Vehicle control method and device, controller, vehicle and storage medium

Abstract

The invention discloses a vehicle control method, a vehicle control device, a controller, a vehicle and a computer readable storage medium. The control method comprises the steps that vehicle driving information, vehicle working conditions and required braking torque are obtained; determining a motor feedback torque according to the vehicle working condition, the vehicle driving information and the required braking torque; and controlling motor braking of the vehicle according to the motor feedback torque. The application scenarios of the electro-hydraulic compound control technology can be increased, and the endurance mileage of the vehicle can be further improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle control device, a controller, a vehicle, and a computer-readable storage medium. Background Technology

[0002] With the rapid development of electric vehicle technology, electro-hydraulic hybrid control technology has emerged. This technology can convert some of the kinetic energy during vehicle braking into electrical energy stored in the battery, thus increasing the vehicle's driving range. However, current electro-hydraulic hybrid control technology is only applied in emergency braking situations and does not consider how the vehicle converts kinetic energy into electrical energy under other operating conditions, which is detrimental to further improving the vehicle's driving range. Summary of the Invention

[0003] This application provides a vehicle control method, a vehicle control device, a controller, a vehicle, and a computer-readable storage medium.

[0004] The vehicle control method according to the embodiments of this application includes: acquiring vehicle driving information, vehicle operating conditions, and required braking torque; determining motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque; and controlling the vehicle's motor braking based on the motor feedback torque.

[0005] The vehicle control device according to this application includes an acquisition module, a processing module, and a motor. The acquisition module is used to acquire vehicle driving information, vehicle operating conditions, and required braking torque. The processing module is used to: determine the motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque; and control the vehicle's motor braking based on the motor feedback torque.

[0006] This application also provides a controller, which includes a memory and a processor. The memory is configured to store a computer program. When the processor executes the computer program, it implements the following control method: acquiring vehicle driving information, vehicle operating conditions, and required braking torque; determining the motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque; and controlling the vehicle's motor braking based on the motor feedback torque.

[0007] This application also provides a vehicle, which includes a vehicle control device and a controller. The vehicle control device includes an acquisition module, a processing module, and a motor. The acquisition module is used to acquire vehicle driving information, vehicle operating conditions, and required braking torque. The processing module is used to: determine the motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque; and control the vehicle's motor braking based on the motor feedback torque.

[0008] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the following control method: acquiring vehicle driving information, vehicle operating conditions, and required braking torque; determining motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque; and controlling the vehicle's motor braking based on the motor feedback torque.

[0009] The vehicle control method, control device, controller, vehicle, and computer-readable storage medium provided in this application determine the motor feedback torque to be applied to the motor based on the vehicle's operating conditions, driving information, and required braking torque. The required braking torque is the braking torque input to the vehicle by the driver pressing the brake pedal. Therefore, this application can determine the motor feedback torque based on the type of vehicle operating conditions, driving information, and required braking torque, and then apply the motor feedback torque to the motor. This allows the motor to convert the vehicle's kinetic energy into electrical energy while overcoming the feedback torque, and the electrical energy is then stored again in the power battery connected to the motor. This application can determine the motor feedback torque based on different vehicle operating conditions, enriching the application scenarios of electro-hydraulic composite control technology and contributing to further improvements in vehicle range.

[0010] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0011] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0012] Figure 1 This is a flowchart illustrating a vehicle control method according to some embodiments of this application;

[0013] Figure 2 This is a schematic diagram of the structure of a vehicle control device according to some embodiments of this application;

[0014] Figure 3This is a schematic diagram of the process of obtaining vehicle driving information and required braking torque in a vehicle control method according to some embodiments of this application.

[0015] Figure 4 This is a flowchart illustrating the process of determining whether a vehicle is in a normal operating condition based on brake pedal speed, braking intensity, and slip ratio in a vehicle control method according to some embodiments of this application.

[0016] Figure 5 This is a schematic diagram of the process of obtaining vehicle driving information and required braking torque in a vehicle control method according to some embodiments of this application.

[0017] Figure 6 This is a schematic diagram of the process of determining the motor feedback torque based on the vehicle operating conditions, vehicle driving information and required braking torque in a vehicle control method according to some embodiments of this application.

[0018] Figure 7 This is a schematic diagram of the process of determining the motor feedback torque based on the vehicle operating conditions, vehicle driving information and required braking torque in a vehicle control method according to some embodiments of this application.

[0019] Figure 8 This is a schematic diagram of the process of determining the motor feedback torque based on braking intensity and required braking torque in a vehicle control method according to some embodiments of this application.

[0020] Figure 9 This is a schematic diagram of the process of determining the motor feedback torque based on braking intensity and required braking torque in a vehicle control method according to some embodiments of this application.

[0021] Figure 10 This is a flowchart illustrating a vehicle control method according to other embodiments of this application;

[0022] Figure 11 This is a schematic diagram of the process of determining the target feedback torque based on the allowable torque of the motor, the allowable torque of the battery, and the feedback torque of the motor in a vehicle control method according to some embodiments of this application.

[0023] Figure 12 This is a schematic diagram of the process of determining the first vehicle hydraulic value based on vehicle operating conditions, vehicle driving information, motor feedback torque and required braking torque in a vehicle control method according to some embodiments of this application.

[0024] Figure 13 This is a schematic diagram of the process of determining a first target hydraulic value based on the allowable torque of the motor, the allowable torque of the battery, the required braking torque, and the feedback torque of the motor in a vehicle control method according to some embodiments of this application.

[0025] Figure 14This is a flowchart illustrating a vehicle control method according to some embodiments of this application;

[0026] Figure 15 This is a structural schematic diagram of a vehicle according to certain embodiments of this application;

[0027] Figure 16 This is a schematic diagram illustrating the connection state of a computer-readable storage medium and a processor according to certain embodiments of this application.

[0028] Explanation of key component symbols:

[0029] 100 vehicles;

[0030] Vehicle control device 10;

[0031] Acquisition module 11; Processing module 12; Motor 13;

[0032] Processor 20;

[0033] 200; computer-readable storage medium; 202; computer program;

[0034] Controller 30. Detailed Implementation

[0035] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0036] With the rapid development of electric vehicle technology, electro-hydraulic hybrid control technology has emerged. Drivers often need to apply the brake pedal to slow down or stop the vehicle while driving an electric vehicle. Typically, this process involves frictional deceleration via a hydraulic mechanism inside the vehicle, converting the vehicle's kinetic energy into heat energy. If the kinetic energy could be converted back into electrical energy and stored in the battery when the user brakes, the driving range of the electric vehicle could be further extended. To this end, electro-hydraulic hybrid control technology has been developed. This technology can convert a portion of the kinetic energy during braking into electrical energy and store it in the battery, thus increasing the vehicle's driving range. However, current electro-hydraulic hybrid control technology is only applied in emergency braking situations and does not consider how the vehicle converts kinetic energy into electrical energy under other operating conditions, which is detrimental to further improving the vehicle's driving range. How to further expand the application scenarios of electro-hydraulic hybrid control technology so that the vehicle can convert kinetic energy into electrical energy under other operating conditions has become a problem that urgently needs to be solved by those skilled in the art. To solve this problem, this application provides a vehicle control method (such as...). Figure 1 , Figure 10 and Figure 14 As shown), vehicle control devices (such as...) Figure 2 and Figure 15 As shown), controller 30 (as shown) Figure 15 As shown), vehicle 100 (e.g.) Figure 15 (as shown) and computer-readable storage medium 200 (such as Figure 16 (As shown).

[0037] Please see Figure 1 and Figure 2 The vehicle control method of this application includes a motor 13. The control method includes:

[0038] 003: Obtain vehicle driving information, vehicle operating conditions, and required braking torque;

[0039] 007: Determine the motor feedback torque based on vehicle operating conditions, vehicle driving information, and required braking torque; and

[0040] 020: Control the vehicle's motor 13 braking according to the motor feedback torque.

[0041] The above-described vehicle control method can be applied to a vehicle control device 10. The vehicle control device 10 of this embodiment includes an acquisition module 11, a processing module 12, and a motor 13. The acquisition module 11 is used to acquire vehicle driving information, vehicle operating conditions, and required braking torque. The processing module 12 is used to determine the motor feedback torque based on the vehicle operating conditions, vehicle driving information, and required braking torque; and to control the vehicle's motor 13 to brake based on the motor feedback torque.

[0042] The vehicle control unit 10 is one of the core control components installed inside the vehicle, responsible for managing and coordinating the operation of various parts of the vehicle. The vehicle control unit 10 collects, processes, and analyzes data from various sensors, such as those from cameras, vehicle speed sensors, inertial sensors, angle sensors, and wheel speed sensors, to control the operating states of various components such as the engine, transmission, braking system, and steering system, ensuring the safe and efficient operation of the vehicle. The vehicle control unit 10 controls the overall performance of the vehicle by adjusting the parameters of various components within the vehicle. In this application, the vehicle control unit 10 processes vehicle driving information from various sensors and the required braking torque from the brake pedal to obtain the motor feedback torque. By applying the motor feedback torque to the motor 13, the vehicle control unit 10 can convert the vehicle's kinetic energy into electrical energy.

