Vehicle braking control method, device and equipment, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle braking control method, device and equipment, a vehicle, a storage medium and a program product. The method comprises the steps that the speed of a vehicle, hydraulic braking system fault information and brake disc temperature information are obtained; emergency working condition information of the vehicle is determined according to the vehicle speed of the vehicle, the hydraulic braking system fault information and the brake disc temperature information; if it is determined that the emergency working condition information of the vehicle represents that the vehicle is in the emergency working condition, gear information of the vehicle is obtained, and the whole vehicle required braking torque of the vehicle is determined according to the gear information of the vehicle; and controlling a hydraulic braking system and a motor control system in the vehicle to brake the vehicle according to the whole vehicle required braking torque of the vehicle. Vehicle brake backup can be achieved under the condition that the pipelines in an existing hydraulic brake system are partially or completely damaged, and driving safety is guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle braking control method, device, equipment, vehicle, storage medium and program product. Background Art

[0002] With the rapid development and popularization of automobiles, automotive braking technology has become increasingly important. Emergency braking is a key technology for ensuring driving safety. In the event of a brake system failure, it can provide partial or full braking torque to the vehicle, ensuring that the vehicle can decelerate and brake according to the driver's intention, protecting the lives of the driver and passengers.

[0003] In the prior art, on the basis of the existing hydraulic brake system, different pressure-building and pressure-reducing circuits and methods are realized by adding a pump structure and other valve body components, thereby achieving brake backup.

[0004] In another method, based on the existing hydraulic brake system, brake backup is performed through a backup hydraulic master cylinder, a pressure building unit, and an electronic control unit.

[0005] However, in the above two methods, due to partial or complete damage to the pipelines in the existing hydraulic brake system, the vehicle's brake backup fails, and emergency braking cannot be achieved, affecting driving safety. Summary of the Invention

[0006] One of the purposes of the present invention is to provide a vehicle braking control method, which can realize vehicle braking backup when the pipeline in the existing hydraulic braking system is partially or completely damaged, thereby ensuring driving safety; the second purpose is to provide a vehicle braking control device; the third purpose is to provide a vehicle controller; the fourth purpose is to provide a vehicle; the fifth purpose is to provide a computer-readable storage medium; and the sixth purpose is to provide a computer program product.

[0007] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0008] A vehicle braking control method, comprising:

[0009] Obtain the vehicle speed, hydraulic brake system fault information and brake disc temperature information of the vehicle; wherein, the hydraulic brake system fault information represents the fault condition of the hydraulic brake system in the vehicle; the brake disc temperature information includes the temperature of each brake disc in the vehicle; determine the emergency operating condition information of the vehicle based on the vehicle speed, hydraulic brake system fault information and brake disc temperature information; if it is determined that the emergency operating condition information of the vehicle represents that the vehicle is in an emergency operating condition, obtain the gear information of the vehicle, and determine the whole vehicle required braking torque of the vehicle based on the gear information of the vehicle; according to the whole vehicle required braking torque of the vehicle, control the hydraulic brake system and motor control system in the vehicle to perform vehicle braking.

[0010] Furthermore, the emergency operating condition information of the vehicle is determined based on the vehicle speed, hydraulic brake system fault information and brake disc temperature information, including: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is greater than the enabling torque threshold, and the vehicle speed is greater than the emergency speed threshold, and it is determined that the gear information of the vehicle is forward gear or reverse gear, then the emergency operating condition information of the vehicle is determined based on the hydraulic brake system fault information and brake disc temperature information of the vehicle.

[0011] Furthermore, the emergency operating condition information of the vehicle is determined based on the hydraulic brake system fault information and brake disc temperature information of the vehicle, including: if it is determined that the hydraulic brake system fault information of the vehicle indicates that the hydraulic brake system is not in a fault state, and it is determined that the brake disc temperature information of the vehicle indicates that the temperature of at least one brake disc is greater than the corresponding failure temperature threshold, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency condition.

[0012] Furthermore, the method also includes: if it is determined that the brake disc temperature information of the vehicle indicates that the temperature of each brake disc is less than or equal to the corresponding failure temperature threshold, then determining that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

[0013] Furthermore, the method also includes: if it is determined that the hydraulic brake system fault information of the vehicle indicates that there is a single-circuit fault in the hydraulic brake system, then determining that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition; if it is determined that the hydraulic brake system fault information of the vehicle indicates that there is a dual-circuit fault in the hydraulic brake system, then determining that the emergency operating condition information of the vehicle indicates that the vehicle is in a primary emergency operating condition.

[0014] Furthermore, the method also includes: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is less than or equal to the enabling torque threshold, and / or the vehicle speed is less than or equal to the emergency speed threshold, and / or it is determined that the gear information of the vehicle is not a forward gear or a reverse gear, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

[0015] Furthermore, determining the required braking torque of the vehicle according to the gear information of the vehicle includes: if it is determined that the gear information of the vehicle is the parking gear and the brake pedal stroke of the vehicle is not zero, then determining the required braking torque of the vehicle according to the first-level deceleration threshold of the vehicle.

[0016] Furthermore, the method also includes: if it is determined that the gear information of the vehicle is the parking gear and the brake pedal travel of the vehicle is zero, then the required vehicle braking torque of the vehicle is determined based on the secondary deceleration threshold of the vehicle; wherein the secondary deceleration threshold is less than the primary deceleration threshold.

[0017] Furthermore, the method further includes: if it is determined that the gear information of the vehicle is not a parking gear, determining a required braking torque of the vehicle according to a brake pedal stroke of the vehicle.

[0018] Furthermore, controlling the hydraulic braking system and the motor control system in the vehicle to perform vehicle braking according to the required braking torque of the vehicle as a whole includes: determining the required braking torque of the front axle, the required braking torque of the rear axle and the required master cylinder pressure of the vehicle as a whole according to the required braking torque of the vehicle as a whole; controlling the hydraulic braking system and the motor control system in the vehicle to perform vehicle braking according to the required braking torque of the front axle, the required braking torque of the rear axle and the required master cylinder pressure of the vehicle as a whole.

[0019] Furthermore, the front axle required braking torque, rear axle required braking torque and vehicle required master cylinder pressure of the vehicle are determined based on the vehicle's whole vehicle required braking torque, including: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a secondary emergency operating condition and the vehicle's hydraulic braking system is in a faulty state, then the minimum value between the vehicle's maximum allowable battery feedback shaft end torque and the sum of the motor's maximum allowable feedback torque is determined; if it is determined that the vehicle's whole vehicle required braking torque is less than the minimum value, then the front axle required braking torque of the vehicle is determined based on the vehicle's maximum allowable battery feedback shaft end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient and the front motor's maximum allowable feedback shaft end torque; the rear axle required braking torque of the vehicle is determined based on the vehicle's maximum allowable battery feedback torque, the vehicle's required braking torque, the sum of the front axle required braking torques and the sum of the rear motor's maximum allowable feedback shaft end torques; and the vehicle's whole vehicle required master cylinder pressure is determined.

[0020] Furthermore, the method also includes: if it is determined that the vehicle's required braking torque is greater than or equal to the minimum value, determining a target hydraulic circuit with a fault in the hydraulic brake system of the vehicle; determining the front axle required braking torque corresponding to the target hydraulic circuit based on the vehicle's battery's maximum allowable feedback shaft-end torque, the vehicle's required braking torque, and the hydraulic system's front axle distribution coefficient and the front motor's maximum allowable feedback shaft-end torque corresponding to the target hydraulic circuit; determining the rear axle required braking torque corresponding to the target hydraulic circuit based on the front axle required braking torque, the hydraulic system's front axle distribution coefficient, the hydraulic system's rear axle distribution coefficient and the rear motor's maximum allowable feedback shaft-end torque corresponding to the target hydraulic circuit; determining the vehicle's required master cylinder pressure based on the vehicle's required braking torque, the front axle required braking torque and the rear axle required braking torque corresponding to the target hydraulic circuit, the pressure conversion coefficient and the brake disc temperature rise attenuation coefficient.

[0021] Furthermore, the method also includes: if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition and the hydraulic braking system of the vehicle is not in a faulty state, then the front axle required braking torque of the vehicle is determined based on the maximum allowable feedback shaft end torque of the vehicle's battery, the required braking torque of the entire vehicle, the front axle distribution coefficient of the hydraulic system, and the maximum allowable feedback shaft end torque of the front motor; the rear axle required braking torque of the vehicle is determined based on the sum of the required braking torques of each front axle of the vehicle, the rear axle distribution coefficient of the hydraulic system, the front axle distribution coefficient of the hydraulic system, and the sum of the maximum allowable feedback shaft end torques of the rear motor; the vehicle required master cylinder pressure of the vehicle is determined based on the vehicle required braking torque, the front axle required braking torque, the rear axle required braking torque, the pressure conversion coefficient, and the brake disc temperature rise attenuation coefficient.

[0022] Furthermore, the method also includes: if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a level 1 emergency operating condition, then the front axle required braking torque of the vehicle is determined based on the maximum allowable feedback shaft end torque of the vehicle's battery, the required braking torque of the entire vehicle, the front axle distribution coefficient of the hydraulic system, and the maximum allowable feedback shaft end torque of the front motor; the rear axle required braking torque of the vehicle is determined based on the maximum allowable feedback torque of the vehicle's battery, the required braking torque of the entire vehicle, the sum of the required braking torques of each front axle, and the sum of the maximum allowable feedback shaft end torques of the rear motors; and the required master cylinder pressure of the vehicle is determined.

[0023] Furthermore, the method of controlling the hydraulic brake system and the motor control system in the vehicle to brake the vehicle according to the front axle required braking torque, the rear axle required braking torque and the whole vehicle required master cylinder pressure of the vehicle includes: if it is determined that the emergency working condition information of the vehicle indicates that the vehicle is in an emergency working condition and the whole vehicle required master cylinder pressure of the vehicle is zero, then monitoring the current driving state information of the vehicle; wherein, the driving state information includes vehicle speed, single wheel slip rate and wheel acceleration; if it is monitored that the current driving state information of the vehicle does not meet the first preset condition, then controlling the electronic control unit in the motor control system to adjust the motor torque of the vehicle according to the front axle required braking torque and the rear axle required braking torque of the vehicle, and according to the The vehicle's entire vehicle requires a master cylinder pressure, and controls the electronic control unit in the hydraulic brake system to adjust the vehicle's master cylinder pressure to complete the vehicle braking operation; wherein, the first preset condition is the first condition, or the second condition, or the third condition; the first condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is continuously greater than the maximum allowable slip rate threshold within a preset time period; the second condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is continuously less than the wheel acceleration activation threshold within a preset time period; the third condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is less than the acceleration locking threshold, and the wheel acceleration continues to increase within a preset time period.

[0024] Furthermore, the method also includes: if it is monitored that the current driving status information of the vehicle meets the first preset condition, the anti-lock braking function of the vehicle is turned on, and the target braking torque of the vehicle is determined based on the braking torque required for a single wheel before activation of the vehicle; according to the target braking torque of the vehicle, the electronic control unit in the motor control system is controlled to adjust the motor torque of the vehicle; and according to the master cylinder pressure required by the vehicle as a whole, the hydraulic electronic control unit in the hydraulic brake system is controlled to adjust the master cylinder pressure of the vehicle to complete the vehicle braking operation.

[0025] Furthermore, after the anti-lock braking function of the vehicle is turned on, the method further includes: if it is monitored that the current driving state information of the vehicle meets a second preset condition, then the anti-lock braking function of the vehicle is exited; wherein, the second preset condition is the fourth condition, or the fifth condition, or the sixth condition; the fourth condition includes that the current vehicle speed is less than the exit vehicle speed; the fifth condition includes that the current single-wheel slip rate is continuously less than the exit slip rate within a preset time period; and the sixth condition includes that the current single-wheel torque is continuously less than the exit torque within a preset time period.

