Vehicle control method and device, electronic equipment, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, electronic equipment, a vehicle and a storage medium, and the method comprises the steps: carrying out the sound collection of a preset position of the vehicle under the condition that a brake signal is detected, obtaining a first audio, and obtaining the working condition parameters of the vehicle, including first brake pressure; under the condition that the frequency of the first audio belongs to the preset frequency range, target brake pressure is determined according to the first brake pressure and preset brake pressure; according to the target brake pressure and a brake torque corresponding to the brake signal, determining a brake energy recovery torque; the hydraulic pressure of a hydraulic cylinder of the vehicle is adjusted according to the target brake pressure, the torque of a motor of the vehicle is adjusted according to the brake energy recovery torque, in the process, the motor recovery torque is adjusted while the hydraulic pressure of the hydraulic cylinder is adjusted, and the brake pressure applied to a brake disc is changed through the adjustment; and the noise can be effectively reduced by the change of brake pressure.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular relates to a vehicle control method, device, electronic equipment, vehicle and storage medium. Background Art

[0002] Braking noise generally refers to high-frequency noise above 1000Hz. In the automotive industry, it is often used to describe the noise generated during the braking process. Braking noise is mainly caused by the elastic vibration of the friction pad, which triggers self-excitation, or resonance caused by modal coupling with the brake components. For example, when the friction pad and brake disc interact during braking, when the natural frequency of the friction pad is close to the excitation frequency during braking, this high-frequency squealing noise is easily generated. Once generated, braking noise is transmitted to the passengers' ears, causing discomfort.

[0003] Currently, most methods of reducing brake noise are achieved by changing the hardware, such as improving the friction plate entity and the silencer plate entity, but under certain working conditions, large brake noise will still be generated. Summary of the Invention

[0004] Embodiments of the present application provide a vehicle control method, device, electronic device, vehicle, and storage medium, which adjust the motor recovery torque while adjusting the hydraulic pressure of the hydraulic cylinder. The braking pressure applied to the brake disc is changed through the above adjustment, and the change in braking pressure can effectively reduce noise.

[0005] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0006] When a brake signal is detected, sound is collected at a preset position of the vehicle to obtain a first audio signal, and operating parameters of the vehicle are acquired, the operating parameters including a first brake pressure, which is a brake pressure of a master cylinder of the vehicle;

[0007] determining a target brake pressure based on a first brake pressure and a preset brake pressure when the frequency of the first audio frequency falls within a preset frequency range, the first brake pressure being the brake pressure of the master cylinder when the vehicle responds to the brake signal;

[0008] determining a braking energy recovery torque according to the target braking pressure and a braking torque corresponding to the braking signal;

[0009] The hydraulic pressure of the hydraulic cylinder of the vehicle is adjusted according to the target brake pressure, and the torque of the motor of the vehicle is adjusted according to the brake energy recovery torque.

[0010] In one embodiment of the present application, the operating condition parameters further include: vehicle speed and brake disc temperature; when the frequency of the first audio frequency falls within a preset frequency range, determining the target brake pressure based on the first brake pressure and the preset brake pressure includes:

[0011] If the N collected audio signals all belong to the preset frequency range, and the N obtained vehicle speeds are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the first brake pressures are all within the first preset brake pressure range, then the target brake pressure is determined based on the Nth obtained first brake pressure and the preset brake pressure, the Nth brake signal is the brake signal within the first time period, the first audio signal is the Nth audio signal among the N audio signals, and N is an integer greater than 1.

[0012] In one embodiment of the present application, the temperature of the brake disc is obtained according to the following method:

[0013] For each of the N acquired vehicle speeds, calculating the square of the current vehicle speed to obtain a first value;

[0014] multiplying the first value by the mass of the vehicle to obtain a second value;

[0015] Dividing the second value by a preset value to obtain a third value;

[0016] multiplying the third value by a preset braking force distribution coefficient to obtain a fourth value;

[0017] The fourth value is divided by a preset energy conversion coefficient to obtain the temperature of the brake disc.

[0018] In one embodiment of the present application, the preset brake pressure includes the preset brake pressure used last time and the preset brake pressure used this time;

[0019] The determining the target braking pressure according to the obtained N-th first braking pressure and the preset braking pressure includes:

[0020] Get the last used preset brake pressure;

[0021] Determine the preset brake pressure to be used this time based on the preset brake pressure used last time;

[0022] Calculating an intermediate value based on the preset brake pressure used this time and the first brake pressure obtained for the Nth time;

[0023] If the intermediate value is within a second preset braking pressure range, determining the intermediate value as the target braking pressure;

[0024] If the intermediate value is not within the second preset brake pressure range, the target brake pressure is determined from the second preset brake pressure range.

[0025] In one embodiment of the present application, determining the braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal includes:

[0026] determining a wheel-end braking torque corresponding to the target braking pressure according to the target braking pressure and a preset corresponding relationship, wherein the preset corresponding relationship includes a plurality of target braking pressures and a wheel-end braking torque corresponding to each target braking pressure;

[0027] The braking energy recovery torque is determined based on the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling, where the road slope is the slope of the road on which the vehicle is traveling when the braking signal is obtained.

[0028] In one embodiment of the present application, determining the braking energy recovery torque according to the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling includes:

[0029] When the road slope is less than or equal to a preset slope, the braking energy recovery torque is obtained by subtracting the wheel end braking torque corresponding to the target braking pressure from the braking torque;

[0030] When the road slope is greater than the preset slope, the wheel end braking torque corresponding to the target braking pressure is subtracted from the braking torque to obtain a fifth value, and the first torque is subtracted from the fifth value to obtain the braking energy recovery torque, where the first torque is determined based on the mass of the vehicle.