[0043] More specifically, the vehicle control device 10 includes an acquisition module 11, a processing module 12, and a motor 13. The acquisition module 11 is used to execute method 003, the processing module 12 is used to execute methods 005, 007, and 020, and the motor 13 is used to convert the electrical energy of the power battery into mechanical energy, and then into kinetic energy capable of driving the vehicle. The acquisition module 11 is the module in the vehicle control device 10 used to acquire various types of information and data. For example, in this application, the acquisition module 11 is used to acquire vehicle driving information (vehicle driving information includes driving data during vehicle operation and the vehicle's factory parameters, such as anti-lock braking system activation information, braking intensity, brake pedal speed, vehicle speed, slip ratio, and vehicle weight). The motor 13 is located within the vehicle control device 10 and configured to drive the vehicle. The processing module 12 is the core module in the vehicle control device 10 used to process various types of information and data (such as vehicle driving information and required braking torque in this application) and control the vehicle's operation. The processing module 12 is used to determine the vehicle operating condition based on the vehicle driving information, and to determine the motor feedback torque based on the vehicle operating condition, vehicle driving information and required braking torque, and then control the motor 13 to brake based on the motor feedback torque.

[0044] Specifically, the electro-hydraulic hybrid control technology can convert some of the kinetic energy during vehicle braking into electrical energy and store it in the power battery connected to the motor 13, thereby increasing the vehicle's range. The electro-hydraulic hybrid control technology achieves the conversion of kinetic energy to electrical energy by applying motor feedback torque to the motor 13. More specifically, after the motor feedback torque is applied to the motor 13, the vehicle needs to consume its own kinetic energy to overcome the motor feedback torque. This process converts the vehicle's own kinetic energy into electrical energy, which is then stored back in the power battery connected to the motor 13. In method 003, the vehicle driving information includes driving data during vehicle operation and the vehicle's factory parameters, such as anti-lock braking system activation information, braking intensity, brake pedal speed, vehicle speed, slip ratio, and vehicle weight. The required braking torque is the torque applied to the vehicle by the driver when pressing the brake pedal, representing the driver's braking demand. In methods 005 and 007, the processing module 12 can determine the vehicle's driving state based on the vehicle driving information, and then determine the vehicle's operating condition, which includes emergency operating conditions and normal operating conditions. For example, an emergency operating condition could be the vehicle's condition when the driver encounters a sudden situation and applies the brake pedal for emergency braking. A normal operating condition could be the vehicle's condition when the driver needs to decelerate or stop and applies the brake pedal for normal braking. After determining the vehicle's operating condition, the processing module 12 can determine the motor's feedback torque based on the vehicle's operating condition, driving information, and required braking torque.

[0045] It is understood that the vehicle control method provided in this application determines the vehicle's operating condition through driving information, and then determines the motor feedback torque to be applied to the motor based on the vehicle's operating condition, driving information, and required braking torque. The required braking torque is the braking torque input by the driver when pressing the brake pedal. Therefore, this application can determine the motor feedback torque based on the type of vehicle operating condition, driving information, and required braking torque, and then apply the motor feedback torque to the motor. This allows the motor to convert the vehicle's kinetic energy into electrical energy while overcoming the feedback torque, and the electrical energy is then stored again in the power battery connected to the motor. This application can determine the motor feedback torque based on different vehicle operating conditions, enriching the application scenarios of electro-hydraulic composite control technology and contributing to further improvements in vehicle range.

[0046] In some implementations, please refer to Figure 1 , Figure 2 and Figure 3 Vehicle driving information includes vehicle weight, first conversion factor, and brake pedal depth. 003: Obtain vehicle driving information and required braking torque, including:

[0047] 0031: Obtain the brake pedal depth and the first conversion factor;

[0048] 0032: Determine the required braking torque based on the brake pedal depth and the first conversion factor; and

[0049] 0033: Determine the braking intensity based on the required braking torque and the vehicle's overall weight.

[0050] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: obtain the brake pedal depth and the first conversion coefficient; determine the required braking torque based on the brake pedal depth and the first conversion coefficient; and determine the braking intensity based on the required braking torque and the vehicle's overall mass.

[0051] Specifically, the required braking torque can be derived from the following formula:

[0052] Treq = P * β;

[0053] Where Treq is the required braking torque, P is the brake pedal depth, which is the displacement of the brake pedal when the driver depresses the brake pedal to brake the vehicle, and β is the first conversion factor, which is the conversion factor between brake pedal depth and the driver's required braking torque.

[0054] Specifically, the braking intensity can be derived from the following formula:

[0055] Z = Treq / Mass

[0056] Here, Treq is the required braking torque, and Mass is the vehicle mass. The vehicle mass is a parameter that is provided by the vehicle when it leaves the factory and does not need to be obtained through real-time measurement.

[0057] In some implementations, please refer to Figure 2 003: Obtain vehicle driving information and vehicle operating conditions, including:

[0058] 005: Obtain vehicle driving information and determine vehicle operating condition based on the vehicle driving information.

[0059] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: acquire vehicle driving information and determine the vehicle operating condition based on the vehicle driving information.

[0060] In some implementations, please refer to Figure 1 , Figure 2 and Figure 4 Driving information includes anti-lock braking system activation information, brake pedal speed, vehicle speed, braking intensity, and slip ratio. Vehicle operating conditions include emergency operating conditions and normal operating conditions. 005: Based on the vehicle driving information, determine the vehicle operating condition, including:

[0061] 0051: If the anti-lock braking system activation information is "activated", determine the vehicle's operating condition as an emergency condition;

[0062] 0053: When the anti-lock braking system (ABS) activation information is "not activated" and the vehicle speed exceeds the vehicle speed threshold, determine whether the vehicle's operating condition is a normal operating condition based on the brake pedal rate, braking intensity, and slip ratio; and

[0063] 0055: When the anti-lock braking system activation information is not activated and the vehicle speed is less than the vehicle speed threshold, the vehicle operating condition is determined to be normal operating condition.

[0064] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the vehicle operating condition as an emergency condition when the anti-lock braking system activation information is activated; determine whether the vehicle operating condition is a normal condition based on the brake pedal rate, braking intensity and slip ratio when the anti-lock braking system activation information is not activated and the vehicle speed is greater than the vehicle speed threshold; and determine the vehicle operating condition as a normal condition when the anti-lock braking system activation information is not activated and the vehicle speed is less than the vehicle speed threshold.

[0065] Specifically, the Anti-lock Braking System (ABS) is a safety technology widely used in various vehicles. The ABS prevents the wheels from locking during emergency braking, ensuring stable directional control and preventing loss of control and skidding. The ABS automatically adjusts the braking force to ensure the wheels do not completely stop rotating during braking, thus maximizing braking safety. Therefore, in method 0051, if the ABS activation information is active, it indicates that the vehicle is undergoing emergency braking, and the processing module 12 will determine the vehicle's operating condition as an emergency condition. However, if the ABS activation information is inactive and the vehicle speed is less than a speed threshold, the processing module 12 determines the vehicle's operating condition as a normal condition. For example, if the ABS activation information is inactive and the vehicle speed is less than 10 km / h, the processing module 12 determines the vehicle's operating condition as a normal condition. However, if the anti-lock braking system activation information is not activated and the vehicle speed is greater than the vehicle speed threshold, that is, although the anti-lock braking system is not activated, the vehicle is still driving at a high speed. In this case, the reason why the anti-lock braking system is not activated may be that the anti-lock braking system is malfunctioning. Therefore, the processing module 12 needs to further determine whether the vehicle operating condition is a normal operating condition.

[0066] In some implementations, please refer to Figure 1 , Figure 2 and Figure 5 0053: Based on the brake pedal speed, braking intensity, and slip ratio, determine whether the vehicle's operating condition is a normal operating condition, including:

[0067] 00531: When the braking intensity is greater than a first braking intensity threshold and the duration of the braking pedal rate being greater than the braking pedal rate threshold is greater than a time threshold, or when the braking intensity is greater than a second braking intensity threshold, or when the slip ratio is greater than a first slip ratio threshold, the vehicle operating condition is determined to be an emergency operating condition, wherein the first braking intensity threshold is less than the second braking intensity threshold; and

[0068] 00533: When the braking intensity is less than the first braking intensity threshold, or when the braking intensity is greater than the first braking intensity threshold and less than the second braking intensity threshold, and the duration for which the brake pedal rate is greater than the brake pedal rate threshold is less than the time threshold, and when the slip ratio is less than the first slip ratio threshold, the vehicle operating condition is determined to be a normal operating condition.

[0069] The above-described vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the vehicle operating condition as an emergency condition when the braking intensity is greater than a first braking intensity threshold and the duration of the braking pedal rate being greater than the braking pedal rate threshold is greater than a time threshold, or when the braking intensity is greater than a second braking intensity threshold, or when the slip ratio is greater than a first slip ratio threshold, wherein the first braking intensity threshold is less than the second braking intensity threshold; and determine the vehicle operating condition as a normal condition when the braking intensity is less than the first braking intensity threshold, or when the braking intensity is greater than the first braking intensity threshold and less than the second braking intensity threshold, and the duration of the braking pedal rate being greater than the braking pedal rate threshold is less than a time threshold, and when the slip ratio is less than the first slip ratio threshold.

