motor to maintain the current motor feedback torque, and control the hydraulic pressure corresponding to the preset wheel to increase the pressure at a preset pressure increase rate.

[0044] Optionally, the distributing and controlling the braking force generated by using electric braking or composite braking for the vehicle according to the braking force distribution requirement includes:

[0045] For each preset wheel of the vehicle, when the braking force distribution requirement indicates maintaining the current braking force on the preset wheel, control the target motor corresponding to the preset wheel to maintain the current motor feedback torque, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0046] Optionally, the distributing and controlling the braking force generated by using electric braking or composite braking for the vehicle according to the braking force distribution requirement includes:

[0047] For each preset wheel of the vehicle, when the braking force distribution requirement indicates that the braking force applied to the preset wheel needs to be reduced, control the target motor corresponding to the preset wheel to reduce the torque at a preset wheel-end torque reduction rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0048] Optionally, the method further includes:

[0049] When it is determined that the electric braking corresponding to the preset wheel is abnormal, obtain the target feedback torque corresponding to the preset wheel at the previous moment;

[0050] Determine the target torque reduction rate corresponding to the target feedback torque;

[0051] Determine a hydraulic adjustment strategy for the hydraulic braking according to the target torque reduction rate;

[0052] Perform braking force distribution control on the preset wheel according to the target torque reduction rate and the hydraulic adjustment strategy.

[0053] Optionally, the determining a hydraulic adjustment strategy for the hydraulic braking according to the target torque reduction rate includes:

[0054] Obtain the torque adjustment rate and the hydraulic adjustment rate corresponding to the preset wheel at the previous moment;

[0055] Determine the target pressurization rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate.

[0056] Optionally, the performing braking force distribution control on the preset wheel according to the target torque reduction rate and the hydraulic adjustment strategy includes:

[0057] Perform torque reduction control on the target feedback torque according to the target torque reduction rate;

[0058] Perform pressurization control on the hydraulic pressure of the preset wheel according to the target pressurization rate.

[0059] Optionally, the determining the target pressurization rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate includes:

[0060] Determine a first equivalent pressurization rate for performing torque reduction control on the target feedback torque according to the target torque reduction rate;

[0061] If the torque adjustment rate indicates that the target feedback torque is maintained for the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that pressurization control is performed on the preset wheel at the previous moment, use the sum of the first equivalent pressurization rate and the hydraulic adjustment rate as the target pressurization rate;

[0062] If the torque adjustment rate indicates that torque increasing control is performed on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that hydraulic pressure maintenance control is performed on the preset wheel at the previous moment, determine a second equivalent pressurization rate corresponding to the torque adjustment rate, and use the sum of the first equivalent pressurization rate and the second equivalent pressurization rate as the target pressurization rate;

[0063] If the torque adjustment rate indicates that the target feedback torque is maintained for the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that hydraulic pressure maintenance control is performed on the preset wheel at the previous moment, use the first equivalent pressurization rate as the target pressurization rate.

[0064] Optionally, controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode includes:

[0065] When the braking force distribution mode is the second braking force distribution mode, according to the braking force distribution requirement, the braking force generated by hydraulic braking of the vehicle is distributed and controlled.

[0066] Optionally, distributing and controlling the braking force generated by hydraulic braking of the vehicle includes:

[0067] According to the number of wheels with failed wheel speeds, the braking force generated by hydraulic braking of the vehicle is distributed and controlled.

[0068] Optionally, the distributing and controlling the braking force generated by hydraulic braking of the vehicle according to the number of wheels with failed wheel speeds includes:

[0069] When the number of wheels with failed wheel speeds is one, hydraulic anti-lock control is performed on the preset rear wheels of the vehicle.

[0070] Optionally, the distributing and controlling the braking force generated by hydraulic braking of the vehicle according to the number of wheels with failed wheel speeds includes:

[0071] When the number of wheels with failed wheel speeds is two, determine the position information of each wheel with a failed wheel speed, and the position information indicates whether the wheel with the failed wheel speed belongs to the front wheel or the rear wheel of the vehicle;

[0072] According to the position information of the wheels with failed wheel speeds, the braking force generated by hydraulic braking of the vehicle is distributed and controlled.

[0073] Optionally, the distributing and controlling the braking force generated by hydraulic braking of the vehicle according to the position information of the wheels with failed wheel speeds includes:

[0074] When the wheel speeds of the two rear wheels of the vehicle fail, for each rear wheel of the vehicle, according to the braking force distribution requirement, determine the control strategy for the braking force applied to the rear wheel by using the hydraulic braking, and the control strategy indicates the adjustment method for the magnitude of the braking force applied to the rear wheel;

[0075] According to the control strategy, hydraulic anti-lock control is performed on the rear wheels.

[0076] Optionally, the distributing and controlling the braking force generated by hydraulic braking of the vehicle according to the position information of the wheels with failed wheel speeds includes:

[0077] When the wheel speeds of both front wheels of the vehicle fail, or when the number of wheels with failed wheel speeds is at least three, for each rear wheel of the vehicle, according to the braking force distribution requirement, determine a control strategy for the braking force applied to the rear wheel by using the hydraulic braking, and the control strategy characterizes the adjustment method of the magnitude of the braking force applied to the rear wheel;

[0078] Perform hydraulic anti-lock control on the rear wheels according to the control strategy, and perform hydraulic anti-lock control on the front wheels on the same side of the rear wheels according to the control strategy.

[0079] Optionally, the controlling the vehicle according to the braking force distribution mode includes:

[0080] When the braking force distribution mode is the third braking force distribution mode, control the vehicle to execute a preset safety control function, and / or report a failure of the braking force distribution function of the vehicle.

[0081] In a second aspect, the present disclosure provides an electronic device, including:

[0082] A memory for storing a computer program;

[0083] A processor for executing the computer program stored in the memory, so that the device executes the steps of the method in the first aspect of the present disclosure.

[0084] In a third aspect, the present disclosure provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method in the first aspect of the present disclosure are implemented.

[0085] In a fourth aspect, the present disclosure provides a computer program product, including a computer program, and when the computer program is executed by a processor, the steps of the method in the first aspect of the present disclosure are implemented.

[0086] In a fifth aspect, the present disclosure provides a vehicle, including the electronic device described in the second aspect of the present disclosure.

[0087] Through the above technical solutions, the braking force distribution mode of the vehicle can be determined according to the number of wheels with failed wheel speeds of the vehicle and the effective condition of the motor speeds of the wheels with failed wheel speeds, and then the vehicle is controlled according to the braking force distribution mode. In this way, when performing braking force distribution control on the vehicle, a braking force distribution mode adapted to the current number of wheels with failed wheel speeds and the effective condition of the motor speeds can be adopted for control, improving the braking safety of the vehicle under the condition of wheel speed failure and avoiding vehicle instability.

[0088] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation part. Description of the Drawings

[0089] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the accompanying drawings:

[0090] Figure 1 is a schematic structural diagram of an intelligent braking force distribution control system shown according to an exemplary embodiment.

[0091] Figure 2 is a flowchart of a vehicle control method shown according to an exemplary embodiment.

[0092] Figure 3 is according to Figure 2 shown in the embodiment is a flowchart of another vehicle control method.

[0093] Figure 4 is according to Figure 2 shown in the embodiment is a flowchart of a vehicle control method.

[0094] Figure 5 is according to Figure 2 shown in the embodiment is a flowchart of a vehicle control method.

[0095] Figure 6 is according to Figure 5 shown in the embodiment is a flowchart of a vehicle control method.

[0096] Figure 7 is a flowchart of a vehicle control method shown according to an exemplary embodiment.

[0097] Figure 8 is a block diagram of a vehicle control device shown according to an exemplary embodiment.

[0098] Figure 9 is according to Figure 8 shown in the embodiment is a block diagram of a vehicle control device.

[0099] Figure 10 is a block diagram of an electronic device shown according to an exemplary embodiment.

[0100] Figure 11 is a block diagram of a vehicle shown according to an exemplary embodiment. Specific Embodiments

[0101] The following details the specific embodiments of the present disclosure with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustrating and explaining the present disclosure, and are not used to limit the present disclosure.

[0102] In recent years, the development of the automotive ABS system (Anti-lock Braking System) has brought a qualitative leap in vehicle braking safety performance. The ABS can automatically control and adjust the wheel braking force during vehicle braking, prevent the wheels from locking, and ensure that the vehicle has good braking performance and steering performance. As an auxiliary function of the ABS, EBD pre-distributes the braking forces of the front and rear wheels of the vehicle before the ABS operates, enabling the vehicle to better utilize the road adhesion of the rear wheels, thereby improving the braking stability and braking performance of the vehicle. This disclosure is mainly applied to the scenario of using EBD to control the braking force distribution of the vehicle during vehicle braking.

[0103] In the control method of braking force distribution provided in the related art, in order to cope with the situation where the main EBD function in the main controller fails, a redundant design of EBD is provided, that is, a redundant backup design of the EBD function (i.e., the slave EBD function) is carried out in the NBS controller. In this way, when it is detected that the main EBD function fails, the braking force distribution control of the vehicle can be achieved through the slave EBD function, ensuring the stability of the vehicle under emergency braking, preventing the vehicle from losing stability, and ensuring the safety of the driver.

[0104] The above-mentioned related technology is based on the wheel speed information of the front and rear wheels of the vehicle obtained from the wheel speed sensors to perform the braking force distribution control, and the distribution control mode is relatively single. In addition, even if there is communication redundancy or function redundancy, they are all redundant controls when the wheel speed signal is normal, but when any signal from the wheel speed sensor fails, both the main EBD function and the slave EBD function will fail, which will affect the effectiveness of EBD control and the braking safety of the vehicle, and at the same time lose the advantages of the redundant design.

[0105] In addition, for the scenario of realizing vehicle braking by using electro-hydraulic composite control (i.e., electric motor braking plus hydraulic braking), if the electric motor braking abnormally exits during the control process, based on the braking force distribution control method in the related art, there will be problems of electro-hydraulic coordination and braking force loss due to the abnormal exit of the braking feedback torque.

[0106] To solve the above-mentioned existing problems, this disclosure provides a vehicle control method, an electronic device, a storage medium, a program product, and a vehicle. The following will describe the specific embodiments of this disclosure in detail with reference to the accompanying drawings.

[0107] First, the overall architecture of the vehicle braking force distribution control related to this disclosure will be described. Figure 1 It is a schematic structural diagram of an intelligent braking force distribution control system shown according to an exemplary embodiment, as Figure 1As shown in the figure, the system includes a brake pedal 1, a brake pedal displacement sensor 2, a battery management controller 3, a front motor controller 4, a rear motor controller 5, four wheels of the vehicle (i.e., the left front wheel 6, the right front wheel 7, the left rear wheel 8, and the right rear wheel 9), a wheel speed sensor 10, a central domain controller integrating drive and brake control (not shown in the figure), a data processing module 11 provided on the central domain controller, an ABS function module 12, an EBD function module 13, and a hydraulic brake actuator 14. Among them, the data processing module 11 is used to receive and process relevant signals from various sensors and other controllers. The EBD function module 13 can perform braking force distribution according to the wheel speed signals of each vehicle.