[0031] In a second aspect, an embodiment of the present application provides a vehicle control device, which is applied to a vehicle and includes:

[0032] an acquisition module, configured to, upon acquiring a brake signal, collect sound from a preset position of the vehicle to obtain a first audio signal, and acquire operating parameters of the vehicle, the operating parameters including a first brake pressure, which is a brake pressure of a master cylinder of the vehicle;

[0033] a first determining module, configured to determine a target braking pressure based on the first braking pressure and a preset braking pressure when the frequency of the first audio frequency falls within a preset frequency range;

[0034] a second determining module, configured to determine a braking energy recovery torque according to the target braking pressure and a braking torque corresponding to the braking signal;

[0035] a first adjustment module, configured to adjust the hydraulic pressure of the hydraulic cylinder of the vehicle according to the target brake pressure;

[0036] The second adjustment module is used to adjust the torque of the motor of the vehicle according to the braking energy recovery torque.

[0037] In a third aspect, an embodiment of the present application provides an electronic device, comprising: a processor and a memory storing computer program instructions;

[0038] When the processor executes the computer program instructions, the vehicle control method as described in the first aspect is implemented.

[0039] In a fourth aspect, an embodiment of the present application provides a vehicle comprising the electronic device as described in the third aspect.

[0040] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, and when the computer program instructions are executed by a processor, the vehicle control method as described in the first aspect is implemented.

[0041] In a sixth aspect, an embodiment of the present application provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the vehicle control method as described in the first aspect.

[0042] The vehicle control method, device, electronic device, vehicle and storage medium of the embodiments of the present application, when a braking signal is detected, collects sound at a preset position of the vehicle to obtain a first audio, and obtains the vehicle's operating parameters, including a first braking pressure, where the first braking pressure is the braking pressure of the brake master cylinder. When the frequency of the first audio falls within a preset frequency range, the target braking pressure is determined based on the first braking pressure and the preset braking pressure, and the braking energy recovery torque is determined based on the braking torque corresponding to the target braking pressure and the braking signal. The hydraulic pressure of the vehicle's hydraulic cylinder is adjusted according to the target braking pressure, and the torque of the vehicle's motor is adjusted according to the braking energy recovery torque. The motor recovery torque is adjusted while adjusting the hydraulic pressure of the hydraulic cylinder. The braking pressure applied to the brake disc is changed through the above adjustment, and the change in braking pressure can effectively reduce noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1This is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0045] Figure 2 is another flow chart of the vehicle control method provided in an embodiment of the present application;

[0046] Figure 3 This is another flow chart of the vehicle control method provided in the embodiment of the present application;

[0047] Figure 4 is a structural diagram of a vehicle braking system provided in an embodiment of the present application;

[0048] Figure 5 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0049] Figure 6 It is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is merely to provide a better understanding of the present application by illustrating the examples of the present application.

[0051] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, the elements defined by the phrase "comprising..." do not exclude the presence of other identical elements in the process, method, article, or device comprising the elements.

[0052] In each specific embodiment of the present application, when it comes to the need to perform relevant processing based on data related to the user's identity or characteristics, such as user information, user behavior data, user historical data, and user location information, the user's permission or consent will be obtained first, and the collection, use, and processing of such data will comply with relevant laws, regulations, and standards. In addition, when the embodiment of the present application needs to obtain the user's sensitive personal information, the user's separate permission or consent will be obtained through a pop-up window or by jumping to a confirmation page. After clearly obtaining the user's separate permission or consent, the necessary user-related data for the normal operation of the disclosed embodiment will be obtained.

[0053] In order to solve the problems of the prior art, the embodiments of the present application provide a vehicle control method, device, electronic device, vehicle and storage medium. The vehicle control method provided by the embodiments of the present application is first introduced below.

[0054] Figure 1 FIG. 1 shows a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 1 As shown, the vehicle control method provided in the embodiment of the present application is applied to an electronic device, such as a server, and includes the following steps 101 to 104, wherein:

[0055] Step 101, when a braking signal is detected, sound is collected at a preset position of the vehicle to obtain a first audio, and the operating parameters of the vehicle are obtained, wherein the operating parameters include a first braking pressure, which is the braking pressure of the vehicle's brake master cylinder.

[0056] In this embodiment, when a braking signal is obtained during vehicle driving, sound is collected at a preset position of the vehicle to obtain a first audio. The preset position may be a collection device set around a component required for braking. Sound is collected at the preset position of the vehicle by the collection device. The first audio may include braking noise, which is noise generated by braking, usually for a vehicle.

[0057] Squeal noise is usually a sharp friction noise with a frequency above 1000Hz. Squeal noise is usually the noise generated during braking. Specifically, Squeal noise is the harsh sound that occurs when the brakes are lightly pressed. It is mainly caused by the inherent frequency coupling of components in the braking system. When certain operating parameters of the braking system reach critical values, it causes the system to become unstable, thereby generating Squeal noise.

[0058] While the audio is being collected, operating parameters of the vehicle are obtained. The operating parameters include a first brake pressure, which is the brake pressure of a master brake cylinder of the vehicle.

[0059] Step 102 : When the frequency of the first audio frequency falls within a preset frequency range, a target braking pressure is determined according to the first braking pressure and a preset braking pressure.