[0070] Specifically, if the braking intensity is greater than the first braking intensity threshold, and the duration of the brake pedal rate exceeding the brake pedal rate threshold is greater than the time threshold, it indicates that the driver is pressing the brake pedal at a high speed and depth, and the driver is pressing the brake pedal to a deep depth for an extended period, indicating that the driver needs to apply emergency braking. If the braking intensity is greater than the second braking intensity threshold, while the first braking intensity threshold is less than the second braking intensity threshold, it indicates that the driver is pressing the brake pedal at an extremely high speed and depth, meaning the driver needs to apply emergency braking. If the slip ratio is greater than the first slip ratio threshold, it indicates that the vehicle is experiencing severe sideslip during braking, and the processing module 12 determines the vehicle's operating condition to be an emergency condition. Conversely, if the braking intensity is less than the first braking intensity threshold, or if the braking intensity is greater than the first braking intensity threshold and less than the second braking intensity threshold, and the duration for which the brake pedal rate is greater than the brake pedal rate threshold is less than the time threshold, and the slip ratio is less than the first slip ratio threshold, i.e., the speed and depth at which the driver presses the brake pedal are both small, and the driver does not press the brake pedal at a deep depth for a long time, and the vehicle does not exhibit severe sideslip during braking, then the processing module 12 determines that the vehicle is in normal operating condition.

[0071] Please see Figure 1 , Figure 2 and Figure 6 In some implementations, vehicle operating conditions include emergency operating conditions, and driving information also includes anti-lock braking system (ABS) activation information, ABS activation duration, braking intensity, and slip ratio. 007: Based on vehicle operating conditions, vehicle driving information, and required braking torque, determine the motor regenerative torque, including:

[0072] 0071: When the vehicle is in an emergency operating condition and the anti-lock braking system (ABS) is activated, the motor feedback torque is determined based on the ABS activation duration.

[0073] 0072: When the vehicle is in emergency operation, the anti-lock braking system (ABS) is not activated, and the slip ratio is greater than the first slip ratio threshold, the motor feedback torque is determined based on the slip ratio; and

[0074] 0073: When the vehicle is in an emergency condition, the anti-lock braking system is not activated, and the slip ratio is less than the first slip ratio threshold, the motor feedback torque is determined based on the braking intensity.

[0075] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the motor feedback torque based on the anti-lock braking system activation duration when the vehicle is in an emergency condition and the anti-lock braking system activation information is activated; determine the motor feedback torque based on the slip ratio when the vehicle is in an emergency condition, the anti-lock braking system activation information is not activated, and the slip ratio is greater than the first slip ratio threshold; and determine the motor feedback torque based on the braking intensity when the vehicle is in an emergency condition, the anti-lock braking system activation information is not activated, and the slip ratio is less than the first slip ratio threshold.

[0076] Currently, when the anti-lock braking system (ABS) is engaged, or when the ABS malfunctions and cannot be engaged, existing electro-hydraulic hybrid control technology cannot achieve the conversion of kinetic energy to electrical energy. In this application, specifically, when the vehicle is in an emergency situation and the ABS activation information is active, the processing module 12 determines the motor feedback torque based on the ABS activation duration. Compared to braking via the vehicle's hydraulic system, braking via motor feedback torque results in a slower vehicle speed reduction. Therefore, in emergency braking situations, the longer the ABS activation time, the more urgent the braking situation, resulting in a smaller absolute value of the motor feedback torque (which is negative because the vehicle needs to overcome the motor feedback torque), and a larger braking torque provided by the hydraulic system (i.e., a larger hydraulic pressure), thus ensuring timely braking and preventing accidents. If the vehicle is in an emergency condition, the anti-lock braking system (ABS) is not activated, and the slip ratio is greater than the first slip ratio threshold, it indicates that the ABS may fail to activate due to a system malfunction. Since the vehicle's sideslip is severe, the processing module 12 also needs to promptly apply hydraulic braking. Specifically, the processing module 12 determines the motor feedback torque based on the slip ratio; the higher the slip ratio, the lower the motor feedback torque. For example, when the slip ratio reaches 18%, the processing module 12 determines the motor feedback torque to be zero, and the vehicle needs to be braked promptly via the hydraulic mechanism. When the vehicle is in an emergency condition, the ABS is not activated, and the slip ratio is less than the first slip ratio threshold, the processing module 12 directly determines the motor feedback torque based on the braking intensity. The higher the braking intensity, the more urgent the emergency braking situation, and the lower the motor feedback torque. For example, when the braking intensity reaches 0.7, the motor feedback torque decreases to 10% of the motor feedback torque at a braking intensity of 0.42.

[0077] Please see Figure 1 , Figure 2 and Figure 7 In some implementations, the motor feedback torque includes front axle motor feedback torque and rear axle motor feedback torque. Vehicle operating conditions include normal operating conditions. Driving information also includes brake pedal rate, vehicle speed, braking intensity, and slip ratio. 007: Determining the motor feedback torque based on vehicle operating conditions, vehicle driving information, and required braking torque further includes:

[0078] 0074: When the vehicle is in normal operating condition and the braking intensity is less than the third braking intensity threshold, determine that the front axle motor feedback torque is zero and the rear axle motor feedback torque is equal to the required braking torque.

[0079] 0075: When the vehicle is in normal operating condition and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, the motor feedback torque is determined according to the braking intensity and the required braking torque, wherein the fourth braking intensity threshold is greater than the third braking intensity threshold.

[0080] 0076: Under normal vehicle operating conditions, where the braking intensity is greater than or equal to the fourth braking intensity threshold and less than the fifth braking intensity threshold, obtain the front axle braking ratio and the rear axle braking ratio, and based on the front axle braking ratio and the rear axle braking ratio, determine the front axle motor feedback torque and the rear axle motor feedback torque, wherein the fifth braking intensity threshold is greater than the fourth braking intensity threshold; and

[0081] 0077: When the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fifth braking intensity threshold, the motor feedback torque is determined based on the braking intensity and the required braking torque.

[0082] The aforementioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine that the front axle motor feedback torque is zero and the rear axle motor feedback torque is equal to the required braking torque when the vehicle is in normal operating condition and the braking intensity is less than the third braking intensity threshold; determine the motor feedback torque based on the braking intensity and the required braking torque when the vehicle is in normal operating condition and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, wherein the fourth braking intensity threshold is greater than the third braking intensity threshold; obtain the front axle braking ratio and the rear axle braking ratio when the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fourth braking intensity threshold and less than the fifth braking intensity threshold, and determine the front axle motor feedback torque and the rear axle motor feedback torque based on the front axle braking ratio and the rear axle braking ratio, wherein the fifth braking intensity threshold is greater than the fourth braking intensity threshold; and determine the motor feedback torque based on the braking intensity and the required braking torque when the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fifth braking intensity threshold.

[0083] Specifically, for four-wheel drive vehicles, electro-hydraulic hybrid control technology typically applies regenerative torque to the motor at the front axle to convert kinetic energy into electrical energy. However, four-wheel drive vehicles are divided into main front axle vehicles (main motor on the front axle, auxiliary motor on the rear axle) and main rear axle vehicles (main motor on the rear axle, auxiliary motor on the front axle), with the auxiliary motor located at the front axle of the main rear axle vehicle. Currently, related technologies only perform the kinetic energy to electrical energy conversion at the front axle, which means that during vehicle braking, only a small portion of the kinetic energy from the auxiliary motor at the front axle can be converted into electrical energy. This reduces the vehicle's regenerative braking capability and energy recovery efficiency. Therefore, this application also provides a method for determining the regenerative braking torque of the motor at the rear axle of the vehicle, as described below.

[0084] Specifically, when the vehicle is operating under normal conditions and the braking intensity is less than the third braking intensity threshold, processing module 12 determines that the front axle motor feedback torque is zero and the rear axle motor feedback torque is equal to the required braking torque. For example, when the braking intensity is less than 0.14, processing module 12 determines that the front axle motor feedback torque is zero and the rear axle motor feedback torque is equal to the required braking torque. When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, processing module 12 determines the motor feedback torque based on the braking intensity and the required braking torque. For example, when the braking intensity is greater than or equal to 0.14 and less than 0.28, processing module 12 determines the motor feedback torque based on the braking intensity and the required braking torque; the specific determination method is explained below. When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fourth braking intensity threshold and less than the fifth braking intensity threshold, processing module 12 determines the front axle motor feedback torque and the rear axle motor feedback torque based on the ideal brake force distribution curve. For example, when the braking intensity is greater than or equal to 0.28 and less than 0.42, the processing module 12 determines the front axle motor feedback torque and the rear axle motor feedback torque based on the ideal brake force distribution curve. The ideal brake force distribution curve is the I-curve, where the horizontal axis represents the braking torque of the front axle and the vertical axis represents the braking torque of the rear axle. The processing module 12 obtains the front axle braking ratio and the rear axle braking ratio based on the I-curve, thereby determining that the front axle motor feedback torque = required braking torque multiplied by the front axle braking ratio, and the rear axle motor feedback torque = required braking torque multiplied by the rear axle braking ratio. When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fifth braking intensity threshold, the processing module 12 determines the motor feedback torque based on the braking intensity and the required braking torque. For example, when the braking intensity is greater than or equal to 0.42, the processing module 12 determines the motor feedback torque based on the braking intensity and the required braking torque.