[0108] It should be noted that, as Figure 1 shown, the EBD function module 13 in the present disclosure can be divided into two parts: an EBD normal control module and an EBD degradation control module. Among them, the EBD normal control module can perform distribution control on the braking force generated by the composite braking method using electric motor braking and hydraulic braking through EBD, and the EBD degradation control module can perform distribution control on the braking force generated by the vehicle using the hydraulic braking method through EBD. In the actual braking control scenario of the present disclosure, different EBD control methods can be selected based on whether the basic signals of the vehicle (such as wheel speed signals and yaw rate signals) are abnormal and in combination with the number of wheels corresponding to the failed wheel speed. The specific implementation can refer to the description of the relevant embodiments in the following text.

[0109] Figure 2 is a flowchart of a vehicle control method shown according to an exemplary embodiment. This method can be applied to a vehicle, and the vehicle can be a vehicle configured with at least two drive motors. As Figure 2 shown, the method includes the following steps:

[0110] In step S21, according to the number of wheels of the vehicle with failed wheel speed and the motor speed validity of the wheels with failed wheel speed, determine the braking force distribution mode of the vehicle.

[0111] Among them, the failed wheel speed refers to the situation where the wheel speed signal collected in real time based on a wheel speed sensor (such as Figure 1 the wheel speed sensor 10 in the figure) fails. In the actual application scenario, there may be a situation where the collected wheel speed signal fails due to a wheel speed sensor failure. In a possible implementation manner, each wheel speed signal collected by the wheel speed sensor carries a status bit, and this status bit is used to identify whether the signal is valid. Therefore, in this step, for each wheel, based on the status bit in the wheel speed signal of this wheel collected by the wheel speed sensor, identify whether the wheel speed data of this wheel is valid data. In addition, the vehicle can be based on Figure 1 shown data processing module 11 to judge whether the wheel speed data of each wheel is valid.

[0112] In addition, the vehicle control method provided by the present disclosure can be applied to vehicle architectures with two motors, three motors, and four motors. If the vehicle has a four-motor architecture, generally each wheel corresponds to a driving motor respectively. If the vehicle has a three-motor architecture, each of the two rear wheels of the vehicle is equipped with its own driving motor, and one driving motor is configured for the two front wheels. If the vehicle has a two-motor architecture, then one driving motor can be configured for each of the front and rear axles of the vehicle. In this way, the front-axle motor can be used to control the two front wheels, and the rear-axle motor can be used to control the two rear wheels.

[0113] It can be understood that the driving motor can not only be used to drive the vehicle to travel, but also perform braking and energy recovery. When the vehicle brakes, the control signal of the driving motor can be changed to make it change from the running state to the reverse running state, so as to generate a braking torque opposite to the direction of motion (which can be called "motor feedback torque" or "braking feedback torque"), thereby realizing vehicle braking. In addition, the driving motor can also convert mechanical energy into electrical energy and store it in the battery, thereby realizing energy recovery.

[0114] The motor speed of the wheel with the failed wheel speed refers to the motor speed of the driving motor corresponding to the wheel with the failed wheel speed. For the convenience of description, in this article, the wheel with the failed wheel speed can be described as the first wheel, and the wheel with the effective wheel speed can be described as the second wheel. Taking a vehicle with a three-motor architecture as an example, if the first wheel is the right rear wheel of the vehicle, the driving motor can be driving motor A of the right rear wheel. If the first wheel is the left rear wheel of the vehicle, the driving motor can be driving motor B of the left rear wheel. If the first wheel is the right front wheel of the vehicle, the driving motor can be driving motor C of the right front wheel (driving motor C can also be used to drive or brake and control the left front wheel of the vehicle).

[0115] The braking force distribution mode may include a first braking force distribution mode, a second braking force distribution mode, or a third braking force distribution mode. Under different braking force distribution modes, different braking methods for the vehicle can be used to control the distribution of the generated braking force. For example, when it is determined that the braking force distribution mode is the first braking force distribution mode, the braking force generated by electric braking or composite braking for the vehicle can be controlled for distribution, where the composite braking refers to a collaborative braking method of electric braking and hydraulic braking. When it is determined that the braking force distribution mode is the second braking force distribution mode, the braking force generated by hydraulic braking for the vehicle can be controlled for distribution. When it is determined that the braking force distribution mode is the third braking force distribution mode, it usually indicates that the current state of the vehicle is not suitable for further braking force distribution control. Therefore, to ensure driving safety, when the braking force distribution mode is the third braking force distribution mode, the vehicle can be controlled to execute a preset safety control function, and / or, report a fault in the braking force distribution function of the vehicle. The braking force distribution function may include, for example, the EBD function of the vehicle. The preset safety control function may include, for example, the ABS control function.

[0116] As described above, the EBD function module in the present disclosure can be divided into an EBD normal control module and an EBD degradation control module. In other words, the EBD function in the present disclosure can include two control levels: EBD normal control and EBD degradation control. Among them, the EBD normal control corresponds to the first braking force distribution mode, that is, the EBD normal control can be to achieve the distribution control of the braking force generated by the composite braking method of electric braking and hydraulic braking through the EBD. The EBD degradation control corresponds to the second braking force distribution mode, that is, the EBD degradation control refers to the distribution control of the braking force generated by the vehicle using the hydraulic braking method through the EBD (for example, it can be a pure hydraulic rear-wheel anti-lock control, and the motor does not perform torque feedback). That is to say, the EBD can be used to select different EBD control levels for braking force distribution control according to different vehicle states when the vehicle is braking, improving the intelligence and safety of the vehicle braking.

[0117] In step S22, the vehicle is controlled according to the braking force distribution mode.

[0118] By executing this step, based on the braking force distribution mode, the braking force distribution control of at least one wheel of the vehicle can be performed, so that the braking force applied to the wheel can avoid wheel lock while also satisfying the driver's braking demand as much as possible. For example, based on the EBD function of the vehicle, the braking force distribution control of at least one wheel of the vehicle can be performed according to the braking force distribution mode.

[0119] If the wheel speeds of some wheels of the vehicle fail, it will inevitably affect the control effect of the EBD for braking force distribution based on the wheel speeds. In order to cope with the situation of wheel speed failure of some wheels, the present disclosure can determine the braking force distribution mode of the vehicle according to the number of wheels with failed wheel speeds and the effective condition of the motor speeds of the wheels with failed wheel speeds. In this way, different braking force distribution modes can be selected for braking force distribution control of the vehicle based on the different numbers of wheels with failed wheel speeds, so as to improve the braking safety of the vehicle under the condition of wheel speed failure.

[0120] By adopting the above method, the braking force distribution mode of the vehicle can be determined according to the number of wheels with failed wheel speeds and the effective condition of the motor speeds of the wheels with failed wheel speeds, and then the vehicle can be controlled according to this braking force distribution mode. In this way, when controlling the braking force distribution of the vehicle, a braking force distribution mode suitable for the current number of wheels with failed wheel speeds and the effective condition of the motor speeds can be adopted for control, which improves the braking safety of the vehicle under the condition of wheel speed failure and avoids vehicle instability.

[0121] The following will describe Figure 2 the specific implementation manners of each step in the corresponding embodiments.

[0122] During the execution of step S22, when the vehicle meets the activation condition of the braking force distribution mode, the vehicle can be controlled according to this braking force distribution mode.

[0123] Among them, the activation condition can be understood as the opening condition for braking force distribution control of the vehicle based on this braking force distribution mode. As described above, the EBD function can be used to control the braking force distribution of the vehicle. Therefore, the activation condition can also be understood as the activation condition of the vehicle EBD function.

[0124] In a possible embodiment of the present disclosure, the vehicle can monitor in real time based on the vehicle state data whether it is necessary to activate the vehicle EBD function, and after the EBD function is activated, control the vehicle to perform braking force distribution through the EBD function. Among them, the vehicle state data can include at least one of the slip ratio of each wheel, the wheel speed difference of each wheel (the front and rear wheel speed difference of the same-side wheels), and the wheel deceleration. Among them, the wheel speed difference can include two, one is the wheel speed difference between the front and rear wheels on the left side, and the other is the wheel speed difference between the front and rear wheels on the right side. Each type of state data is set with a corresponding threshold condition as the activation condition of the EBD function. Based on the preset threshold conditions of each type of state data, it can be judged whether it is necessary to activate the EBD.

[0125] In a possible embodiment of the present disclosure, the activation condition may include: at least one wheel of the vehicle is in a preset wheel state, and the preset wheel state includes at least one of the slip ratio of the wheel, the wheel deceleration, and the wheel speed difference between the wheel and the front wheel on the same side, each satisfying its corresponding preset threshold condition.

[0126] For example, the activation condition may include at least one of the following conditions: the slip ratio of the wheel is greater than or equal to the first preset slip ratio threshold, the wheel speed difference corresponding to the wheel is greater than or equal to the first preset wheel speed difference threshold, and the absolute value of the wheel deceleration of the wheel is greater than or equal to the first preset wheel deceleration threshold. When it is determined that the current vehicle state of the vehicle satisfies the activation condition, it indicates that the vehicle is currently in a relatively urgent working condition (such as wheel slip, vehicle out of control, or poor vehicle stability, etc.). Or the possibility of entering an emergency working condition is relatively high, and it is necessary to activate the EBD function of the vehicle so as to reasonably distribute the braking force of the vehicle through the EBD function and improve the stability and braking safety of the vehicle.

[0127] By performing this step, when it is determined that the vehicle satisfies the activation condition of the braking force distribution mode, the vehicle is then controlled according to the braking force distribution mode, which can not only avoid ineffective energy consumption but also enable the braking force distribution control of the vehicle to achieve the expected effect.

[0128] As described above, the EBD function of the vehicle can perform braking force distribution control on the vehicle based on the wheel speed of each wheel (for example, the wheel speed data collected by the wheel speed sensor). For the situation where the wheel speed of at least one wheel of the vehicle fails, the present disclosure can obtain the motor speed corresponding to the first wheel with the failed wheel speed for the first wheel, so as to calculate the backup wheel speed of the first wheel based on the motor speed. The backup wheel speed can be used as the backup wheel speed when the wheel speed data collected by the sensor fails. In this way, the EBD of the vehicle can perform braking force distribution control based on the backup wheel speed and in combination with the wheel speed data of the second wheel.

[0129] Figure 3 is according to Figure 2 Another flowchart of a vehicle control method shown in the illustrated embodiment, as Figure 3 shown, the method further includes the following steps:

[0130] In step S23, for each wheel, if the wheel speed of the wheel fails and the motor speed of the wheel is valid, the backup wheel speed of the wheel is determined according to the motor speed.

[0131] Exemplarily, for each first wheel, the backup wheel speed of the first wheel can be determined according to the motor speed corresponding to the first wheel through the following formula:

[0132] V = n×2π×r / 60×3.6

[0133] Wherein, V represents the backup wheel speed, n represents the motor speed corresponding to the first wheel, and r represents the rolling radius of the wheel.

[0134] In addition, the validity of the motor speed signal can be identified according to the status bit in the motor speed signal.

[0135] In step S24, according to the backup wheel speed, the slip ratio of the wheel, the wheel deceleration of the wheel, and the wheel speed difference between the wheel and the same-side wheel are determined.

