Brake control method, device, and vehicle

Abstract

This application provides a braking control method, device, and vehicle. In view of the influence of brake temperature on braking effect and the difference in braking effect between the front and rear axles during braking, in this application embodiment, the control device can determine the braking torque of the front and rear axles in combination with the brake temperature to improve the braking effect of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a braking control method, device, and vehicle. Background Technology

[0002] With the development of vehicle intelligence, users are increasingly demanding higher safety standards. To improve braking safety, vehicles can currently employ at least one braking method, including mechanical braking and energy recovery braking. However, how to improve braking effectiveness remains a pressing issue. Summary of the Invention

[0003] This application provides a braking control method, device, and vehicle that can adjust the braking torque of the front and rear axles of the vehicle based on the temperature of the vehicle's brakes, thereby improving the braking effect.

[0004] In a first aspect, embodiments of this application provide a braking control method. The executing entity of this braking control method can be a first vehicle or a control device within the first vehicle. The following description uses a control device as an example. In this method, the control device can acquire a braking torque command, which may include energy recovery torque and / or mechanical braking torque. The energy recovery torque may include braking energy recovery torque and / or coasting energy recovery torque. For example, the first vehicle includes a braking system that can acquire the braking torque required for braking the first vehicle and send a braking torque command to the control device. For example, the control device can also determine the braking torque command itself. The control device can determine the target torque for the front axle and the target torque for the rear axle of the first vehicle based on the braking torque command and the temperature of the brakes of the first vehicle.

[0005] Given the influence of brake temperature on braking performance, and the difference in braking performance between the front and rear axles during braking, in this embodiment of the application, the control device can determine the braking torque of the front and rear axles by combining the brake temperature, and can perform braking control from a more refined dimension to improve the braking performance of the first vehicle.

[0006] In one possible implementation, the control device can determine the target torque for the front axle and the target torque for the rear axle based on whether the brake temperature meets an over-temperature condition. Specifically, if the brake temperature meets the first over-temperature condition, the control device can determine the first target torque for the front axle and the first target torque for the rear axle of the first vehicle according to the braking torque command. If the brake temperature does not meet the first over-temperature condition, the control device can determine the second target torque for the front axle and the second target torque for the rear axle of the first vehicle according to the braking torque command. The first target torque for the front axle is greater than the second target torque for the front axle.

[0007] The first over-temperature condition may include: The temperature of the brake is greater than or equal to a first temperature threshold; or, The brake temperature is greater than or equal to a first temperature threshold, and the duration is greater than or equal to a second time threshold; or, The rate of temperature rise of the brake is greater than or equal to a first rate threshold; or, The first vehicle is about to enter the preset scene.

[0008] Wherein, the first temperature threshold, the second time threshold, and the first rate threshold are all preset temperature thresholds; or, the first temperature threshold, the second time threshold, and the first rate threshold can all change dynamically, such as being related to at least one of the following: driving mode, ambient temperature.

[0009] As can be understood, taking a brake temperature greater than a first temperature threshold as an example, satisfying the first over-temperature condition means the brake temperature is greater than or equal to the first temperature threshold, while not satisfying the first over-temperature condition means the brake temperature is less than the first temperature threshold. Taking a brake temperature greater than or equal to the first temperature threshold and its duration greater than or equal to a second time threshold as an example, satisfying the first over-temperature condition means the brake temperature is greater than or equal to the first temperature threshold and its duration is greater than or equal to the second time threshold, while not satisfying the first over-temperature condition means the brake temperature is less than the first temperature threshold, or the brake temperature is greater than or equal to the first temperature threshold but its duration is less than the second time threshold. Taking a brake temperature rise rate greater than or equal to a first rate threshold as an example, satisfying the first over-temperature condition means the brake temperature rise rate is greater than or equal to the first rate threshold, while not satisfying the first over-temperature condition means the brake temperature rise rate is less than the first rate threshold. Taking a first vehicle about to enter a preset scenario as an example, satisfying the first over-temperature condition means the first vehicle is about to enter the preset scenario, while not satisfying the first over-temperature condition means the first vehicle has not entered the preset scenario.

[0010] When the brake temperature meets the first over-temperature condition, there is a risk of thermal fade, which reduces the mechanical braking effect. However, when the brake temperature does not exceed the over-temperature condition, the mechanical braking effect is good, and the impact on the overall braking effect of the first vehicle is minimal. Furthermore, during vehicle braking, due to inertia, the vehicle body tends to lean forward, transferring some of the vehicle's weight from the rear axle to the front axle, resulting in better braking performance on the front axle. Therefore, in this implementation, when the brake temperature meets the first over-temperature condition, the control device can distribute a larger braking torque to the front axle to compensate for the reduced mechanical braking effect and improve the braking performance of the first vehicle.

[0011] In one possible implementation, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the load ratio of the front axle.

[0012] The braking effect of the front axle is related to its load ratio. The higher the load ratio, meaning the heavier the front half of the vehicle, the better the braking effect. In this implementation, the control device can determine the target torque for the first front axle and the target torque for the first rear axle based on the load ratio, thus accurately determining the appropriate braking torque for the front axle and improving the braking effect.

[0013] In one possible implementation, the load ratio of the front axle is the vertical load ratio. The vertical load ratio is related to the center of gravity height of the first vehicle, a first horizontal distance from the front axle to the center of gravity, a second horizontal distance from the rear axle to the center of gravity, and a first deceleration of the first vehicle, which is obtained based on data collected by an acceleration sensor in the first vehicle.

[0014] In this implementation, the greater the force pressing vertically onto the wheel, the greater the wheel's grip and the better the braking effect of the front axle. That is, the vertical load ratio of the front axle has a significant impact on the braking effect of the front axle. Therefore, in this embodiment, the vertical load ratio of the front axle is used to determine the first front axle target torque and the first rear axle target torque, which can fully utilize the braking effect of the front axle and thus improve the braking effect of the first vehicle.

[0015] In one possible implementation, the control device determines a first distribution coefficient for the front axle based on the load ratio of the front axle; determines a target distribution coefficient for the front axle based on the first distribution coefficient and a second distribution coefficient, the second distribution coefficient being related to the vehicle parameters of the first vehicle; and determines a first target torque for the front axle and a first target torque for the rear axle based on the braking torque command and the target distribution coefficient.

[0016] In this implementation, because the first distribution coefficient is related to the load ratio of the front axle, the second distribution coefficient is related to vehicle parameters, the load ratio of the front axle is related to braking performance, and the vehicle parameters are related to efficient vehicle operation, the control device determines the target distribution coefficient of the front axle based on the first and second distribution coefficients, and determines the target torque of the first front axle and the target torque of the first rear axle based on the target distribution coefficient, thus ensuring a balance between braking performance and efficient vehicle operation.

[0017] In one possible implementation, the target allocation coefficient is the maximum of the first allocation coefficient and the second allocation coefficient.

[0018] In this implementation, the control device can determine the target torque of the first front axle and the target torque of the first rear axle with a large distribution coefficient. The purpose of this setting is to make the distribution coefficient of the front axle as large as possible. In this way, when the temperature of the brake meets the first over-temperature condition, the control device can also distribute a larger braking torque when distributing braking torque to the front axle, so as to improve the braking effect of the first vehicle.

[0019] In one possible implementation, if the brake temperature, after initially meeting the first over-temperature condition, subsequently changes to not meeting the first over-temperature condition, and the target allocation coefficient is not the second allocation coefficient, the control device can restore the target allocation coefficient of the front axle to the second allocation coefficient. Here, the brake temperature change being considered as not meeting the first over-temperature condition includes, for example, the brake temperature dropping below a first temperature threshold, or the brake temperature dropping below the first temperature threshold for a duration greater than a fourth time threshold, or the first vehicle leaving a preset scenario.

[0020] The above describes a braking control method where the brake temperature meets the first over-temperature condition. In one possible implementation, multiple over-temperature conditions can be set, and different over-temperature conditions can correspond to different braking control methods to address different degrees of brake fade risk in a targeted manner.

[0021] When the temperature of the brake still meets the second over-temperature condition, the control device can determine the compensation torque, and determine the first front axle target torque and the first rear axle target torque according to the braking torque command and the compensation torque.

[0022] The second overtemperature condition includes: The brake temperature is greater than or equal to a second temperature threshold, and the second temperature threshold is greater than a first temperature threshold; or... The brake temperature is greater than or equal to a second temperature threshold, and the duration is greater than or equal to a third time threshold; or, The rate of temperature rise of the brake is greater than or equal to a second rate threshold, and the second rate threshold is greater than a first rate threshold; or, The vehicle is about to enter the preset scene.