[0085] Please see Figure 1 , Figure 2 and Figure 8 In some implementations, 0075: determining the motor regenerative torque based on braking intensity and required braking torque includes:

[0086] 00751: Obtain the first braking torque value, which is the torque value required when the braking intensity is equal to the third braking intensity threshold; and

[0087] 00753: Determine that the feedback torque of the rear axle motor is equal to the first braking torque value, and determine that the feedback torque of the front axle motor is equal to the difference between the required braking torque and the feedback torque of the rear axle motor.

[0088] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: obtain a first braking torque value, the first braking torque value being the torque value of the required braking torque when the braking intensity is equal to the third braking intensity threshold; determine that the feedback torque of the rear axle motor is equal to the first braking torque value; and determine that the feedback torque of the front axle motor is equal to the difference between the required braking torque and the feedback torque of the rear axle motor.

[0089] Specifically, the first braking torque value is the torque value required when the braking intensity is equal to the third braking intensity threshold. Processing module 12 determines that the rear axle motor feedback torque is equal to the first braking torque value, and determines that the front axle motor feedback torque is equal to the difference between the required braking torque and the rear axle motor feedback torque. That is, the rear axle motor feedback torque remains unchanged compared to when the braking intensity is less than the third braking intensity threshold. The difference between the required braking torque and the rear motor feedback torque is provided by the front axle motor to avoid excessive feedback torque applied to the rear axle motor, thus preventing the vehicle's braking effect from being affected.

[0090] Please see Figure 1 , Figure 2 and Figure 9 In some implementations, 0077: determining the motor feedback torque based on braking intensity and required braking torque includes:

[0091] 00771: When the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fifth braking intensity threshold, the feedback torque of the front axle motor and the feedback torque of the rear axle motor are determined according to the first attenuation coefficient and the second braking torque value. The first attenuation coefficient is obtained based on the braking intensity, and the second braking torque value is the torque value required for braking when the braking intensity is equal to the fifth braking intensity threshold.

[0092] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the front axle motor feedback torque and the rear axle motor feedback torque according to the first attenuation coefficient and the second braking torque value when the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fifth braking intensity threshold. The first attenuation coefficient is obtained according to the braking intensity, and the second braking torque value is the torque value required for braking torque when the braking intensity is equal to the fifth braking intensity threshold.

[0093] Specifically, the second braking torque value is the torque value required when the braking intensity is equal to the fifth braking intensity threshold. The processing module 12 obtains the first attenuation coefficient and the second braking torque value based on the braking intensity, and then determines the front axle motor feedback torque and the rear axle motor feedback torque based on the first attenuation coefficient and the second braking torque value. For example, when the braking intensity is 0.42, the attenuation coefficient is 1; when the braking intensity is 0.7, the attenuation coefficient is 0.1. The processing module 12 determines that both the front axle motor feedback torque and the rear axle motor feedback torque are the second braking torque value multiplied by the attenuation coefficient. Understandably, if the braking intensity is greater than or equal to the fifth braking intensity threshold, it indicates that the current braking situation of the vehicle is relatively urgent (i.e., the reason for braking may be that a pedestrian or obstacle suddenly appears in front of the vehicle). At this time, while the processing module 12 applies the feedback torque of the front axle motor and the feedback torque of the rear axle motor through the motors of the front axle and the rear axle, it also needs to ensure that the vehicle can brake in time. Therefore, the hydraulic mechanism also needs to participate in the vehicle braking in this situation. In the process of determining the feedback torque of the front axle motor and the feedback torque of the rear axle motor, a damping coefficient needs to be multiplied to leave some torque to be provided by the hydraulic mechanism.

[0094] In some implementations, please refer to Figure 1 , Figure 2 and Figure 10 The vehicle driving information also includes the allowable torque of the electric motor and the allowable torque of the battery, and the control methods also include:

[0095] 008: Determine the target feedback torque based on the motor's allowable torque, the battery's allowable torque, and the motor's feedback torque.

[0096] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is also used to: determine the target feedback torque based on the allowable torque of the motor, the allowable torque of the battery, and the feedback torque of the motor.

[0097] Understandably, the allowable torque of the motor is the extreme value of the motor feedback torque that the motor is allowed to apply, and the allowable torque of the battery is the extreme value of the motor feedback torque that the power battery can accept. The target feedback torque is the feedback torque that needs to be applied to the motor 13. When determining the target feedback torque, the processing module 12 also needs to consider the limitations of the allowable torque of the motor and the allowable torque of the battery.

[0098] Please see Figure 1 , Figure 2 and Figure 11 In some implementations, the motor feedback torque includes the front axle motor feedback torque and the rear axle motor feedback torque, and the target feedback torque includes the front axle target feedback torque and the rear axle target feedback torque. 008: The target feedback torque is determined based on the motor allowable torque, the battery allowable torque, and the motor feedback torque, including:

[0099] 0081: When the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the motor, and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the battery, the target feedback torque of the front axle is determined to be the feedback torque of the front axle motor, and the target feedback torque of the rear axle is determined to be the feedback torque of the rear axle motor.

[0100] 0083: When the sum of the front axle motor feedback torque and the rear axle motor feedback torque is less than the motor's allowable torque, or when the sum of the front axle motor feedback torque and the rear axle motor feedback torque is less than the battery's allowable torque, the front-to-rear axle braking torque ratio is obtained based on the front axle motor feedback torque and the rear axle motor feedback torque; and

[0101] 0085: Determine the target feedback torque for the front axle and the target feedback torque for the rear axle based on the allowable torque of the motor, the allowable torque of the battery, and the ratio of the braking torque between the front and rear axles.

[0102] The aforementioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the front axle target feedback torque as the front axle motor feedback torque and the rear axle motor feedback torque as the rear axle motor feedback torque when the sum of the front axle motor feedback torque and the rear axle motor feedback torque is greater than or equal to the motor's allowable torque, and when the sum of the front axle motor feedback torque and the rear axle motor feedback torque is greater than or equal to the battery's allowable torque; obtain the front-to-rear axle braking torque ratio based on the front axle motor feedback torque and the rear axle motor feedback torque when the sum of the front axle motor feedback torque and the rear axle motor feedback torque is less than the motor's allowable torque, or when the sum of the front axle motor feedback torque and the rear axle motor feedback torque is less than the battery's allowable torque; and determine the front axle target feedback torque and the rear axle target feedback torque based on the motor's allowable torque, the battery's allowable torque, and the front-to-rear axle braking torque ratio.

[0103] Understandably, since the motor feedback torque is negative, if the maximum value of the motor's allowable torque and the battery's allowable torque is less than or equal to the sum of the front axle motor's feedback torque and the rear axle motor's feedback torque, it indicates that both the front axle motor's feedback torque and the rear axle motor's feedback torque are within the allowable range of the motor and the power battery. The processing module 12 then determines the front axle target feedback torque as the front axle motor's feedback torque and the rear axle target feedback torque as the rear axle motor's feedback torque. However, if the sum of the front axle motor's feedback torque and the rear axle motor's feedback torque is less than the motor's allowable torque, or if the sum is less than the battery's allowable torque, meaning that the front axle motor's feedback torque and the rear axle motor's feedback torque are not within the allowable range of the motor and the power battery, the processing module 12 obtains the front-to-rear axle braking torque ratio based on the front-to-rear axle motor's feedback torque and the rear axle motor's feedback torque. Then, based on the motor's allowable torque, the battery's allowable torque, and the front-to-rear axle braking torque ratio, it determines the front axle target feedback torque to be applied to the front axle motor and the rear axle target feedback torque to be applied to the rear axle motor.

[0104] More specifically, when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor, or when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery, the feedback torque that the processing module 12 can apply to the front axle motor and the rear axle motor cannot exceed the allowable range of the motor and the power battery. Therefore, the target feedback torque to be applied to the front axle motor and the target feedback torque to be applied to the rear axle motor can be determined by the maximum value between the allowable torque of the motor and the allowable torque of the battery. The formula for calculating the front and rear axle braking torque ratio is as follows:

[0105] c = Trq_f / (Trq_f + Trq_r);

[0106] Where Trq_f is the feedback torque of the front axle motor, Trq_r is the feedback torque of the rear axle motor, and c is the ratio of the braking torque between the front and rear axles.

[0107] The formula for calculating the target regenerative torque of the front axle is as follows:

[0108] Trq_fn = Max(Tm, Tp) * c;

[0109] Where c is the ratio of braking torque between the front and rear axles, Trq_fn is the target feedback torque of the front axle, Tm is the allowable torque of the motor, and Tp is the allowable torque of the battery.