[0060] In this embodiment, the preset frequency range is a range pre-set according to the frequency of Squeal noise. When the frequency of the first audio is within the preset frequency range, it means that the first audio includes braking noise. The target braking pressure is determined based on the first braking pressure and the preset braking pressure.

[0061] Step 103 : determining a braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal.

[0062] In this embodiment, the braking energy recovery torque is calculated based on the target braking pressure and the braking torque corresponding to the braking signal. When calculating the braking energy recovery torque, a corresponding calculation method needs to be determined based on the road slope.

[0063] Step 104 : adjusting the hydraulic pressure of the hydraulic cylinder of the vehicle according to the target braking pressure, and adjusting the torque of the motor of the vehicle according to the braking energy recovery torque.

[0064] In this embodiment, the hydraulic pressure of the vehicle's hydraulic cylinder is adjusted according to the target braking pressure, and the torque of the vehicle's motor is adjusted according to the braking energy recovery torque. In order to keep the deceleration of the entire vehicle unchanged, the braking energy recovery torque needs to be changed while changing the hydraulic pressure of the hydraulic cylinder.

[0065] In this embodiment, when a braking signal is detected, sound is collected at a preset position of the vehicle to obtain a first audio, and the operating parameters of the vehicle are obtained. The operating parameters include a first braking pressure, that is, the braking pressure of the brake master cylinder. When the frequency of the first audio falls within a preset frequency range, the target braking pressure is determined based on the first braking pressure and the preset braking pressure. The braking energy recovery torque is determined based on the target braking pressure and the braking torque corresponding to the braking signal. The hydraulic pressure of the vehicle's hydraulic cylinder is adjusted according to the target braking pressure, and the torque of the vehicle's motor is adjusted according to the braking energy recovery torque. The motor recovery torque is adjusted while adjusting the hydraulic pressure of the hydraulic cylinder. The braking pressure applied to the brake disc is changed through the above adjustment, and the change in braking pressure can effectively reduce noise.

[0066] In one embodiment of the present application, the operating condition parameters further include: vehicle speed and brake disc temperature; when the frequency of the first audio frequency falls within a preset frequency range, determining the target brake pressure based on the first brake pressure and the preset brake pressure includes:

[0067] If the N collected audio signals all belong to the preset frequency range, and the N obtained vehicle speeds are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the first brake pressures are all within the first preset brake pressure range, then the target brake pressure is determined based on the Nth obtained first brake pressure and the preset brake pressure, the Nth brake signal is the brake signal within the first time period, the first audio signal is the Nth audio signal among the N audio signals, and N is an integer greater than 1.

[0068] In this embodiment, while the audio is being collected, the operating parameters of the vehicle are obtained, where the operating parameters include the first brake pressure, the vehicle speed, and the brake disc temperature.

[0069] If all N collected audio frequencies fall within the preset frequency range, this indicates that brake noise was generated during multiple braking events. Each time an audio frequency is collected, the vehicle's operating parameters must be acquired. These operating parameters include the first brake pressure, vehicle speed, and brake disc temperature. This means that N vehicle speeds, brake disc temperatures, and first brake pressures are acquired. If the N acquired vehicle speeds fall within the preset speed range, the brake disc temperature falls within the preset temperature range, and the first brake pressure falls within the first preset brake pressure range, this indicates that the operating conditions for the generated brake noise all meet the preset conditions, indicating that the noise occurs frequently and needs to be reduced. A target brake pressure is determined based on the Nth first brake pressure and the preset brake pressure. The Nth brake signal is a brake signal within a first time period, and the first audio frequency is the Nth audio frequency among the N audio frequencies, where N is an integer greater than 1. These N audio frequencies are the N audio frequencies collected in response to the N received brake signals.

[0070] The braking noise of a vehicle exists in different frequency bands, and the conditions and frequencies of occurrence are different. For occasional braking noise, that is, the frequency of occurrence is less, there is no need to execute the noise elimination procedure. However, for braking noise in the same frequency range that occurs frequently under the same conditions, that is, the same operating conditions, the noise elimination procedure should be executed.

[0071] To identify and record the conditions that trigger brake noise, a vehicle sensor is installed to detect wheel brake noise, such as those above 1000Hz, and record the frequency of the brake noise. This frequency is then used to define a certain bandwidth, known as a preset frequency range, within which all noises are considered to be the same. Once the noise is identified, the wheel speed sensor, master cylinder pressure sensor, and longitudinal acceleration sensor are used to obtain the master cylinder's brake pressure, wheel speed, and brake disc temperature. The wheel speed is then converted to vehicle speed.

[0072] Through experiments, it was found that the occurrence of brake noise is highly correlated with operating parameters such as vehicle speed, brake pressure of the brake master cylinder and brake disc temperature. Therefore, when these operating parameters are within their respective preset ranges, they can be considered to be brake noise under the same operating condition.

[0073] Because brake noise is affected by the environment, driving habits, external foreign objects, etc., it is sometimes sporadic. In such sporadic cases, no adjustment is required. Therefore, a trigger threshold is set, that is, the above-mentioned operating parameters are within their respective preset ranges, and the counter counts to 1. If the count reaches the strategy trigger threshold, that is, N times, that is, if the N audios collected all belong to the preset frequency range, and the N times the vehicle speeds obtained are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the first brake pressures are all within the first preset brake pressure range, then the target brake pressure is determined based on the Nth first brake pressure obtained and the preset brake pressure.