[0023] The second temperature threshold, the third time threshold, and the second rate threshold are all preset temperature thresholds; or, the second temperature threshold, the third time threshold, and the second rate threshold can all change dynamically, such as being related to at least one of the following: driving mode, ambient temperature.

[0024] The third time threshold is greater than or equal to the second time threshold.

[0025] As can be understood, taking a brake temperature greater than or equal to a second temperature threshold as an example, satisfying the second over-temperature condition means the brake temperature is greater than or equal to the second temperature threshold, while not satisfying the second over-temperature condition means the brake temperature is less than the second temperature threshold. Taking a brake temperature greater than or equal to the second temperature threshold and its duration greater than or equal to a third time threshold as an example, satisfying the second over-temperature condition means the brake temperature is greater than or equal to the second temperature threshold and its duration is greater than or equal to the third time threshold, while not satisfying the second over-temperature condition means the brake temperature is less than the second temperature threshold, or the brake temperature is greater than or equal to the second temperature threshold but its duration is less than the third time threshold. Taking a brake temperature rise rate greater than or equal to a second rate threshold as an example, satisfying the second over-temperature condition means the brake temperature rise rate is greater than or equal to the second rate threshold, while not satisfying the second over-temperature condition means the brake temperature rise rate is less than the second rate threshold. Taking the first vehicle about to enter a preset scenario as an example, satisfying the second over-temperature condition means the first vehicle is about to enter the preset scenario, while not satisfying the second over-temperature condition means the first vehicle has not entered the preset scenario.

[0026] Understandably, the second over-temperature condition is more stringent than the first over-temperature condition. Specifically, when the brake temperature meets the first over-temperature condition, it indicates that the brake is beginning to show signs of thermal fade; when the brake temperature meets the second over-temperature condition, it indicates that the risk of brake thermal fade is severe. In this embodiment, when the brake temperature meets the second over-temperature condition, the control device can, in addition to adjusting the front axle braking torque (e.g., by using a target distribution coefficient to distribute the front axle braking torque), further increase the energy recovery torque to achieve redundant braking and further improve the braking effect.

[0027] When the brake temperature meets the second over-temperature condition, the risk of brake fade becomes severe, and the mechanical braking torque cannot be increased further, as this would exacerbate the risk of brake fade. Therefore, the compensation torque can be the energy recovery torque, which can include braking energy recovery torque and / or coasting energy recovery torque. This setting can minimize the burden on the mechanical brakes while ensuring braking performance.

[0028] The following describes how the control device obtains the compensation torque: In one possible implementation, the control device can determine a first deceleration and, based on the first deceleration, determine a compensation torque. The first deceleration is obtained based on data collected by an acceleration sensor in the first vehicle.

[0029] In this implementation, the first deceleration is the actual deceleration of the first vehicle, which reflects the actual braking effect of the first vehicle. The higher the first deceleration, the better the braking effect. When the brake temperature meets the second over-temperature condition, the risk of brake fade is severe, and the braking effect of the first vehicle is weakened. That is, there is a certain difference between the actual deceleration and the target deceleration of the first vehicle. In this implementation, the control device can determine the weakened braking effect based on the first deceleration, and then accurately determine the compensation torque to compensate for the weakened braking effect.

[0030] In one possible implementation, the braking torque command includes a mechanical braking torque. The control device can determine a second deceleration and, based on the second deceleration, determine a compensation torque. Here, the second deceleration corresponds to the mechanical braking torque, which can be understood as: the second deceleration is the deceleration generated solely by the mechanical braking torque.

[0031] Here's a brief description of how the control device determines the second deceleration: The control device can determine the first deceleration, which is based on data collected by the acceleration sensor in the first vehicle; the control device can determine the fourth and fifth decelerations, where the fourth deceleration corresponds to the energy recovery torque and the fifth deceleration corresponds to the vehicle's driving resistance; the control device can then determine the second deceleration based on the first, fourth, and fifth decelerations. It's understandable that the deceleration of the first vehicle can be generated by the combined effects of mechanical braking torque, energy recovery torque, and driving resistance. To obtain the second deceleration generated solely by mechanical braking torque, the control device can obtain the current deceleration of the first vehicle, subtract the deceleration generated by energy recovery torque and driving resistance from this deceleration, thus obtaining the second deceleration generated solely by mechanical braking torque. This allows for accurate separation of the second deceleration generated solely by mechanical braking torque.

[0032] In this implementation, since brake thermal fade is caused by mechanical braking, the weakening of braking effect caused by brake thermal fade is essentially a weakening of the braking effect generated by mechanical braking torque. The braking effect generated by mechanical braking torque can be reflected as a second deceleration. Therefore, when the brake temperature meets the second over-temperature condition, the difference between the first deceleration and the target deceleration is actually the difference between the second deceleration and the target deceleration corresponding to the second deceleration. Thus, in this implementation, the control device can determine the weakened braking effect based on the second deceleration, and then accurately determine the compensation torque to compensate for the weakened braking effect.

[0033] In one possible implementation, the control device can determine a third deceleration, which corresponds to the mechanical braking torque when the brake temperature does not meet the first over-temperature condition. In other words, the third deceleration is the deceleration generated solely by the mechanical braking torque when the brake temperature does not meet the first over-temperature condition. The control device can determine the compensation torque based on the second and third decelerations.

[0034] In this implementation, the third deceleration is the deceleration generated solely by the mechanical braking torque when the brake temperature does not meet the first over-temperature condition, that is, the deceleration generated solely by the mechanical braking torque when the brake has not thermally faded (it can also be regarded as the target deceleration generated solely by the mechanical braking torque). The control device can use the third deceleration as a standard and determine the braking effect weakened by the brake thermal fade based on the second deceleration. Then, the control device can accurately determine the compensation torque based on the weakened braking effect.

[0035] In one possible implementation, the control device can determine the compensation torque based on the difference between the second and third decelerations, the mass of the first vehicle, and the rolling radius of the wheels of the first vehicle.

[0036] In this implementation, the difference between the second deceleration and the third deceleration can characterize the difference between the second deceleration and the target deceleration corresponding to the second deceleration, that is, it can characterize the braking effect weakened by brake thermal fade. Accordingly, the control device can accurately determine the compensation torque based on the difference between the second deceleration and the third deceleration.

[0037] The above describes the brake control method when the brake temperature is overheated. The following describes the method by which the control device determines the brake temperature: Scene 1: The braking torque command includes the mechanical braking torque. When the first vehicle is braking, the control device can determine a second deceleration, which corresponds to the mechanical braking torque, and determine the brake temperature based on the mechanical braking torque and the second deceleration.

[0038] In one possible implementation, the control device can determine the brake temperature independently. For example, the control device can determine the brake temperature based on the mechanical braking torque, the second deceleration, and a first mapping relationship, the first mapping relationship including the brake temperature corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0039] In this implementation, a first mapping relationship can be configured in the first vehicle, and the control device can directly determine the temperature of the brake based on the first mapping relationship, which is highly efficient and has low latency.

[0040] In one possible implementation, the control device can interact with the cloud to determine the brake temperature. For example, the control device can send mechanical braking torque and second deceleration to the cloud and receive the brake temperature from the cloud, the brake temperature being obtained by the cloud based on the mechanical braking torque, the second deceleration, and a first mapping relationship, which includes: the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0041] In this implementation, the first mapping relationship can be configured in the cloud, and the cloud determines the temperature of the brake based on the first mapping relationship, which can reduce the amount of computation required by the control device.

[0042] The above implementation provides multiple ways to determine the temperature of the brake, offering diverse methods that are easy to deploy.

[0043] In one possible implementation, the first mapping relationship is obtained based on the second mapping relationship, which includes: at least one mechanical braking torque of the second vehicle and the temperature of the brake corresponding to at least one second deceleration.

[0044] In one possible implementation, the first mapping relationship is specifically derived from the second mapping relationship and the ratio of the second deceleration of the first vehicle and the second vehicle under the same mechanical braking torque.

[0045] In this implementation, the first mapping relationship of the first vehicle can be obtained by converting the second mapping relationship of the second vehicle, without the need for a complex training or testing process, making it easy to implement and highly efficient.

[0046] Scene 2: When the vehicle is not braking, because the brakes do not participate in mechanical braking, the brake temperature is mainly affected by environmental factors, such as heat exchange between the brakes and the surrounding space. In this scenario, the control device can determine the brake temperature based on the brake's heat exchange parameters and the ambient temperature, thus obtaining an accurate brake temperature.

[0047] The heat exchange parameters include: the specific heat capacity, heat-generating area, emissivity, blackbody radiation coefficient, and convective heat transfer coefficient of the brake.