[0110] The formula for calculating the target regenerative torque of the rear axle is as follows:

[0111] Trq_rn=Max(Tm,Tp)*(1-c);

[0112] Where c is the ratio of the braking torque between the front and rear axles, Trq_rn is the target feedback torque of the rear axle, Tm is the allowable torque of the motor, and Tp is the allowable torque of the battery.

[0113] Please see Figure 1 , Figure 2 and Figure 10 In some implementations, the vehicle driving information also includes the allowable torque of the motor and the allowable torque of the battery, and the control method further includes:

[0114] 009: Determine the first vehicle hydraulic value based on vehicle operating conditions, vehicle driving information, motor feedback torque, and required braking torque.

[0115] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to determine the first vehicle hydraulic value based on the vehicle operating conditions, vehicle driving information, motor feedback torque and required braking torque.

[0116] Understandably, the first vehicle hydraulic value is the value of the braking hydraulic pressure that needs to be provided by the vehicle's hydraulic system during braking. Different hydraulic values ​​correspond to different braking torques. Since braking based on motor feedback torque is less effective than traditional braking based on hydraulic systems, the more urgent the braking situation, the smaller the absolute value of the motor feedback torque (which is negative because the vehicle needs to do work to overcome it) should be, and the greater the braking torque provided by the hydraulic system should be—that is, the larger the hydraulic value should be—to ensure timely braking and prevent accidents. Therefore, processing module 12 also needs to determine the first vehicle hydraulic value based on vehicle operating conditions, vehicle driving information, motor feedback torque, and required braking torque.

[0117] Please see Figure 1 , Figure 2 and Figure 12 In some implementations, vehicle driving information includes braking intensity and a second conversion factor; vehicle operating conditions include emergency operating conditions and normal operating conditions; 009: Based on vehicle operating conditions, vehicle driving information, motor feedback torque, and required braking torque, determine the vehicle hydraulic pressure value, including:

[0118] 0091: When the vehicle is in an emergency operating condition, determine the hydraulic value of the first vehicle as the difference between the required braking torque and the motor feedback torque;

[0119] 0093: When the vehicle is operating under normal conditions and the braking intensity is less than the fifth braking intensity threshold, the hydraulic pressure of the first vehicle is determined to be zero; and

[0120] 0095: When the vehicle is in normal operating condition and the braking intensity is greater than or equal to the fifth braking intensity threshold, the first vehicle hydraulic value is determined based on the second conversion factor, the required braking torque, and the motor feedback torque.

[0121] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the first vehicle hydraulic value as the difference between the required braking torque and the motor feedback torque when the vehicle is in an emergency condition; determine the first vehicle hydraulic value as zero when the vehicle is in a normal condition and the braking intensity is less than the fifth braking intensity threshold; and determine the first vehicle hydraulic value based on the second conversion coefficient, the required braking torque, and the motor feedback torque when the vehicle is in a normal condition and the braking intensity is greater than or equal to the fifth braking intensity threshold.

[0122] Specifically, in an emergency vehicle condition, the motor feedback torque determined by processing module 12 is insufficient to reduce the vehicle speed to the driver's desired speed. Therefore, processing module 12 determines the first vehicle hydraulic value to be the difference between the required braking torque and the motor feedback torque to ensure the vehicle speed is reduced to the driver's desired speed. However, in a normal vehicle condition where the braking intensity is less than the fifth braking intensity threshold (i.e., the braking situation is not urgent), the motor feedback torque determined by processing module 12 is sufficient to reduce the vehicle speed to the driver's desired speed. In this case, the vehicle's hydraulic system does not need to participate in braking, and processing module 12 determines the first vehicle hydraulic value to be zero. Conversely, in a normal vehicle condition where the braking intensity is greater than or equal to the fifth braking intensity threshold, although the vehicle condition is still normal, the braking intensity is high, and the braking situation is relatively urgent. The motor feedback torque determined by processing module 12 is insufficient to reduce the vehicle speed to the driver's desired speed, and in this case, the vehicle's hydraulic system needs to participate in braking. Therefore, processing module 12 determines the first vehicle hydraulic value based on the second conversion factor, the required braking torque, and the motor feedback torque, where the second conversion factor is the hydraulic torque conversion factor. The formula for calculating the first vehicle hydraulic value is as follows:

[0123] M_aim=[Treq-(Trq_f+Trq_r)] / b;

[0124] Where M_aim is the hydraulic value of the first vehicle, Treq is the required braking torque, Trq_f is the feedback torque of the front axle motor, Trq_r is the feedback torque of the rear axle motor, and b is the hydraulic torque conversion factor.

[0125] Please see Figure 1 , Figure 2 and Figure 10In some implementations, the vehicle driving information also includes the allowable torque of the motor and the allowable torque of the battery, and the control method further includes:

[0126] 010: Determine the first target hydraulic value based on the motor's allowable torque, the battery's allowable torque, the required braking torque, and the motor's feedback torque.

[0127] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine the first target hydraulic value based on the allowable torque of the motor, the allowable torque of the battery, the required braking torque and the feedback torque of the motor.

[0128] Specifically, since the allowable torque of the motor is the extreme value of the motor feedback torque that the motor can apply, and the allowable torque of the battery is the extreme value of the motor feedback torque that the power battery can accept, the feedback torque applied by the processing module 12 to the motor is also limited by the allowable torque of the motor and the allowable torque of the battery. The first target hydraulic value will also change with the change of the feedback torque applied by the processing module 12 to the motor.

[0129] Please see Figure 1 , Figure 2 and Figure 13 In some implementations, the vehicle driving information also includes a second conversion factor, and the motor feedback torque includes the front axle motor feedback torque and the rear axle motor feedback torque. 010: Based on the motor allowable torque, battery allowable torque, required braking torque, and motor feedback torque, a first target hydraulic value is determined, including:

[0130] 0101: When the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the motor, and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the battery, the first target hydraulic value is determined to be the first vehicle hydraulic value; and

[0131] 0103: When the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor, or when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery, the first target hydraulic value is determined based on the second conversion factor, the required braking torque, the allowable torque of the motor, and the allowable torque of the battery.

[0132] The above-mentioned vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: determine a first target hydraulic value as a first vehicle hydraulic value when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the motor and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the battery; and determine a first target hydraulic value based on a second conversion factor, the required braking torque, the allowable torque of the motor, and the allowable torque of the battery when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor or the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery.

[0133] Specifically, since the motor feedback torque is negative, if the maximum value of the motor's allowable torque and the battery's allowable torque is less than or equal to the sum of the front axle motor's feedback torque and the rear axle motor's feedback torque, it indicates that both the front axle motor's feedback torque and the rear axle motor's feedback torque are within the allowable range of the motor and the power battery. The processing module 12 then determines the first target hydraulic value as the first vehicle hydraulic value. However, if the sum of the front axle motor's feedback torque and the rear axle motor's feedback torque is less than the motor's allowable torque, or if the sum is less than the battery's allowable torque—meaning the front axle motor's feedback torque and the rear axle motor's feedback torque are not within the allowable range of the motor and the power battery—the processing module 12 determines the first target hydraulic value based on the second conversion factor, the required braking torque, the motor's allowable torque, and the battery's allowable torque.

[0134] More specifically, when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor, or when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery, the feedback torque that the processing module 12 can apply to the front axle motor and the rear axle motor cannot exceed the allowable range of the motor and the power battery. Therefore, the first target hydraulic value will also change with the change in the feedback torque applied by the processing module 12 to the motor. The formula for calculating the first target hydraulic value is as follows:

[0135] M_aimn=(Treq-|Max(Tm, Tp)|) / b;

[0136] Where M_aimn is the first target hydraulic value, Treq is the required braking torque, Tm is the allowable torque of the motor, Tp is the allowable torque of the battery, and b is the hydraulic torque conversion factor.

[0137] Please see Figure 1 , Figure 2 and Figure 14In some implementations, the vehicle operating conditions include normal operating conditions, which include low-speed operating conditions; the motor feedback torque includes front axle motor feedback torque and rear axle motor feedback torque; the target feedback torque includes front axle target feedback torque and rear axle target feedback torque; the driving information includes vehicle speed, braking intensity, and a second conversion factor; and the control method further includes:

[0138] 011: In response to the vehicle speed decreasing to below the low-speed operating condition threshold, the vehicle operating condition is determined to be a low-speed operating condition, and the sum of the current front axle motor feedback torque and the rear axle motor feedback torque is recorded as the first torque threshold, the current required braking torque is recorded as the second torque threshold, the current front axle target feedback torque is recorded as the third torque threshold, and the current rear axle target feedback torque is recorded as the fourth torque threshold;

[0139] 012: Obtain the hydraulic lift coefficient, front axle motor torque limit value, and rear axle motor torque limit value based on vehicle speed;

[0140] 013: Determine the second target hydraulic value based on the hydraulic lift coefficient, the first torque threshold, the required braking torque, and the second conversion coefficient;

[0141] 014: Determine the motor attenuation torque value based on the current vehicle hydraulic pressure value, the second conversion factor, the required braking torque, and the first torque threshold;

[0142] 015: Based on the target feedback torque of the front axle at the previous preset time and the target feedback torque of the rear axle at the previous preset time, determine the second attenuation coefficient of the front axle motor and the third attenuation coefficient of the rear axle motor.