[0026] Furthermore, the method further includes: if it is monitored that the single-wheel slip ratio of the vehicle is greater than a first preset slip ratio, updating the target braking torque of the vehicle according to the target braking torque of the vehicle and a first attenuation coefficient.

[0027] Furthermore, the method further includes: if it is monitored that the wheel acceleration of the vehicle is greater than a first preset wheel acceleration, updating the target braking torque of the vehicle.

[0028] Furthermore, the method also includes: if it is monitored that the current driving state information of the vehicle meets a third preset condition, updating the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip rate and the single wheel slip rate; wherein the third preset condition is the seventh condition, or the eighth condition, or the ninth condition; the seventh condition includes that the wheel acceleration is continuously greater than the second preset wheel acceleration within a preset time period, and the single wheel slip rate is less than the third preset slip rate; the eighth condition includes that the single wheel slip rate is continuously less than the fourth preset slip rate within a preset time period; the ninth condition includes that the wheel acceleration is greater than the third preset wheel acceleration, and the single wheel slip rate continuously decreases within a preset time period, and the single wheel slip rate is less than the fifth preset slip rate.

[0029] Furthermore, the method also includes: if it is monitored that the current driving state information of the vehicle meets a fourth preset condition, updating the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip rate and the single wheel slip rate; wherein the fourth preset condition is the tenth condition, or the eleventh condition, or the twelfth condition; the tenth condition includes that the wheel acceleration is continuously less than the fourth preset wheel acceleration within a preset time period, and the single wheel slip rate is greater than the sixth preset slip rate; the eleventh condition includes that the single wheel slip rate is continuously greater than the seventh preset slip rate within the preset time period; the twelfth condition includes that the wheel acceleration is less than the fifth preset wheel acceleration, and the single wheel slip rate continues to decrease within the preset time period, and the single wheel slip rate is greater than the eighth preset slip rate.

[0030] Furthermore, after determining that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, it also includes: if it is monitored that the vehicle speed is less than an exit speed threshold, or if it is monitored that the vehicle power-off state is a fault state, or if it is monitored that the front and rear motor states of the vehicle are a fault state, then it is determined that the vehicle is in a non-emergency operating condition.

[0031] A vehicle brake control device, comprising:

[0032] an acquisition module for acquiring the vehicle speed, hydraulic brake system fault information and brake disc temperature information of the vehicle; wherein the hydraulic brake system fault information represents the fault condition of the hydraulic brake system in the vehicle; the brake disc temperature information includes the temperature of each brake disc in the vehicle; a first determination module for determining the emergency operating condition information of the vehicle based on the vehicle speed, hydraulic brake system fault information and brake disc temperature information; a second determination module for acquiring the gear information of the vehicle if it is determined that the emergency operating condition information of the vehicle represents that the vehicle is in an emergency operating condition, and determining the required braking torque of the vehicle according to the gear information of the vehicle; a control module for controlling the hydraulic brake system and motor control system in the vehicle to perform vehicle braking according to the required braking torque of the vehicle.

[0033] Furthermore, the first determination module is specifically used to: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is greater than the enabling torque threshold, and the vehicle speed is greater than the emergency speed threshold, and it is determined that the gear information of the vehicle is a forward gear or a reverse gear, then the emergency operating condition information of the vehicle is determined based on the hydraulic brake system fault information and brake disc temperature information of the vehicle.

[0034] Furthermore, the first determination module is specifically used to: if it is determined that the hydraulic brake system fault information of the vehicle indicates that the hydraulic brake system is not in a fault state, and it is determined that the brake disc temperature information of the vehicle indicates that the temperature of at least one brake disc is greater than the corresponding failure temperature threshold, then determine that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition.

[0035] Furthermore, the first determination module is specifically used to: if it is determined that the brake disc temperature information of the vehicle indicates that the temperature of each brake disc is less than or equal to the corresponding failure temperature threshold, then determine that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

[0036] Furthermore, the first determination module is also specifically used to: if it is determined that the hydraulic brake system fault information of the vehicle indicates that there is a single-circuit fault in the hydraulic brake system, then determine that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition; if it is determined that the hydraulic brake system fault information of the vehicle indicates that there is a dual-circuit fault in the hydraulic brake system, then determine that the emergency operating condition information of the vehicle indicates that the vehicle is in a primary emergency operating condition.

[0037] Furthermore, the first determination module is also specifically used to: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is less than or equal to the enabling torque threshold, and / or the vehicle speed is less than or equal to the emergency speed threshold, and / or it is determined that the gear information of the vehicle is not a forward gear or a reverse gear, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

[0038] Furthermore, the second determination module is specifically used to: if it is determined that the gear information of the vehicle is the parking gear and the brake pedal stroke of the vehicle is not zero, determine the required braking torque of the vehicle according to the first-level deceleration threshold of the vehicle.

[0039] Furthermore, the second determination module is also specifically used to: if it is determined that the gear information of the vehicle is the parking gear and the brake pedal travel of the vehicle is zero, then determine the required vehicle braking torque of the vehicle based on the secondary deceleration threshold of the vehicle; wherein the secondary deceleration threshold is less than the primary deceleration threshold.

[0040] Furthermore, the second determination module is further specifically configured to: if it is determined that the gear information of the vehicle is not the parking gear, determine the required braking torque of the vehicle according to the brake pedal travel of the vehicle.

[0041] Furthermore, the control module is specifically used to: determine the front axle required braking torque, rear axle required braking torque and the whole vehicle required master cylinder pressure of the vehicle according to the whole vehicle required braking torque; control the hydraulic braking system and motor control system in the vehicle to perform vehicle braking according to the front axle required braking torque, rear axle required braking torque and the whole vehicle required master cylinder pressure.

[0042] Furthermore, the control module is specifically used to: if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition and the hydraulic braking system of the vehicle is in a faulty state, then determine the minimum value between the maximum allowable feedback shaft end torque of the vehicle's battery and the sum of the maximum allowable feedback torque of the motor; if it is determined that the vehicle's entire vehicle required braking torque is less than the minimum value, then determine the vehicle's front axle required braking torque based on the vehicle's maximum allowable feedback shaft end torque, the vehicle's entire vehicle required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft end torque; determine the vehicle's rear axle required braking torque based on the vehicle's maximum allowable feedback torque of the battery, the vehicle's entire vehicle required braking torque, the sum of the front axle required braking torques, and the sum of the rear motor's maximum allowable feedback shaft end torques; and determine the vehicle's entire vehicle required master cylinder pressure.

[0043] Furthermore, the control module is also specifically used to: if it is determined that the vehicle's required braking torque is greater than or equal to the minimum value, determine the target hydraulic circuit with a fault in the hydraulic brake system of the vehicle; determine the front axle required braking torque corresponding to the target hydraulic circuit based on the vehicle's maximum allowable battery feedback shaft-end torque, the vehicle's required braking torque, and the hydraulic system front axle distribution coefficient and the front motor's maximum allowable feedback shaft-end torque corresponding to the target hydraulic circuit; determine the rear axle required braking torque corresponding to the target hydraulic circuit based on the front axle required braking torque, the hydraulic system front axle distribution coefficient, the hydraulic system rear axle distribution coefficient and the rear motor's maximum allowable feedback shaft-end torque corresponding to the target hydraulic circuit; determine the vehicle's required master cylinder pressure based on the vehicle's required braking torque, the front axle required braking torque and the rear axle required braking torque corresponding to the target hydraulic circuit, the pressure conversion coefficient and the brake disc temperature rise attenuation coefficient.

[0044] Furthermore, the control module is also specifically used to: if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition and the hydraulic braking system of the vehicle is not in a faulty state, then the front axle required braking torque of the vehicle is determined according to the maximum allowable feedback shaft end torque of the vehicle's battery, the required braking torque of the entire vehicle, the front axle distribution coefficient of the hydraulic system, and the maximum allowable feedback shaft end torque of the front motor; the rear axle required braking torque of the vehicle is determined according to the sum of the required braking torques of each front axle of the vehicle, the rear axle distribution coefficient of the hydraulic system, the front axle distribution coefficient of the hydraulic system, and the sum of the maximum allowable feedback shaft end torques of the rear motor; and the required master cylinder pressure of the vehicle is determined according to the required braking torque of the entire vehicle, the required braking torque of the front axle, the required braking torque of the rear axle, the pressure conversion coefficient, and the brake disc temperature rise attenuation coefficient.

[0045] Furthermore, the control module is also specifically used to: if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a level 1 emergency operating condition, then determine the required front axle braking torque of the vehicle based on the vehicle's maximum allowable battery feedback shaft end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft end torque; determine the vehicle's rear axle required braking torque based on the vehicle's maximum allowable battery feedback torque, the vehicle's required braking torque, the sum of the front axle required braking torques, and the sum of the rear motor's maximum allowable feedback shaft end torques; and determine the vehicle's required master cylinder pressure.

[0046] Furthermore, the control module is also specifically used to: if it is determined that the emergency working condition information of the vehicle indicates that the vehicle is in an emergency working condition and the vehicle's whole vehicle required master cylinder pressure is zero, then monitor the vehicle's current driving state information; wherein, the driving state information includes vehicle speed, single wheel slip rate and wheel acceleration; if it is monitored that the vehicle's current driving state information does not meet the first preset condition, then according to the vehicle's front axle required braking torque and rear axle required braking torque, control the electronic control unit in the motor control system to adjust the vehicle's motor torque, and according to the vehicle's whole vehicle required master cylinder pressure, control the electronic control unit in the hydraulic brake system The braking unit adjusts the master cylinder pressure of the vehicle to complete the vehicle braking operation; wherein the first preset condition is the first condition, the second condition, or the third condition; the first condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is continuously greater than the maximum allowable slip rate threshold within a preset time period; the second condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is continuously less than the wheel acceleration activation threshold within a preset time period; the third condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is less than the acceleration locking threshold, and the wheel acceleration continues to increase within a preset time period.

[0047] Furthermore, the control module is also specifically used to: if it is monitored that the current driving status information of the vehicle meets the first preset condition, then turn on the anti-lock braking function of the vehicle, and determine the target braking torque of the vehicle based on the required braking torque of a single wheel before activation of the vehicle; according to the target braking torque of the vehicle, control the electronic control unit in the motor control system to adjust the motor torque of the vehicle; and according to the master cylinder pressure required by the vehicle as a whole, control the hydraulic electronic control unit in the hydraulic brake system to adjust the master cylinder pressure of the vehicle to complete the vehicle braking operation.

[0048] Furthermore, after the control module is used to activate the anti-lock braking function of the vehicle, the control module is further specifically used to: exit the anti-lock braking function of the vehicle if it is monitored that the current driving state information of the vehicle meets a second preset condition; wherein the second preset condition is the fourth condition, or the fifth condition, or the sixth condition; the fourth condition includes that the current vehicle speed is less than the exit vehicle speed; the fifth condition includes that the current single-wheel slip rate is continuously less than the exit slip rate within a preset time period; and the sixth condition includes that the current single-wheel torque is continuously less than the exit torque within a preset time period.

[0049] Furthermore, the control module is further specifically configured to update the target braking torque of the vehicle according to the target braking torque of the vehicle and a first attenuation coefficient if it is monitored that the single-wheel slip rate of the vehicle is greater than a first preset slip rate.

[0050] Furthermore, the control module is further specifically configured to update the target braking torque of the vehicle if it is monitored that the wheel acceleration of the vehicle is greater than a first preset wheel acceleration.