[0048] Scene 3: After the first vehicle is powered off, the temperature of the brakes is mainly affected by environmental factors, such as the brakes dissipating heat into the surrounding space. Furthermore, the longer the power-off time, the more efficient the brake cooling, and the closer it gets to ambient temperature. In this embodiment, in response to the first vehicle being powered on, the control device can determine the brake temperature based on the historical brake temperature and power-off duration from the last power-off.

[0049] Among them, when the power-down duration is greater than or equal to the first time threshold, it indicates that the power-down duration of the first vehicle is long enough, the brake is sufficiently cooled, and the closer it is to the ambient temperature, the more the control device can use the ambient temperature as the temperature of the brake.

[0050] In cases where the power-off duration is less than a first time threshold, indicating a relatively short power-off duration for the first vehicle and that the brakes have not yet fully cooled down, the control device can determine the brake temperature based on historical and ambient temperatures. Conversely, when the ambient temperature is greater than or equal to the historical temperature, brake cooling is slower, and with a short power-off duration, the brake temperature change is smaller. Therefore, the control device can use the historical temperature as the brake temperature.

[0051] When the ambient temperature is lower than the historical temperature, the brake dissipates heat faster, and the control device determines the brake temperature based on the brake's heat exchange parameters and the historical temperature.

[0052] In the example above, the control device can determine the brake temperature based on the state of the first vehicle, such as braking, not braking, or just being powered on, by using a method adapted to the state of the first vehicle, which can improve the accuracy of the brake temperature.

[0053] In one possible implementation, the compensation torque is distributed between the front and rear axles, with the compensation torque distributed to the front axle being a first compensation torque and the compensation torque distributed to the rear axle being a second compensation torque. After determining the first target torque for the front axle and the first target torque for the rear axle based on the braking torque command and the compensation torque, the control device further includes: If the temperature change of the brake does not meet the second over-temperature condition, the first compensation torque is reduced by a first preset gradient, and the second compensation torque is reduced by a second preset gradient. The condition that the temperature change of the brake does not meet the second over-temperature condition includes, for example, the brake temperature drops below a second temperature threshold, or the brake temperature drops below the second temperature threshold and the duration exceeds a fifth time threshold, or the first vehicle leaves a preset scenario.

[0054] In this implementation, when the brake temperature meets the second over-temperature condition, a compensation torque is added to improve the braking effect. When the brake temperature changes to a point where the second over-temperature condition is not met, the control device can gradually reduce the compensation torque to avoid sudden braking and affecting the user's driving experience.

[0055] In one possible implementation, when the brake temperature meets a first over-temperature condition, the controller can control the first vehicle to perform a first preset operation. This first preset operation is used to address first-stage brake fade (or first-stage over-temperature). For example, the first preset operation may include, but is not limited to, the first vehicle outputting a prompt message instructing the user to perform actions such as deceleration or pulling over to the side of the road to ensure driving safety.

[0056] If the brake temperature meets the second over-temperature condition, the controller can control the first vehicle to perform a second preset operation. This second preset operation is used to address secondary brake fade (or secondary over-temperature). Examples of the second preset operation include, but are not limited to, pulling over to the side of the road and flashing hazard lights.

[0057] In this implementation, when the brake temperature is too high, the control device can instruct the first vehicle to perform a corresponding preset operation to address brake fade and ensure driving safety. Specifically, when the brake temperature meets the first over-temperature condition, it indicates that the brake has begun to show signs of fade, and the control device can take measures to alert the user. When the brake temperature meets the second over-temperature condition, it indicates that the brake fade risk is severe and the braking effect is significantly weakened, and the control device can take mandatory measures, such as controlling the first vehicle to pull over to address this severe fade risk.

[0058] Secondly, embodiments of this application provide a control device, which may be a controller, a processor, chip, or software module in a vehicle. The control device may include an acquisition unit and a determination unit. The acquisition unit is used to acquire a braking torque command. The determination unit is used to determine the target torque for the front axle and the target torque for the rear axle of the first vehicle based on the braking torque command and the temperature of the brakes of the first vehicle.

[0059] In one possible implementation, the determining unit is specifically configured to determine, according to the braking torque command, a first front axle target torque and a first rear axle target torque of the first vehicle when the temperature of the brake meets the first over-temperature condition, and to determine, according to the braking torque command, a second front axle target torque and a second rear axle target torque of the first vehicle when the temperature of the brake does not meet the first over-temperature condition; wherein the first front axle target torque is greater than the second front axle target torque.

[0060] In one possible implementation, the determining unit is specifically used to determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the load ratio of the front axle.

[0061] In one possible implementation, a determining unit is specifically configured to determine a first distribution coefficient of the front axle based on the load ratio of the front axle, determine a target distribution coefficient of the front axle based on the first distribution coefficient and a second distribution coefficient, wherein the second distribution coefficient is related to the vehicle parameters of the first vehicle, and determine a first target torque of the front axle and a first target torque of the rear axle based on the braking torque command and the target distribution coefficient.

[0062] In one possible implementation, the target allocation coefficient is the maximum of the first allocation coefficient and the second allocation coefficient.

[0063] In one possible implementation, the determining unit is further configured to determine the compensation torque when the temperature of the brake still meets the second over-temperature condition, and to determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the compensation torque.

[0064] In one possible implementation, the compensating torque includes braking energy recovery torque and / or coasting energy recovery torque.

[0065] In one possible implementation, a determining unit is specifically used to determine a first deceleration, which is obtained based on data collected by an acceleration sensor in the first vehicle, and to determine a compensation torque based on the first deceleration.

[0066] In one possible implementation, the braking torque command includes a mechanical braking torque, a determining unit specifically used to determine a second deceleration corresponding to the mechanical braking torque, and to determine a compensation torque based on the second deceleration.

[0067] In one possible implementation, a determining unit is specifically used to determine a third deceleration, which corresponds to the mechanical braking torque when the temperature of the brake does not meet the first over-temperature condition, and to determine a compensation torque based on the second deceleration and the third deceleration.

[0068] In one possible implementation, a determining unit is specifically used to determine the compensation torque based on the difference between the second deceleration and the third deceleration, the mass of the first vehicle, and the rolling radius of the wheels of the first vehicle.

[0069] In one possible implementation, the braking torque command includes a mechanical braking torque, a determining unit, and is further configured to determine a second deceleration corresponding to the mechanical braking torque, and to determine the temperature of the brake based on the mechanical braking torque and the second deceleration.

[0070] In one possible implementation, the determining unit is specifically used to determine the temperature of the brake based on the mechanical braking torque, the second deceleration, and the first mapping relationship, the first mapping relationship including: the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0071] In one possible implementation, the control device may further include a transceiver unit. The transceiver unit is configured to transmit the mechanical braking torque and the second deceleration to the cloud, and to receive the temperature of the brake from the cloud. The temperature of the brake is obtained by the cloud based on the mechanical braking torque, the second deceleration, and a first mapping relationship. The first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0072] In one possible implementation, the first mapping relationship is obtained based on the second mapping relationship, which includes: at least one mechanical braking torque of the second vehicle and the temperature of the brake corresponding to at least one second deceleration.

[0073] In one possible implementation, the first mapping relationship is specifically derived from the second mapping relationship and the ratio of the second deceleration of the first vehicle and the second vehicle under the same mechanical braking torque.

[0074] In one possible implementation, the braking torque command also includes energy recovery torque. The determining unit is specifically configured to determine a first deceleration based on data collected by an acceleration sensor in the first vehicle, determine a fourth deceleration and a fifth deceleration, the fourth deceleration corresponding to the energy recovery torque and the fifth deceleration corresponding to the driving resistance of the first vehicle, and determine a second deceleration based on the first, fourth, and fifth decelerations.

[0075] In one possible implementation, when the first vehicle is not braking, the determining unit is also used to determine the temperature of the brake based on the heat exchange parameters of the brake and the ambient temperature.

[0076] In one possible implementation, in response to the first vehicle being powered on, the determining unit is further configured to determine the temperature of the brake based on the historical temperature of the brake and the duration of the power-off during the last power-off.

[0077] In one possible implementation, a determining unit is specifically used to determine the temperature of the brake when the power-down duration is less than a first time threshold and the ambient temperature is greater than or equal to the historical temperature.

[0078] In one possible implementation, the determining unit is specifically used to determine the temperature of the brake based on the heat exchange parameters of the brake and the historical temperature when the power-down duration is less than a first time threshold and the ambient temperature is less than the historical temperature.

[0079] In one possible implementation, the compensation torque is distributed to the front axle and the rear axle, with the compensation torque distributed to the front axle being a first compensation torque and the compensation torque distributed to the rear axle being a second compensation torque.

[0080] The determining unit is further configured to reduce the first compensation torque by a first preset gradient and reduce the second compensation torque by a second preset gradient when the temperature of the brake does not meet the second over-temperature condition.