[0074] By increasing the number of times and the judgment of the working condition, it can be determined whether the braking noise is an occasional braking noise or a frequent braking noise. By pre-setting the vehicle speed range, temperature range and first preset brake pressure interval, it is determined whether the preset working condition is met. If the current speed of the vehicle is within the preset speed range, the current temperature of the brake disc is within the preset range, and the first brake pressure is within the first preset brake pressure interval, the preset working condition is met and it is not an occasional braking noise. The noise elimination procedure is executed, that is, the step of determining the target braking pressure based on the Nth obtained first brake pressure and the preset brake pressure is executed; if the vehicle speed is not within the preset speed range, and / or the temperature of the brake disc is not within the preset range, and / or the first brake pressure is not within the first preset brake pressure interval, the preset working condition is not met, indicating that it is an occasional braking noise, and the noise elimination procedure may not be executed.

[0075] By increasing the number of times and judging the working conditions, we can determine whether the braking noise is occasional or frequent. For occasional noise, such as mud and sand entering the brake disc during the rainy season and temporary foreign objects getting stuck, this type of noise occurs less frequently and will disappear on its own without intervention; for frequent noise, such as the noise that sounds every time the brakes are applied, this type of noise will cause continuous interference to the user. Giving priority to eliminating this type of noise can directly solve the user's pain points and improve the user's driving experience.

[0076] In one embodiment of the present application, the temperature of the brake disc is obtained according to the following method:

[0077] For each of the N acquired vehicle speeds, calculate the square of the vehicle speed to obtain a first value;

[0078] multiplying the first value by the mass of the vehicle to obtain a second value;

[0079] Dividing the second value by a preset value to obtain a third value;

[0080] multiplying the third value by a preset braking force distribution coefficient to obtain a fourth value;

[0081] The fourth value is divided by a preset energy conversion coefficient to obtain the temperature of the brake disc.

[0082] In this embodiment, for each vehicle speed obtained N times, the square of the vehicle speed is calculated to obtain a first value, the first value is multiplied by the mass of the vehicle to obtain a second value, the second value is set to a preset value to obtain a third value, the third value is multiplied by a preset braking force distribution coefficient to obtain a fourth value, and the fourth value is divided by a preset energy conversion coefficient to obtain the temperature of the brake disc. The temperature of the brake disc is expressed using the following formula, which is as follows:

[0083]

[0084] Wherein, T is the temperature of the brake disc, E is the third value, and f is the preset energy conversion coefficient.

[0085] Among them, E can also be expressed as kinetic energy, and the calculation formula is as follows:

[0086]

[0087] Wherein, E represents kinetic energy, m is the mass of the vehicle, v is the vehicle speed, C is a preset value, which can be set to 2, and β is a preset braking force distribution coefficient, where is converted from the wheel speed recorded by the wheel speed sensor.

[0088] Among them, the preset braking force distribution coefficient is determined by the front and rear braking force distribution ratio and the proportion of braking energy recovery torque.

[0089] The above method can obtain a relatively accurate brake disc temperature without changing the structure of the brake disc.

[0090] In one embodiment of the present application, the preset brake pressure includes the preset brake pressure used last time and the preset brake pressure used this time;

[0091] The determining the target braking pressure according to the obtained N-th first braking pressure and the preset braking pressure includes:

[0092] Get the last used preset brake pressure;

[0093] Determine the preset brake pressure to be used this time based on the preset brake pressure used last time;

[0094] Calculating an intermediate value based on the preset brake pressure used this time and the first brake pressure obtained for the Nth time;

[0095] If the intermediate value is within a second preset braking pressure range, determining the intermediate value as the target braking pressure;

[0096] If the intermediate value is not within the second preset brake pressure range, the target brake pressure is determined from the second preset brake pressure range.

[0097] In this embodiment, the preset brake pressure used last time is obtained, and n×Δp is added to or subtracted from the preset brake pressure used last time to obtain the preset brake pressure used this time. For convenience of calculation, n can be a positive integer. For example, if the preset brake pressure used last time is Δp, Δp is added to the preset brake pressure Δp used last time, that is, the preset brake pressure used this time is 2Δp; or, 2Δp is subtracted from the preset brake pressure Δp used last time, that is, the preset brake pressure used this time is -Δp.

[0098] After determining the currently used preset brake pressure, the currently used preset brake pressure is added to the Nth obtained first brake pressure to obtain an intermediate value. Alternatively, the currently used preset brake pressure is added to the Nth obtained first brake pressure to obtain an intermediate value. The Nth obtained first brake pressure is the brake pressure of the master cylinder obtained when the first audio frequency is obtained, where the first audio frequency is the Nth audio frequency of the N audio frequencies.

[0099] Determine whether the intermediate value is within the second preset brake pressure range. If the intermediate value is within the second preset brake pressure range, it indicates that the intermediate value meets the set value, and the intermediate value is determined as the target brake pressure value. If the intermediate value is not within the second preset brake pressure range, that is, the intermediate value is less than the lower limit value of the second preset brake pressure range or greater than the upper limit value of the second preset brake pressure range, the target brake pressure is determined from the second preset brake pressure range. For example, if a pressure value is selected within the second preset brake pressure range and the selected pressure value is not equal to the first brake pressure, the selected pressure value is determined as the target brake pressure.

[0100] The second preset braking pressure range and the first preset braking pressure range may be the same or different.

[0101] Within a variable and reasonable range, a certain change is set as the gear for increasing or decreasing the pressure, that is, the preset brake pressure, to increase or decrease the brake pressure to achieve the purpose of fine adjustment and avoid the problem of unstable braking caused by excessive change in brake pressure.