[0136] By executing this step, for each first wheel with a wheel speed failure on the vehicle, the backup wheel speed of the first wheel can be used to calculate the slip ratio, wheel deceleration, and wheel speed difference between the first wheel and the same-side wheel of the first wheel. In addition, for each second wheel with a valid wheel speed, the wheel speed data of the second wheel collected by the wheel speed sensor can be used to calculate the slip ratio, wheel deceleration, and wheel speed difference between the second wheel and the same-side wheel of the second wheel. In this way, the slip ratio, wheel deceleration, and wheel speed difference corresponding to each wheel on the vehicle can be obtained, and thus, based on the slip ratio, wheel deceleration, and wheel speed difference corresponding to each wheel respectively, it can be further determined whether the vehicle meets the activation condition of the braking force distribution mode.

[0137] When it is determined that there is a wheel speed failure, the present disclosure uses the motor speed of the wheel with the wheel speed failure to calculate the backup wheel speed of the wheel with the wheel speed failure, and then combines the wheel speeds of the second wheels with normal other wheel speed data to perform braking force distribution control, improving the braking safety when the wheel speed of the wheel fails and avoiding vehicle instability.

[0138] It can be understood that the premise for performing braking force distribution control on the vehicle is that the vehicle is in a braking state. Therefore, in another possible embodiment of the present disclosure, the activation condition may further include that the vehicle is in a braking state in addition to the conditions described above. That is, when it is determined that the vehicle is in a braking state and at least one wheel of the vehicle is in a preset wheel state, it is determined that the vehicle meets the activation condition of the braking force distribution mode.

[0139] In one implementation, the vehicle's overall vehicle deceleration can be obtained. If the overall vehicle deceleration is less than 0 and the absolute value of the overall vehicle deceleration is greater than or equal to a preset deceleration threshold, it indicates that the vehicle is in a braking state. In another implementation, it can be identified whether the vehicle is in a braking state based on the magnitude of the braking depth collected by the vehicle's brake pedal displacement sensor (for example, when the braking depth is greater than or equal to a preset depth threshold, it indicates that the vehicle is in a braking state).

[0140] The following describes the specific implementation of the present disclosure for determining the braking force distribution mode of the vehicle in conjunction with embodiments.

[0141] Figure 4 is a flowchart of a vehicle control method shown according to the Figure 2 illustrated embodiment, as Figure 4 shown, step S21 includes the following sub-steps:

[0142] In step S211, determine the stable state of the vehicle, which is used to characterize the stable controllability of the vehicle.

[0143] Among them, the stable state includes that the vehicle is in a stable controllable state or in a stable uncontrollable state.

[0144] In one implementation, the stability of the vehicle can be determined based on the vehicle's longitudinal acceleration, lateral acceleration, and yaw rate. For example, the vehicle's longitudinal acceleration signal, lateral acceleration signal, and yaw rate signal can be collected by a yaw rate sensor. If the signals collected by the yaw rate sensor are valid, the stability of the vehicle can be judged in real time based on the collected signals of the yaw rate sensor. In other words, if the signals collected by the yaw rate sensor are valid, it indicates that the vehicle is in a stable controllable state. If the signals collected by the yaw rate sensor are invalid, the stability of the vehicle cannot be judged based on the collected signals of the yaw rate sensor, and the vehicle is in a stable uncontrollable state.

[0145] Therefore, in this step, the stable state of the vehicle can be determined based on whether the signals collected by the yaw rate sensor are valid. For example, it can be determined whether the vehicle's longitudinal acceleration signal, lateral acceleration signal, and yaw rate signal from the yaw rate sensor are all valid signals (judged based on the status bit). When it is determined that all are valid signals, it is determined that the vehicle is in a stable controllable state. If at least one of the vehicle's longitudinal acceleration signal, lateral acceleration signal, and yaw rate signal is an invalid signal, it indicates that the vehicle is in a stable uncontrollable state.

[0146] In step S212, according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective situation of the motor speeds of the wheels with failed wheel speeds, determine the braking force distribution mode of the vehicle.

[0147] Exemplarily, the data processing module 11 as Figure 1 shown can obtain the yaw rate data of the vehicle, and determine the number of wheels with failed wheel speeds and the effective situation of the motor speeds of the wheels with failed wheel speeds. Then, the data processing module 11 determines the stable state of the vehicle based on the validity of the yaw rate data. After that, the data processing module 11 can determine the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective situation of the motor speeds of the wheels with failed wheel speeds.

[0148] In an embodiment of this step, when the vehicle is in a stable and controllable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, it is determined that the braking force distribution mode is the first braking force distribution mode. Among them, in the first braking force distribution mode, the braking method of the vehicle may include a combined braking method of hydraulic braking and electric motor braking, or may only include electric motor braking.

[0149] In order to recover energy as much as possible and reduce the noise problem caused by the frequent use of solenoid valves during hydraulic braking control, the present disclosure may preferentially use the electric motor braking method when performing vehicle braking control. When it is determined that the required braking force at the current moment has not reached the maximum feedback torque of the motor, the electric motor braking method can be used alone for braking. When it is determined that the required braking force exceeds the maximum feedback torque of the motor, the required braking force other than the maximum feedback torque that the motor can provide can be generated by hydraulic braking, that is, the vehicle is braked cooperatively by hydraulic braking and electric motor braking. In addition, the response rate of electric motor braking is significantly higher than that of hydraulic braking. Therefore, the present disclosure preferentially adopts the electric motor braking method, which can also improve the response rate of vehicle braking control.

[0150] When the vehicle is in a stable and controllable state and only one wheel speed fails at present, if the motor speed signal of the first wheel with the failed wheel speed is a valid signal, the electric motor braking method can be preferentially adopted in this working condition, that is, it can be determined that the braking method of the vehicle includes hydraulic braking and electric motor braking, or may only include electric motor braking. In addition, in this working condition, the backup wheel speed of the first wheel can also be calculated based on the motor speed of the first wheel, and the backup wheel speed is used to replace the failed wheel speed data of the first wheel collected by the wheel speed sensor and participate in the subsequent braking force distribution control.

[0151] In another embodiment of this step, when the vehicle is in a stable and controllable state, the wheel speeds of at least two wheels of the vehicle fail, and the motor speeds of the wheels corresponding to the failed wheel speeds are effective, it is determined that the braking force distribution mode is the second braking force distribution mode. Among them, in the second braking force distribution mode, the braking method of the vehicle may be hydraulic braking.

[0152] When it is determined that the number of wheels with wheel speed failure is at least two, it indicates that the failure degree of the wheel speed sensors at this time is relatively high. Considering that the electric motor braking relies more on the wheel speed signals collected by the wheel speed sensors, therefore, if electric motor braking is still adopted, it may not achieve a better control effect, and may even affect the braking safety. Therefore, when the vehicle is in a stable and controllable state, at least two wheels of the vehicle have wheel speed failure, and the motor speeds of the wheels corresponding to the failed wheel speeds are effective, it can be determined that the braking mode of the vehicle is hydraulic braking, that is, this braking force distribution mode is the second braking force distribution mode. In this way, the subsequent EBD control can only perform a downgraded control for this hydraulic braking to improve braking safety.

[0153] In another embodiment of this step, when the vehicle is in a stable and controllable state, at least one wheel of the vehicle has wheel speed failure, and the motor speed of the wheel corresponding to the failed wheel speed fails, it is determined that this braking force distribution mode is the third braking force distribution mode. Among them, in this third braking force distribution mode, the vehicle can be controlled to execute a preset safety control function, and / or, report a failure of the braking force distribution function of the vehicle. This braking force distribution function can include, for example, the EBD function of the vehicle. This preset safety control function can include, for example, the ABS control function.

[0154] It can be understood that when it is determined that at least one wheel of the vehicle has wheel speed failure, if the motor speed of the wheel corresponding to the failed wheel speed also fails, then the backup wheel speed of the wheel with wheel speed failure cannot be calculated based on the motor speed, and thus the EBD function control cannot be realized based on the backup wheel speed. Therefore, even when the vehicle is in a stable and controllable state, but at least one wheel of the vehicle has wheel speed failure, and the motor speed of the wheel corresponding to the failed wheel speed fails, the EBD function failure can be reported, the EBD control is not performed, and a preset safety control function with a higher safety control priority is started to control the vehicle (such as the ABS control function) to ensure driving safety.

[0155] In another embodiment of this step, when the vehicle is in an unstable and uncontrollable state, one wheel of the vehicle has wheel speed failure, and the motor speed of the wheel corresponding to the failed wheel speed is effective, it is determined that this braking force distribution mode is the second braking force distribution mode. Among them, in this second braking force distribution mode, the braking mode of the vehicle can be hydraulic braking.

[0156] In an application scenario, when the vehicle is in a stable and uncontrollable state, it usually indicates that the yaw rate sensor of the vehicle has failed. Based on this yaw rate sensor, the longitudinal acceleration, lateral acceleration, and yaw rate of the vehicle cannot be accurately measured. Obviously, this will affect the braking safety of the vehicle. When it is determined that the yaw rate data is invalid, and there is only one first wheel with wheel speed failure, and the signal of the motor speed corresponding to the first wheel is a valid signal, in order to ensure the braking safety of the vehicle while meeting the actual braking requirements, the vehicle can be controlled to brake only by hydraulic braking. Therefore, for this working condition, it can be determined that the braking method of the vehicle is this hydraulic braking, and then the braking force distribution mode is determined as the second braking force distribution mode.

[0157] In another embodiment of this step, when the vehicle is in a stable and uncontrollable state and the wheel speeds of at least two wheels of the vehicle fail, or when the vehicle is in a stable and uncontrollable state, the wheel speeds of at least one wheel fail and the motor speeds of the wheels corresponding to the failed wheel speeds fail, the braking force distribution mode is determined as the third braking force distribution mode.

[0158] When the vehicle is in a stable and uncontrollable state, it usually indicates that the yaw rate sensor of the vehicle has failed, and the wheel speeds of at least two wheels of the vehicle fail, indicating that the failure degree of the current wheel speed sensor of the vehicle is also relatively high. Therefore, the overall vehicle failure state is relatively serious. At this time, in order to ensure driving safety, an EBD function failure can be reported under this third braking force distribution mode, the EBD control is not performed, and a preset safety control function with a higher safety control priority is started to control the vehicle (such as the ABS control function).

[0159] In addition, when the vehicle is in a stable and uncontrollable state, the wheel speeds of at least one wheel fail and the motor speeds of the wheels corresponding to the failed wheel speeds fail, it is also impossible to calculate the backup wheel speed based on the failed motor speeds. Therefore, in this working condition, the braking force distribution mode is also determined as this third braking force distribution mode.

[0160] In addition to the above working conditions, in the actual vehicle braking scenario, there may also be the following working conditions:

[0161] The vehicle is in a stable and uncontrollable state, but the wheel speed data of each wheel of the vehicle is valid data. In this working condition, the motor braking method can still be tried first. For example, a composite braking method of motor braking plus hydraulic braking is selected, that is, the braking force distribution mode is determined as the first braking force distribution mode.

[0162] The vehicle is in a stable and controllable state, but the wheel speeds of multiple wheels of the vehicle fail (generally greater than or equal to 3). At this time, the braking force distribution mode is determined as the third braking force distribution mode. Under this third braking force distribution mode, the vehicle is controlled to give a fault prompt, and the EBD is not controlled.