[0081] In one possible implementation, the control device may further include a control unit. When the temperature of the brakes of the first vehicle meets an over-temperature condition, the control unit controls the first vehicle to perform a preset operation to address brake fade. The over-temperature condition includes a first over-temperature condition and a second over-temperature condition.

[0082] Thirdly, embodiments of this application provide a control device, including: a memory and one or more processors. The memory and processors are coupled; the memory stores computer program code, which includes computer instructions. When the computer instructions are executed by the processor, the control device performs the method described in the first aspect or any possible implementation thereof.

[0083] Fourthly, embodiments of this application provide a vehicle including the control device as described in the second aspect above, or the control device as described in the third aspect above.

[0084] Fifthly, embodiments of this application provide a vehicle, including: a memory and one or more processors. The memory and processors are coupled; the memory stores computer program code, which includes computer instructions that, when executed by the processor, cause the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0085] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing a computer program or instructions that, when executed on a computer, cause the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0086] In a seventh aspect, embodiments of this application provide a computer program product including a computer program, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0087] Eighthly, embodiments of this application provide a chip or chip system including at least one processor and a communication interface. The communication interface and the at least one processor are interconnected via a circuit. The at least one processor is used to run computer programs or instructions to perform the methods described in the first aspect or any possible implementation thereof. The communication interface in the chip can be an input / output interface, pins, or circuits, etc.

[0088] In one possible implementation, the chip or chip system described above in the embodiments of this application further includes at least one memory, which stores instructions. The memory can be an internal storage unit of the chip, such as a register or cache, or it can be a storage unit of the chip itself (such as a read-only memory or random access memory).

[0089] It should be understood that the second to eighth aspects of the embodiments of this application correspond to the technical solutions of the first aspect of the embodiments of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be described again. Attached Figure Description

[0090] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application; Figure 2 A schematic flowchart of a braking test process provided in an embodiment of this application; Figure 3 A schematic diagram of mapping relationship 1 provided in an embodiment of this application; Figure 4 A schematic flowchart of one embodiment of the braking control method provided in this application; Figure 5 A schematic flowchart for determining the temperature of a brake provided in an embodiment of this application; Figure 6 A schematic diagram illustrating the first vehicle output prompt information provided in an embodiment of this application; Figure 7 A schematic flowchart of another embodiment of the braking control method provided in this application; Figure 8 A system architecture diagram provided for an embodiment of this application; Figure 9 A schematic flowchart of another embodiment of the braking control method provided in this application; Figure 10 A schematic diagram of the control device provided in an embodiment of this application; Figure 11 This is another schematic diagram of the control device provided in the embodiments of this application. Detailed Implementation

[0091] To facilitate understanding, the relevant terms and concepts involved in the embodiments of this application will be introduced below: 1. Brake: In this application embodiment, a brake refers to a component deployed at the wheels that achieves vehicle braking through mechanical means such as friction. For example, the brake may include, but is not limited to, disc brakes and drum brakes.

[0092] 2. Axle: Axle is a key load-bearing and transmission component that connects the wheels and supports the vehicle body. In some embodiments, an axle may include a front axle and a rear axle. The front axle is located at the front of the vehicle and connects the front wheels, while the rear axle is located at the rear of the vehicle and connects the rear wheels. For example, in a four-wheeled vehicle, the front axle connects the two front wheels, and the rear axle connects the two rear wheels.

[0093] 3. Brake thermal fade: This refers to the phenomenon where the brake temperature is too high, causing a decrease in its friction coefficient and a severe reduction in braking performance.

[0094] 4. Energy recovery: This refers to the process of converting recoverable energy (such as kinetic energy) generated during vehicle braking or deceleration into electrical energy, thereby achieving energy recycling and improving the overall vehicle energy efficiency.

[0095] In some embodiments, energy recovery may include regenerative braking and regenerative coasting. Regenerative braking refers to the process of converting recyclable energy generated during vehicle braking into electrical energy when the driver releases the accelerator pedal and depresses the brake pedal. Regenerative coasting refers to the process of converting recyclable energy generated during vehicle coasting into electrical energy when the driver releases the accelerator pedal but does not depress the brake pedal.

[0096] 5. Vehicles: Vehicles in this application embodiment may include, but are not limited to, road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment. For example, vehicles may be means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc.; or vehicles may include wheeled devices, which may be robots, mobile medical devices, or experimental platforms, etc., wherein these wheels can also be regarded as wheels. This application embodiment does not specifically limit the type of vehicle.

[0097] In this embodiment, the vehicle may be equipped with an energy recovery function, and the vehicle can achieve braking through mechanical braking and / or energy recovery braking. Exemplary examples include, but are not limited to: battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and extended-range electric vehicles (EREVs).

[0098] In some embodiments, the vehicle can be configured in an intelligent driving mode (fully or partially automated driving mode). It should be noted that intelligent driving refers to a comprehensive system that uses technologies such as artificial intelligence, sensor fusion processing, and network information collaboration to enable vehicles to possess environmental perception, decision-making, planning, and / or autonomous control capabilities. Its core objective is to ultimately achieve a gradual transformation from human driving to machine autonomous driving. It should be understood that the various functions described above may have their own specific requirements and content at different levels of automated driving (L0-L5). Intelligent driving is a description focused on driving techniques and functions, while automated driving is a description focused on driving capabilities. Intelligent driving can include assisted driving, conditional automated driving, highly automated driving, and fully automated driving.

[0099] In some embodiments, the electronic and electrical architecture of a vehicle can be configured in three ways: distributed architecture, domain-centralized architecture, and centralized (CC) architecture. The vehicle in this embodiment can use any one of these three configurations, or other configurations. Distributed architecture: Electronic devices are added to meet functional requirements, such as sensors and electronic control units (ECUs). Almost every function has its own ECU, and the system becomes increasingly complex as functional requirements increase.

[0100] Domain-centric architecture: This approach divides functions into domains, with centralized control within each domain, reducing the number of ECUs and lowering system complexity. The traditional five domain controllers are the powertrain domain, chassis domain, body domain, intelligent driving domain, and cockpit domain. Current trends favor the division into vehicle control domain, autonomous driving domain (or intelligent driving domain), and intelligent cockpit domain, each centrally controlled by a domain controller. The vehicle domain controller (VDC) is responsible for overall vehicle control and has high requirements for real-time performance and safety. The vehicle control domain can be understood as an integration of the original powertrain, chassis, and body domains. The intelligent driving domain controller (ADAS / AD domain controller, ADC) is responsible for intelligent driving-related perception, decision-making, and control functions. The intelligent cockpit domain controller (CDC) is responsible for cockpit intelligence functions such as human-machine interaction. Domain controllers have different names on different manufacturers' platforms; for example, the vehicle control server ICAS1 (corresponding to VDC), the intelligent driving server ICAS2 (corresponding to ADC), and the infotainment server ICAS3 (corresponding to CDC). For example, BDC (body domain controller, corresponding to VDC), SAS (corresponding to ADC), and MGU (media graphics unit, corresponding to CDC). Other examples include Body Super Core (corresponding to VDC), ADAS Super Core (corresponding to ADC), and Cockpit Super Core (corresponding to CDC). Some also refer to ADC as Mobile Data Center (MDC).

[0101] The CC architecture employs a distributed network + domain controller architecture, dividing vehicle control into three main parts: driving, cockpit, and vehicle control. It introduces three major platforms: MDC (as an intelligent driving platform), CDC (as an intelligent cockpit platform), and VDC (as a vehicle control platform). The CC architecture's networking primarily consists of a backbone network and multiple intranets. MDC, CDC, and VDC are connected to the backbone network and communicate with each other through it. Multiple intranets form a distributed network, connected to the backbone network via a distributed gateway. The distributed gateway can also be called a vehicle integration unit (VIU). The VIU has gateway functions, used to connect its intranet to the backbone network, and can perform data format conversion (or encapsulation) and forwarding functions. In addition to gateway functions, the VIU can also have electronic control functions, providing partial or complete data processing and / or control functions for at least one vehicle component. In other words, a VIU (Variable Identity Utility) can implement the electronic control functions provided by the electronic control units (ECUs) of some or all vehicle components. This means it can have some or all of the data processing and / or control functions of the ECU of at least one vehicle component, thus reducing the number of ECUs required. Furthermore, a VIU can also have data processing capabilities across vehicle components, such as processing and calculating data obtained from actuators of multiple vehicle components.