[0102] In one embodiment of the present application, determining the braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal includes:

[0103] determining a wheel-end braking torque corresponding to the target braking pressure according to the target braking pressure and a preset corresponding relationship, wherein the preset corresponding relationship includes a plurality of target braking pressures and a wheel-end braking torque corresponding to each target braking pressure;

[0104] The braking energy recovery torque is determined based on the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling, where the road slope is the slope of the road on which the vehicle is traveling when the braking signal is obtained.

[0105] In this embodiment, a preset correspondence is obtained, which includes multiple target braking pressures and the wheel-end braking torque corresponding to each target braking pressure. The preset correspondence can be in the form of a table or a curve. For example, by looking up the table, the wheel-end braking torque corresponding to the target braking pressure is obtained; the braking energy recovery torque is determined based on the braking torque corresponding to the braking signal, the wheel-end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling. Different road slopes have different corresponding methods for calculating the braking energy recovery torque.

[0106] When changing the hydraulic pressure of the hydraulic cylinder, the brake energy recovery torque needs to be changed. By calibrating the correspondence between the target brake pressure and the wheel-end braking torque, the target brake pressure, that is, the wheel-end braking torque value corresponding to the hydraulic pressure of the hydraulic cylinder, is determined. The brake energy recovery torque can be accurately calculated and corresponding adjustments can be made.

[0107] In one embodiment of the present application, determining the braking energy recovery torque according to the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling includes:

[0108] determining a wheel-end braking torque corresponding to the target braking pressure according to the target braking pressure and a preset corresponding relationship, wherein the preset corresponding relationship includes a plurality of target braking pressures and a wheel-end braking torque corresponding to each target braking pressure;

[0109] The braking energy recovery torque is determined based on the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling. The first torque is determined based on the mass of the vehicle.

[0110] In this embodiment, when the road slope is less than or equal to the preset slope, the braking energy recovery torque is calculated based on the braking torque and the wheel end braking torque corresponding to the target braking pressure. The braking energy recovery torque is calculated using the following formula. The braking energy recovery torque calculation formula is as follows:

[0111] T2=Ttotal-T1 (3)

[0112] Among them, T2 is the braking energy recovery torque, T总 is the braking torque corresponding to the braking signal, and T1 is the wheel end braking torque corresponding to the target braking pressure.

[0113] When the road slope is greater than the preset slope, the wheel end braking torque corresponding to the target braking pressure is subtracted from the braking torque to obtain a fifth value, and the first torque is subtracted from the fifth value to obtain the braking energy recovery torque. The braking energy recovery torque calculation formula is as follows:

[0114] T2 = Ttotal - T1 - T3 (4)

[0115] Among them, T2 is the braking energy recovery torque, T 总 is the braking torque corresponding to the braking signal, T1 is the wheel end braking torque corresponding to the target braking pressure, and T3 is the first torque.

[0116] Optionally, the slope can be a slope percentage. The vertical height change (h) is divided by the horizontal distance (h) to obtain a fifth value, and the fifth value is multiplied by 100% to obtain the slope percentage. If the slope percentage is between [0,3%], it means that the road surface slope is less than or equal to the preset slope, and the road surface is relatively flat; if the slope percentage is greater than 3%, it means that the road surface slope is greater than the preset slope, and the road surface is uphill or downhill.

[0117] Optionally, the first torque is determined according to the mass of the vehicle. The first torque is a torque value calculated according to the mass of the vehicle. When the vehicle is going downhill, the component of gravity along the slope is calculated by the mass of the vehicle, the slope angle, and the acceleration of gravity. The slope component calculation formula is as follows:

[0118] F=m×g×sinθ (5)

[0119] Among them, F is the component force of the ramp, m is the mass of the vehicle, g is the acceleration of gravity, and θ is the ramp angle, which can be obtained by the acceleration sensor.

[0120] Furthermore, the component force of the slope is multiplied by the wheel rolling radius to obtain the first torque. When going downhill, the first torque and the deceleration are in opposite directions, and the first torque takes a negative value. Similarly, when going uphill, the first torque and the deceleration are in the same direction, and the first torque takes a positive value.

[0121] Different slopes are taken into account when calculating parameters, and environmental variables are added to make the obtained braking energy recovery torque more accurate.

[0122] Optionally, after adjusting the hydraulic pressure of the hydraulic cylinder of the vehicle according to the target brake pressure and adjusting the torque of the motor of the vehicle according to the brake energy recovery torque, the method further includes:

[0123] collecting sound at a preset position of the vehicle to obtain a second audio;

[0124] If the frequency of the second audio falls within the preset frequency range, the second audio is used as the first audio, and the process jumps to the step of determining the target braking pressure based on the first braking pressure and the preset braking pressure when the frequency of the first audio falls within the preset frequency range.

[0125] In this embodiment, after the adjustment, sound is collected at a preset position of the vehicle to obtain a second audio. If the frequency of the second audio is not within the preset frequency range, it means that the noise has been eliminated through the above-mentioned adjustment; if the frequency of the second audio is within the preset frequency range, it means that the second audio includes braking noise and the braking noise still exists. The second audio is then used as the first audio, and the step of determining the target braking pressure based on the first braking pressure and the preset braking pressure is executed when the frequency of the first audio is within the preset frequency range.

[0126] By dynamically adjusting the hydraulic pressure and torque of the hydraulic cylinder, brake noise can be eliminated and fine adjustment can be achieved.