[0163] In addition, when the wheel speeds of all the vehicle's wheels are normal, it can be determined that the modified braking force distribution mode is the first braking force distribution mode.

[0164] After determining the braking force distribution mode, based on step S22, braking force distribution control can be performed on the vehicle according to the braking force distribution mode. It should be noted that considering that the locking of the rear wheels will seriously affect the driving safety of the vehicle, in a possible embodiment of the present disclosure, during the process of performing braking force distribution control using EBD, only the rear wheels of the vehicle can be controlled, and each rear wheel can be independently controlled.

[0165] Figure 5 is based on Figure 2 the flowchart of a vehicle control method shown in the illustrated embodiment, as Figure 5 shown, step S22 includes the following sub-steps:

[0166] In step S221, determine the braking force distribution requirement of the vehicle.

[0167] Among them, the braking force distribution requirement can be determined based on the driver's braking requirement and / or the wheel state data of the wheels at the current moment. The braking force distribution requirement can, for example, include one of increasing the braking force, keeping the current braking force magnitude unchanged, and decreasing the braking force.

[0168] Figure 6 is based on Figure 5 the flowchart of a vehicle control method shown in the illustrated embodiment, as Figure 6 shown, step S221 includes the following sub-steps:

[0169] In step S2211, for each preset wheel of the vehicle, determine the driver-demand braking force and the current braking force corresponding to the preset wheel.

[0170] Among them, the preset wheel can include any wheel of the vehicle, or any rear wheel of the vehicle. That is to say, the present disclosure can perform braking force distribution control for each wheel of the vehicle respectively, or only perform braking force distribution control for each rear wheel of the vehicle respectively.

[0171] The driver-demand braking force refers to the braking force obtained by distributing the total driver-demand braking force of the vehicle to the preset wheel based on the preset basic braking force distribution method of the vehicle. Among them, the total driver-demand braking force of the vehicle can be calculated based on data such as the depth of the brake pedal depressed by the driver, the pedal displacement change rate, etc. Or, the total driver-demand braking force of the vehicle can be determined based on the master cylinder pressure building signal of the hydraulic braking system, or the motor negative torque triggered by the driver.

[0172] When the braking force distribution function of the vehicle is not activated, the current braking force refers to the sum of the wheel cylinder pressure of the preset wheel collected by the pressure sensor and the wheel end motor torque of the preset wheel. After the braking force distribution function of the vehicle is activated, the current braking force can be the target braking force applied to the preset wheel calculated at the previous moment.

[0173] In step S2212, obtain the wheel state data of the preset wheel at the current moment, and the wheel state data characterizes the slipping condition of the preset wheel.

[0174] Among them, the wheel state data may include at least one of data such as the slip rate of the preset wheel, the wheel deceleration, the wheel speed difference between the front and rear wheels on the same side of the preset wheel, and the difference between the wheel speed of the preset wheel and the vehicle speed (i.e., the vehicle speed).

[0175] For example, if the slip rate of the preset wheel is large and the wheel speed difference between the front and rear wheels on the same side is large at the current moment, it indicates that the preset wheel may be slipping currently. At this time, it is usually necessary to reduce the braking force applied to the wheel in order to repair the wheel slipping problem and improve driving safety.

[0176] During the execution of this step, based on the backup wheel speed corresponding to each first wheel and the wheel speed data of each second wheel, the wheel state data corresponding to each preset wheel can be calculated. For example, for each preset wheel, the slip rate of the preset wheel can be calculated based on the wheel speed of the preset wheel and the vehicle speed of the vehicle, the wheel speed difference can be calculated based on the wheel speeds of the front and rear two wheels on the same side corresponding to the preset wheel, and the difference between the wheel speed of the preset wheel and the vehicle speed can also be calculated. It can be understood that if the preset wheel is the first wheel, the wheel speed of the preset wheel is the backup wheel speed, and if the preset wheel is the second wheel, the wheel speed of the preset wheel is the wheel speed data of the wheel collected by the wheel speed sensor.

[0177] In step S2213, determine the braking force distribution requirement corresponding to the preset wheel according to the driver's required braking force, the current braking force, and the wheel state data.

[0178] In this step, the braking force distribution requirement corresponding to the preset wheel can be determined according to the magnitude relationship between the driver's required braking force and the current braking force, and the wheel state data.

[0179] In a possible embodiment, if the current braking force is less than the driver's required braking force, it indicates that the braking force of the preset wheel at the current moment has not reached the driver's requirement. Subsequently, it can be determined whether it is necessary to increase the braking force applied to the preset wheel based on the wheel state data.

[0180] Exemplarily, when it is determined that the slip ratio of the preset wheel, the wheel speed difference, the difference between the wheel speed and the vehicle speed, and the wheel deceleration satisfy the first preset condition, it is determined that the braking force distribution requirement corresponding to the preset wheel is to increase the braking force; when it is determined that the slip ratio of the preset wheel, the wheel speed difference, the difference between the wheel speed and the vehicle speed, and the wheel deceleration satisfy the second preset condition, it is determined that the braking force distribution requirement corresponding to the preset wheel is to maintain the current braking force magnitude unchanged; when it is determined that the slip ratio of the preset wheel, the wheel speed difference, the difference between the wheel speed and the vehicle speed, and the wheel deceleration satisfy the third preset condition, it is determined that the braking force distribution requirement corresponding to the preset wheel is to reduce the braking force.

[0181] Wherein, the first preset condition may be at least one of the following: the slip ratio of the preset wheel is less than or equal to the second preset slip ratio threshold; the wheel speed difference is less than or equal to the second preset wheel speed difference threshold; the difference between the wheel speed and the vehicle speed is less than or equal to the first preset speed difference threshold; the absolute value of the wheel deceleration is less than or equal to the second preset wheel deceleration threshold. Usually, the second preset slip ratio threshold is less than or equal to the first preset slip ratio threshold in the above text, the second preset wheel speed difference threshold is less than or equal to the first preset wheel speed difference threshold in the above text, and the second preset wheel deceleration threshold is less than or equal to the first preset wheel deceleration threshold in the above text.

[0182] The second preset condition may include at least one of the following: the slip ratio of the preset wheel is greater than the second preset slip ratio threshold and less than or equal to the third preset slip ratio threshold, where the third preset slip ratio threshold is greater than the second preset slip ratio threshold; the wheel speed difference is greater than the second preset wheel speed difference threshold and less than or equal to the third preset wheel speed difference threshold, where the third preset wheel speed difference threshold is greater than the second preset wheel speed difference threshold; the difference between the wheel speed and the vehicle speed is greater than the first preset speed difference threshold and less than or equal to the second preset speed difference threshold, where the second preset speed difference threshold is greater than the first preset speed difference threshold; the wheel deceleration is greater than the second preset wheel deceleration threshold and less than or equal to the third preset wheel deceleration threshold, where the third preset wheel deceleration threshold is greater than the second preset wheel deceleration threshold.

[0183] The third preset condition may include at least one of the following: the slip ratio of the preset wheel is greater than the third preset slip ratio threshold; the wheel speed difference is greater than the third preset wheel speed difference threshold; the difference between the wheel speed and the vehicle speed is greater than the second preset speed difference threshold; the wheel deceleration is greater than the third preset wheel deceleration threshold.

[0184] It should be noted that when it is determined that the wheel state data meets the first preset condition, it indicates that the preset wheel is not locked and is in a normal braking state. At this time, the braking force on the preset wheel can be appropriately increased to meet the driver's braking demand. When it is determined that the wheel state data meets the second preset condition, it indicates that the preset wheel is currently in the optimal braking state (the wheel is not locked and the braking force has reached the maximum allowable braking force that prevents the wheel from locking). At this time, it is usually necessary to keep the current braking force of the preset wheel unchanged. When it is determined that the wheel state data meets the third preset condition, it indicates that the preset wheel is in an unstable or out-of-control braking state (such as the rear wheel is locked). At this time, to ensure braking safety, the braking force on the preset wheel needs to be reduced.

[0185] In another possible embodiment, if the current braking force is equal to the driver's required braking force, it indicates that the braking force of the preset wheel at the current moment has reached the driver's requirement. At this time, it can be determined whether the braking force distribution function of the vehicle (such as the EBD function) has exited. When it is determined that the braking force distribution function of the vehicle has not exited, it can be determined whether the braking force on the preset wheel needs to be reduced based on the wheel state data of the preset wheel.

[0186] In a possible implementation manner, the vehicle can control the vehicle to exit the EBD function when it is determined that the preset exit condition is met. Among them, the preset exit condition can include at least one of the following:

[0187] The current braking force reaches the driver's required braking force, and the slip ratio of the preset wheel is less than or equal to the preset slip ratio threshold; the target control function of the vehicle is triggered, and the target control function is a control function whose preset control priority is higher than that of the EBD; the vehicle speed of the vehicle is less than or equal to the preset vehicle speed threshold. Among them, the target control function can be, for example, the ABS control function.

[0188] It can be understood that if the current braking force reaches the driver's required braking force and the slip ratio of the preset wheel is less than or equal to the preset slip ratio threshold, it indicates that the current braking state of the preset wheel has reached the driver's expected braking state, and the small slip ratio of the preset wheel also indicates that the preset wheel has not slipped or other dangerous situations. In this case, the EBD function can be controlled to exit. In addition, when the vehicle currently activates a target control function with a higher control priority, or when the vehicle speed of the vehicle is relatively small (such as less than 5 km / s), the EBD function can also be controlled to exit.

[0189] Based on the above several conditions, it is possible to determine the braking force distribution requirements corresponding to each preset wheel. Then, by executing step 222, according to the braking force distribution requirements and in accordance with the braking force distribution mode, braking force distribution control is performed on each preset wheel of the vehicle.

[0190] In step S222, the vehicle is controlled according to the braking force distribution requirements and in accordance with the braking force distribution mode.

[0191] During the execution of step S222, when the braking force distribution mode is the first braking force distribution mode, according to the braking force distribution requirements, braking force distribution control can be performed on the braking force generated by electric braking or composite braking of the vehicle, where the composite braking includes a cooperative braking method of electric braking and hydraulic braking.

[0192] Among them, in the first braking force distribution mode, the specific methods of performing braking force distribution control on the braking force generated by electric braking or composite braking of the vehicle according to the braking force distribution requirements include the following situations:

[0193] Situation 1: For each preset wheel of the vehicle, when the braking force distribution requirements indicate an increase in the braking force for the preset wheel, according to the motor feedback torque of the preset wheel at the current moment, a control method for performing braking force distribution control on the braking force generated by electric braking or composite braking can be determined.

[0194] Considering that the present disclosure preferentially uses electric braking to control the vehicle, therefore, when the braking force distribution requirements are to increase the braking force for the preset wheel, if the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, the braking force can be provided for the preset wheel only through electric braking. Therefore, torque increase control can be performed on the target motor corresponding to the preset wheel. In addition, considering that when the vehicle enters the braking state, hydraulic braking may be used to apply a basic hydraulic braking force to the preset wheel. Therefore, if the preset wheel also corresponds to the basic hydraulic braking force, when the braking force distribution requirements are to increase the braking force for the preset wheel, if the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, while performing torque increase control on the target motor, pressure holding control can also be performed on the current hydraulic value of the preset wheel.