[0143] 016: Determine the attenuation torque values ​​of the front axle motor and the rear axle motor based on the motor attenuation torque value, the second attenuation coefficient, and the third attenuation coefficient;

[0144] 017: Determine the torque value provided by the front axle based on the attenuated torque value of the front axle motor and the third torque threshold; determine the torque value provided by the rear axle based on the attenuated torque value of the rear axle motor and the fourth torque threshold.

[0145] 018: Repeat the steps of obtaining the hydraulic lift coefficient, front axle motor torque limit value, and rear axle motor torque limit value based on vehicle speed, to determine the front axle supplied torque value based on the front axle motor attenuation torque value and the third torque threshold, and to determine the rear axle supplied torque value based on the rear axle motor attenuation torque value and the fourth torque threshold, until the front axle supplied torque value and the rear axle supplied torque value change to zero; and

[0146] 019: Determine the final torque value of the front axle based on the torque limit value of the front axle motor and the torque value provided by the front axle; determine the final torque value of the rear axle based on the torque limit value of the rear axle motor and the torque value provided by the rear axle.

[0147] The above-described vehicle control method can be applied to the vehicle control device 10. The processing module 12 is used to: in response to the vehicle speed decreasing to below the low-speed operating condition threshold, determine that the vehicle operating condition has changed to a low-speed operating condition, and record the sum of the current front axle motor feedback torque and the rear axle motor feedback torque as a first torque threshold, record the current demand braking torque as a second torque threshold, record the current front axle target feedback torque as a third torque threshold, and record the current rear axle target feedback torque as a fourth torque threshold; obtain the hydraulic rise coefficient, the front axle motor torque limit value, and the rear axle motor torque limit value based on the vehicle speed; determine the second target hydraulic value based on the hydraulic rise coefficient, the first torque threshold, the demand braking torque, and the second conversion coefficient; determine the motor attenuation torque value based on the current vehicle hydraulic value, the second conversion coefficient, the demand braking torque, and the first torque threshold; and determine the motor attenuation torque value based on the previous preset front axle target feedback torque and the previous preset... The target feedback torque of the rear axle is used to determine the second attenuation coefficient of the front axle motor and the third attenuation coefficient of the rear axle motor. Based on the motor attenuation torque value, the second attenuation coefficient, and the third attenuation coefficient, the attenuation torque value of the front axle motor and the attenuation torque value of the rear axle motor are determined. Based on the attenuation torque value of the front axle motor and the third torque threshold, the torque value provided by the front axle motor is determined, and based on the attenuation torque value of the rear axle motor and the fourth torque threshold, the torque value provided by the rear axle motor is determined. The steps of obtaining the hydraulic lift coefficient, the torque limit value of the front axle motor, and the torque limit value of the rear axle motor based on the vehicle speed are repeated until the torque value provided by the front axle motor and the torque limit value of the rear axle motor are determined, and the torque value provided by the rear axle motor is determined, until the torque value provided by the front axle motor and the torque value provided by the rear axle motor change to zero. Based on the torque limit value of the front axle motor and the torque value provided by the front axle motor, the final torque value of the front axle motor is determined, and based on the torque limit value of the rear axle motor and the torque value provided by the rear axle motor, the final torque value of the rear axle motor is determined.

[0148] Specifically, conventional operating conditions also include high-speed and low-speed operating conditions. During the process of the driver braking until the vehicle comes to a stop, the vehicle will switch from high-speed to low-speed operating conditions. To this end, this application also provides a vehicle control method under low-speed conditions, which can achieve the conversion of kinetic energy to electrical energy while ensuring a smoother braking process.

[0149] More specifically, in response to the vehicle speed decreasing below the low-speed operating condition threshold, the processing module 12 determines that the vehicle operating condition has changed to a low-speed operating condition. The low-speed operating condition threshold can be set based on the motor feedback torque value; the larger the motor feedback torque value, the more kinetic energy can be converted during vehicle braking, and the larger the low-speed operating condition threshold. When the vehicle enters the low-speed operating condition, the processing module 12 records the sum of the current front axle motor feedback torque and the rear axle motor feedback torque as a first torque threshold, records the current required braking torque as a second torque threshold, records the current front axle target feedback torque as a third torque threshold, and records the current rear axle target feedback torque as a fourth torque threshold. The processing module 12 obtains the hydraulic lift coefficient, the front axle motor torque limit value, and the rear axle motor torque limit value based on the vehicle speed. The lower the vehicle speed, the larger the hydraulic lift coefficient. The processing module 12 determines a second target hydraulic value based on the hydraulic lift coefficient, the first torque threshold, the required braking torque, and a second conversion coefficient. The calculation formula for the second target hydraulic value is as follows:

[0150] MC = [(a*Tr) + |Treq - Tr|] / b;

[0151] Where MC is the second target hydraulic value, a is the hydraulic lift coefficient, Treq is the required braking torque, Tr is the first torque threshold, and b is the hydraulic torque conversion coefficient.

[0152] Specifically, processing module 12 determines the motor attenuation torque value based on the current vehicle hydraulic pressure value, the second conversion factor, the required braking torque, and the first torque threshold. The motor attenuation torque value can be understood as an intermediate value in the calculation process; it represents the torque at which the motor should reduce its feedback torque. The formula for calculating the motor attenuation torque value is as follows:

[0153] Ts = |M*b - (Treq - Tr)|;

[0154] Where Ts is the motor attenuation torque value, M is the current vehicle hydraulic pressure value, b is the hydraulic torque conversion factor, Treq is the required braking torque, and Tr is the first torque threshold.

[0155] Specifically, processing module 12 determines a second attenuation coefficient for the front axle motor and a third attenuation coefficient for the rear axle motor based on the target feedback torque of the front axle at the previous preset time (the length of the preset time can be set by the user) and the target feedback torque of the rear axle at the previous preset time (the length of the preset time can be set by the user). The second attenuation coefficient can be the torque attenuation coefficient of the front motor, and the third attenuation coefficient can be the torque attenuation coefficient of the rear motor. For example, if both the target feedback torque of the front axle and the target feedback torque of the rear axle at the previous preset time are less than zero, processing module 12 determines that the torque attenuation coefficient of the front motor is equal to 0.5, and the torque attenuation coefficient of the rear motor is equal to 0.5. If the target feedback torque of the front axle at the previous preset time is zero, and the target feedback torque of the rear axle at the previous preset time is less than zero, the processing module 12 determines that the torque attenuation coefficient of the front motor is zero and the torque attenuation coefficient of the rear motor is 1. If the target feedback torque of the front axle at the previous preset time is less than zero, and the target feedback torque of the rear axle at the previous preset time is zero, the processing module 12 determines that the torque attenuation coefficient of the front motor is 1 and the torque attenuation coefficient of the rear motor is 0. If the target feedback torque of the front axle at the previous preset time is zero, and the target feedback torque of the rear axle at the previous preset time is zero, the processing module 12 determines that the torque attenuation coefficient of the front motor is 0 and the torque attenuation coefficient of the rear motor is 0. The processing module 12 determines the attenuated torque value of the front axle motor (the attenuated torque value of the front axle motor is equal to the attenuated torque value of the motor multiplied by the second attenuation coefficient) and the attenuated torque value of the rear axle motor (the attenuated torque value of the rear axle motor is equal to the attenuated torque value of the motor multiplied by the third attenuation coefficient) based on the motor attenuated torque value, the second attenuation coefficient, and the third attenuation coefficient.

[0156] Specifically, processing module 12 determines the torque value provided by the front axle based on the attenuated torque value of the front axle motor and a third torque threshold, and determines the torque value provided by the rear axle based on the attenuated torque value of the rear axle motor and a fourth torque threshold. The torque value provided by the front axle is the feedback torque value that processing module 12 needs to provide to the front axle motor, and the torque value provided by the rear axle is the feedback torque value that processing module 12 needs to provide to the rear axle motor. Then, processing module 12 repeats the steps from "obtaining the hydraulic lift coefficient, front axle motor torque limit value, and rear axle motor torque limit value based on vehicle speed" to "determining the torque value provided by the front axle based on the attenuated torque value of the front axle motor and the third torque threshold, and determining the torque value provided by the rear axle based on the attenuated torque value of the rear axle motor and the fourth torque threshold," until the torque values ​​provided by the front axle and rear axle change to zero, that is, until processing module 12 no longer needs to apply feedback torque to the motor. The formula for calculating the torque value provided by the front axle is as follows:

[0157] Tf = Tf_Lim - Ts*f;

[0158] Where Tf is the torque value provided by the front axle, Tf_Lim is the third torque threshold, and Ts*f is the attenuation torque value of the front axle motor.

[0159] Specifically, the formula for calculating the torque value provided by the rear axle is as follows:

[0160] Tr = Tr_Lim - Ts * r;

[0161] Where Tr is the torque value provided by the rear axle, Tr_Lim is the fourth torque threshold, and Ts*r is the torque value attenuated by the rear axle motor.