[0127] The following is an example of the vehicle control method provided in the embodiment of the present application. Figure 2 Another flow chart of an embodiment of the vehicle control method provided by the present application is shown as follows: Figure 2 As shown, the vehicle control method includes:

[0128] Step 201: Detect whether the user steps on the brake pedal while the vehicle is driving.

[0129] In this embodiment, the execution subject may be a sample vehicle, which detects whether the user steps on the brake pedal while the vehicle is driving. Stepping on the brake pedal triggers a brake signal.

[0130] Step 202: If yes, collect the sound to obtain audio.

[0131] In this embodiment, if yes, sound is collected at a preset position of the vehicle to obtain audio.

[0132] Step 203: If the frequency of the audio is within the preset frequency range, read the first signal value.

[0133] In this embodiment, if the frequency of the audio falls within a preset frequency range, the first signal value when the brake noise occurs is read. The first signal value includes the vehicle speed and the vehicle's brake pressure. The brake pressure is the brake pressure of the vehicle's brake master cylinder, that is, the brake pressure of the brake master cylinder when the brake noise occurs.

[0134] Step 204 : Calculate the brake disc temperature of the vehicle.

[0135] In this embodiment, the brake disc temperature when the braking noise occurs is calculated (i.e., the square of the vehicle speed is calculated above to obtain a first value; the first value is multiplied by the mass of the vehicle to obtain a second value; the second value is divided by a preset value to obtain a third value; the third value is multiplied by a preset braking force distribution coefficient to obtain a fourth value; the fourth value is divided by a preset energy conversion coefficient to obtain the temperature of the brake disc), that is, the brake disc temperature when the braking noise occurs.

[0136] Step 205 : counting is performed when the value of the first signal meets a preset condition and the temperature of the brake disc is within a preset temperature range.

[0137] In this embodiment, counting is performed when the frequency of the audio falls within a preset frequency range and the first signal value meets the preset conditions, that is, the vehicle speed is within the preset vehicle speed range, the brake pressure is within the first preset brake pressure interval, and the brake disc temperature is within the preset temperature range, that is, when all the conditions are met at the same time.

[0138] Step 206: Determine whether the count value reaches a set threshold.

[0139] In this embodiment, it is determined whether the count value reaches a set threshold value. If the count value reaches the set threshold value, the signal value and the preset condition can be stored for use by other vehicles for judgment.

[0140] Step 207: If yes, store the preset frequency range, preset condition and preset temperature range.

[0141] In this embodiment, if the count value reaches the set threshold, it means that it is not an isolated situation, but occurs frequently. Then the preset frequency range, preset conditions (preset vehicle speed range and first preset brake pressure) and preset temperature range are stored for subsequent use.

[0142] The following is an example of the vehicle control method provided in the embodiment of the present application. Figure 3 Another flow chart of an embodiment of the vehicle control method provided by the present application is shown as follows: Figure 3 As shown, the vehicle control method includes:

[0143] Step 301: Detect whether the user steps on the brake pedal while the vehicle is driving.

[0144] In this embodiment, it is detected whether the user steps on the brake pedal while the vehicle is traveling, and stepping on the brake pedal triggers a brake signal.

[0145] Step 302: If yes, collect the sound to obtain audio.

[0146] In this embodiment, if yes, sound is collected at a preset position of the vehicle to obtain audio.

[0147] Step 303: If the frequency of the audio is within the preset frequency range, obtain a second signal value.

[0148] In this embodiment, if the frequency of the audio falls within a preset frequency range, a second signal value is obtained when the brake noise occurs. The second signal value includes the vehicle speed, brake pressure and brake disc temperature. The brake pressure is the brake pressure of the brake master cylinder, that is, the brake pressure of the brake master cylinder when the brake noise occurs.

[0149] Step 304 : When the second signal value satisfies a preset condition, a target braking pressure is determined according to the braking pressure and a preset braking pressure.

[0150] In this embodiment, when the second signal value meets a preset condition, the target braking pressure is determined according to the braking pressure and the preset braking pressure.

[0151] It should be noted that, taking into account the occasional occurrence of braking noise, the following conditions must also be met: if the N collected audios all belong to the preset frequency range, and the N vehicle speeds obtained are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the braking pressure (i.e., the first braking pressure mentioned above) is all within the first preset braking pressure range, then the target braking pressure is determined based on the Nth braking pressure obtained and the preset braking pressure, the Nth braking signal is the braking signal within the first time period, the first audio is the Nth audio among the N audios, and N is an integer greater than 1.

[0152] Step 305 : Determine the braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal.

[0153] In this embodiment, the braking energy recovery torque is calculated based on the target braking pressure and the braking torque corresponding to the braking signal.

[0154] Step 306 : Adjust the hydraulic pressure of the vehicle's hydraulic cylinder according to the target braking pressure, and adjust the torque of the vehicle's motor according to the braking energy recovery torque.

[0155] In this embodiment, the hydraulic pressure of the vehicle's hydraulic cylinder is adjusted according to the target braking pressure, and the torque of the vehicle's motor is adjusted according to the braking energy recovery torque. The actual required braking torque is changed by changing the motor recovery torque, thereby changing the braking pressure applied to the brake disc. After the braking pressure is changed, the noise is reduced or eliminated.