[0195] That is to say, in one embodiment, when the braking force distribution requirements are to increase the braking force for the preset wheel, if the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, the braking force can be provided for the preset wheel only through the target motor corresponding to the preset wheel. In this case, only the braking force generated by electric braking of the vehicle can be used for braking force distribution control. For example, the target motor corresponding to the preset wheel can be controlled to increase the torque at a preset wheel-end torque increase rate.

[0196] In another embodiment, considering that when the vehicle enters the braking state, a hydraulic basic braking force may be applied to the preset wheel by hydraulic braking. Therefore, when the braking force distribution requirement is to increase the braking force on the preset wheel, if the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, the target motor corresponding to the preset wheel can be controlled to increase the torque at a preset wheel-end torque increase rate, and the hydraulic pressure corresponding to the preset wheel can be controlled to maintain the pressure.

[0197] Exemplarily, the target motor can be controlled to increase the torque at a preset wheel-end torque increase rate Tinc1 (such as 5 Nm / ms) until the preset maximum feedback torque is reached. During the process of controlling the pressure of the current hydraulic value of the preset wheel to maintain the pressure, the current hydraulic value can be continuously sent to the hydraulic braking control device of the vehicle to achieve pressure maintenance control.

[0198] In yet another embodiment, when the braking force distribution requirement is to increase the braking force on the preset wheel, if the motor feedback torque of the preset wheel at the current moment reaches the preset maximum feedback torque, the target motor can be controlled to maintain the current motor feedback torque, and the hydraulic pressure corresponding to the preset wheel can be controlled to increase at a preset pressure increase rate.

[0199] Corresponding to this situation, when the braking force distribution requirement is to increase the braking force on the preset wheel, if the motor feedback torque of the preset wheel at the current moment has reached the preset maximum feedback torque, although the motor feedback torque at the current moment reaches the preset maximum feedback torque, the current braking force applied to the preset wheel at the current moment is still less than the driver's required braking force. The braking force difference between the driver's required braking force and the preset maximum feedback torque can be provided by hydraulic braking. Therefore, the target motor can be controlled to maintain the current motor feedback torque (the current motor feedback torque is the preset maximum feedback torque), and the hydraulic pressure corresponding to the preset wheel can be controlled to increase at a preset pressure increase rate. The preset pressure increase rate Hinc1 can be, for example, 0.3 bar / ms.

[0200] In addition, when the braking force distribution mode is the first braking force distribution mode, during the process of controlling the braking force distribution of the vehicle according to the braking force distribution requirement, when it is determined that the braking force distribution requirement is to increase the braking force on the preset wheel, in order to quickly increase the braking force of the preset wheel, torque increase and pressure increase can also be carried out together, that is, the target motor is controlled to increase the torque at a preset wheel-end torque increase rate, and at the same time, the hydraulic pressure corresponding to the preset wheel is controlled to increase at a preset pressure increase rate.

[0201] Case 2: For each preset wheel of the vehicle, when the braking force distribution requirement indicates maintaining the current braking force on the preset wheel, control the target motor corresponding to the preset wheel to maintain the current motor feedback torque, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0202] Corresponding to Case 2, the determined braking force distribution requirement is to maintain the current braking force on the preset wheel, indicating that the current state of the preset wheel meets the second preset condition in the above text. At this time, if the braking force applied to the preset wheel is further increased, it may cause dangerous situations such as vehicle instability or wheel lock-up. However, if the braking force on the preset wheel is reduced, the actual braking demand of the driver cannot be met. Therefore, corresponding to Case 2, the target motor corresponding to the preset wheel can be controlled to maintain the current motor feedback torque, and pressure holding control can be performed on the hydraulic pressure corresponding to the preset wheel. Similarly, in the case where the vehicle uses only electric motor braking, only the target motor corresponding to the preset wheel can be controlled to maintain the current motor feedback torque.

[0203] Case 3: For each preset wheel of the vehicle, when the braking force distribution requirement indicates that the braking force applied to the preset wheel needs to be reduced, control the target motor corresponding to the preset wheel to reduce the torque at a preset wheel-end torque reduction rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0204] Considering that the response speed of electric motor braking is higher than that of hydraulic braking, therefore, corresponding to Case 3, the present disclosure can also preferentially consider reducing the braking force on the preset wheel by reducing the torque. For example, the target motor can be controlled to reduce the torque at a preset wheel-end torque reduction rate Tdec2 (such as 24 Nm / ms). In the case where the vehicle uses only electric motor braking, only the target motor corresponding to the preset wheel can be controlled to reduce the torque at the preset wheel-end torque reduction rate.

[0205] In the actual braking scenario, when the braking mode of the vehicle includes electric motor braking, there may be a situation where the electric motor braking abnormally exits. For example, a front axle motor failure of the vehicle may cause the electric motor braking of both the front and rear axles to abnormally exit. A single rear wheel motor failure will also cause the electric motor braking of the corresponding rear wheel to abnormally exit, or a single rear wheel motor failure, and the motor of this wheel and the wheel speed sensor of this wheel do not fail simultaneously, which may also cause the electric motor braking of the other rear wheel on the same axis to abnormally exit. Of course, it may also include other factors that cause the electric motor braking of the rear wheel to abnormally exit. It can be understood that if the electric motor braking of the preset wheel abnormally exits, the motor no longer feeds back, and the braking feedback torque of the motor at the current moment is directly 0, thus causing the problem of braking force loss, and also making the driver feel a momentary loss of vehicle control, affecting driving safety.

[0206] In a possible implementation, for each preset wheel, the operating state information of the target motor corresponding to the preset wheel can be obtained from the motor controller of the target motor, and based on the operating state information, it can be determined whether the electric braking corresponding to the preset wheel has an abnormal exit.

[0207] In order to deal with the situation of abnormal exit of electric braking, the present disclosure provides a vehicle control method as Figure 7 shown, Figure 7 which is a flowchart of a vehicle control method shown according to an exemplary embodiment. As Figure 7 shown, the method includes the following steps:

[0208] In step S701, when it is determined that the electric braking corresponding to the preset wheel is abnormal, the target feedback torque corresponding to the preset wheel at the previous moment is obtained.

[0209] Wherein, the target feedback torque is the motor feedback torque generated by the target motor of the preset wheel at the previous moment.

[0210] In step S702, the target torque reduction rate corresponding to the target feedback torque is determined.

[0211] In this step, the look-up table can be queried according to the target feedback torque to obtain the target torque reduction rate corresponding to the target feedback torque. Wherein, the target torque reduction rate (denoted as Tdec1 for example) is the torque reduction rate at the wheel end.

[0212] In step S703, a hydraulic adjustment strategy for hydraulic braking is determined according to the target torque reduction rate.

[0213] In this step, the torque adjustment rate and the hydraulic adjustment rate corresponding to the preset wheel at the previous moment can be obtained; according to the target torque reduction rate, the torque adjustment rate and the hydraulic adjustment rate, the target pressure increase rate at the current moment is determined.

[0214] For example, if the preset wheel is torque increased and pressure maintained at the previous moment, the torque adjustment rate is the preset wheel end torque increase rate Tinc1, and the hydraulic adjustment rate is 0. If the preset wheel is torque maintained and pressure increased at the previous moment, the torque adjustment rate is 0, and the hydraulic adjustment rate is the preset pressure increase rate Hinc1. The above examples are only for illustration, and the present disclosure does not limit this.

[0215] Among them, in the process of determining the target supercharging rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate, first, the first equivalent supercharging rate for controlling the torque reduction of the target feedback torque can be determined according to the target torque reduction rate. The first equivalent supercharging rate refers to the supercharging rate when the torque reduced based on the target torque reduction rate is supplemented by hydraulic pressure. For example, if the torque is reduced by 50 N·m based on the target torque reduction rate within 10 milliseconds, then within these 10 milliseconds, liquid needs to be supplemented based on the first equivalent supercharging rate to supplement the braking force of 50 N·m lost by the preset wheel.

[0216] Exemplarily, the first equivalent supercharging rate can be calculated by the following formula:

[0217] Hinc_eqv=k×Tdec1 / (n×mu×π×r 2 ×R)

[0218] Among them, Hinc_eqv represents the first equivalent supercharging rate, k is the unit conversion coefficient, Tdec1 is the target torque reduction rate, n represents the number of pistons, mu is the brake disc friction coefficient, r is the piston radius, and R is the effective radius from the piston center to the brake disc center.

[0219] If the torque adjustment rate indicates that the target feedback torque is maintained for the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that supercharging control is performed on the preset wheel at the previous moment, the sum of the first equivalent supercharging rate and the hydraulic adjustment rate can be used as the target supercharging rate. For this case, the target supercharging rate Inc_Rate=Hinc_eqv+Hinc1. As described above, Hinc1 represents the hydraulic adjustment rate.

[0220] If the torque adjustment rate indicates that torque increasing control is performed on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that hydraulic maintenance control is performed on the preset wheel at the previous moment, the second equivalent supercharging rate corresponding to the torque adjustment rate can be determined, and the sum of the first equivalent supercharging rate and the second equivalent supercharging rate can be used as the target supercharging rate. For this case, the target supercharging rate Inc_Rate=Hinc_eqv+Tinc1_eqv, where Tinc1_eqv represents the second equivalent supercharging rate. The second equivalent supercharging rate is the equivalent supercharging rate at which torque should be increased when the current state is one of increasing braking force. For example, the second equivalent supercharging rate can be calculated by the following formula:

[0221] Tinc1_eqv=k×Tinc1 / (n×mu×π×r 2 ×R)

[0222] Wherein, Tinc1_eqv represents the second equivalent supercharging rate, Tinc1 represents the preset wheel-end torque increase rate Tinc1 corresponding to the previous moment, k is a unit conversion coefficient, Tdec1 is the target torque reduction rate, n represents the number of pistons, mu is the brake disc friction coefficient, r is the piston radius, and R is the effective radius from the piston center to the brake disc center.

[0223] If the torque adjustment rate represents maintaining the target feedback torque for the preset wheel at the previous moment, and the hydraulic adjustment rate represents performing hydraulic maintenance control on the preset wheel at the previous moment, the first equivalent supercharging rate can be used as the target supercharging rate. For this case, the target supercharging rate Inc_Rate = Hinc_eqv.

[0224] In step S704, according to the target torque reduction rate and the hydraulic adjustment strategy, perform braking force distribution control on the preset wheel.

[0225] In this step, the target feedback torque of the preset wheel can be reduced according to the target torque reduction rate; the hydraulic pressure of the preset wheel can be increased according to the target supercharging rate.

[0226] By executing this step, when it is determined that the electric motor braking of the preset wheel abnormally exits, the electric motor feedback torque applied to the preset wheel can be controlled to slowly decrease from the target feedback torque to 0 according to the target torque reduction rate, thereby avoiding the problem of the instantaneous disappearance of the electric motor braking torque, so that the driver will not have an uncomfortable experience of jerks. In addition, during the process of controlling the target feedback torque applied to the preset wheel to slowly decrease to 0, the lost electric motor braking torque of the preset wheel can be compensated by replenishing fluid (increasing hydraulic pressure), that is, the hydraulic pressure of the preset wheel is increased according to the target supercharging rate, thereby avoiding the problem of loss of braking force applied to the preset wheel to meet the braking demand.