[0162] Specifically, the processing module 12 determines the final torque value of the front axle based on the front axle motor torque limit value and the front axle supplied torque value, and determines the final torque value of the rear axle based on the rear axle motor torque limit value and the rear axle supplied torque value. The final torque value of the front axle is the maximum value between the front axle motor torque limit value and the front axle supplied torque value, and the final torque value of the rear axle is the maximum value between the rear axle motor torque limit value and the rear axle supplied torque value.

[0163] Understandably, the low-speed threshold can also be adjusted based on vehicle information. This application considers that the response time and pressure build-up time of the motor 13 are both shorter than those of the hydraulic mechanism. The processing module 12 uses the motor feedback torque to coordinate with the hydraulic mechanism for braking, ensuring that the vehicle's braking force does not decrease due to the slow hydraulic response, thereby improving the vehicle's stability during driving. Simultaneously, under low-speed conditions, if the driver increases the required braking torque, the increased portion is provided by the hydraulic mechanism; if the driver decreases the required braking torque, the decreased portion is provided by the motor feedback torque. This means that the motor feedback torque value is less than or equal to the previous moment's motor feedback torque value. This avoids fluctuations in the motor feedback torque due to the driver continuing to depress the brake pedal during the period of decreasing motor feedback torque, further improving the smoothness of the vehicle's braking process. In addition, to prevent the motor from still having feedback torque at low vehicle speeds, or even when the vehicle speed is zero (i.e., the motor is stalled), this application also provides a limit on the motor feedback torque (i.e., the front axle motor torque limit and the rear axle motor torque limit) to ensure vehicle safety during braking.

[0164] In summary, this application provides a vehicle control method and a vehicle control device 10. The method determines the vehicle's operating condition based on driving information, and then determines the required motor feedback torque to be applied to the motor based on the vehicle's operating condition, driving information, and required braking torque. The required braking torque is the braking torque input by the driver when pressing the brake pedal. Therefore, this application can determine the motor feedback torque based on the type of vehicle operating condition, driving information, and required braking torque, and then apply the motor feedback torque to the motor 13. This allows the motor 13 to convert the vehicle's kinetic energy into electrical energy while overcoming the feedback torque, and the electrical energy is then stored again in the power battery connected to the motor 13. This application can determine the motor feedback torque based on different vehicle operating conditions, enriching the application scenarios of electro-hydraulic composite control technology and contributing to further improvements in vehicle range.

[0165] In some implementations, please refer to Figure 15 This application also provides a controller 30, which includes a memory and a processor. The memory is configured to store a computer program, and the processor, when executing the computer program, implements the control method in any of the above embodiments.

[0166] For example, when the processor of controller 30 executes a computer program stored in memory, it implements the following control method:

[0167] 003: Obtain vehicle driving information, vehicle operating conditions, and required braking torque;

[0168] 007: Determine the motor feedback torque based on vehicle operating conditions, vehicle driving information, and required braking torque; and

[0169] 020: Control the vehicle's motor braking based on the motor feedback torque.

[0170] For example, when the processor of controller 30 executes the computer program stored in memory, it implements the following control method:

[0171] 0031: Obtain the brake pedal depth and the first conversion factor; and

[0172] 0032: Determine the required braking torque based on the brake pedal depth and the first conversion factor.

[0173] For example, when the processor of controller 30 executes the computer program stored in memory, it can also implement the control methods in 0033, 005, 0051, 0053, 00531, 00533, 0055, 0071, 0072, 0073, 0074, 0075, 00751, 00753, 0076, 0077, 00771, 008, 0081, 0083, 0085, 009, 0091, 0093, 0095, 010, 0101, 0103, 0105, 011, 012, 013, 014, 015, 016, 017, 018 and 019.

[0174] In some implementations, please refer to Figure 15 This application also provides a vehicle 100, including the vehicle control device 10 in any of the above embodiments or the controller 30 in any of the above embodiments.

[0175] Please see Figure 16 In some embodiments, this application also provides a computer-readable storage medium 200 storing a computer program 202 that, when executed by a processor, implements the control method in any of the above embodiments.

[0176] For example, when computer program 202 is executed by processor 20, the following control method is implemented:

[0177] 003: Obtain vehicle driving information, vehicle operating conditions, and required braking torque;

[0178] 007: Determine the motor feedback torque based on vehicle operating conditions, vehicle driving information, and required braking torque; and

[0179] 020: Control the vehicle's motor braking based on the motor feedback torque.

[0180] For example, when computer program 202 is executed by processor 20, the following control method is implemented:

[0181] 0031: Obtain the brake pedal depth and the first conversion factor; and

[0182] 0032: Determine the required braking torque based on the brake pedal depth and the first conversion factor.

[0183] For example, when computer program 202 is executed by processor 20, the control methods in 0033, 005, 0051, 0053, 00531, 00533, 0055, 0071, 0072, 0073, 0074, 0075, 00751, 00753, 0076, 0077, 00771, 008, 0081, 0083, 0085, 009, 0091, 0093, 0095, 010, 0101, 0103, 0105, 011, 012, 013, 014, 015, 016, 017, 018 and 019 can also be implemented.

[0184] In the computer-readable storage medium 200 of this application, the vehicle operating condition is determined through the vehicle's driving information, and then the motor feedback torque to be applied to the motor is determined based on the vehicle operating condition, vehicle driving information, and required braking torque. The required braking torque is the braking torque input to the vehicle by the driver pressing the brake pedal. Therefore, this application can determine the motor feedback torque based on the type of vehicle operating condition, vehicle driving information, and required braking torque, and then apply the motor feedback torque to the motor 13. This allows the motor 13 to convert the vehicle's kinetic energy into electrical energy while overcoming the motor feedback torque, and the electrical energy is then re-stored in the power battery connected to the motor 13. This application can determine the motor feedback torque based on different vehicle operating conditions, enriching the application scenarios of electro-hydraulic composite control technology and contributing to further improvements in vehicle range.

[0185] In the description of this specification, the references to terms such as "some embodiments," "in one example," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0186] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0187] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling a vehicle, characterized in that, The control method includes: Obtain vehicle driving information, vehicle operating conditions, and required braking torque; Based on the vehicle operating conditions, the vehicle driving information, and the required braking torque, determine the motor feedback torque; and The vehicle's motor (13) is braked according to the feedback torque of the motor.

2. The control method according to claim 1, characterized in that, The vehicle driving information includes a first conversion factor and brake pedal depth. The acquisition of vehicle driving information, vehicle operating conditions, and required braking torque includes: Obtain the brake pedal depth and the first conversion factor; and The required braking torque is determined based on the brake pedal depth and the first conversion factor.

3. The control method according to claim 2, characterized in that, The acquisition of vehicle driving information also includes: The braking intensity is determined based on the required braking torque and the vehicle's overall weight.

4. The control method according to claim 1, characterized in that, The acquisition of vehicle driving information and vehicle operating conditions includes: Obtain vehicle driving information and determine vehicle operating condition based on the vehicle driving information.

5. The control method according to claim 4, characterized in that, The driving information includes anti-lock braking system activation information, brake pedal speed, vehicle speed, braking intensity, and slip ratio. The vehicle operating conditions include emergency operating conditions and normal operating conditions. Determining the vehicle operating conditions based on the driving information includes: If the anti-lock braking system activation information indicates that the system is activated, the vehicle operating condition is determined to be the emergency operating condition. When the anti-lock braking system (ABS) activation information is not activated, the vehicle speed is greater than a vehicle speed threshold, the braking intensity is greater than a first braking intensity threshold, and the duration of the brake pedal rate being greater than the brake pedal rate threshold is greater than a first time threshold; or, when the ABS activation information is not activated, the vehicle speed is greater than a vehicle speed threshold, and the braking intensity is greater than a second braking intensity threshold; or, when the ABS activation information is not activated, the vehicle speed is greater than a vehicle speed threshold, and the slip ratio is greater than a first slip ratio threshold, the vehicle operating condition is determined to be the emergency operating condition, wherein the first braking intensity threshold is less than the second braking intensity threshold; When the anti-lock braking system (ABS) activation information is not activated, the vehicle speed is greater than the vehicle speed threshold, and the braking intensity is less than the first braking intensity threshold; or, when the ABS activation information is not activated, the vehicle speed is greater than the vehicle speed threshold, the braking intensity is greater than the first braking intensity threshold and less than the second braking intensity threshold, and the duration for which the brake pedal rate is greater than the brake pedal rate threshold is less than the first time threshold, and the slip ratio is less than the first slip ratio threshold, the vehicle operating condition is determined to be the normal operating condition; and If the anti-lock braking system activation information is not activated and the vehicle speed is less than the vehicle speed threshold, the vehicle operating condition is determined to be the normal operating condition.