[0051] Furthermore, the control module is also specifically configured to: if it is monitored that the current driving state information of the vehicle satisfies a third preset condition, update the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip ratio and the single wheel slip ratio; wherein the third preset condition is the seventh condition, the eighth condition, or the ninth condition; the seventh condition includes that the wheel acceleration is continuously greater than the second preset wheel acceleration within a preset time period, and the single wheel slip ratio is less than the third preset slip ratio; the eighth condition includes that the single wheel slip ratio is continuously less than the fourth preset slip ratio within a preset time period; and the ninth condition includes that the wheel acceleration is greater than the third preset wheel acceleration, and the single wheel slip ratio continuously decreases within a preset time period, and the single wheel slip ratio is less than the fifth preset slip ratio.

[0052] Furthermore, the control module is further specifically configured to: if it is monitored that the current driving state information of the vehicle satisfies a fourth preset condition, update the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip ratio and the single wheel slip ratio; wherein the fourth preset condition is the tenth condition, or the eleventh condition, or the twelfth condition; the tenth condition includes that the wheel acceleration is continuously less than the fourth preset wheel acceleration within a preset time period, and the single wheel slip ratio is greater than the sixth preset slip ratio; the eleventh condition includes that the single wheel slip ratio is continuously greater than the seventh preset slip ratio within a preset time period; the twelfth condition includes that the wheel acceleration is less than the fifth preset wheel acceleration, and the single wheel slip ratio continuously decreases within a preset time period, and the single wheel slip ratio is greater than the eighth preset slip ratio.

[0053] Furthermore, the second determination module is used to determine that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, and is also used to: if it is monitored that the vehicle speed is less than the exit speed threshold, or if it is monitored that the vehicle power-off state is a fault state, or if it is monitored that the front and rear motor states of the vehicle are a fault state, then determine that the vehicle is in a non-emergency operating condition.

[0054] A vehicle controller, comprising: a memory, a processor;

[0055] The memory stores computer-executable instructions;

[0056] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0057] A vehicle comprising a vehicle controller; the vehicle controller is configured to execute the first aspect and / or various possible implementations of the first aspect.

[0058] A computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the above first aspect and / or various possible implementations of the first aspect.

[0059] A computer program product includes a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementations of the first aspect.

[0060] Beneficial effects of the present invention:

[0061] The present invention identifies emergency working conditions through the vehicle's speed, the fault condition of the hydraulic brake system, and the temperature of each brake disc. If it is determined that the vehicle is in an emergency working condition, the vehicle's required braking torque is determined based on the vehicle's gear information, thereby controlling the hydraulic brake system and motor control system in the vehicle to brake the vehicle. Furthermore, the vehicle's brake backup can be achieved in the event that part or all of the hydraulic brake system's pipelines are damaged, thereby achieving an emergency braking effect and ensuring vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 The process of the vehicle braking control method provided by one embodiment of the present invention is as follows Figure 1 ;

[0063] Figure 2 The process of the vehicle braking control method provided by one embodiment of the present invention is as follows Figure 2 ;

[0064] Figure 3A flow chart of an emergency operating condition identification method provided by one embodiment of the present invention;

[0065] Figure 4 A flow chart of a foundation brake control algorithm provided by one embodiment of the present invention;

[0066] Figure 5 A flowchart of the conversion between image coordinates and geographic coordinates provided by one embodiment of the present invention;

[0067] Figure 6 A flowchart of an arbitration method provided in one embodiment of the present invention;

[0068] Figure 7 A flowchart of a braking system according to an embodiment of the present invention;

[0069] Figure 8 A schematic structural diagram of a vehicle brake control device provided by one embodiment of the present invention;

[0070] Figure 9 This is a schematic structural diagram of a vehicle controller provided in one embodiment of the present invention. DETAILED DESCRIPTION

[0071] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0072] The technical solution of the present invention is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0073] Figure 1 The process of the vehicle braking control method provided by one embodiment of the present invention is as follows Figure 1 ,like Figure 1 As shown, the method includes:

[0074] 201. Obtain vehicle speed, hydraulic brake system fault information, and brake disc temperature information; wherein the hydraulic brake system fault information represents a fault condition of the hydraulic brake system in the vehicle; and the brake disc temperature information includes the temperature of each brake disc in the vehicle.

[0075] Exemplarily, the execution subject of this embodiment may be a vehicle controller in a vehicle. The vehicle also includes a vehicle braking system and a hydraulic braking system, such as an X-type dual-circuit hydraulic braking system. The hydraulic braking system includes a plurality of brake discs. The vehicle braking system is used to achieve vehicle braking, and the hydraulic braking system is used to achieve vehicle brake backup. When the vehicle controller determines that the vehicle braking system has failed, the current vehicle speed can be obtained through the multi-source sensors in the vehicle. The current hydraulic braking system fault information of the vehicle can also be monitored through the controller area network (CAN) bus to determine the fault condition of the hydraulic braking system in the current vehicle, such as whether the hydraulic braking system in the vehicle is in a faulty state. The current brake disc temperature information of the vehicle can also be monitored through the CAN bus to obtain the temperature of each brake disc in the current vehicle.

[0076] 202. Determine the vehicle's emergency operating condition information based on the vehicle's speed, hydraulic brake system fault information, and brake disc temperature information.

[0077] Exemplarily, the vehicle controller processes the vehicle speed, hydraulic brake system fault information and brake disc temperature information through a preset emergency operating condition identification algorithm to determine the vehicle's emergency operating condition information to judge whether the vehicle is in an emergency operating condition; specifically, it judges whether the vehicle speed, hydraulic brake system fault information and brake disc temperature information meet preset conditions, which are that the vehicle speed is greater than the preset speed, the fault state represented by the hydraulic brake system fault information is a preset fault state (such as a dual hydraulic circuit fault), and the temperatures of all brake discs in the brake disc temperature information are greater than the preset temperature. If it is judged that the vehicle speed, hydraulic brake system fault information and brake disc temperature information all meet the preset conditions, then it is determined that the vehicle is in an emergency operating condition; otherwise, the vehicle is not in an emergency operating condition.

[0078] 203. If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, the gear information of the vehicle is obtained, and the required braking torque of the vehicle is determined based on the gear information of the vehicle.

[0079] For example, when the vehicle controller determines that the vehicle is in an emergency operating state, it obtains the vehicle's gear information through a gear sensor to determine the vehicle's gear position, such as P (parking gear), R (reverse gear), N (neutral gear), or D (drive gear). The vehicle controller calls a preset correspondence between each gear information and each preset vehicle required braking torque, and based on this correspondence, determines the preset vehicle required braking torque corresponding to the vehicle's current gear information, and determines this preset vehicle required braking torque as the vehicle's current vehicle required braking torque to meet the vehicle's current braking demand.

[0080] 204. According to the braking torque required by the vehicle, the hydraulic braking system and the motor control system in the vehicle are controlled to brake the vehicle.

[0081] For example, the vehicle also includes a motor control system. After determining the vehicle's current required braking torque, the vehicle controller can generate corresponding first and second control instructions based on the required braking torque. The first control instruction is sent to the hydraulic brake system, causing the hydraulic electronic control unit in the hydraulic brake system to control the hydraulic brake system to apply corresponding pressure to the wheel brake calipers according to the first control instruction, thereby slowing the vehicle to a stop. Simultaneously, the second control instruction is sent to the motor control system, causing the motor control system to control the motor to apply corresponding braking torque to the wheel according to the second control instruction, thereby slowing the vehicle to a stop. In this case, the hydraulic brake system provides partial braking force for the vehicle in emergency conditions, while the motor control system also provides partial braking force for the vehicle, enabling the vehicle to slow down and stop.

[0082] In this embodiment, a vehicle braking control method is provided, which identifies emergency conditions through the vehicle speed, the fault condition of the hydraulic braking system, and the temperature of each brake disc. If it is determined that the vehicle is in an emergency condition, the required braking torque of the vehicle is determined based on the gear information of the vehicle, thereby controlling the hydraulic braking system and motor control system in the vehicle to brake the vehicle; furthermore, the vehicle's brake backup can be realized when some or all of the pipelines of the hydraulic braking system are damaged, thereby achieving an emergency braking effect and ensuring the safety of vehicle driving.

[0083] Figure 2 The process of the vehicle braking control method provided by one embodiment of the present invention is as follows Figure 2 ,like Figure 2 As shown, the method includes:

[0084] 301. Obtain vehicle speed, hydraulic brake system fault information, and brake disc temperature information; wherein the hydraulic brake system fault information represents a fault condition of the hydraulic brake system in the vehicle; and the brake disc temperature information includes the temperature of each brake disc in the vehicle.

[0085] For example, this step may refer to step 201 and will not be described in detail here. After step 301, step 302 or step 303 is executed.

[0086] 302. If it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is greater than the enabling torque threshold, and the vehicle speed is greater than the emergency speed threshold, and the vehicle gear information is determined to be a forward gear or a reverse gear, then the vehicle's emergency operating condition information is determined based on the vehicle's hydraulic brake system fault information and brake disc temperature information.

[0087] Exemplarily, after step 301, Figure 3 A flow chart of an emergency condition identification method provided by an embodiment of the present invention is shown as follows: Figure 3 As shown, the vehicle controller can monitor the vehicle information of the vehicle through the CAN bus, including the maximum allowable battery feedback shaft end torque, vehicle speed, and gear information, and make real-time judgments on the vehicle's maximum allowable battery feedback shaft end torque, vehicle speed, and gear information. If the vehicle's maximum allowable battery feedback shaft end torque is greater than the preset enabling torque threshold, and the vehicle's speed is greater than the preset emergency speed threshold, and the vehicle's gear information is also monitored as forward gear or reverse gear, the acquired vehicle's hydraulic brake system fault information and brake disc temperature information are analyzed. Specifically, it can be judged whether the vehicle's hydraulic brake system fault information and brake disc temperature information meet preset conditions. The preset conditions include the hydraulic brake system fault information indicating that the hydraulic brake system is in a preset fault state (such as a single hydraulic circuit fault), and the brake disc temperature information indicating that the average temperature of all brake discs is greater than a preset value. If the vehicle's hydraulic brake system fault information and brake disc temperature information meet the preset conditions, it is determined that the vehicle is in an emergency condition. Otherwise, the vehicle is not in an emergency condition. Among them, Figure 3 The “Y” in the figure stands for “yes” and “N” stands for “no”. Figure 3 shown as consistent.

[0088] Regarding step 302, determining the emergency working condition information of the vehicle according to the hydraulic brake system fault information and the brake disc temperature information of the vehicle, specifically, combining Figure 3 , when the vehicle controller determines that the hydraulic brake system is not in a fault state based on the acquired hydraulic brake system fault information, and determines that the temperature of at least one brake disc of the vehicle is greater than the failure temperature threshold corresponding to the brake disc based on the acquired brake disc temperature information, for example, the temperatures of the four brake discs in the brake disc temperature information are T1, T2, T3 and T4 respectively, if only T1 is greater than the temperature T corresponding to the failure temperature threshold, it can be determined that the vehicle is in an emergency condition, and the emergency condition of the vehicle is specifically identified as a secondary emergency condition.

[0089] Further, combined with Figure 3 , when the vehicle controller determines that the hydraulic brake system is not in a fault state based on the acquired hydraulic brake system fault information, and the vehicle controller determines that the temperature of each brake disc is less than or equal to the failure temperature threshold of the corresponding brake disc based on the acquired brake disc temperature information, such as the temperatures of the four brake discs in the brake disc temperature information are T1, T2, T3 and T4 respectively, if T1 ≥ T, and T2 ≥ T, and T3 ≥ T, and T4 ≥ T, then it is determined that the vehicle is in a non-emergency working condition, and the vehicle does not need to perform emergency braking at this time.

[0090] Further, combined with Figure 3 When the vehicle controller determines, based on the acquired hydraulic brake system fault information, that the hydraulic brake system is in a faulty state, and specifically identifies the faulty state as a single-circuit fault in the hydraulic brake system, the vehicle is determined to be in an emergency operating condition, and the vehicle's emergency operating condition is specifically identified as a Level 2 emergency operating condition. When the vehicle controller determines, based on the acquired hydraulic brake system fault information, that the hydraulic brake system has a dual-circuit fault, the vehicle is determined to be in an emergency operating condition, and the vehicle's emergency operating condition is specifically identified as a Level 1 emergency operating condition.