[0156] See also Figure 4 , Figure 4This is a schematic diagram of the vehicle's braking system. The system includes a motor, hydraulic cylinder, normally open valve, check valve, normally closed linear valve, pressure supply valve, brake oil reservoir, brake pedal, isolation valve, pushrod travel sensor, brake master cylinder, hydraulic cylinder, pressure sensor, wheel speed sensors, and brakes. The brakes include the left front brake LF, right front brake RF, left rear brake LR, and right rear brake RR. When the brake pedal is pressed, the isolation valve closes, and the pressure built up in the brake master cylinder connected to the brake pedal is transmitted to the wheel end. The wheel end, driven by the motor, drives the hydraulic cylinder to build pressure, which is then transmitted to the wheel caliper. The caliper clamps the brake disc to generate braking torque.

[0157] Based on the vehicle control method of changing the brake pressure proposed to eliminate brake noise, the brake pedal is decoupled from the brake hydraulic pressure. The change in hydraulic pressure will not cause vibration of the pedal and will not cause user complaints. The occasional braking noise is taken into account. If the set number threshold is not reached, the strategy will not be triggered. The signal value of the associated vehicle operating condition when the braking noise occurs is taken into account, and a certain numerical bandwidth is allowed for recording. Counting is only performed when all signal value bandwidths are met at the same time. The brake disc temperature value needs to pass the algorithm, and there is no need to improve the structure of the brake disc. It is considered that when changing the brake pressure to eliminate brake noise, the deceleration of the whole vehicle needs to remain unchanged. When changing the brake pressure (that is, the hydraulic pressure of the hydraulic cylinder), the brake energy recovery torque value needs to be changed. Changing the brake pressure can reduce or eliminate brake noise and make the adjustment more refined.

[0158] Figure 5 FIG1 shows a structural diagram of a vehicle control device provided in an embodiment of the present application. Figure 5 As shown, the vehicle control device 500 includes:

[0159] an acquisition module 501 configured to, upon acquiring a brake signal, collect sound from a preset position of the vehicle to obtain a first audio signal, and acquire operating parameters of the vehicle, the operating parameters including a first brake pressure, which is a brake pressure of a master cylinder of the vehicle;

[0160] A first determining module 502 is configured to determine a target braking pressure based on the first braking pressure and a preset braking pressure when the frequency of the first audio frequency falls within a preset frequency range;

[0161] A second determining module 503 is configured to determine a braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal;

[0162] A first adjustment module 504 is configured to adjust the hydraulic pressure of the hydraulic cylinder of the vehicle according to the target brake pressure;

[0163] The second adjustment module 505 is configured to adjust the torque of the motor of the vehicle according to the braking energy recovery torque.

[0164] In one embodiment of the present application, the first determination module 502 is specifically used to determine the target braking pressure based on the Nth first braking pressure obtained and the preset braking pressure if the N collected audio signals all belong to the preset frequency range, and the N vehicle speeds obtained are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the first braking pressures are all within the first preset braking pressure interval. The N braking signals are braking signals within the first time period, the first audio signal is the Nth audio signal among the N audio signals, and N is an integer greater than 1.

[0165] In an embodiment of the present application, the first determining module 502 further includes a first obtaining submodule and a first determining submodule;

[0166] The first acquisition submodule is used to acquire the preset brake pressure used last time;

[0167] The first determination submodule is used to determine the preset brake pressure used this time based on the preset brake pressure used last time; calculate an intermediate value based on the preset brake pressure used this time and the first brake pressure obtained for the Nth time; if the intermediate value is within a second preset brake pressure range, determine the intermediate value as the target brake pressure; if the intermediate value is not within the second preset brake pressure range, determine the target brake pressure from the second preset brake pressure range.

[0168] In an embodiment of the present application, the second determination module 503 includes a second determination submodule and a third determination submodule;

[0169] a second determining submodule, configured to determine a wheel-end braking torque corresponding to the target braking pressure according to the target braking pressure and a preset corresponding relationship, wherein the preset corresponding relationship includes a plurality of target braking pressures and a wheel-end braking torque corresponding to each target braking pressure;

[0170] The third determination submodule is used to determine the braking energy recovery torque based on the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling, where the road slope is the slope of the road on which the vehicle is traveling when the braking signal is obtained.

[0171] In one embodiment of the present application, the third determination submodule is specifically used to, when the road slope is less than or equal to the preset slope, subtract the wheel-end braking torque corresponding to the target braking pressure from the braking torque to obtain the braking energy recovery torque; when the road slope is greater than the preset slope, subtract the wheel-end braking torque corresponding to the target braking pressure from the braking torque to obtain a fifth value, and subtract the first torque from the fifth value to obtain the braking energy recovery torque, where the first torque is determined based on the mass of the vehicle.

[0172] The vehicle control device provided in the embodiment of the present application can implement the various processes implemented in the aforementioned vehicle control method embodiment and achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0173] Figure 6 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0174] The electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0175] Specifically, the processor 601 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0176] The memory 602 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 602 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 602 may include removable or non-removable (or fixed) media. Where appropriate, the memory 602 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 602 is a non-volatile solid-state memory.

[0177] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect or the second aspect of the present disclosure.

[0178] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any one of the above methods in the above embodiments.

[0179] In one example, the electronic device may further include a communication interface 603 and a bus 610. Figure 6 As shown, the processor 601, the memory 602, and the communication interface 603 are connected via a bus 610 and communicate with each other.

[0180] The communication interface 603 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0181] Bus 610 comprises hardware, software or both, and the parts of method as above or electronic equipment are coupled to each other.For example, and not limitation, bus can comprise accelerated graphics port (AGP) or other graphics bus, enhanced industry standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industry standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more above these combinations.In suitable cases, bus 610 can comprise one or more buses.Although the present application embodiment describes and shows specific bus, the application considers any suitable bus or interconnection.