6. The control method according to claim 1, characterized in that, The vehicle operating conditions include emergency operating conditions, and the driving information includes anti-lock braking system (ABS) activation information, ABS activation duration, braking intensity, and slip ratio. Determining the motor regenerative torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque includes: When the vehicle is in the emergency condition and the anti-lock braking system (ABS) is activated, the motor feedback torque is determined based on the ABS activation duration. When the vehicle is in the emergency condition, the anti-lock braking system (ABS) is not activated, and the slip ratio is greater than a first slip ratio threshold, the motor feedback torque is determined based on the slip ratio; and When the vehicle is in the emergency condition, the anti-lock braking system is not activated, and the slip ratio is less than the first slip ratio threshold, the motor feedback torque is determined based on the braking intensity.

7. The control method according to claim 1, characterized in that, The motor feedback torque includes front axle motor feedback torque and rear axle motor feedback torque; the vehicle operating conditions include normal operating conditions; the driving information includes brake pedal rate, vehicle speed, braking intensity, and slip ratio; determining the motor feedback torque based on the vehicle operating conditions, the vehicle driving information, and the required braking torque further includes: When the vehicle is in the normal operating condition and the braking intensity is less than the third braking intensity threshold, the front axle motor feedback torque is determined to be zero, and the rear axle motor feedback torque is determined to be equal to the required braking torque. When the vehicle is in the normal operating condition and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, the motor feedback torque is determined based on the braking intensity and the required braking torque, wherein the fourth braking intensity threshold is greater than the third braking intensity threshold. When the vehicle is operating under the normal operating condition and the braking intensity is greater than or equal to the fourth braking intensity threshold and less than the fifth braking intensity threshold, the front axle braking ratio and the rear axle braking ratio are obtained, and based on the front axle braking ratio and the rear axle braking ratio, the front axle motor feedback torque and the rear axle motor feedback torque are determined, wherein the fifth braking intensity threshold is greater than the fourth braking intensity threshold; and When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fifth braking intensity threshold, the motor feedback torque is determined based on the braking intensity and the required braking torque.

8. The control method according to claim 7, characterized in that, When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, determining the motor feedback torque based on the braking intensity and the required braking torque includes: When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the third braking intensity threshold and less than the fourth braking intensity threshold, the rear axle motor feedback torque is determined to be equal to the first braking torque value based on the first braking torque value, and the front axle motor feedback torque is determined to be equal to the difference between the required braking torque and the rear axle motor feedback torque. The first braking torque value is the torque value of the required braking torque when the braking intensity is equal to the third braking intensity threshold.

9. The control method according to claim 7, characterized in that, When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fifth braking intensity threshold, determining the motor feedback torque based on the braking intensity and the required braking torque includes: When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fifth braking intensity threshold, the feedback torque of the front axle motor and the feedback torque of the rear axle motor are determined based on the first attenuation coefficient and the second braking torque value. The first attenuation coefficient is obtained based on the braking intensity, and the second braking torque value is the torque value of the required braking torque when the braking intensity is equal to the fifth braking intensity threshold.

10. The control method according to claim 1, characterized in that, The vehicle driving information includes the allowable torque of the motor and the allowable torque of the battery, and the control method further includes: The target feedback torque is determined based on the allowable torque of the motor, the allowable torque of the battery, and the feedback torque of the motor.

11. The control method according to claim 10, characterized in that, The motor feedback torque includes the front axle motor feedback torque and the rear axle motor feedback torque, and the target feedback torque includes the front axle target feedback torque and the rear axle target feedback torque. Determining the target feedback torque based on the motor's allowable torque, the battery's allowable torque, and the motor feedback torque includes: If the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the motor, and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the battery, then the target feedback torque of the front axle motor is determined to be the feedback torque of the front axle motor, and the target feedback torque of the rear axle motor is determined to be the feedback torque of the rear axle motor. When the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor, or when the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery, the front-to-rear axle braking torque ratio is obtained based on the feedback torque of the front axle motor and the feedback torque of the rear axle motor; and The target feedback torque for the front axle and the target feedback torque for the rear axle are determined based on the allowable torque of the motor, the allowable torque of the battery, and the ratio of the braking torque between the front and rear axles.

12. The control method according to claim 1, characterized in that, The vehicle driving information includes the allowable torque of the motor and the allowable torque of the battery, and the control method further includes: The first vehicle hydraulic value is determined based on the vehicle operating conditions, the vehicle driving information, the motor feedback torque, and the required braking torque.

13. The control method according to claim 12, characterized in that, The vehicle driving information also includes braking intensity and a second conversion factor. The vehicle operating conditions include emergency operating conditions and normal operating conditions. Based on the vehicle operating conditions, the vehicle driving information, the motor feedback torque, and the required braking torque, a first vehicle hydraulic value is determined, including: When the vehicle is in the emergency condition, the first vehicle hydraulic value is determined to be the difference between the required braking torque and the motor feedback torque. When the vehicle is operating under normal conditions and the braking intensity is less than the fifth braking intensity threshold, the first vehicle hydraulic pressure value is determined to be zero; and When the vehicle is operating under normal conditions and the braking intensity is greater than or equal to the fifth braking intensity threshold, the first vehicle hydraulic value is determined based on the second conversion factor, the required braking torque, and the motor feedback torque.

14. The control method according to claim 12, characterized in that, The vehicle driving information includes the allowable torque of the motor and the allowable torque of the battery, and the control method further includes: The first target hydraulic value is determined based on the allowable torque of the motor, the allowable torque of the battery, the required braking torque, and the feedback torque of the motor.

15. The control method according to claim 14, characterized in that, The vehicle driving information also includes a second conversion factor, the motor feedback torque includes the front axle motor feedback torque and the rear axle motor feedback torque, and the determination of the first target hydraulic value based on the motor allowable torque, the battery allowable torque, the required braking torque, and the motor feedback torque includes: If the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the motor, and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is greater than or equal to the allowable torque of the battery, then the first target hydraulic value is determined to be the first vehicle hydraulic value; and If the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the motor, or if the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor is less than the allowable torque of the battery, the first target hydraulic value is determined based on the second conversion factor, the required braking torque, the allowable torque of the motor, and the allowable torque of the battery.

16. The control method according to claim 1, characterized in that, The vehicle operating conditions include normal operating conditions, which include low-speed operating conditions. The motor feedback torque includes front axle motor feedback torque and rear axle motor feedback torque. The target feedback torque includes front axle target feedback torque and rear axle target feedback torque. The driving information includes vehicle speed, braking intensity, and a second conversion factor. The control method further includes: In response to the vehicle speed decreasing to below the low-speed operating condition threshold, the vehicle operating condition is determined to be the low-speed operating condition, and the sum of the feedback torque of the front axle motor and the feedback torque of the rear axle motor at the current moment is recorded as the first torque threshold, the required braking torque at the current moment is recorded as the second torque threshold, the target feedback torque of the front axle at the current moment is recorded as the third torque threshold, and the target feedback torque of the rear axle at the current moment is recorded as the fourth torque threshold; The hydraulic lift coefficient, the front axle motor torque limit value, and the rear axle motor torque limit value are obtained based on the vehicle speed. The second target hydraulic value is determined based on the hydraulic lift coefficient, the first torque threshold, the required braking torque, and the second conversion coefficient. The motor attenuation torque value is determined based on the current vehicle hydraulic value, the second conversion factor, the required braking torque, and the first torque threshold. Based on the target feedback torque of the front axle at the previous preset time and the target feedback torque of the rear axle at the previous preset time, determine the second attenuation coefficient of the front axle motor and the third attenuation coefficient of the rear axle motor. The front axle motor attenuation torque value and the rear axle motor attenuation torque value are determined based on the motor attenuation torque value, the second attenuation coefficient, and the third attenuation coefficient. The torque value provided by the front axle is determined based on the attenuated torque value of the front axle motor and the third torque threshold, and the torque value provided by the rear axle is determined based on the attenuated torque value of the rear axle motor and the fourth torque threshold. Repeat the steps of obtaining the hydraulic lift coefficient, the front axle motor torque limit value, and the rear axle motor torque limit value based on the vehicle speed, to determining the front axle provided torque value based on the front axle motor attenuation torque value and the third torque threshold, and determining the rear axle provided torque value based on the rear axle motor attenuation torque value and the fourth torque threshold, until the front axle provided torque value and the rear axle provided torque value change to zero.

17. The control method according to claim 16, characterized in that, The control method further includes: The final torque value of the front axle is determined based on the torque limit value of the front axle motor and the torque value provided by the front axle; the final torque value of the rear axle is determined based on the torque limit value of the rear axle motor and the torque value provided by the rear axle.

18. A vehicle control device, characterized in that, The control device (10) includes an acquisition module (11), a processing module (12), and a motor (13). The acquisition module (11) is used to acquire vehicle driving information and required braking torque. The processing module (12) is used for: Based on the vehicle driving information, determine the vehicle's operating condition; The motor feedback torque is determined based on the vehicle operating conditions, the vehicle driving information, and the required braking torque. and The motor (13) is controlled to brake based on the feedback torque of the motor.

19. A controller, characterized in that, The controller includes a memory and a processor, the memory being configured to store a computer program, and the processor, when executing the computer program, implementing the control method according to any one of claims 1-17.

20. A vehicle, characterized in that, Includes the control device (10) of claim 18 or the controller (30) of claim 19.

21. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor (20), it implements the control method according to any one of claims 1-17.

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