[0091] Further, combined with Figure 3 After determining that the vehicle's emergency operating condition information indicates that the vehicle is in an emergency operating condition (a first-level emergency operating condition or a second-level emergency operating condition), the vehicle's emergency operating condition can be re-identified, that is, the vehicle controller can monitor the vehicle's speed, vehicle power-off status, and front and rear motor status in real time through the CAN bus. If the vehicle's speed is detected to be less than a preset exit speed threshold, or if the vehicle's power-off status is detected to be a fault state, or if the vehicle's front and rear motor status is detected to be a fault state, it is determined that the vehicle is in a non-emergency operating condition, and the vehicle does not need to perform emergency braking at this time; otherwise, the vehicle is kept in the emergency operating condition (a first-level emergency condition or a second-level emergency condition) to improve the accuracy of identifying the vehicle's emergency operating condition.

[0092] 303. If it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is less than or equal to the enabling torque threshold, and / or the vehicle speed is less than or equal to the emergency speed threshold, and / or it is determined that the vehicle's gear information is not a forward gear or a reverse gear, then it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a non-emergency operating condition.

[0093] For example, after step 301, Figure 3 As shown, the vehicle controller can monitor the vehicle information of the vehicle through the CAN bus, including the maximum allowable battery feedback shaft end torque, vehicle speed, and gear information, and make real-time judgments on the vehicle's maximum allowable battery feedback shaft end torque, vehicle speed, and gear information. If it is monitored that the vehicle's maximum allowable battery feedback shaft end torque is less than or equal to a preset enabling torque threshold, and / or, the vehicle's speed is monitored to be less than or equal to a preset emergency speed threshold, and / or, the vehicle's gear information is monitored to be not a forward gear or a reverse gear, it is determined that the vehicle is in a non-emergency working condition, and the vehicle does not need to perform emergency braking at this time.

[0094] 304. If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, then obtain gear information of the vehicle.

[0095] For example, this step may refer to step 203 and will not be described in detail here.

[0096] 305. If it is determined that the gear information of the vehicle is the parking gear and the brake pedal travel of the vehicle is not zero, the required braking torque of the vehicle is determined according to the first-level deceleration threshold of the vehicle.

[0097] For example, Figure 4 A flow chart of a basic braking control algorithm according to an embodiment of the present invention is shown in FIG. Figure 4 As shown, after determining that the vehicle is in an emergency state, the vehicle controller can obtain vehicle information, including gear information, and driver operation information in real time via the CAN bus. Based on the driver's operation of the brake pedal (e.g., pressing the brake pedal) represented by the driver operation information, the vehicle can record the vehicle's travel distance after the driver's operation of the brake pedal, thereby obtaining the vehicle's brake pedal travel. At this point, the vehicle controller identifies the driver's braking intention based on the vehicle's gear information and brake pedal travel, and calculates the vehicle's required braking torque based on the driver's braking intention. Specifically, if the vehicle controller determines that the vehicle's gear information is park and the vehicle's brake pedal travel is not zero, it is considered that the driver has a braking intention, and a preset first-level deceleration threshold is called. The vehicle's required braking torque is calculated based on the first-level deceleration threshold, for example, according to the formula: vehicle required braking torque = first-level deceleration threshold * vehicle half-load * wheel radius. The vehicle's required half-load, wheel radius, and the preset first-level deceleration threshold in the vehicle information are calculated and processed to obtain the vehicle's required braking torque.

[0098] In an example, Figure 4 As shown, after step 304, when the vehicle controller identifies the driver's braking intention based on the vehicle's gear information and brake pedal travel, if it is determined that the vehicle's gear information is the parking gear and the vehicle's brake pedal travel is zero, it is considered that the driver has a braking intention, and the preset secondary deceleration threshold is called, wherein the secondary deceleration threshold is less than the primary deceleration threshold; and the vehicle's required braking torque is calculated according to the secondary deceleration threshold, such as according to the vehicle's required braking torque = secondary deceleration threshold * vehicle half-load mass * wheel radius, the vehicle's required half-load mass, wheel radius and the preset secondary deceleration threshold in the vehicle information are calculated and processed to obtain the vehicle's required braking torque.

[0099] In an example, Figure 4As shown, after step 304, when the vehicle controller identifies the driver's braking intention based on the vehicle's gear information and brake pedal travel, if it determines that the vehicle's gear information is not the parking gear, it identifies the brake pedal travel valid flag. If the brake pedal travel valid flag is invalid, the vehicle's current brake pedal travel is the brake pedal travel at the moment the brake pedal travel valid flag changes from valid to invalid. The controller also calls a preset travel-torque conversion coefficient, which can be obtained by looking up the output signal obtained from a table based on the vehicle's current brake pedal travel. The vehicle controller then calculates the vehicle's current brake pedal travel and the travel-torque conversion coefficient based on the formula: Required vehicle braking torque = brake pedal travel * travel-torque conversion coefficient, to determine the vehicle's required braking torque.

[0100] 306. Determine the front axle braking torque, rear axle braking torque, and master cylinder pressure required by the vehicle based on the vehicle's required braking torque.

[0101] For example, taking a four-wheel drive vehicle as an example, the vehicle controller can call a preset braking torque distribution method to process the calculated vehicle-wide required braking torque to distribute the required braking torque to each front axle and each rear axle of the vehicle; specifically, when the vehicle is a four-wheel drive vehicle, 60%-70% of the braking force can be distributed to the front axle to prevent rear wheel locking and maintain vehicle stability based on the situation that the front axle braking force ratio needs to be higher than that of the rear axle, that is, the sum of the required braking torques of the two front axles of the vehicle is 60%-70% of the required braking torque of the vehicle, and the sum of the required braking torques of the two rear axles of the vehicle is 30%-40% of the required braking torque of the vehicle, and the sum of the required braking torques of the two front axles is evenly divided to obtain the required braking torque of each front axle of the vehicle, and the sum of the required braking torques of the two rear axles is evenly divided to obtain the required braking torque of each rear axle of the vehicle. Then, the vehicle controller calls the preset brake hydraulic pressure amplification factor. According to the vehicle's required braking torque, the vehicle's required master cylinder pressure and the preset brake hydraulic pressure amplification factor can be calculated according to the vehicle's required master cylinder pressure = vehicle's required braking torque ÷ brake hydraulic pressure amplification factor to obtain the vehicle's required master cylinder pressure.

[0102] In one example, step 306 includes: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a secondary emergency operating condition and the vehicle's hydraulic braking system is in a faulty state, then determining the minimum value between the vehicle's maximum battery allowable feedback shaft end torque and the sum of the motor's maximum allowable feedback torque; if it is determined that the vehicle's entire vehicle required braking torque is less than the minimum value, then determining the vehicle's front axle required braking torque based on the vehicle's maximum battery allowable feedback shaft end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft end torque; determining the vehicle's rear axle required braking torque based on the vehicle's maximum battery allowable feedback torque, the vehicle's required braking torque, the sum of the front axle required braking torques, and the sum of the rear motor's maximum allowable feedback shaft end torques; and determining the vehicle's entire vehicle required master cylinder pressure.

[0103] Specifically, Figure 5 A flowchart of the conversion between image coordinates and geographic coordinates provided by an embodiment of the present invention is shown in FIG. Figure 5As shown, when the vehicle controller determines that the vehicle is in an emergency condition, it can specifically identify the emergency condition, determine whether it is in a first-level emergency condition or a second-level emergency condition, and identify the hydraulic brake system information of the vehicle. If it is determined that the vehicle is in a second-level emergency condition and the hydraulic brake system of the vehicle is in a faulty state, the vehicle's pre-stored maximum allowable battery feedback shaft end torque and the sum of the maximum allowable motor feedback torque can be obtained through the CAN bus, and the minimum value between the maximum allowable battery feedback shaft end torque and the sum of the maximum allowable motor feedback torque can be calculated, that is, min (the maximum allowable battery feedback shaft end torque, the sum of the maximum allowable motor feedback torque); the calculated vehicle demand braking torque is compared with the minimum value. If it is determined that the vehicle demand braking torque is less than the minimum value, the distribution method 1 is adopted, that is, the left front axle demand braking torque = the right front axle demand braking torque Torque = min(min(maximum allowable battery regenerative torque, required vehicle braking torque) * hydraulic system front axle distribution coefficient / 2, maximum allowable front motor regenerative torque). The maximum allowable battery regenerative torque, the required vehicle braking torque, the hydraulic system front axle distribution coefficient, and the maximum allowable front motor regenerative torque are calculated to obtain the required braking torque for each front axle. The required braking torque for each rear axle can be obtained by calculating the formula: Left rear axle regenerative torque = Right rear axle regenerative torque = min((min(maximum allowable battery regenerative torque, required vehicle braking torque) - sum of required front axle braking torques), maximum allowable rear motor regenerative torque sum) / 2. The maximum allowable battery regenerative torque, required vehicle braking torque, sum of required front axle braking torques, and sum of required rear motor regenerative torques are calculated to obtain the required braking torque for each rear axle. Where (min(maximum allowable battery regenerative torque, required vehicle braking torque) - sum of required front axle braking torques) ≥ 0. At this point, the required vehicle master cylinder pressure = 0 Bar. Among them, the vehicle's battery's maximum allowable feedback shaft-end torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft-end torque are pre-stored, and the vehicle controller can obtain these data through the CAN bus.

[0104] Furthermore, if Figure 5As shown, after calculating the vehicle's maximum allowable battery feedback shaft end torque and the motor's maximum allowable motor feedback torque and the minimum value between the two, the vehicle controller compares the calculated vehicle demand braking torque with the minimum value. If it is determined that the vehicle demand braking torque is greater than or equal to the minimum value, allocation method 2 is adopted, that is, according to the vehicle's hydraulic brake system fault information, each target hydraulic circuit with a fault in the hydraulic brake system is determined. For example, when the target hydraulic circuits are the left front hydraulic circuit and the right rear hydraulic circuit, at this time, the right front axle demand braking torque = 0 Nm, and the left rear axle demand braking torque = 0 Nm. It is only necessary to calculate the front axle demand braking torque (i.e., the left front axle demand braking torque) and the rear axle demand braking torque (i.e., the right rear axle demand braking torque) corresponding to the target hydraulic circuit. The vehicle's battery maximum allowable feedback shaft end torque and vehicle demand braking torque can be calculated according to the following formula: left front axle demand braking torque = min(min(battery maximum allowable feedback shaft end torque, vehicle demand braking torque / 2)*hydraulic system front axle distribution coefficient, front motor maximum allowable feedback shaft end torque). , and the hydraulic system front axle distribution coefficient and the maximum allowable feedback shaft-end torque of the front motor corresponding to the target hydraulic circuit are calculated and processed to obtain the front axle required braking torque corresponding to the target hydraulic circuit. The front axle required braking torque, the hydraulic system front axle distribution coefficient, the hydraulic system rear axle distribution coefficient and the maximum allowable feedback shaft-end torque of the rear motor corresponding to the target hydraulic circuit can be calculated and processed according to the right rear axle required braking torque = min(left front axle required braking torque / hydraulic system front axle distribution coefficient*hydraulic system rear axle distribution coefficient, maximum allowable feedback shaft-end torque of the rear motor) to obtain the rear axle required braking torque corresponding to the target hydraulic circuit; wherein, the pressure conversion coefficient = (front caliper piston area*number of front caliper pistons*front caliper factor*front brake disc effective friction coefficient*front brake disc equivalent radius+rear caliper piston area*number of rear caliper pistons*rear caliper factor*rear brake disc effective friction coefficient*rear brake disc equivalent radius)*2. All these data required for calculating the pressure conversion coefficient can be obtained from a preset database or preset storage space via the CAN bus.After calculating the required front and rear axle braking torques for the target hydraulic circuit, the vehicle controller calculates the required front and rear axle braking torques for the target hydraulic circuit, along with the vehicle's total required braking torque, according to the formula: Required master cylinder pressure = (Required vehicle braking torque - Required left front axle braking torque - Required right rear axle braking torque) / pressure conversion factor * 2 / brake disc temperature rise attenuation coefficient. This calculates the required master cylinder pressure for the vehicle. The brake disc temperature rise attenuation coefficient can be obtained by querying a preset brake disc temperature rise and attenuation coefficient table based on the brake disc temperature. The obtained brake disc temperature rise attenuation coefficient can be filtered and smoothed, and its rate of change over a period of time can be limited to within a preset range. The left front and right rear motors are then used to replace the left front and right rear hydraulic circuits, coordinating braking with the healthy hydraulic circuit. When the motor's feedback capacity is exceeded, the healthy hydraulic circuit compensates, providing backup braking for the vehicle.