[0102] With the development of vehicle intelligence, users are increasingly demanding higher safety standards. To improve braking safety, vehicles can currently employ at least one braking method, including mechanical braking and energy recovery braking. Mechanical braking can be understood as using a brake device to achieve braking. For example, a disc brake includes a brake caliper and a brake disc. When the vehicle brakes, the brake caliper clamps the brake disc, and braking is achieved through friction between the caliper and the brake disc. Energy recovery braking can be understood as converting recyclable energy into electrical energy, while controlling an electric motor to generate resistance that hinders wheel movement, thus achieving braking.

[0103] Although vehicles can use various braking methods to achieve braking, how to improve braking performance remains an urgent issue that needs attention.

[0104] Brake temperature is closely related to a vehicle's braking performance, especially under aggressive driving conditions or on continuous downhill sections. Drivers need to apply the brakes continuously, which causes a rapid increase in brake temperature and can easily lead to brake fade. Brake fade significantly reduces the brake's coefficient of friction, weakening its braking effect.

[0105] Additionally, during vehicle braking, inertia causes the vehicle to lean forward, transferring some of its weight from the rear axle to the front axle. In this situation, with both front and rear wheels on the same surface, the front wheels have greater grip, resulting in better braking performance for the front axle.

[0106] Given the influence of brake temperature on braking performance, and the difference in braking performance between the front and rear axles during braking, this application provides a braking control method to improve vehicle braking performance. The control device can determine the braking torque of the front and rear axles based on the brake temperature, thereby improving the vehicle's braking effect. It is understood that the braking torque of the front and rear axles includes the braking torque of the front axle and the braking torque of the rear axle. The braking torque of the front axle is applied to the wheels connected to the front axle (such as the front wheels), and the braking torque of the rear axle is applied to the wheels connected to the rear axle (such as the rear wheels).

[0107] Before introducing the braking control method provided in the embodiments of this application, the structure of the vehicle provided in the embodiments of this application will be first introduced: Figure 1 This is a schematic diagram of a vehicle structure provided in an embodiment of this application. (Refer to...) Figure 1 Vehicle 100 may include various subsystems, such as a mobility system 102, a sensor system 104, a control system 106, one or more peripheral devices 108, a power supply 110, a computer system 112, and a user interface 116. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple parts, components, or modules. Furthermore, the subsystems, parts, components, and modules of vehicle 100 may be interconnected via wired or wireless means.

[0108] The mobility system 102 may include components that provide powered motion to the vehicle 100. In some embodiments, the mobility system 102 may include an engine 118, an energy source 119, a transmission 120, and wheels / tires 121.

[0109] Engine 118 can be an internal combustion engine, an electric motor, an air compression engine, or a combination of other types of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine. Engine 118 converts energy source 119 into mechanical power.

[0110] In some embodiments, engine 118 may include at least one electric motor.

[0111] Energy source 119 may include, but is not limited to, gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 119 may also provide energy to other systems of vehicle 100.

[0112] The transmission 120 can transmit mechanical power from the engine 118 to the wheels 121. The transmission 120 may include a gearbox, a differential, and a drive shaft. In some embodiments, the transmission 120 may also include other components, such as a clutch. In this embodiment, the drive shaft may include a front axle and a rear axle that connect (or couple) one or more wheels 121.

[0113] Sensor system 104 may include several sensors for sensing information about the environment surrounding vehicle 100. For example, sensor system 104 may include a positioning system 122 (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU) 124, radar 126, and a camera 128. Sensing data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a key function for the safe operation of autonomous vehicle 100.

[0114] In this embodiment, IMU 124 may include an acceleration sensor. The acceleration sensor is used to acquire the acceleration of vehicle 100. It is understood that when vehicle 100 brakes, the acceleration sensor can acquire the deceleration of vehicle 100.

[0115] In some embodiments, the sensor system 104 may further include a temperature sensor 129a. The temperature sensor 129a may be deployed on the wheel 121 to detect the temperature of the brakes of the vehicle 100. Taking a disc brake as an example, a disc brake includes a brake disc and a brake caliper. The temperature of the brake can be the temperature of the brake disc, the temperature of the brake caliper, or a temperature obtained based on both (such as an average temperature). In this embodiment, compared to the brake caliper, the brake disc is larger, has a higher overheating rate, and the braking performance degradation caused by brake disc thermal fade is more severe. Therefore, the temperature of the brake in this embodiment can be the temperature of the brake disc.

[0116] In some embodiments, the sensor system 104 may further include a temperature sensor 129b, which can acquire the ambient temperature.

[0117] In some embodiments, the sensor system 104 may further include a pedal sensor 130. Pedal sensors 130 are deployed at both the accelerator pedal and the brake pedal. The pedal sensors 130 are used to detect information such as the opening degree of the accelerator pedal and the opening degree of the brake pedal.

[0118] In some embodiments, the sensor system 104 may further include a wheel speed gauge 131, the data collected by the wheel speed gauge 131 being used to obtain the speed of the vehicle 100.

[0119] The control system 106 is used to control the operation of the vehicle 100 and its components. The control system 106 may include various components, such as the steering system 132, the throttle 134, the braking system 136, etc.

[0120] The steering system 132 is operable to adjust the forward direction of the vehicle 100. For example, in some embodiments, the steering system 132 may be a steering wheel system.

[0121] Throttle 134 is used to control the operating speed of engine 118 and thus the speed of vehicle 100.

[0122] The braking system 136 is used to control the deceleration of the vehicle 100. In this embodiment, the braking system 136 can use at least one braking method to achieve braking of the vehicle 100, that is, to control the deceleration of the vehicle 100. The braking methods include, but are not limited to, mechanical braking, energy recovery braking, etc.

[0123] In some embodiments, the braking system 136 may include a control assembly 138 and a braking assembly 140. The braking assembly 140 may include a pedal assembly 141 and a brake 142 deployed on the wheel 121. The pedal assembly 141 may include an accelerator pedal, a brake pedal, etc.

[0124] Control component 138 can determine the braking torque required for braking of vehicle 100, and control vehicle 100 to brake based on the braking torque. For example, in a driver braking scenario, when the driver depresses the brake pedal, control component 138 can determine the braking torque based on information such as the brake pedal opening collected by pedal sensor 130. For example, in an intelligent driving scenario, control component 138 can determine the braking torque by considering the driving environment of vehicle 100. For instance, control component 138 can determine the braking torque based on the distance between vehicle 100 and the vehicle in front, and the speed of vehicle 100. This application embodiment does not limit the method by which control component 138 determines the braking torque.

[0125] After determining the braking torque, the control component 138 can control the vehicle 100 to brake based on the braking torque.

[0126] The following describes the process by which control component 138 controls the braking of vehicle 100 using mechanical braking and energy recovery braking: 1) Mechanical braking Different types of vehicle braking systems (136) require different mechanical braking control processes. Below are examples of several mechanical braking control processes: In some embodiments, the braking system 136 can be an electromechanical brake (EMB). The braking system 136 may include wheel-end actuators 144, one of which can control at least one wheel 121. Taking a braking system 136 including a wheel-end actuator 1, and the wheel-end actuator 1 controlling the left front wheel as an example, when the braking system 136 uses mechanical braking to achieve braking, after the control component 138 determines the braking torque, it can allocate braking torque 1 to the left front wheel. The control component 138 can also send a command 1 to the wheel-end actuator 1, which includes the braking torque 1. In response to the command 1, the wheel-end actuator 1 can control the brake 142 on the left front wheel to output braking torque 1, thereby braking the left front wheel. It is understood that the braking torque allocated by the control component 138 to the wheel connected to the front axle can be used as the braking torque allocated by the control component 138 to the front axle, i.e., the front axle braking torque. Correspondingly, the braking torque distributed by the control component 138 to the wheels connected to the rear axle can be used as the braking torque distributed by the control component 138 to the rear axle, i.e., the rear axle braking torque.

[0127] In some embodiments, the braking system 136 may not include the wheel-end actuator 144. After the control component 138 determines the braking torque, it controls the brake 142 on the wheel 121 to output the corresponding braking torque based on hydraulic or pneumatic methods. For example, the braking system 136 may be an electro-hydraulic brake (EHB).

[0128] The embodiments of this application do not limit the control method of the mechanical braking of the braking system 136.

[0129] 2) Energy recovery braking The electric motor is controlled by a motor control unit (MCU). The engine 118 may include at least one MCU and at least one electric motor, and one MCU can control at least one electric motor. Specifically, the front axle of the vehicle may correspond to at least one electric motor, and the rear axle may correspond to at least one electric motor.