[0227] It should be noted that considering the delay of hydraulic braking control, a calibration coefficient a greater than 1 can be multiplied on the basis of the target supercharging rate as the supercharging rate for increasing the hydraulic pressure of the preset wheel to compensate for the lag loss that the hydraulic pressure cannot respond in time.

[0228] By using the above method, when it is determined that the electric motor braking of the preset wheel abnormally exits, the target feedback torque applied to the preset wheel can be controlled to slowly decrease to 0 according to the target torque reduction rate, avoiding the problem of the instantaneous disappearance of the electric motor braking torque. In addition, the lost electric motor braking torque of the preset wheel during abnormal electric motor braking can be compensated by replenishing fluid (increasing hydraulic pressure), meeting the braking demand and avoiding the problem of loss of braking force.

[0229] The above text describes the specific implementation method of braking force distribution control for a vehicle in the first braking force distribution mode. If it is determined that the braking force distribution mode of the vehicle is the second braking force distribution mode, and the corresponding vehicle braking method is hydraulic braking, in this working condition, the degradation control of EBD can be executed.

[0230] During the execution of step S222, when the braking force distribution mode is the second braking force distribution mode, the braking force generated by hydraulic braking of the vehicle can be distributed and controlled according to the braking force distribution requirements.

[0231] In one implementation, when the braking force distribution mode is the second braking force distribution mode, during the process of distributing and controlling the braking force generated by hydraulic braking of the vehicle, the braking force generated by hydraulic braking of the vehicle can be distributed and controlled according to the number of wheels with failed wheel speeds.

[0232] It should be noted that considering that the locking of the rear wheels will seriously affect the driving safety of the vehicle, therefore, during the process of braking force distribution control in the present disclosure, the rear wheels of the vehicle can be preferentially controlled, and each rear wheel can be independently controlled. Therefore, in one embodiment, when the number of wheels with failed wheel speeds is one, hydraulic anti-lock braking control can be performed on the preset rear wheels of the vehicle.

[0233] In another embodiment, when the number of wheels with failed wheel speeds is two, the position information of each wheel with a failed wheel speed is determined, and this position information indicates whether the wheel with a failed wheel speed belongs to the front wheel or the rear wheel of the vehicle; according to the position information of the wheel with a failed wheel speed, the braking force generated by hydraulic braking of the vehicle is distributed and controlled.

[0234] During the process of distributing and controlling the braking force generated by hydraulic braking of the vehicle according to the position information of the wheel with a failed wheel speed, it can be further divided into the following two situations:

[0235] Situation 1: When the wheel speeds of the two rear wheels of the vehicle fail, for each rear wheel of the vehicle, according to the braking force distribution requirements, a control strategy for the braking force applied to the rear wheel by hydraulic braking is determined, and this control strategy represents the adjustment method of the magnitude of the braking force applied to the rear wheel; according to this control strategy, hydraulic anti-lock braking control is performed on the rear wheel.

[0236] Corresponding to Situation 1, in the second braking force distribution mode, if the wheel speeds of the two rear wheels of the vehicle fail, at this time, only hydraulic anti-lock braking control can be performed on each rear wheel separately, and there is no need to control the front wheels.

[0237] Exemplarily, if the two wheels with wheel speed failure are the two wheels of the rear axle, the backup wheel speeds of the two rear wheels can be calculated respectively according to the motor speeds of the two motors of the rear axle, and based on the backup wheel speeds of the two rear wheels and the wheel speed data of the two front wheels, hydraulic anti-lock control is performed on the two rear wheels respectively. For each rear wheel, a pressurization-holding-decompression cycle control is performed according to the braking force distribution requirement corresponding to the rear wheel. The specific braking force distribution control process can refer to the distribution strategy in the first braking force distribution mode described above. The difference is that the braking method is only hydraulic braking, that is, when it is determined that the braking force needs to be increased, only the hydraulic pressure is controlled to increase, when it is determined that the braking force needs to be maintained, only the hydraulic pressure is controlled to hold, and when it is determined that the braking force needs to be reduced, only the hydraulic pressure is controlled to decrease.

[0238] Among them, the backup wheel speeds of the two rear wheels can be calculated by the following formula:

[0239] V RL =n RL *2π*r / 60*3.6

[0240] V RR =n RR *2π*r / 60*3.6

[0241] Among them, V RL represents the backup wheel speed of the left rear wheel, V RR represents the backup wheel speed of the right rear wheel, n RL represents the motor speed corresponding to the left rear wheel, n RR represents the motor speed corresponding to the right rear wheel, and r is the rolling radius of the wheel.

[0242] Case 2: When the wheel speeds of the two front wheels of the vehicle fail, or when the number of wheels with failed wheel speeds is at least three, for each rear wheel of the vehicle, according to the braking force distribution requirement, a control strategy for the braking force applied to the rear wheel by using the hydraulic braking is determined. This control strategy characterizes the adjustment method of the magnitude of the braking force applied to the rear wheel; hydraulic anti-lock control is performed on the rear wheel according to this control strategy, and hydraulic anti-lock control is performed on the front wheel on the same side of the rear wheel according to this control strategy.

[0243] It can be understood that when it is determined that the wheel speeds of the two front wheels of the vehicle fail, the vehicle needs to perform braking force distribution control on these two front wheels respectively. In this regard, the control method adopted in the present disclosure is to first ensure that the rear wheels do not lock, and at the same time control the front wheels on the same side of each rear wheel to be in the same state as the rear wheel. In addition, when the number of wheels with failed wheel speeds is at least three, it indicates that the current fault of the vehicle is relatively serious. In order to ensure braking safety, hydraulic anti-lock control also needs to be performed on both the front wheels and the rear wheels of the vehicle. Similarly, the control method can be to first ensure that the rear wheels do not lock, and at the same time control the front wheels on the same side of each rear wheel to be in the same state as the rear wheel.

[0244] Therefore, corresponding to Case 2, when the wheel speeds of the two front wheels of the vehicle fail, or when the number of wheels with failed wheel speeds is at least three, for each rear wheel of the vehicle, according to the braking force distribution requirement, a control strategy for the braking force applied to the rear wheel by using the hydraulic braking can be determined, and this control strategy characterizes the adjustment method of the magnitude of the braking force applied to the rear wheel; perform hydraulic anti-lock control on the rear wheel according to this control strategy, and perform hydraulic anti-lock control on the front wheel on the same side of the rear wheel according to this control strategy.

[0245] That is to say, in the case where it is determined according to the position information that the two wheels with failed wheel speeds are coaxial wheels and are the front wheels of the vehicle, hydraulic anti-lock control can be performed on each rear wheel separately, and the front wheel on the same side can be pressurized based on the braking force distributed to the rear wheel, so that the front wheel can be locked simultaneously close to the rear wheel to ensure the braking safety of the vehicle.

[0246] Exemplarily, if the wheels with failed wheel speeds are the two wheels on the front axle, the backup wheel speeds of the two wheels on the front axle can be calculated based on the rotational speed of the single motor on the front axle. In this way, based on the backup wheel speeds of the two wheels and the rotational speed data of the two rear wheels, hydraulic anti-lock control is performed on each rear wheel separately. For each rear wheel, perform a pressure increase - pressure maintenance - pressure reduction cycle control according to the braking force distribution requirement corresponding to the rear wheel. The specific braking force distribution control process can refer to the distribution strategy in the first braking force distribution mode described above. The difference is that the braking method is only hydraulic braking, that is, when it is determined that the braking force needs to be increased, only control the hydraulic pressure to increase the pressure; when it is determined that the braking force needs to be maintained, only control the hydraulic pressure to maintain the pressure; when it is determined that the braking force needs to be reduced, only control the hydraulic pressure to reduce the pressure. In this way, after determining the target braking force to be allocated to the rear wheel at each moment, while performing anti-lock control on the rear wheel according to the target braking force, anti-lock control can also be performed on the front wheel on the same side corresponding to the rear wheel according to the target braking force.

[0247] Among them, the backup wheel speeds of the two wheels on the front axle can be calculated through the following formula:

[0248] V FL =V FR =n F *2π*r / 60*3.6

[0249] Among them, V FL represents the backup wheel speed of the left front wheel, V FR represents the backup wheel speed of the right front wheel, n F represents the rotational speed of the motor on the front axle, and r is the rolling radius of the wheel.

[0250] When the two wheels with wheel speed failure determined according to the position information are not coaxial wheels (i.e., same-side wheel speed failure or cross-axis wheel speed failure), hydraulic anti-lock control can be performed only on each rear wheel respectively to ensure the braking safety of the vehicle.

[0251] Exemplarily, when it is determined that the two wheels with wheel speed failure belong to the case of same-side wheel speed failure or cross-axis wheel speed failure, the wheel speeds of the two front wheels can be calculated through the speed of the front single motor, and the backup wheel speed of the failed wheel can be obtained by subtracting the wheel speed of the normal wheel from twice the motor speed. Taking the failure of the left front wheel as an example, that is, V FL = n F * 2π * r / 60 * 3.6 * 2 - V FR . The independent rear motor speed is used to calculate the independent rear wheel backup wheel speed, and then hydraulic anti-lock control is performed on each rear wheel respectively based on the calculated backup wheel speed and / or effective wheel speed data (i.e., the effective wheel speed data collected by the wheel speed sensor). For each rear wheel, a pressurization-holding-decompression cycle control is performed according to the braking force distribution requirement corresponding to the rear wheel. The specific braking force distribution control process can also refer to the distribution strategy in the first braking force distribution mode described above, which will not be elaborated here.

[0252] It should be noted that in another possible embodiment of the present disclosure, in this second braking force distribution mode, if the wheels with wheel speed failure include three or more, it usually indicates that there is a problem of wheel speed failure of at least three wheels. At this time, a fault alarm needs to be performed, and EBD control may no longer be performed to ensure the driving safety of the vehicle.

[0253] By adopting the above method, in the second braking force distribution mode, different braking force distribution strategies can be selected for vehicle control based on the number of wheels with failed wheel speed and / or the position information of the wheels with failed wheel speed, that is, the braking force distribution control method for the vehicle can be applicable to various braking conditions, further improving the braking safety of the vehicle and also meeting the braking requirements of users under various conditions.

[0254] Figure 8 is a block diagram of a vehicle control device shown according to an exemplary embodiment. As Figure 8 shown, the device includes:

[0255] A mode determination module 801, configured to determine the braking force distribution mode of the vehicle according to the number of wheels with failed wheel speed of the vehicle and the effective situation of the motor speed of the wheels with failed wheel speed;

[0256] A control module 802, configured to control the vehicle according to the braking force distribution mode.

[0257] Optionally, the control module 802 is configured to control the vehicle according to the braking force distribution mode when the vehicle meets the activation condition of the braking force distribution mode.

[0258] Optionally, the activation condition includes:

[0259] At least one wheel of the vehicle is in a preset wheel state, and the preset wheel state includes at least one of the slip ratio of the wheel, the wheel deceleration, and the wheel speed difference between the wheel and the front wheel on the same side, and each satisfies its corresponding preset threshold condition.

[0260] Optionally, Figure 9 is a block diagram of a vehicle control device shown in the Figure 8 illustrated embodiment, as Figure 9 shown, the device further includes:

[0261] A state determination module 803 is configured to, for each wheel, if the wheel speed of the wheel fails and the motor speed of the wheel is effective, determine the backup wheel speed of the wheel according to the motor speed; according to the backup wheel speed, determine the slip ratio, the wheel deceleration, and the wheel speed difference between the wheel and the wheel on the same side.