[0105] In one example, step 306 further includes: Figure 5As shown, when the vehicle controller determines that the vehicle is in an emergency condition, it can specifically identify the emergency condition, determine whether it is in a first-level emergency condition or a second-level emergency condition, and identify the hydraulic brake system information of the vehicle. If it is determined that the vehicle is in a second-level emergency condition and the hydraulic brake system of the vehicle is not in a faulty state, distribution method 3 is adopted, that is, according to the left front axle required braking torque = right front axle required braking torque = min(min(battery maximum allowable feedback shaft-end torque, vehicle required braking torque)*hydraulic system front axle distribution coefficient, front motor maximum allowable feedback shaft-end torque), the vehicle's battery maximum allowable feedback shaft-end torque, vehicle required braking torque, hydraulic system front axle distribution coefficient and front motor maximum allowable feedback shaft-end torque are calculated to obtain the vehicle's each front axle required braking torque; according to the left rear Axle required braking torque = right rear axle required braking torque = min(sum of all front axle required braking torques / hydraulic system front axle distribution coefficient*hydraulic system rear axle distribution coefficient, sum of the maximum allowable feedback shaft-end torques of the rear motor) / 2. The sum of the vehicle's all front axle required braking torques, the hydraulic system rear axle distribution coefficient, the hydraulic system front axle distribution coefficient and the sum of the maximum allowable feedback shaft-end torques of the rear motor are calculated to obtain the required braking torque of each rear axle of the vehicle. According to the vehicle's required master cylinder pressure = (vehicle's required braking torque - front axle's required braking torque - rear axle's required braking torque) / pressure conversion coefficient / brake disc temperature rise attenuation coefficient, the vehicle's required braking torque, front axle's required braking torque, rear axle's required braking torque, pressure conversion coefficient and brake disc temperature rise attenuation coefficient are calculated to obtain the vehicle's required master cylinder pressure. Among them, before outputting each required braking torque (front axle required braking torque / rear axle required braking torque), it can be multiplied by the preset vehicle speed attenuation coefficient to obtain the final required braking torque to avoid wheel reversal caused by motor feedback at low vehicle speeds.

[0106] In an example, Figure 5As shown, step 306 also includes: when the vehicle controller determines that the vehicle is in an emergency condition, it can specifically identify the emergency condition and judge whether it is in a first-level emergency condition or a second-level emergency condition. If it is determined that the vehicle is in a first-level emergency condition, the distribution method 1 is adopted, that is, the left front axle required braking torque = right front axle required braking torque = min(min(battery maximum allowable feedback shaft end torque, vehicle required braking torque)*hydraulic system front axle distribution coefficient / 2, front motor maximum allowable feedback shaft end torque), the vehicle's battery maximum allowable feedback shaft end torque, vehicle required braking torque, hydraulic system front axle distribution coefficient / 2, front motor maximum allowable feedback shaft end torque, The axle distribution coefficient and the maximum allowable feedback shaft end torque of the front motor are calculated and processed to obtain the required braking torque for each front axle of the vehicle; the required braking torque of the left rear axle can be calculated according to the formula: required braking torque of the left rear axle = required braking torque of the right rear axle = min((min(maximum allowable feedback torque of the battery, required braking torque of the whole vehicle) - sum of required braking torques of all front axles), sum of maximum allowable feedback shaft end torques of the rear motor) / 2. The maximum allowable feedback torque of the battery, required braking torque of the whole vehicle, sum of required braking torques of all front axles and sum of maximum allowable feedback shaft end torques of the rear motor are calculated and processed to obtain the required braking torque for each rear axle of the vehicle. Among them, (min(maximum allowable feedback torque of the battery, required braking torque of the whole vehicle) - sum of required braking torques of all front axles) ≥ 0; at this time, the vehicle's required master cylinder pressure = 0 Bar.

[0107] 307. Control the hydraulic brake system and motor control system in the vehicle to brake the vehicle according to the required braking torque of the front axle, the required braking torque of the rear axle, and the required master cylinder pressure of the entire vehicle.

[0108] For example, the vehicle also includes a motor control system. After determining the vehicle's current front axle braking torque, rear axle braking torque, and vehicle master cylinder pressure requirements, the vehicle controller can generate a corresponding control instruction based on the front axle braking torque requirements and send it to the motor control system. The motor control system controls each front axle motor to apply a corresponding braking torque to the corresponding front axle wheel according to the control instruction. Simultaneously, a corresponding control instruction based on the rear axle braking torque requirements can be generated and sent to the motor control system. The motor control system controls each rear axle motor to apply a corresponding braking torque to the corresponding rear axle wheel according to the control instruction. Simultaneously, a corresponding control instruction based on the vehicle master cylinder pressure requirements can be generated and sent to the hydraulic brake system. The hydraulic electronic control unit in the hydraulic brake system controls the hydraulic brake system to apply the corresponding vehicle master cylinder pressure to the wheel brake calipers according to the control instruction. In this case, the hydraulic brake system provides partial braking force for the vehicle in emergency situations, while the motor control system also provides partial braking force for the vehicle, enabling the vehicle to slow down and stop.

[0109] In one example, step 307 includes: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in an emergency operating condition and the vehicle's full-vehicle required master cylinder pressure is zero, then monitoring the vehicle's current driving status information; wherein the driving status information includes vehicle speed, single-wheel slip rate, and wheel acceleration; if it is monitored that the vehicle's current driving status information does not meet the first preset condition, then according to the vehicle's front axle required braking torque and rear axle required braking torque, controlling the electronic control unit in the motor control system to adjust the vehicle's motor torque, and according to the vehicle's full-vehicle required master cylinder pressure, controlling the electronic control unit in the hydraulic brake system to adjust the vehicle's master cylinder pressure to complete the vehicle braking operation.

[0110] Specifically, Figure 6 A flowchart of an arbitration method provided by an embodiment of the present invention is shown in FIG. Figure 6As shown, based on the anti-lock braking function, when the vehicle controller identifies the vehicle's emergency working condition information and determines that the vehicle is in an emergency working condition (level one emergency working condition or level two emergency working condition), the vehicle controller determines whether the anti-lock braking function is activated and calculates the target braking torque of each wheel according to the preset arbitration method. Taking a single wheel as an example, the calculated vehicle-demand master cylinder pressure can be judged. If it is determined that the vehicle-demand master cylinder pressure is zero, the vehicle controller determines that the vehicle currently enters stage 1, that is, the activation stage, and monitors the vehicle's current driving status information in real time, including vehicle speed, single-wheel slip rate and wheel acceleration, and calls the first preset condition to analyze and judge the driving status information, in order to determine whether the wheel has a tendency to lock. The first preset condition is a first condition, a second condition, or a third condition. The first condition includes the current vehicle speed being greater than the activation speed and the single-wheel slip ratio being greater than the maximum allowable slip ratio threshold for a duration of 30ms. The second condition includes the current vehicle speed being greater than the activation speed and the single-wheel slip ratio being greater than the activation slip ratio threshold, and the wheel acceleration being less than the wheel acceleration activation threshold for a duration of 30ms. The third condition includes the current vehicle speed being greater than the activation speed and the single-wheel slip ratio being greater than the activation slip ratio threshold and the wheel acceleration being less than the wheel acceleration lock threshold, and the wheel acceleration being increasing for a duration of 30ms. The slip ratio is determined by looking up a table based on the vehicle speed and vehicle acceleration, with different thresholds corresponding to different vehicle speeds and vehicle accelerations. If it is determined that the current vehicle driving state information does not meet the first preset condition, that is, the driving state information does not meet any of the first, second, or third conditions, the anti-lock braking function is not activated. If the vehicle controller, based on the vehicle's emergency operating condition information and the required master cylinder pressure, determines that the current condition is non-emergency or that the required master cylinder pressure is non-zero, no calculations are performed, no signal output or control is performed, and the anti-lock braking function is not activated. If the vehicle's anti-lock braking function is determined to be inactive, the electronic control unit in the motor control system is controlled based on the vehicle's front and rear axle required braking torques, adjusting the vehicle's motor torque through the motor. Furthermore, based on the vehicle's required master cylinder pressure, the electronic control unit in the hydraulic brake system is controlled to adjust the vehicle's master cylinder pressure through the hydraulic brake system to complete the vehicle's braking operation.

[0111] In one example, step 307 further includes: if the vehicle's current driving state information is monitored to meet a first preset condition, activating the vehicle's anti-lock braking function and determining a target braking torque for the vehicle based on the vehicle's pre-activation single-wheel braking torque. Based on the vehicle's target braking torque, the electronic control unit in the motor control system is controlled to adjust the vehicle's motor torque; and based on the vehicle's required master cylinder pressure, the hydraulic electronic control unit in the hydraulic brake system is controlled to adjust the vehicle's master cylinder pressure to complete the vehicle braking operation.

[0112] Specifically, if Figure 6As shown, the vehicle controller (VCU) determines whether the anti-lock braking system (ABS) function is activated and calculates the target braking torque for each wheel based on a preset arbitration method. For a single wheel, the VCU determines that the vehicle is currently in Phase 1, the activation determination phase. By monitoring the vehicle's current driving state information in real time, including vehicle speed, wheel slip ratio, and wheel acceleration, and invoking a first preset condition, the VCU analyzes this driving state information to determine whether the wheel is prone to locking. If the vehicle's current driving state information meets the first preset condition, the ABS function is activated. At this point, the VCU determines that the vehicle is entering Phase 2, the torque reduction waiting phase. In this phase, for a single wheel, the vehicle's pre-activation single-wheel demand braking torque (the demand braking torque for each axle calculated at the time the ABS function is activated) is determined as the vehicle's current target braking torque (i.e., the single-wheel target braking torque). The vehicle controller controls the electronic control unit in the motor control system to adjust the vehicle's motor torque according to the vehicle's target braking torque, and controls the hydraulic electronic control unit in the hydraulic brake system to adjust the vehicle's master cylinder pressure according to the vehicle's required master cylinder pressure to complete the vehicle's braking operation; specifically, Figure 7 A braking system workflow diagram is provided for an embodiment of the present invention, as shown in FIG. Figure 6 、 Figure 7 As shown, the braking system includes a vehicle controller system, a hydraulic brake electronic control unit, and a motor control system. The vehicle controller within the vehicle control system obtains vehicle information, including driving status information and driver operation information, such as whether the driver has applied the brake pedal. Based on the aforementioned embodiment, it calculates the vehicle's target braking torque and the vehicle's required master cylinder pressure. The vehicle controller multiplies the target braking torque by a vehicle speed attenuation coefficient to prevent wheel reversal due to motor feedback at low speeds. This results in the final single-wheel target braking torque (left front wheel target braking torque / left rear wheel target braking torque / right front wheel target braking torque / right rear wheel target braking torque). This single-wheel target braking torque is then output to the motor control unit (or motor controller) within the motor control system, which controls each motor to output a corresponding braking torque, which is applied to the axle and, in turn, to the corresponding wheel, slowing the vehicle to a stop. At the same time, the vehicle controller outputs the required master cylinder pressure to the hydraulic electronic control unit in the hydraulic brake system, which controls the master cylinder to build pressure, applying clamping force to the brake calipers, which in turn act on the wheels, slowing the vehicle to a stop. This allows the vehicle to fully utilize ground adhesion while waiting for torque reduction, while avoiding loss of braking force due to false triggering.