[0130] For example, engine 118 may include MCU1 and MCU2 ( Figure 1(Not shown in the diagram) MCU1 controls motor 1, and MCU2 controls motor 2. Motor 1 corresponds to the front axle, and motor 2 corresponds to the rear axle. When the braking system 136 uses energy recovery braking, after determining the braking torque, the control component 138 can allocate braking torque 2 to the front axle and braking torque 3 to the rear axle. Accordingly, the control component 138 can send command 2 to MCU1 and command 3 to MCU2. Command 2 includes braking torque 2, and command 3 includes braking torque 3. In response to command 2, MCU1 can control motor 1 to output braking torque 2 to brake the wheels connected to the front axle. Similarly, in response to command 3, MCU2 can control motor 2 to output braking torque 3 to brake the wheels connected to the rear axle. Braking torque 2 can be referred to as the front axle braking torque, and braking torque 3 can be referred to as the rear axle braking torque.

[0131] It is understood that the embodiments of this application do not limit the number of MCUs, the number of motors, or the correspondence between the motors and the front and rear shafts; the above are merely illustrative examples.

[0132] In some embodiments, the braking system 136 may also be an intelligent power brake (IPB) system or an integrated brake system (IBS), etc. The type of braking system 136 is not limited in this application embodiment. The form of the control component 138 may be a controller, such as a vehicle domain controller (VDC), and the form of the control component 138 is not limited in this application embodiment.

[0133] In some embodiments, the control system 106 may include additional or alternative components besides those shown and described, or may reduce some of the components shown above.

[0134] Vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users via peripheral device 108. Peripheral device 108 may include wireless communication system 146, on-board computer 148, microphone 150, and / or speaker 152. In some embodiments, peripheral device 108 provides a means for a user of vehicle 100 to interact with user interface 116. For example, on-board computer 148 may provide information to a user of vehicle 100. User interface 116 may also operate on-board computer 148 to receive user input. On-board computer 148 may be operated via a touchscreen. In other cases, peripheral device 108 may provide a means for vehicle 100 to communicate with other devices located within the vehicle. For example, microphone 150 may receive audio (e.g., voice commands or other audio input) from a user of vehicle 100. Similarly, speaker 152 may output audio to a user of vehicle 100.

[0135] The wireless communication system 146 can communicate wirelessly with one or more devices, either directly or via a communication network. For example, the wireless communication system 146 can use 3G cellular communication, such as CDMA, EVDO, GSM / GPRS, or 4G cellular communication, such as LTE, or 5G cellular communication. The wireless communication system 146 can utilize a wireless local area network (WLAN) for communication. In some embodiments, the wireless communication system 146 can utilize an infrared link, Bluetooth, or ZigBee to communicate directly with devices. Other wireless protocols, such as various vehicle communication systems, are also possible. For example, the wireless communication system 146 may include one or more dedicated short-range communications (DSRC) devices that can enable public and / or private data communication between vehicles and / or roadside stations.

[0136] Power source 110 can provide power to various components of vehicle 100. In some embodiments, power source 110 can be a rechargeable lithium-ion, lithium iron phosphate, or lead-acid battery, etc. One or more such battery packs can be configured to provide power to various components of vehicle 100. In some embodiments, power source 110 and energy source 119 can be implemented together, as in some fully electric vehicles.

[0137] Some or all of the functions of vehicle 100 are controlled by computer system 112. Computer system 112 may include at least one processor 113, which executes program instructions 115 stored in a non-transitory computer-readable medium such as memory 114. Computer system 112 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.

[0138] Processor 113 may include any conventional processor, such as a central processing unit (CPU). Optionally, processor 113 may also include a graphics processing unit (GPU), a neural processing unit (NPU), a tensor processing unit (TPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other hardware-based processor-specific devices. Although Figure 1 The illustration functionally represents the processor, memory, and other components of the computer system 112 within the same block; however, those skilled in the art will understand that the processor or memory may actually include multiple processors or memories not stored in the same physical housing. For example, memory 114 may be a hard disk drive or other storage medium located in a housing different from that of computer system 112. Therefore, references to processor 113 or memory 114 will be understood to include a collection of processors or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and deceleration components, may each have their own processor, which performs calculations only relevant to the component's specific function.

[0139] In all the aspects described herein, processor 113 may be located remotely from vehicle 100 and may communicate wirelessly with vehicle 100. In other aspects, some of the processes described herein are executed on processor 113 located within vehicle 100, while others are executed by remote processor 113, including taking the necessary steps to perform a single operation.

[0140] In some embodiments, memory 114 may contain instructions 115 (e.g., program logic) that can be executed by processor 113 to perform various functions of vehicle 100, including those described above. Memory 114 may also contain additional program instructions, including instructions for sending data to, receiving data from, interacting with, and / or controlling one or more of the mobility system 102, sensor system 104, control system 106, and peripheral devices 108. In addition to instructions 115, memory 114 may also store data such as logic code for braking control methods, mapping relationships, and various thresholds, as well as other information. These mapping relationships may include mapping relationship 1 or mapping relationship 2, mapping relationship a-mapping relationship g, and thresholds may include a first temperature threshold, a second temperature threshold, a first time threshold to a fifth time threshold, a first rate threshold, and a second rate threshold.

[0141] Alternatively, one or more of these components may be installed separately from or associated with vehicle 100. For example, memory 114 may exist partially or completely separately from vehicle 100. The components may be communicatively coupled together in a wired and / or wireless manner.

[0142] In this embodiment of the application, the vehicle 100 further includes a control device 117, which is used to execute the method steps in the following embodiments to implement the braking control method provided in this embodiment of the application. The specific implementation can be referred to the description in the following embodiments.

[0143] In some embodiments, the control device 117 may be the processor 113 described above, or the control component 138, or a separately configured component. The form of the control device 117 may be an ECU, VIU, domain controller, or vehicle control unit (VCU), etc., and the embodiments of this application do not limit this.

[0144] In some embodiments, the control device 117 may be deployed independently of the vehicle 100 or integrated into the vehicle 100. In some embodiments, the control device 117 may be deployed independently of the braking system 136 or integrated into the braking system 136. In some embodiments, the control device 117 may be deployed in the chassis domain, the vehicle control domain, or the overall vehicle control domain, such as by integrating the control device 117 into the VDC. This application does not limit the deployment method of the control device 117. Figure 1 Taking the separate deployment of the Sino-Israeli control device 117 as an example.

[0145] It should be understood that Figure 1 This is an example illustration of vehicle 100. In actual applications, the aforementioned systems, components, parts, or devices can be added or removed as needed. Figure 1This should not be construed as a limitation on the embodiments of this application.

[0146] To facilitate understanding of the braking control method provided in the embodiments of this application, the mapping relationships involved in the embodiments of this application are first introduced below: 1. Mapping Relationship 1 Test vehicle 1 was selected for braking testing. Vehicle 1 is a vehicle with energy recovery function, and its structure can be referenced from [reference needed]. Figure 1 As described in the text. Before testing, the energy recovery function of vehicle 1 is turned off. For example, a shutdown command can be sent to the control components of the braking system via the controller area network (CAN) bus of vehicle 1, indicating that the energy recovery function should be turned off. The purpose of turning off the energy recovery function of vehicle 1 is to ensure that only mechanical braking torque is involved in braking during the braking test of vehicle 1.

[0147] Reference Figure 2 The braking test process is as follows: Step 1: Vehicle 1 accelerates to a preset speed (e.g., 80 km / h) and drives. The driver presses the brake pedal with a constant force 1. The opening of the brake pedal can be maintained at the opening 1 (e.g., 30%).

[0148] Since the energy recovery function of vehicle 1 is turned off, vehicle 1 can only brake by mechanical braking. Therefore, in response to the driver pressing the brake pedal, the control component can determine the mechanical braking torque 1 required by vehicle 1 and control the brakes of vehicle 1 to output the mechanical braking torque 1.

[0149] Step 2: During the process from the preset speed to the complete stop of vehicle 1, the data acquisition device can acquire the temperature of the brake and the deceleration of vehicle 1 at a certain frequency.

[0150] The data acquisition device can be a device independent of vehicle 1, used to collect data during the braking test to obtain the mapping relationship 1 of vehicle 1. It is understood that vehicle 1 can also collect data during the braking test to obtain the mapping relationship 1. This application embodiment does not limit the device for obtaining the mapping relationship 1, and the data acquisition device is used as an example for explanation here.

[0151] The brake temperature can be provided by a temperature sensor deployed on the wheel or by the braking system. In some embodiments, the braking system can acquire the temperature collected by the temperature sensor and obtain a more accurate brake temperature through a preset temperature correction algorithm. This application does not limit the current method by which the braking system acquires the brake temperature.