[0262] Optionally, the mode determination module 801 is configured to determine the stable state of the vehicle, and the stable state is used to characterize the stable and controllable situation of the vehicle; according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective situation of the motor speeds of the wheels with failed wheel speeds, determine the braking force distribution mode of the vehicle.

[0263] Optionally, when the vehicle is in a stable and controllable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, the mode determination module 801 is configured to determine that the braking force distribution mode is the first braking force distribution mode.

[0264] Optionally, when the vehicle is in a stable and controllable state, the wheel speeds of at least two wheels of the vehicle fail, and the motor speeds of the wheels corresponding to the failed wheel speeds are effective, the mode determination module 801 is configured to determine that the braking force distribution mode is the second braking force distribution mode.

[0265] Optionally, when the vehicle is in a stable and controllable state, the wheel speed of at least one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed fails, the mode determination module 801 is configured to determine that the braking force distribution mode is the third braking force distribution mode.

[0266] Optionally, the mode determination module 801 is configured to determine that the braking force distribution mode is the second braking force distribution mode when the vehicle is in a stable uncontrollable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective.

[0267] Optionally, the mode determination module 801 is configured to determine that the braking force distribution mode is the third braking force distribution mode when the vehicle is in a stable uncontrollable state, the wheel speeds of at least two wheels of the vehicle fail, or the wheel speeds of at least one wheel fail and the motor speeds of the wheels corresponding to the failed wheel speeds fail.

[0268] Optionally, the mode determination module 801 is configured to determine that the braking force distribution mode is the first braking force distribution mode when the wheel speeds of the wheels of the vehicle are all normal.

[0269] Optionally, the control module 802 is configured to determine the braking force distribution requirement of the vehicle; and control the vehicle according to the braking force distribution requirement according to the braking force distribution mode.

[0270] Optionally, the control module 802 is configured to, for each preset wheel of the vehicle, determine the driver's required braking force and the current braking force corresponding to the preset wheel; obtain the wheel state data of the preset wheel at the current moment, where the wheel state data characterizes the slipping condition of the preset wheel; and determine the braking force distribution requirement corresponding to the preset wheel according to the driver's required braking force, the current braking force, and the wheel state data.

[0271] Optionally, when the braking force distribution mode is the first braking force distribution mode, the control module 802 is configured to perform distribution control on the braking force generated by electric braking or composite braking of the vehicle according to the braking force distribution requirement, where the composite braking includes a cooperative braking method of electric braking and hydraulic braking.

[0272] Optionally, for each preset wheel of the vehicle, when the braking force distribution requirement indicates an increase in the braking force for the preset wheel, the control module 802 is configured to determine a control method for performing distribution control on the braking force generated by electric braking or composite braking according to the situation of the motor feedback torque of the preset wheel at the current moment.

[0273] Optionally, the control module 802 is configured to, if the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, control the target motor corresponding to the preset wheel to increase the torque at a preset wheel-end torque increase rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel; if the motor feedback torque of the preset wheel at the current moment reaches the preset maximum feedback torque, control the target motor to maintain the current motor feedback torque, and control the hydraulic pressure corresponding to the preset wheel to increase the pressure at a preset pressure increase rate.

[0274] Optionally, for each preset wheel of the vehicle, when the braking force distribution requirement indicates maintaining the current braking force on the preset wheel, the control module 802 is configured to control the target motor corresponding to the preset wheel to maintain the current motor feedback torque, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0275] Optionally, for each preset wheel of the vehicle, when the braking force distribution requirement indicates that the braking force applied to the preset wheel needs to be reduced, the control module 802 is configured to control the target motor corresponding to the preset wheel to reduce the torque at a preset wheel-end torque reduction rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

[0276] Optionally, when it is determined that the electric braking of the preset wheel is abnormal, the control module 802 is further configured to obtain the target feedback torque corresponding to the preset wheel at the previous moment; determine the target torque reduction rate corresponding to the target feedback torque; determine a hydraulic adjustment strategy for the hydraulic braking according to the target torque reduction rate; and perform braking force distribution control on the preset wheel according to the target torque reduction rate and the hydraulic adjustment strategy.

[0277] Optionally, the control module 802 is configured to obtain the torque adjustment rate and the hydraulic adjustment rate corresponding to the preset wheel at the previous moment; and determine the target pressure increase rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate.

[0278] Optionally, the control module 802 is configured to perform torque reduction control on the target feedback torque according to the target torque reduction rate; and perform pressure increase control on the hydraulic pressure of the preset wheel according to the target pressure increase rate.

[0279] Optionally, the control module 802 is configured to determine a first equivalent supercharging rate for reducing the torque of the target feedback torque according to the target torque reduction rate; if the torque adjustment rate indicates that the target feedback torque is maintained for the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that supercharging control is performed on the preset wheel at the previous moment, the sum of the first equivalent supercharging rate and the hydraulic adjustment rate is used as the target supercharging rate; if the torque adjustment rate indicates that torque increasing control is performed on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that hydraulic maintenance control is performed on the preset wheel at the previous moment, a second equivalent supercharging rate corresponding to the torque adjustment rate is determined, and the sum of the first equivalent supercharging rate and the second equivalent supercharging rate is used as the target supercharging rate; if the torque adjustment rate indicates that the target feedback torque is maintained for the preset wheel at the previous moment, and the hydraulic adjustment rate indicates that hydraulic maintenance control is performed on the preset wheel at the previous moment, the first equivalent supercharging rate is used as the target supercharging rate.

[0280] Optionally, when the braking force distribution mode is the second braking force distribution mode, the control module 802 is configured to perform distribution control on the braking force generated by hydraulic braking of the vehicle according to the braking force distribution requirement.

[0281] Optionally, the control module 802 is configured to perform distribution control on the braking force generated by hydraulic braking of the vehicle according to the number of wheels with failed wheel speeds.

[0282] Optionally, when the number of wheels with failed wheel speeds is one, the control module 802 is configured to perform hydraulic anti-lock control on the preset rear wheels of the vehicle.

[0283] Optionally, when the number of wheels with failed wheel speeds is two, the control module 802 is configured to determine the position information of each wheel with a failed wheel speed, where the position information indicates whether the wheel with the failed wheel speed belongs to the front wheel or the rear wheel of the vehicle; and perform distribution control on the braking force generated by hydraulic braking of the vehicle according to the position information of the wheels with failed wheel speeds.

[0284] Optionally, when the wheel speeds of the two rear wheels of the vehicle fail, for each rear wheel of the vehicle, the control module 802 is configured to determine a control strategy for the braking force applied to the rear wheel by using hydraulic braking according to the braking force distribution requirement, where the control strategy indicates an adjustment method for the magnitude of the braking force applied to the rear wheel; and perform hydraulic anti-lock control on the rear wheel according to the control strategy.

[0285] Optionally, the control module 802 is configured to, when the wheel speeds of the two front wheels of the vehicle fail, or when the number of wheels with failed wheel speeds is at least three, for each rear wheel of the vehicle, determine a control strategy for the braking force applied to the rear wheel by using hydraulic braking according to the braking force distribution requirement, where the control strategy characterizes the adjustment manner of the magnitude of the braking force applied to the rear wheel; perform hydraulic anti-lock braking control on the rear wheels according to the control strategy, and perform hydraulic anti-lock braking control on the front wheels on the same side of the rear wheels according to the control strategy.

[0286] Optionally, when the braking force distribution mode is the third braking force distribution mode, the control module 802 is configured to control the vehicle to execute a preset safety control function and / or report a failure of the braking force distribution function of the vehicle.

[0287] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0288] Figure 10 is a block diagram of an electronic device shown according to an exemplary embodiment. As Figure 10 shown, the electronic device 1000 may include: a processor 1001, a memory 1002. The electronic device 1000 may further include one or more of a multimedia component 1003, an input / output (I / O) interface 1004, and a communication component 1005.

[0289] Among them, the processor 1001 is used to control the overall operation of the electronic device 1000 to complete all or part of the steps in the above vehicle control method. The memory 1002 is used to store various types of data to support the operation of the electronic device 1000. These data may include, for example, instructions for any application or method operating on the electronic device 1000, as well as application-related data, such as contact data, received and sent messages, pictures, audio, video, and so on. The memory 1002 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 1003 may include a screen and an audio component. Among them, the screen can be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone, and the microphone is used to receive external audio signals. The received audio signal can be further stored in the memory 1002 or sent through the communication component 1005. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 1004 provides an interface between the processor 1001 and other interface modules. The above other interface modules can be a keyboard, a mouse, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 1005 is used for wired or wireless communication between the electronic device 1000 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 1005 may include: a Wi-Fi module, a Bluetooth module, an NFC module, and so on.

[0290] In an exemplary embodiment, the electronic device 1000 can be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors or other electronic components, and is used to execute the above-mentioned vehicle control method.

[0291] The present disclosure also provides a computer-readable storage medium, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the vehicle control method provided by the present disclosure are implemented.

[0292] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program that can be executed by a programmable device, and the computer program has a code part for executing the above-mentioned vehicle control method when executed by the programmable device.

[0293] Figure 11 is a block diagram of a vehicle shown according to an exemplary embodiment. For example, the vehicle 1100 can be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle or other types of vehicles. The vehicle 1100 can be an autonomous vehicle, a semi-autonomous vehicle or a non-autonomous vehicle. The vehicle 1100 can include, for example, Figure 10 the electronic device shown.

[0294] Referring to Figure 11 , the vehicle 1100 can include various subsystems. For example, an infotainment system 1110, a perception system 1120, a decision control system 1130, a drive system 1140, and a computing platform 1150. Among them, the vehicle 1100 can also include more or fewer subsystems, and each subsystem can include multiple components. In addition, each subsystem and each component of the vehicle 1100 can be interconnected by wired or wireless means.

[0295] In some embodiments, the infotainment system 1110 can include a communication system, an entertainment system, a navigation system, etc.

[0296] The perception system 1120 may include several sensors for sensing information about the environment around the vehicle 1100. For example, the perception system 1120 may include a global positioning system (the global positioning system may be a GPS system, a Beidou system, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0297] The decision-making and control system 1130 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system.

[0298] The drive system 1140 may include components that provide power motion for the vehicle 1100. In one embodiment, the drive system 1140 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine can convert the energy provided by the energy source into mechanical energy.

[0299] Some or all functions of the vehicle 1100 are controlled by the computing platform 1150. The computing platform 1150 may include at least one processor 1151 and a memory 1152, and the processor 1151 can execute instructions 1153 stored in the memory 1152.

[0300] The processor 1151 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0301] The memory 1152 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0302] In addition to the instructions 1153, the memory 1152 may also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in the memory 1152 can be used by the computing platform 1150.

[0303] In an embodiment of the present disclosure, the processor 1151 may execute the instruction 1153 to complete all or part of the steps of the above vehicle control method.

[0304] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0305] In addition, it should be noted that, in the case of no contradiction, the various specific technical features described in the above specific embodiments can be combined in any suitable manner. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0306] Furthermore, any combination can be made between various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that, The method includes: Determining a braking force distribution mode according to the number of wheels with failed wheel speeds of the vehicle and the effective condition of the motor speed of the wheels with failed wheel speeds; Controlling the vehicle according to the braking force distribution mode.