[0113] Furthermore, step 307 further includes: after the vehicle controller determines that the vehicle has entered Phase 2 based on the preset anti-lock braking function, it continues to monitor the vehicle speed, single-wheel slip ratio, and wheel acceleration in the current driving state information. If the monitored single-wheel slip ratio is greater than a first preset slip ratio (the preset Phase 2 target slip ratio), the vehicle is determined to have entered Phase 3, i.e., the initial torque reduction phase. The vehicle's target braking torque (i.e., Phase 2 single-wheel target braking torque) and the initial attenuation coefficient are calculated according to the formula: single-wheel target braking torque = Phase 2 single-wheel target braking torque * initial attenuation coefficient to obtain an updated target braking torque. The initial attenuation coefficient is calculated from the wheel acceleration and slip ratio. Simultaneously, a timer is counted during Phase 3. When the timer exceeds the preset Phase 3 attenuation time, the current single-wheel target braking torque is reduced at a certain rate to obtain the next target single-wheel braking torque for use in subsequent vehicle braking operations. This allows the vehicle to timely reduce the wheel slip ratio during the initial torque reduction phase, preventing wheel lock and loss of control.

[0114] Furthermore, step 307 further includes: after the vehicle controller determines that the vehicle has entered Stage 3 based on the preset anti-lock braking function, the vehicle controller continues to monitor the vehicle speed, single-wheel slip rate, and wheel acceleration in the vehicle's current driving state information. If the monitored wheel acceleration of the vehicle is greater than the first preset wheel acceleration (stage 3 target wheel acceleration), the vehicle is determined to have entered Stage 4, i.e., the waiting stage for wheel speed recovery. The vehicle's current target braking torque is then updated. Specifically, the single-wheel target braking torque at the previous moment (the single-wheel target braking torque at the last moment of stage 3) is determined as the vehicle's current target braking torque, i.e., the stage 4 single-wheel target braking torque, for use in subsequent vehicle braking operations. This allows the vehicle to promptly restore the slip rate to a normal range during the waiting stage for wheel speed recovery to prevent wheel lock and loss of control.

[0115] Furthermore, step 307 further includes: after the vehicle controller determines that the vehicle has entered stage 4 based on the preset anti-lock braking function, the vehicle controller continues to monitor the vehicle speed, single wheel slip rate, and wheel acceleration in the vehicle's current driving state information, and calls a third preset condition to analyze the vehicle's current driving state information, where the third preset condition is the seventh condition, the eighth condition, or the ninth condition; the seventh condition includes that the wheel acceleration is continuously greater than the second preset wheel acceleration (stage 4 wheel acceleration threshold 1) within a preset time period, and the single wheel slip rate is less than the third preset slip rate (stage 4 slip rate threshold 1); the eighth condition includes that the single wheel slip rate is continuously less than the fourth preset slip rate (stage 4 slip rate 2) within a preset time period; and the ninth condition includes that the wheel acceleration is greater than the third preset wheel acceleration (stage 4 wheel acceleration threshold 2), the single wheel slip rate continuously decreases within the preset time period, and the single wheel slip rate is less than the fifth preset slip rate (stage 4 slip rate threshold 3). If the vehicle's current driving state information is monitored to satisfy the third preset condition, i.e., the vehicle's current driving state information satisfies any of the seventh, eighth, and ninth conditions, then the vehicle is determined to enter stage 5, the rapid torque increase / decrease proportional-integral (PI) adjustment stage. The target slip rate difference for stage 5 can be calculated according to the formula: target slip rate difference for stage 5 = second preset slip rate (target slip rate for stage 5) - current slip rate. The current target braking torque, the second preset slip rate, and the single-wheel slip rate are calculated according to the formula: single-wheel target braking torque = single-wheel target braking torque for stage 4 + P value (proportional gain value) for stage 5 * target slip rate difference + I value (integral gain value) for stage 5 * target slip rate difference for stage 5 + integral sum of the I component at the previous moment. This updated target braking torque, i.e., the single-wheel target braking torque for stage 5, is calculated for use in subsequent vehicle braking operations. The target slip rate difference = target slip rate for stage 5 - current single-wheel slip rate. Furthermore, when the vehicle's slip rate deviates significantly from the target slip rate during the rapid torque increase and rapid torque reduction PI adjustment phase, the torque can be quickly adjusted to avoid the slip rate being too low or too high.

[0116] Furthermore, step 307 further includes: after the vehicle controller determines that the vehicle currently enters stage 5 according to the preset anti-lock braking function, the vehicle controller continues to monitor the vehicle speed, single wheel slip rate, and wheel acceleration in the current driving state information of the vehicle, and calls the fourth preset condition to analyze the current driving state information of the vehicle, wherein the fourth preset condition is the tenth condition, the eleventh condition, or the twelfth condition; the tenth condition includes that the wheel acceleration is continuously less than the fourth preset wheel acceleration (stage 5 wheel acceleration threshold 1) within a preset time period, and the single wheel slip rate is greater than the sixth preset slip rate (stage 5 slip rate threshold 1); the eleventh condition includes that the single wheel slip rate is continuously greater than the seventh preset slip rate (stage 5 slip rate 2) within the preset time period; and the twelfth condition includes that the wheel acceleration is less than the fifth preset wheel acceleration (stage 5 wheel acceleration threshold 2), the single wheel slip rate continuously decreases within the preset time period, and the single wheel slip rate is greater than the eighth preset slip rate (stage 5 slip rate threshold 3). If the vehicle's current driving state information satisfies any of the tenth, eleventh, or twelfth conditions, the vehicle enters Stage 6, i.e., the smooth torque increase / decrease PI regulation stage. The vehicle controller calculates the vehicle's target braking torque, the second preset slip ratio, and the wheel slip ratio according to the formula: single-wheel target braking torque = single-wheel target slip ratio at the transition from Stage 5 to Stage 6 + Stage 6 P value * target slip ratio difference + Stage 6 I value * stage 6 target slip ratio difference + integrated sum of the previous I portion. This calculates the updated target braking torque, i.e., the stage 6 target braking torque, for use in subsequent vehicle braking operations. The stage 6 target slip ratio difference = stage 6 target slip ratio - current single-wheel slip ratio. Consequently, during the smooth torque increase / decrease PI regulation stage, when the single-wheel slip ratio is near the target slip ratio, the torque is smoothly adjusted to converge the single-wheel slip ratio to the target slip ratio. Among them, after entering stage 6, the vehicle speed, single-wheel slip rate and wheel acceleration in the vehicle's current driving status information can continue to be monitored. If it is monitored that the vehicle's current driving status information meets the third preset condition, that is, the vehicle's current driving status information meets the third preset condition, it is determined that the vehicle enters stage 5, and the single-wheel target braking torque is updated and adjusted according to the adjustment method of stage 5 for vehicle braking operation.

[0117] In one example, after the vehicle's anti-lock braking system is activated, the vehicle controller may invoke a pre-set second condition at any stage after the anti-lock braking system is activated, where the second pre-set condition is a fourth condition, a fifth condition, or a sixth condition; the fourth condition includes the current vehicle speed being less than the exit speed; the fifth condition includes the single-wheel slip ratio being less than the exit slip ratio and persisting for a certain period of time; and the sixth condition includes the single-wheel torque being less than the exit torque and persisting for a certain period of time. The vehicle controller analyzes the real-time monitored vehicle driving state information based on the second pre-set condition and, if it determines that the vehicle's current driving state information meets the second pre-set condition, i.e., any of the fourth, fifth, or sixth conditions, then the vehicle's anti-lock braking system is deactivated.

[0118] In this embodiment, based on the above embodiment, the anti-lock braking function is divided into 6 stages. Different control algorithms are used in different stages to calculate the motor torque and control and adjust the motor torque to avoid wheel locking and loss of control, thereby ensuring driving safety.

[0119] Figure 8 A schematic diagram of the structure of a vehicle brake control device according to an embodiment of the present invention is shown in FIG. Figure 8 As shown, the device includes:

[0120] An acquisition module 401 is used to acquire the vehicle's speed, hydraulic brake system fault information and brake disc temperature information; wherein the hydraulic brake system fault information represents the fault condition of the hydraulic brake system in the vehicle; the brake disc temperature information includes the temperature of each brake disc in the vehicle; a first determination module 402 is used to determine the vehicle's emergency operating condition information based on the vehicle's speed, hydraulic brake system fault information and brake disc temperature information; a second determination module 403 is used to acquire the vehicle's gear information if it is determined that the vehicle's emergency operating condition information represents that the vehicle is in an emergency operating condition, and determine the vehicle's required braking torque based on the vehicle's gear information; a control module 404 is used to control the hydraulic brake system and motor control system in the vehicle to perform vehicle braking based on the vehicle's required braking torque.

[0121] Furthermore, the first determination module 402 is specifically used to: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is greater than the enabling torque threshold, and the vehicle speed is greater than the emergency speed threshold, and the vehicle's gear information is determined to be a forward gear or a reverse gear, then the vehicle's emergency operating condition information is determined based on the vehicle's hydraulic brake system fault information and brake disc temperature information.

[0122] Furthermore, the first determination module 402 is specifically used to: if it is determined that the hydraulic brake system fault information of the vehicle indicates that the hydraulic brake system is not in a fault state, and it is determined that the brake disc temperature information of the vehicle indicates that the temperature of at least one brake disc is greater than the corresponding failure temperature threshold, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition.

[0123] Furthermore, the first determination module 402 is specifically configured to: if it is determined that the brake disc temperature information of the vehicle indicates that the temperature of each brake disc is less than or equal to the corresponding failure temperature threshold, then determine that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

[0124] Furthermore, the first determination module 402 is also specifically used to: if it is determined that the vehicle's hydraulic brake system fault information indicates that there is a single-circuit fault in the hydraulic brake system, then determine that the vehicle's emergency operating condition information indicates that the vehicle is in a secondary emergency operating condition; if it is determined that the vehicle's hydraulic brake system fault information indicates that there is a dual-circuit fault in the hydraulic brake system, then determine that the vehicle's emergency operating condition information indicates that the vehicle is in a primary emergency operating condition.

[0125] Furthermore, the first determination module 402 is also specifically used to: if it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is less than or equal to the enabling torque threshold, and / or the vehicle's speed is less than or equal to the emergency speed threshold, and / or it is determined that the vehicle's gear information is not a forward gear or a reverse gear, then it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a non-emergency operating condition.

[0126] Furthermore, the second determination module 403 is specifically configured to determine the required vehicle braking torque according to the first-level deceleration threshold of the vehicle if it is determined that the gear information of the vehicle is the parking gear and the brake pedal travel of the vehicle is not zero.

[0127] Furthermore, the second determination module 403 is also specifically used to: if it is determined that the vehicle's gear information is the parking gear and the vehicle's brake pedal travel is zero, then determine the vehicle's required braking torque based on the vehicle's secondary deceleration threshold; wherein the secondary deceleration threshold is less than the primary deceleration threshold.

[0128] Furthermore, the second determining module 403 is further specifically configured to: if it is determined that the gear information of the vehicle is not the parking gear, determine the required braking torque of the vehicle according to the brake pedal travel of the vehicle.