[0182] In addition, an embodiment of the present application may provide a vehicle, which includes the electronic device in the above embodiment.

[0183] In addition, the embodiments of the present application may be implemented by providing a computer storage medium having computer program instructions stored thereon; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiments is implemented.

[0184] In addition, the embodiments of the present application may be implemented by providing a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device implements any one of the vehicle control methods in the above embodiments.

[0185] It should be understood that the present application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described as examples. However, the method process of the present application is not limited to the specific steps described. Those skilled in the art can make various changes, modifications, and additions, or change the order of the steps after understanding the spirit of the present application.

[0186] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memories, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0187] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps. In other words, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0188] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit. It is also understood that each box in the block diagram and / or flowchart and the combination of the boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0189] The above description is only a specific embodiment of the present application. Those skilled in the art will clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: Applied to a vehicle, the method comprises: When a brake signal is detected, sound is collected at a preset position of the vehicle to obtain a first audio signal, and operating parameters of the vehicle are acquired, the operating parameters including a first brake pressure, which is a brake pressure of a master cylinder of the vehicle; determining a target brake pressure according to the first brake pressure and a preset brake pressure when the frequency of the first audio frequency falls within a preset frequency range; determining a braking energy recovery torque according to the target braking pressure and a braking torque corresponding to the braking signal; The hydraulic pressure of the hydraulic cylinder of the vehicle is adjusted according to the target brake pressure, and the torque of the motor of the vehicle is adjusted according to the brake energy recovery torque.

2. The vehicle control method according to claim 1, characterized in that: The operating parameters also include: vehicle speed and brake disc temperature; When the frequency of the first audio frequency falls within a preset frequency range, determining a target brake pressure according to the first brake pressure and a preset brake pressure includes: If the N collected audio signals all belong to the preset frequency range, and the N obtained vehicle speeds are all within the preset vehicle speed range, the temperatures of the brake discs are all within the preset temperature range, and the first brake pressures are all within the first preset brake pressure range, then the target brake pressure is determined based on the Nth obtained first brake pressure and the preset brake pressure, the Nth brake signal is the brake signal within the first time period, the first audio signal is the Nth audio signal among the N audio signals, and N is an integer greater than 1.

3. The vehicle control method according to claim 2, characterized in that: The temperature of the brake disc is obtained as follows: For each of the N acquired vehicle speeds, calculate the square of the vehicle speed to obtain a first value; multiplying the first value by the mass of the vehicle to obtain a second value; Dividing the second value by a preset value to obtain a third value; multiplying the third value by a preset braking force distribution coefficient to obtain a fourth value; The fourth value is divided by a preset energy conversion coefficient to obtain the temperature of the brake disc.

4. The vehicle control method according to claim 2, wherein: The preset brake pressure includes the preset brake pressure used last time and the preset brake pressure used this time; The determining the target braking pressure according to the obtained N-th first braking pressure and the preset braking pressure includes: Get the last used preset brake pressure; Determine the preset brake pressure to be used this time based on the preset brake pressure used last time; Calculating an intermediate value based on the preset brake pressure used this time and the first brake pressure obtained for the Nth time; If the intermediate value is within a second preset braking pressure range, determining the intermediate value as the target braking pressure; If the intermediate value is not within the second preset brake pressure range, the target brake pressure is determined from the second preset brake pressure range.

5. The vehicle control method according to claim 1, characterized in that: The determining of the braking energy recovery torque according to the target braking pressure and the braking torque corresponding to the braking signal includes: determining a wheel-end braking torque corresponding to the target braking pressure according to the target braking pressure and a preset corresponding relationship, wherein the preset corresponding relationship includes a plurality of target braking pressures and a wheel-end braking torque corresponding to each target braking pressure; The braking energy recovery torque is determined based on the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling, where the road slope is the slope of the road on which the vehicle is traveling when the braking signal is obtained.

6. The vehicle control method according to claim 5, characterized in that: The determining the braking energy recovery torque according to the braking torque, the wheel end braking torque corresponding to the target braking pressure, and the slope of the road on which the vehicle is traveling includes: When the road slope is less than or equal to a preset slope, the braking energy recovery torque is obtained by subtracting the wheel end braking torque corresponding to the target braking pressure from the braking torque; When the road slope is greater than the preset slope, the wheel end braking torque corresponding to the target braking pressure is subtracted from the braking torque to obtain a fifth value, and the first torque is subtracted from the fifth value to obtain the braking energy recovery torque, where the first torque is determined based on the mass of the vehicle.

7. A vehicle control device, characterized in that: The device is applied to a vehicle and includes: an acquisition module, configured to, upon acquiring a brake signal, collect sound from a preset position of the vehicle to obtain a first audio signal, and acquire operating parameters of the vehicle, the operating parameters including a first brake pressure, which is a brake pressure of a master cylinder of the vehicle; a first determining module, configured to determine a target braking pressure based on the first braking pressure and a preset braking pressure when the frequency of the first audio frequency falls within a preset frequency range; a second determining module, configured to determine a braking energy recovery torque according to the target braking pressure and a braking torque corresponding to the braking signal; a first adjustment module, configured to adjust the hydraulic pressure of the hydraulic cylinder of the vehicle according to the target brake pressure; The second adjustment module is used to adjust the torque of the motor of the vehicle according to the braking energy recovery torque.

8. An electronic device, characterized in that: include: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the vehicle control method according to any one of claims 1 to 6 is implemented.

9. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the vehicle control method according to any one of claims 1 to 6.

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