2. The method according to claim 1, wherein The controlling the vehicle according to the braking force distribution mode includes: When the vehicle meets the activation condition of the braking force distribution mode, controlling the vehicle according to the braking force distribution mode.

3. The method according to claim 2, wherein The activation condition includes: At least one wheel of the vehicle is in a preset wheel state, and the preset wheel state includes at least one of the slip rate of the wheel, the wheel deceleration, and the wheel speed difference between the wheel and the front wheel on the same side, each meeting its corresponding preset threshold condition.

4. The method according to claim 3, characterized in that, The method further includes: For each of the wheels, if the wheel speed of the wheel fails and the motor speed of the wheel is effective, determining a backup wheel speed of the wheel according to the motor speed; Determining the slip rate, the wheel deceleration, and the wheel speed difference between the wheel and the wheel on the same side according to the backup wheel speed.

5. The method according to claim 1, characterized in that, The determining the braking force distribution mode according to the number of wheels with failed wheel speeds of the vehicle and the effective condition of the motor speed of the wheels with failed wheel speeds includes: Determining the stable state of the vehicle, where the stable state is used to characterize the stable and controllable condition of the vehicle; Determining the braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds.

6. The method according to claim 5, wherein The determining the braking force distribution mode according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes: When the vehicle is in a stable and controllable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, determining the braking force distribution mode as the first braking force distribution mode.

7. The method according to claim 5, wherein The determining the braking force distribution mode according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes: When the vehicle is in a stable and controllable state, the wheel speeds of at least two wheels of the vehicle fail, and the motor speeds of the wheels corresponding to the failed wheel speeds are effective, determining the braking force distribution mode as the second braking force distribution mode.

8. The method according to claim 5, wherein The determining the braking force distribution mode according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes: When the vehicle is in a stable and controllable state, the wheel speed of at least one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed fails, determining the braking force distribution mode as the third braking force distribution mode.

9. The method according to claim 5, wherein The determining the braking force distribution mode according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speed of the wheels with failed wheel speeds includes: When the vehicle is in an unstable and uncontrollable state, the wheel speed of one wheel of the vehicle fails, and the motor speed of the wheel corresponding to the failed wheel speed is effective, determining the braking force distribution mode as the second braking force distribution mode.

10. The method according to claim 5, characterized in that, Determining a braking force distribution mode of the vehicle according to the stable state of the vehicle, the number of wheels with failed wheel speeds, and the effective condition of the motor speeds of the wheels with failed wheel speeds, includes: When the vehicle is in a stable uncontrollable state, the wheel speeds of at least two wheels of the vehicle fail, or, the wheel speeds of at least one wheel fail and the motor speeds of the wheels corresponding to the failed wheel speeds fail, determining that the braking force distribution mode is the third braking force distribution mode.

11. The method according to claim 1, wherein Determining the braking force distribution mode of the vehicle according to the number of wheels with failed wheel speeds of the vehicle and the effective condition of the motor speeds of the wheels with failed wheel speeds, includes: When the wheel speeds of all the wheels of the vehicle are normal, determining that the braking force distribution mode is the first braking force distribution mode.

12. The method according to any one of claims 1-11, characterized in that, Controlling the vehicle according to the braking force distribution mode, includes: Determining the braking force distribution requirement of the vehicle; Controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode.

13. The method according to claim 12, wherein The determining the braking force distribution requirement of the vehicle includes: For each preset wheel of the vehicle, determining the driver demand braking force and the current braking force corresponding to the preset wheel; Obtaining the wheel state data of the preset wheel at the current moment, where the wheel state data characterizes the slipping condition of the preset wheel; Determining the braking force distribution requirement corresponding to the preset wheel according to the driver demand braking force, the current braking force, and the wheel state data.

14. The method according to claim 12, wherein Controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode includes: When the braking force distribution mode is the first braking force distribution mode, according to the braking force distribution requirement, performing distribution control on the braking force generated by electric braking or composite braking of the vehicle, where the composite braking includes a cooperative braking method of the electric braking and the hydraulic braking.

15. The method according to claim 14, wherein Performing distribution control on the braking force generated by electric braking or composite braking of the vehicle according to the braking force distribution requirement, includes: For each preset wheel of the vehicle, when the braking force distribution requirement indicates an increase in the braking force for the preset wheel, determining a control method for performing distribution control on the braking force generated by the electric braking or the composite braking according to the situation of the motor feedback torque of the preset wheel at the current moment.

16. The method according to claim 15, wherein Determining the control method for performing distribution control on the braking force generated by the electric braking or the composite braking according to the situation of the motor feedback torque of the preset wheel at the current moment, includes: If the motor feedback torque of the preset wheel at the current moment does not reach the preset maximum feedback torque, controlling the target motor corresponding to the preset wheel to increase the torque at a preset wheel end torque increase rate, and performing pressure holding control on the hydraulic pressure corresponding to the preset wheel; If the motor feedback torque of the preset wheel at the current moment reaches the preset maximum feedback torque, controlling the target motor to maintain the current motor feedback torque, and controlling the hydraulic pressure corresponding to the preset wheel to increase the pressure at a preset pressure increase rate.

17. The method according to claim 14, wherein Performing distribution control on the braking force generated by electric braking or composite braking of the vehicle according to the braking force distribution requirement, includes: For each preset wheel of the vehicle, when the braking force distribution requirement indicates maintaining the current braking force on the preset wheel, control the target motor corresponding to the preset wheel to maintain the current motor feedback torque, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

18. The method according to claim 14, characterized in that, The distribution control of the braking force generated by electric braking or composite braking on the vehicle according to the braking force distribution requirement includes: For each preset wheel of the vehicle, when the braking force distribution requirement indicates that the braking force applied to the preset wheel needs to be reduced, control the target motor corresponding to the preset wheel to reduce the torque at a preset wheel-end torque reduction rate, and perform pressure holding control on the hydraulic pressure corresponding to the preset wheel.

19. The method according to any one of claims 14-18, characterized in that, The method further includes: When it is determined that the electric braking of the preset wheel is abnormal, obtain the target feedback torque corresponding to the preset wheel at the previous moment; Determine the target torque reduction rate corresponding to the target feedback torque; Determine the hydraulic adjustment strategy for the hydraulic braking according to the target torque reduction rate; Perform braking force distribution control on the preset wheel according to the target torque reduction rate and the hydraulic adjustment strategy.

20. The method according to claim 19, characterized in that, The determination of the hydraulic adjustment strategy for the hydraulic braking according to the target torque reduction rate includes: Obtain the torque adjustment rate and the hydraulic adjustment rate corresponding to the preset wheel at the previous moment; Determine the target pressurization rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate.

21. The method according to claim 20, wherein The performance of braking force distribution control on the preset wheel according to the target torque reduction rate and the hydraulic adjustment strategy includes: Perform torque reduction control on the target feedback torque according to the target torque reduction rate; Perform pressurization control on the hydraulic pressure of the preset wheel according to the target pressurization rate.

22. The method according to claim 20, characterized in that, The determination of the target pressurization rate at the current moment according to the target torque reduction rate, the torque adjustment rate, and the hydraulic adjustment rate includes: Determine the first equivalent pressurization rate for performing torque reduction control on the target feedback torque according to the target torque reduction rate; If the torque adjustment rate indicates maintaining the target feedback torque on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates performing pressurization control on the preset wheel at the previous moment, use the sum of the first equivalent pressurization rate and the hydraulic adjustment rate as the target pressurization rate; If the torque adjustment rate indicates performing torque increase control on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates performing hydraulic pressure holding control on the preset wheel at the previous moment, determine the second equivalent pressurization rate corresponding to the torque adjustment rate, and use the sum of the first equivalent pressurization rate and the second equivalent pressurization rate as the target pressurization rate; If the torque adjustment rate indicates maintaining the target feedback torque on the preset wheel at the previous moment, and the hydraulic adjustment rate indicates performing hydraulic pressure holding control on the preset wheel at the previous moment, use the first equivalent pressurization rate as the target pressurization rate.

23. The method according to claim 12, wherein Controlling the vehicle according to the braking force distribution requirement according to the braking force distribution mode includes: When the braking force distribution mode is the second braking force distribution mode, according to the braking force distribution requirement, perform distribution control on the braking force generated by hydraulic braking of the vehicle.

24. The method according to claim 23, wherein Performing distribution control on the braking force generated by hydraulic braking of the vehicle includes: According to the number of wheels with failed wheel speeds, perform distribution control on the braking force generated by hydraulic braking of the vehicle.

25. The method according to claim 24, wherein The performing distribution control on the braking force generated by hydraulic braking of the vehicle according to the number of wheels with failed wheel speeds includes: When the number of wheels with failed wheel speeds is one, perform hydraulic anti-lock control on a preset rear wheel of the vehicle.

26. The method according to claim 24, wherein The performing distribution control on the braking force generated by hydraulic braking of the vehicle according to the number of wheels with failed wheel speeds includes: When the number of wheels with failed wheel speeds is two, determine the position information of each wheel with a failed wheel speed, where the position information indicates whether the wheel with a failed wheel speed belongs to the front wheel or the rear wheel of the vehicle; According to the position information of the wheels with failed wheel speeds, perform distribution control on the braking force generated by hydraulic braking of the vehicle.

27. The method according to claim 26, wherein The performing distribution control on the braking force generated by hydraulic braking of the vehicle according to the position information of the wheels with failed wheel speeds includes: When the wheel speeds of the two rear wheels of the vehicle fail, for each rear wheel of the vehicle, according to the braking force distribution requirement, determine a control strategy for the braking force applied to the rear wheel by using the hydraulic braking, where the control strategy indicates an adjustment method for the magnitude of the braking force applied to the rear wheel; Perform hydraulic anti-lock control on the rear wheels according to the control strategy.

28. The method according to claim 26, wherein The performing distribution control on the braking force generated by hydraulic braking of the vehicle according to the position information of the wheels with failed wheel speeds includes: When the wheel speeds of the two front wheels of the vehicle fail, or when the number of wheels with failed wheel speeds is at least three, for each rear wheel of the vehicle, according to the braking force distribution requirement, determine a control strategy for the braking force applied to the rear wheel by using the hydraulic braking, where the control strategy indicates an adjustment method for the magnitude of the braking force applied to the rear wheel; Perform hydraulic anti-lock control on the rear wheels according to the control strategy, and perform hydraulic anti-lock control on the front wheels on the same side of the rear wheels according to the control strategy.

29. The method according to any one of claims 1-11, characterized in that, Controlling the vehicle according to the braking force distribution mode includes: When the braking force distribution mode is the third braking force distribution mode, control the vehicle to execute a preset safety control function, and / or report a failure of the braking force distribution function of the vehicle.

30. An electronic device, characterized in that, Including: A memory for storing a computer program; A processor for executing the computer program stored in the memory so that the device executes the method according to any one of claims 1-29.

31. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, the steps of the method according to any one of claims 1-29 are implemented.

32. A computer program product, characterized in that, Including a computer program, when the computer program is executed by the processor, the steps of the method according to any one of claims 1-29 are implemented.

33. A vehicle, characterized in that, including the electronic device described in claim 30.

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