[0129] Furthermore, the control module 404 is specifically used to: determine the vehicle's front axle required braking torque, rear axle required braking torque and vehicle's required master cylinder pressure based on the vehicle's required braking torque; and control the hydraulic braking system and motor control system in the vehicle to perform vehicle braking based on the vehicle's front axle required braking torque, rear axle required braking torque and vehicle's required master cylinder pressure.

[0130] Furthermore, the control module 404 is specifically used to: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a secondary emergency operating condition and the vehicle's hydraulic braking system is in a faulty state, then determine the minimum value between the vehicle's maximum battery allowable feedback shaft end torque and the sum of the motor's maximum allowable feedback torque; if it is determined that the vehicle's entire vehicle required braking torque is less than the minimum value, then determine the vehicle's front axle required braking torque based on the vehicle's maximum battery allowable feedback shaft end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft end torque; determine the vehicle's rear axle required braking torque based on the vehicle's maximum battery allowable feedback torque, the vehicle's required braking torque, the sum of the front axle required braking torques, and the sum of the rear motor's maximum allowable feedback shaft end torques; and determine the vehicle's entire vehicle required master cylinder pressure.

[0131] Furthermore, the control module 404 is also specifically used to: if it is determined that the vehicle's required braking torque is greater than or equal to a minimum value, determine the target hydraulic circuit with a fault in the vehicle's hydraulic brake system; determine the front axle required braking torque corresponding to the target hydraulic circuit based on the vehicle's maximum battery allowed feedback shaft-end torque, the vehicle's required braking torque, and the hydraulic system's front axle distribution coefficient and the front motor's maximum allowed feedback shaft-end torque corresponding to the target hydraulic circuit; determine the rear axle required braking torque corresponding to the target hydraulic circuit based on the front axle required braking torque, the hydraulic system's front axle distribution coefficient, the hydraulic system's rear axle distribution coefficient and the rear motor's maximum allowed feedback shaft-end torque corresponding to the target hydraulic circuit; determine the vehicle's required master cylinder pressure based on the vehicle's required braking torque, the front axle required braking torque and the rear axle required braking torque corresponding to the target hydraulic circuit, the pressure conversion coefficient and the brake disc temperature rise attenuation coefficient.

[0132] Furthermore, the control module 404 is also specifically used to: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a secondary emergency operating condition and the vehicle's hydraulic braking system is not in a faulty state, then the vehicle's front axle required braking torque is determined based on the vehicle's battery's maximum allowable feedback shaft-end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft-end torque; the vehicle's rear axle required braking torque is determined based on the sum of the vehicle's various front axle required braking torques, the hydraulic system's rear axle distribution coefficient, the hydraulic system's front axle distribution coefficient, and the sum of the rear motor's maximum allowable feedback shaft-end torques; and the vehicle's required master cylinder pressure is determined based on the vehicle's required braking torque, the front axle required braking torque, the rear axle required braking torque, the pressure conversion coefficient, and the brake disc temperature rise attenuation coefficient.

[0133] Furthermore, the control module 404 is also specifically used to: if it is determined that the vehicle's emergency operating condition information indicates that the vehicle is in a level 1 emergency operating condition, then determine the vehicle's front axle required braking torque based on the vehicle's maximum battery allowable feedback shaft end torque, the vehicle's required braking torque, the hydraulic system's front axle distribution coefficient, and the front motor's maximum allowable feedback shaft end torque; determine the vehicle's rear axle required braking torque based on the vehicle's maximum battery allowable feedback torque, the vehicle's required braking torque, the sum of the front axle required braking torques, and the sum of the rear motor's maximum allowable feedback shaft end torques; and determine the vehicle's required master cylinder pressure.

[0134] Furthermore, the control module 404 is also specifically used to: if it is determined that the emergency working condition information of the vehicle indicates that the vehicle is in an emergency working condition and the vehicle's full-vehicle required master cylinder pressure is zero, then monitor the vehicle's current driving state information; wherein the driving state information includes vehicle speed, single-wheel slip rate and wheel acceleration; if it is monitored that the vehicle's current driving state information does not meet the first preset condition, then control the electronic control unit in the motor control system to adjust the vehicle's motor torque according to the vehicle's front axle required braking torque and rear axle required braking torque, and control the electronic control unit in the hydraulic brake system to adjust the vehicle's full-vehicle required master cylinder pressure according to the vehicle's full-vehicle required master cylinder pressure. The vehicle's master cylinder pressure is increased to complete the vehicle braking operation; wherein, the first preset condition is the first condition, or the second condition, or the third condition; the first condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is continuously greater than the maximum allowable slip rate threshold within a preset time period; the second condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is continuously less than the wheel acceleration activation threshold within a preset time period; the third condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is less than the acceleration lock threshold, and the wheel acceleration continues to increase within a preset time period.

[0135] Furthermore, the control module 404 is also specifically used to: if it is monitored that the current driving status information of the vehicle meets the first preset condition, then turn on the anti-lock braking function of the vehicle, and determine the target braking torque of the vehicle based on the braking torque required for a single wheel before activation of the vehicle; according to the target braking torque of the vehicle, control the electronic control unit in the motor control system to adjust the motor torque of the vehicle; and according to the master cylinder pressure required by the vehicle as a whole, control the hydraulic electronic control unit in the hydraulic brake system to adjust the master cylinder pressure of the vehicle to complete the vehicle braking operation.

[0136] Furthermore, after the control module 404 is used to activate the anti-lock braking function of the vehicle, it is also specifically used to: exit the anti-lock braking function of the vehicle if it is monitored that the current driving state information of the vehicle meets the second preset condition; wherein the second preset condition is the fourth condition, or the fifth condition, or the sixth condition; the fourth condition includes that the current vehicle speed is less than the exit vehicle speed; the fifth condition includes that the current single-wheel slip rate is continuously less than the exit slip rate within a preset time period; and the sixth condition includes that the current single-wheel torque is continuously less than the exit torque within a preset time period.

[0137] Furthermore, the control module 404 is further specifically configured to update the target braking torque of the vehicle according to the target braking torque of the vehicle and the first attenuation coefficient if it is monitored that the single wheel slip ratio of the vehicle is greater than a first preset slip ratio.

[0138] Furthermore, the control module 404 is further specifically configured to update the target braking torque of the vehicle if it is detected that the wheel acceleration of the vehicle is greater than a first preset wheel acceleration.

[0139] Furthermore, the control module 404 is also specifically configured to: if it is monitored that the current driving state information of the vehicle satisfies a third preset condition, update the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip ratio, and the single-wheel slip ratio; wherein the third preset condition is the seventh condition, the eighth condition, or the ninth condition; the seventh condition includes that the wheel acceleration is continuously greater than the second preset wheel acceleration within a preset time period, and the single-wheel slip ratio is less than the third preset slip ratio; the eighth condition includes that the single-wheel slip ratio is continuously less than the fourth preset slip ratio within a preset time period; and the ninth condition includes that the wheel acceleration is greater than the third preset wheel acceleration, and the single-wheel slip ratio continuously decreases within a preset time period, and the single-wheel slip ratio is less than the fifth preset slip ratio.

[0140] Furthermore, the control module 404 is further specifically configured to update the target braking torque of the vehicle according to the target braking torque of the vehicle, the second preset slip ratio, and the single-wheel slip ratio if it is monitored that the current driving state information of the vehicle satisfies a fourth preset condition; wherein the fourth preset condition is the tenth condition, or the eleventh condition, or the twelfth condition; the tenth condition includes that the wheel acceleration is continuously less than the fourth preset wheel acceleration within a preset time period, and the single-wheel slip ratio is greater than the sixth preset slip ratio; the eleventh condition includes that the single-wheel slip ratio is continuously greater than the seventh preset slip ratio within a preset time period; and the twelfth condition includes that the wheel acceleration is less than the fifth preset wheel acceleration, and the single-wheel slip ratio continuously decreases within the preset time period, and the single-wheel slip ratio is greater than the eighth preset slip ratio.

[0141] Furthermore, in the second determination module 403, after determining that the vehicle's emergency operating condition information indicates that the vehicle is in an emergency operating condition, it is also used to: if the vehicle speed is monitored to be less than the exit speed threshold, or if the vehicle power-off state is monitored to be a fault state, or if the front and rear motor states of the vehicle are monitored to be a fault state, then determine that the vehicle is in a non-emergency operating condition.

[0142] The device of this embodiment can execute the technical solution in the above method. Its specific implementation process and technical principles are the same and will not be repeated here.

[0143] Figure 9 This is a schematic diagram of the structure of a vehicle controller provided by an embodiment of the present invention. Figure 9 As shown, the vehicle controller may include: a memory 501 and a processor 502.

[0144] The memory 501 is used to store programs. Specifically, the program may include program code, and the program code includes computer-executable instructions. The memory 501 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory. The processor 502 is used to execute the computer-executable instructions stored in the memory 501 to implement the method described in the aforementioned method embodiment. Among them, the processor 502 may be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement an embodiment of the present invention.

[0145] Optionally, the vehicle controller may further include a receiver 503 and a transmitter 504. In a specific implementation, if the receiver 503, the transmitter 504, the memory 501 and the processor 502 are implemented independently, the receiver 503, the transmitter 504, the memory 501 and the processor 502 may be interconnected via a bus and communicate with each other. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but this does not mean that there is only one bus or one type of bus.

[0146] The present invention also provides a vehicle, including a vehicle controller, which is used to execute the method in the above embodiment.

[0147] The present invention also provides a computer-readable storage medium, in which computer program instructions are stored. When a processor executes the computer program instructions, the solution in the above embodiment is implemented.

[0148] The computer-readable storage medium 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 storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer. The present invention also provides an exemplary readable storage medium coupled to a processor, so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in a dedicated integrated circuit.

[0149] The present invention also provides a computer program product, including a computer program, which implements the solution in the above embodiment when executed by a processor.

[0150] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as a magnetic disk or optical disk.

[0151] Finally, it should be noted that the above embodiments are only preferred embodiments for fully illustrating the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A vehicle braking control method, characterized in that: include: Acquiring the vehicle speed, hydraulic brake system fault information, and brake disc temperature information of the vehicle; wherein the hydraulic brake system fault information indicates a fault condition of the hydraulic brake system in the vehicle; and the brake disc temperature information includes the temperature of each brake disc in the vehicle; determining emergency operating condition information of the vehicle based on the vehicle speed, hydraulic brake system fault information, and brake disc temperature information; If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, obtaining gear information of the vehicle, and determining a required braking torque of the vehicle according to the gear information of the vehicle; According to the required braking torque of the vehicle, the hydraulic brake system and the motor control system in the vehicle are controlled to brake the vehicle.

2. The method according to claim 1, characterized in that The determining of the emergency operating condition information of the vehicle according to the vehicle speed, hydraulic brake system fault information, and brake disc temperature information includes: If it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is greater than the enabling torque threshold, and the vehicle speed is greater than the emergency speed threshold, and the gear information of the vehicle is determined to be a forward gear or a reverse gear, then the emergency operating condition information of the vehicle is determined based on the hydraulic brake system fault information and brake disc temperature information of the vehicle.

3. The method according to claim 2, characterized in that The determining of the emergency operating condition information of the vehicle according to the hydraulic brake system fault information and the brake disc temperature information of the vehicle includes: If it is determined that the hydraulic brake system fault information of the vehicle indicates that the hydraulic brake system is not in a fault state, and it is determined that the brake disc temperature information of the vehicle indicates that the temperature of at least one brake disc is greater than the corresponding failure temperature threshold, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition.