[0152] The deceleration of vehicle 1 can be provided by the IMU. It should be noted that, since the purpose of this embodiment is to obtain the deceleration generated (or provided) solely by the mechanical braking torque 1, in addition to disabling the energy recovery function, to minimize the impact of other factors such as vehicle rolling resistance and air resistance on the deceleration of vehicle 1, a test environment with fewer such factors can be created, so that the deceleration provided by the IMU is as close as possible to the deceleration generated solely by the mechanical braking torque 1. Alternatively, the deceleration 1 of vehicle 1 in the test environment due to other factors such as vehicle rolling resistance and air resistance can be obtained through simulation. In this case, the data acquisition device can subtract deceleration 1 from the deceleration 2 provided by the IMU to obtain the deceleration generated solely by the mechanical braking torque 1.

[0153] Step 3: The driver changes the constant pressure 1 of the brake pedal, such as keeping the brake pedal opening at 50%, 70%, etc., and repeats Step 1 and Step 2. The data acquisition device acquires the temperature of the brake and the deceleration of the vehicle 1 at a certain frequency.

[0154] By repeating this process and iterating through the opening of the brake pedal, the data acquisition device can obtain multiple sets of data. Each set of data may include: mechanical braking torque, deceleration caused solely by mechanical braking torque, and the temperature of the brake.

[0155] Step 4: The data acquisition device can fit multiple sets of data to establish a mapping relationship between mechanical braking torque, deceleration generated solely by mechanical braking torque, and the temperature of the brake.

[0156] Mapping relation 1 can be represented as a three-dimensional surface. Fitting methods include, but are not limited to, least squares method and minimum absolute value deviation method.

[0157] In some embodiments, multiple over-temperature thresholds can be set for the brake temperature. A higher over-temperature threshold indicates a greater risk of brake thermal degradation. For example, two over-temperature thresholds can be set: 550°C and 750°C. When the brake temperature reaches level one over-temperature (greater than 550°C), it indicates the brake is beginning to show signs of thermal degradation. When the brake temperature reaches level two over-temperature (greater than 750°C), it indicates a severe risk of brake thermal degradation.

[0158] Figure 3 Taking brake temperature as an example, the mechanical braking torque corresponding to brake temperatures without thermal fade (less than 550℃), 550℃, and 750℃ in mapping relationship 1, as well as the deceleration generated solely by the mechanical braking torque, are shown. The deceleration generated solely by the mechanical braking torque is... Figure 3 This is referred to as "the deceleration corresponding to the mechanical braking torque".

[0159] In some embodiments, mapping relationship 1 can be represented as a model, table, etc., and the form of mapping relationship 1 is not limited in the embodiments of this application. When mapping relationship 1 is a model, the model can be deployed in vehicle 1. In practical applications, vehicle 1 can input the mechanical braking torque and the deceleration generated solely by the mechanical braking torque into the model, and the model can output the temperature of the brake. When mapping relationship 1 is a table, the table can be deployed in vehicle 1. In practical applications, given the mechanical braking torque and the deceleration generated solely by the mechanical braking torque, vehicle 1 can obtain the temperature of the brake by looking up the table.

[0160] In some embodiments, the above braking test can be performed for each type of vehicle to obtain the vehicle mapping relationship. After obtaining the vehicle mapping relationship, the mapping relationship can be configured in the vehicle, so that in practical applications, the vehicle can use the mapping relationship to determine the brake temperature.

[0161] It should be noted that, since the temperature of the brake is related to the mechanical braking torque, that is, the mechanical braking torque will cause the brake to heat up, while other energy recovery torques will not cause the temperature of the brake to change, the purpose of obtaining mapping relationship 1 in this application embodiment is to accurately determine the mapping relationship between the mechanical braking torque, the second deceleration generated only by the mechanical braking torque, and the temperature of the brake, so as to accurately determine the temperature of the brake in subsequent use. The use of mapping relationship 1 can be referred to the description in the following embodiments.

[0162] 2. Generalization of mapping relation 1 To reduce the workload of braking tests, in some embodiments, after obtaining the mapping relationship 1 of vehicle 1, the data acquisition device can generalize the mapping relationship 1 to obtain the mapping relationships of other vehicles, without having to perform repetitive braking tests on other vehicles.

[0163] In some application scenarios, such as when temperature sensors are not deployed on the wheels of vehicle 2, or when the braking system of vehicle 2 lacks the function of acquiring brake temperature (i.e., a mapping relationship for vehicle 2 cannot be obtained through braking tests), the data acquisition device can also generalize the mapping relationship 1 for vehicle 1 to obtain the mapping relationship 2 for vehicle 2. For example, if vehicle 1 is equipped with an EMB (Electronic Brake Module) that has the function of acquiring brake temperature, and vehicle 2 is equipped with an EHB (Electronic Brake Module) that does not have the function of acquiring brake temperature, the data acquisition device can generalize the mapping relationship 1 for vehicle 1 to obtain the mapping relationship 2 for vehicle 2.

[0164] The following describes the process by which the data acquisition device generalizes the mapping relationship 1 of vehicle 1 to obtain the mapping relationship 2 of vehicle 2: In some embodiments, the data acquisition device can obtain mapping relationship 2 based on mapping relationship 1 and the ratio of the second deceleration of vehicle 1 to the second deceleration of vehicle 2 under the same mechanical braking torque. Here, the second deceleration corresponds to the mechanical braking torque, meaning the second deceleration is generated solely by the mechanical braking torque. In other words, the data acquisition device can obtain the ratio of the second deceleration of vehicle 1 to the second deceleration of vehicle 2 under the same mechanical braking torque, and based on this ratio, convert the second deceleration of vehicle 1 under the same mechanical braking torque into the second deceleration of vehicle 2, thereby obtaining the mapping relationship between the mechanical braking torque, the second deceleration of vehicle 2, and the temperature of the brake, i.e., mapping relationship 2.

[0165] In some embodiments, for different vehicles, the second deceleration generated solely by the mechanical braking torque is related to the vehicle's braking parameters and wheel rolling radius. These braking parameters may include front axle braking parameters and rear axle braking parameters. The front axle braking parameters may include at least one of the following: front axle load, front axle brake friction coefficient, and front axle brake effective friction radius. The rear axle braking parameters may include at least one of the following: rear axle load, rear axle brake friction coefficient, and rear axle brake effective friction radius.

[0166] In some embodiments, both the front axle load and the rear axle load can be static loads, such as static loads in an unloaded scenario.

[0167] Taking "front axle braking parameters including front axle load, front axle brake friction coefficient, and front axle brake effective friction radius, and rear axle braking parameters including rear axle load, rear axle brake friction coefficient, and rear axle brake effective friction radius" as an example, and combining vehicle dynamics principles, the following describes the process by which a data acquisition device obtains the ratio of the second deceleration of vehicle 1 and the second deceleration of vehicle 2 under the same mechanical braking torque: The deceleration generated by the mechanical braking torque on the front axle of vehicle 1

[0168] The deceleration caused by the mechanical braking torque on the rear axle of vehicle 1

[0169] The deceleration generated by the mechanical braking torque of vehicle 1 +

[0170] The deceleration generated by the mechanical braking torque of the front axle of vehicle 2

[0171] The deceleration caused by the mechanical braking torque of the rear axle of vehicle 2

[0172] The deceleration generated by the mechanical braking torque of vehicle 2 +

[0173] in, For the front axle load of vehicle 1, For the front axle load of vehicle 2, The load on the rear axle of vehicle 1. The rear axle load of vehicle 2, The coefficient of friction of the front axle brake of vehicle 1. The coefficient of friction of the front axle brake of vehicle 2. Let be the coefficient of friction of the rear axle brake of vehicle 1. Let be the coefficient of friction of the rear axle brake of vehicle 2. The effective friction radius of the front axle brake of vehicle 1. The effective friction radius of the front axle brake of vehicle 2. The effective friction radius of the rear axle brake of vehicle 1 is... The effective friction radius of the rear axle brake of vehicle 2 is [missing information]. Let be the wheel rolling radius of vehicle 1. Let be the wheel rolling radius of vehicle 2.

[0174] in, Related to mechanical braking torque.

[0175] The data acquisition device can obtain the braking parameters and wheel rolling radius of vehicle 1, as well as the braking parameters and wheel rolling radius of vehicle 2. These parameters can be imported into the data acquisition device by the tester, or obtained by the data acquisition device from a database. The database can include braking parameters and wheel rolling radii of different vehicles.

[0176] Given the known mapping relationship 1 for vehicle 1, mapping relationship 1 includes: at least one mechanical braking torque of vehicle 1, at least one second deceleration (such as...). The corresponding brake temperature. The data acquisition device can use the following formula 1 to obtain the second deceleration of vehicle 2 under the same mechanical braking torque. : *( + ) / ( + ) Formula 1 Referring to formula 1, ( + ) / ( + The ratio of the second deceleration of vehicle 1 to the second deceleration of vehicle 2 under the same mechanical braking torque is given by the data acquisition device. The data acquisition device can obtain the second deceleration of vehicle 2 under the same mechanical braking torque based on this ratio and the second deceleration of vehicle 1 under the same mechanical braking torque.