4. The method according to claim 3, characterized in that The method further comprises: If it is determined that the brake disc temperature information of the vehicle indicates that the temperature of each brake disc is less than or equal to the corresponding failure temperature threshold, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

5. The method according to claim 3, characterized in that The method further comprises: If it is determined that the hydraulic brake system fault information of the vehicle indicates that a single circuit fault exists in the hydraulic brake system, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition; If it is determined that the hydraulic brake system fault information of the vehicle indicates that a dual-circuit fault exists in the hydraulic brake system, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a level one emergency operating condition.

6. The method according to claim 2, characterized in that The method further comprises: If it is determined that the maximum allowable feedback shaft end torque of the vehicle's battery is less than or equal to the enabling torque threshold, and / or the vehicle speed is less than or equal to the emergency speed threshold, and / or it is determined that the gear information of the vehicle is not a forward gear or a reverse gear, then it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a non-emergency operating condition.

7. The method according to claim 1, characterized in that Determining the required braking torque of the vehicle according to the gear information of the vehicle includes: If it is determined that the gear information of the vehicle is the parking gear and the brake pedal stroke of the vehicle is not zero, the required vehicle braking torque of the vehicle is determined according to the first-level deceleration threshold of the vehicle.

8. The method according to claim 7, characterized in that The method further comprises: If it is determined that the gear information of the vehicle is the parking gear and the brake pedal travel of the vehicle is zero, the required vehicle braking torque of the vehicle is determined based on the secondary deceleration threshold of the vehicle; wherein the secondary deceleration threshold is smaller than the primary deceleration threshold.

9. The method according to claim 7, characterized in that The method further comprises: If it is determined that the gear information of the vehicle is not the parking gear, the required braking torque of the vehicle is determined according to the brake pedal travel of the vehicle.

10. The method according to claim 1, characterized in that The method of controlling the hydraulic brake system and the motor control system in the vehicle to brake the vehicle according to the required braking torque of the vehicle includes: Determining the front axle braking torque, rear axle braking torque, and master cylinder pressure required by the vehicle according to the vehicle's required braking torque; According to the front axle braking torque and rear axle braking torque required by the vehicle and the master cylinder pressure required by the entire vehicle, the hydraulic brake system and the motor control system in the vehicle are controlled to perform vehicle braking.

11. The method according to claim 10, characterized in that The determining, based on the vehicle's required braking torque, of the front axle and rear axle, and the vehicle's required master cylinder pressure, includes: If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a secondary emergency operating condition and the hydraulic brake system of the vehicle is in a faulty state, determining a minimum value between a maximum allowable regenerative shaft end torque of the battery of the vehicle and a maximum allowable regenerative torque of the motor; If it is determined that the required braking torque of the vehicle is less than the minimum value, determining the required front axle braking torque of the vehicle based on the maximum allowable feedback shaft end torque of the battery of the vehicle, the required braking torque of the vehicle, the front axle distribution coefficient of the hydraulic system, and the maximum allowable feedback shaft end torque of the front motor; Determining the required braking torque of the rear axle of the vehicle based on the maximum allowable regenerative torque of the battery of the vehicle, the required braking torque of the entire vehicle, the sum of the required braking torques of the front axles, and the sum of the maximum allowable regenerative shaft end torques of the rear motors; Determine the required master cylinder pressure of the vehicle.

12. The method according to claim 11, characterized in that The method further comprises: If it is determined that the required vehicle braking torque of the vehicle is greater than or equal to the minimum value, determining that a faulty target hydraulic circuit exists in the hydraulic brake system of the vehicle; Determining a required front axle braking torque corresponding to the target hydraulic circuit based on a maximum allowable feedback shaft end torque of the battery of the vehicle, a required braking torque of the entire vehicle, a front axle distribution coefficient of the hydraulic system corresponding to the target hydraulic circuit, and a maximum allowable feedback shaft end torque of the front motor; Determining the rear axle required braking torque corresponding to the target hydraulic circuit according to the front axle required braking torque corresponding to the target hydraulic circuit, the front axle distribution coefficient of the hydraulic system, the rear axle distribution coefficient of the hydraulic system, and the maximum allowable feedback shaft end torque of the rear motor; The required master cylinder pressure of the vehicle is determined based on the required braking torque of the vehicle, the required front axle braking torque and the required rear axle braking torque corresponding to the target hydraulic circuit, the pressure conversion coefficient and the brake disc temperature rise attenuation coefficient.

13. The method according to claim 11, characterized in that The method further comprises: If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a level 2 emergency operating condition and the hydraulic brake system of the vehicle is not in a faulty state, determining the required front axle braking torque of the vehicle based on the maximum allowable regenerative shaft end torque of the vehicle's battery, the required braking torque of the entire vehicle, the front axle distribution coefficient of the hydraulic system, and the maximum allowable regenerative shaft end torque of the front motor; Determining the required rear axle braking torque of the vehicle based on the sum of the required front axle braking torques of the vehicle, the rear axle distribution coefficient of the hydraulic system, the front axle distribution coefficient of the hydraulic system, and the sum of the maximum allowable feedback shaft end torques of the rear motor; The required master cylinder pressure of the vehicle is determined based on the required braking torque of the vehicle, the required braking torque of the front axle, the required braking torque of the rear axle, the pressure conversion coefficient, and the brake disc temperature rise attenuation coefficient.

14. The method according to claim 11, characterized in that The method further comprises: If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in a level 1 emergency operating condition, determining a required front axle braking torque of the vehicle based on a maximum allowable regenerative shaft end torque of the vehicle's battery, a required vehicle braking torque, a front axle distribution coefficient of the hydraulic system, and a maximum allowable regenerative shaft end torque of the front motor; Determining the required braking torque of the rear axle of the vehicle based on the maximum allowable regenerative torque of the battery of the vehicle, the required braking torque of the entire vehicle, the sum of the required braking torques of the front axles, and the sum of the maximum allowable regenerative shaft end torques of the rear motors; Determine the required master cylinder pressure of the vehicle.

15. The method according to claim 10, characterized in that The method of controlling the hydraulic brake system and the motor control system in the vehicle to brake the vehicle according to the required braking torque of the front axle, the required braking torque of the rear axle, and the required master cylinder pressure of the entire vehicle includes: If it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition and the vehicle required master cylinder pressure is zero, monitoring the current driving state information of the vehicle; wherein the driving state information includes vehicle speed, single wheel slip rate, and wheel acceleration; If it is monitored that the current driving state information of the vehicle does not meet the first preset condition, controlling the electronic control unit in the motor control system to adjust the motor torque of the vehicle according to the required braking torque of the front axle and the required braking torque of the rear axle of the vehicle, and controlling the electronic control unit in the hydraulic brake system to adjust the master cylinder pressure of the vehicle according to the required master cylinder pressure of the vehicle, so as to complete the vehicle braking operation; Among them, the first preset condition is the first condition, the second condition, or the third condition; the first condition includes that the vehicle speed is greater than the activation speed, and the single-wheel slip rate is continuously greater than the maximum allowable slip rate threshold within a preset time period; the second condition includes that the vehicle speed is greater than the activation speed, the single-wheel slip rate is greater than the activation slip rate threshold, and the wheel acceleration is continuously less than the wheel acceleration activation threshold within a preset time period; the third condition includes that the vehicle speed is greater than the activation speed, the single-wheel slip rate is greater than the activation slip rate threshold, the wheel acceleration is less than the acceleration locking threshold, and the wheel acceleration continues to increase within a preset time period.

16. The method according to claim 15, characterized in that The method further comprises: If it is monitored that the current driving state information of the vehicle meets the first preset condition, the anti-lock braking function of the vehicle is activated, and the target braking torque of the vehicle is determined according to the required braking torque of a single wheel before activation of the vehicle; According to the target braking torque of the vehicle, the electronic control unit in the motor control system is controlled to adjust the motor torque of the vehicle; and according to the master cylinder pressure required by the vehicle, the hydraulic electronic control unit in the hydraulic brake system is controlled to adjust the master cylinder pressure of the vehicle to complete the vehicle braking operation.

17. The method according to claim 16, characterized in that After the anti-lock braking function of the vehicle is turned on, the method further includes: If it is monitored that the current driving state information of the vehicle meets the second preset condition, the anti-lock braking function of the vehicle is exited; wherein the second preset condition is the fourth condition, or the fifth condition, or the sixth condition; the fourth condition includes that the current vehicle speed is less than the exit speed; the fifth condition includes that the current single-wheel slip rate is continuously less than the exit slip rate within a preset time period; the sixth condition includes that the current single-wheel torque is continuously less than the exit torque within a preset time period.

18. The method according to claim 16, characterized in that The method further comprises: If it is monitored that the single-wheel slip ratio of the vehicle is greater than a first preset slip ratio, the target braking torque of the vehicle is updated according to the target braking torque of the vehicle and a first attenuation coefficient.

19. The method according to claim 18, characterized in that The method further comprises: If it is monitored that the wheel acceleration of the vehicle is greater than a first preset wheel acceleration, the target braking torque of the vehicle is updated.

20. The method according to claim 19, characterized in that The method further comprises: If it is monitored that the current driving state information of the vehicle meets a third preset condition, the target braking torque of the vehicle is updated according to the target braking torque of the vehicle, the second preset slip rate and the single-wheel slip rate; wherein the third preset condition is the seventh condition, the eighth condition, or the ninth condition; the seventh condition includes that the wheel acceleration is continuously greater than the second preset wheel acceleration within a preset time period, and the single-wheel slip rate is less than the third preset slip rate; the eighth condition includes that the single-wheel slip rate is continuously less than the fourth preset slip rate within a preset time period; the ninth condition includes that the wheel acceleration is greater than the third preset wheel acceleration, the single-wheel slip rate continues to decrease within a preset time period, and the single-wheel slip rate is less than the fifth preset slip rate.

21. The method according to claim 20, characterized in that The method further comprises: If it is monitored that the current driving state information of the vehicle meets a fourth preset condition, the target braking torque of the vehicle is updated according to the target braking torque of the vehicle, the second preset slip rate and the single-wheel slip rate; wherein the fourth preset condition is the tenth condition, or the eleventh condition, or the twelfth condition; the tenth condition includes that the wheel acceleration is continuously less than the fourth preset wheel acceleration within a preset time period, and the single-wheel slip rate is greater than the sixth preset slip rate; the eleventh condition includes that the single-wheel slip rate is continuously greater than the seventh preset slip rate within a preset time period; the twelfth condition includes that the wheel acceleration is less than the fifth preset wheel acceleration, and the single-wheel slip rate continues to decrease within the preset time period, and the single-wheel slip rate is greater than the eighth preset slip rate.

22. The method according to any one of claims 1 to 21, characterized in that After determining that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, the method further includes: If it is monitored that the vehicle speed is less than the exit speed threshold, or if it is monitored that the vehicle power-off state is a fault state, or if it is monitored that the front and rear motor states of the vehicle are a fault state, it is determined that the vehicle is in a non-emergency operating condition.

23. A vehicle brake control device, characterized in that: include: an acquisition module, configured to acquire vehicle speed, hydraulic brake system fault information, and brake disc temperature information of the vehicle; wherein the hydraulic brake system fault information indicates a fault condition of the hydraulic brake system in the vehicle; and the brake disc temperature information includes the temperature of each brake disc in the vehicle; a first determining module, configured to determine emergency operating condition information of the vehicle based on vehicle speed, hydraulic brake system fault information, and brake disc temperature information; a second determining module, configured to obtain gear information of the vehicle if it is determined that the emergency operating condition information of the vehicle indicates that the vehicle is in an emergency operating condition, and determine a required braking torque of the vehicle according to the gear information of the vehicle; The control module is used to control the hydraulic braking system and the motor control system in the vehicle to brake the vehicle according to the required braking torque of the vehicle.

24. A vehicle controller, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 22.

25. A vehicle, characterized in that: The vehicle includes a vehicle controller; the vehicle controller is used to execute the method as described in any one of claims 1-22.

26. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 22 when executed by a processor.

27. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 22 when executed by a processor.

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