[0177] In some embodiments, the data acquisition device can convert the second deceleration of vehicle 1 corresponding to the same mechanical braking torque in mapping relationship 1 into the second deceleration of vehicle 2, thereby obtaining mapping relationship 2 for vehicle 2. Mapping relationship 2 may include at least one mechanical braking torque and at least one second deceleration of vehicle 2 (e.g., The corresponding temperature of the brake.

[0178] In some embodiments, the data acquisition device can fit the mechanical braking torque, the second deceleration of vehicle 2 under the mechanical braking torque, and the temperature of the brake to obtain mapping relationship 2. The fitting method can be referred to the relevant description of fitting above.

[0179] It is understandable that after obtaining the mapping relationship 2 for vehicle 2, the mapping relationship 2 can be configured in vehicle 2.

[0180] In some embodiments, vehicle 1 can be considered as a second vehicle, mapping relationship 1 can be considered as a second mapping relationship, vehicle 2 can be considered as a first vehicle, and mapping relationship 2 can be considered as a first mapping relationship. The first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle. The second mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the second vehicle. Therefore, the first mapping relationship can be obtained from braking tests or obtained through generalization of the second mapping relationship.

[0181] In the generalization process of mapping relationship 1, the front axle load and rear axle load of vehicle 1 and vehicle 2 are both static loads. However, in actual applications, the front axle load and rear axle load of a vehicle are dynamically changing. In order to use mapping relationship 1 and mapping relationship 2 more accurately, the pre-configured mapping relationship in the vehicle can be adjusted according to the actual load state of the vehicle in actual applications. For example, the load state can include no load, half load, and full load, etc., and this application embodiment does not limit this.

[0182] The following uses mapping relation 1 as an example to illustrate the adjustment process of mapping relation 1: Vehicle 1 is configured with a mapping relationship 1, which is the mapping relationship when vehicle 1 is unloaded. Vehicle 1 can adjust mapping relationship 1 by adopting a corresponding adjustment strategy based on the current load state, thereby using a more accurate mapping relationship. For example, the adjustment strategy may include: different load states correspond to different adjustment coefficients, and vehicle 1 adjusts mapping relationship 1 based on the adjustment coefficients. The embodiments of this application do not limit the specific adjustment strategy.

[0183] In some embodiments, to use accurate mapping relationships, mapping relationships under different load states can be pre-configured in the vehicle. Vehicle 1 can then adopt the mapping relationship corresponding to the current load state. It is understood that the method for obtaining mapping relationships under different load states can refer to the relevant description of the method for obtaining mapping relationship 1.

[0184] The braking control method provided in this application will be described below with reference to specific embodiments. These embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0185] Figure 4 This is a flowchart illustrating one embodiment of the braking control method provided in this application. The executing entity for the braking control method is... Figure 1 The control device within. (Refer to...) Figure 4 The braking control method provided in this application embodiment may include: S401, obtain braking torque command.

[0186] In some embodiments, the braking torque command may include energy recovery torque and / or mechanical braking torque. For example, for a vehicle with energy recovery capability, braking can be achieved through energy recovery and / or mechanical braking; accordingly, the braking torque command may include energy recovery torque and / or mechanical braking torque. The energy recovery torque may include braking energy recovery torque and / or coasting energy recovery torque.

[0187] In some embodiments, the control device may determine the braking torque command itself, and the specific method of obtaining the command can be referred to the relevant description of the control component determining the braking torque described above.

[0188] In some embodiments, the control component can determine the braking torque and send a braking torque command to the control device; that is, the control device can obtain the braking torque command from the control component.

[0189] S402, based on the braking torque command and the temperature of the brakes of the first vehicle, determine the target torque of the front axle of the first vehicle and the target torque of the rear axle of the first vehicle.

[0190] Both the front axle target torque and the rear axle target torque are used to achieve vehicle braking. In other words, the front axle target torque can be used as the front axle braking torque, and the rear axle target torque can be used as the rear axle braking torque.

[0191] The structure of the first vehicle can be referenced. Figure 1 As shown. The control device can obtain the temperature of the brake, and the process is described below: In some embodiments, a temperature sensor deployed on the wheel can acquire the temperature of the brake, and the control device can acquire the temperature of the brake from the temperature sensor.

[0192] In some embodiments, temperature sensors are not deployed on the wheels of the first vehicle, or temperature sensors are deployed on the wheels, but because the temperature sensors are deployed at the wheels, the accuracy of the brake temperature collected by the temperature sensors is low due to harsh deployment environments and the high-speed rotation of the wheels. In this case, a mapping relationship 'a' can be configured in the first vehicle. This mapping relationship 'a' includes the brake temperature corresponding to at least one vehicle parameter. Vehicle parameters may include, but are not limited to, vehicle speed, acceleration, and vehicle mass. The mapping relationship 'a' can also be obtained through testing or training, referring to the testing process of mapping relationship 1. In this embodiment, the control device can obtain the current vehicle parameters of the first vehicle and determine the brake temperature according to the mapping relationship 'a'.

[0193] In some embodiments, the control device may also obtain the temperature of the brake in the following manner: Scenario 1: Braking Scenario When the first vehicle is in a braking scenario, the brakes engage in mechanical braking. The temperature of the brakes is related to the mechanical braking torque. Therefore, the control device can determine the second deceleration, which corresponds to the mechanical braking torque. The second deceleration corresponding to the mechanical braking torque can be understood as: the second deceleration is the deceleration generated solely by the mechanical braking torque.

[0194] It is understood that the braking torque command includes mechanical braking torque. To obtain the second deceleration generated solely by the mechanical braking torque, in some embodiments, a mapping relationship b may be configured in the first vehicle. This mapping relationship b includes at least one vehicle parameter, at least one environmental parameter, and at least one second deceleration corresponding to the mechanical braking torque, which is generated solely by the mechanical braking torque. The vehicle parameter may include, but is not limited to, vehicle speed, acceleration, vehicle type, and the mass of the first vehicle. The environmental parameter includes, but is not limited to, road surface type, wind speed, rainfall, snowfall, and other parameters that generate driving resistance. The mapping relationship b can also be obtained through testing or training, and the testing process for mapping relationship 1 can be referred to.

[0195] In this embodiment, the control device can acquire the current vehicle parameters and environmental parameters of the first vehicle, and determine the second deceleration generated solely by the mechanical braking torque based on the mechanical braking torque, the current vehicle parameters, the environmental parameters, and the mapping relationship b.

[0196] When the first vehicle is in a braking scenario, the deceleration of the first vehicle can be generated by the combined action of mechanical braking torque, energy recovery torque, and driving resistance. In order to obtain a second deceleration generated solely by mechanical braking torque, in some embodiments, the control device can obtain the current deceleration of the first vehicle and subtract the deceleration generated by energy recovery torque and driving resistance from this deceleration to obtain the second deceleration generated solely by mechanical braking torque.

[0197] The control device can determine the first deceleration of the first vehicle, which is obtained based on data collected by the acceleration sensor in the first vehicle. This first deceleration can correspond to the energy recovery torque, driving resistance, and mechanical braking torque; that is, the first vehicle produces the first deceleration under the combined action of the energy recovery torque, driving resistance, and mechanical braking torque.

[0198] In order to obtain the second deceleration generated solely by mechanical braking torque, the control device can determine the fourth and fifth decelerations.

[0199] The fourth deceleration corresponds to the energy recovery torque; that is, the fourth deceleration is the deceleration generated solely by the energy recovery torque. In some embodiments, the energy recovery torque can be the energy recovery torque in the braking torque command. In some embodiments, the energy recovery torque can be the energy recovery torque actually output by at least one electric motor in the first vehicle. The control device can obtain the actual energy recovery torque output by at least one electric motor from the MCU in the first vehicle.

[0200] After acquiring the energy recovery torque, the control device can convert it into braking force based on the wheel rolling radius, and then divide it by the mass of the first vehicle to obtain the fourth deceleration. For example, the control device can determine the fourth deceleration using the following formula 2. : Formula 2 in, For energy recovery torque, For the mass of the first vehicle, Let be the rolling radius of the first vehicle's wheels.

[0201] The fifth deceleration corresponds to the driving resistance of the first vehicle; that is, the fifth deceleration is the deceleration caused solely by the driving resistance of the first vehicle. Driving resistance mainly includes wheel rolling resistance and air resistance.

[0202] In some embodiments, the control device can calculate wheel rolling resistance and air resistance, and then divide by the mass of the first vehicle to obtain the fifth deceleration. For example, the control device can determine the fifth deceleration using the following formula 3. : Formula 3 in, Let be the drag coefficient of the first vehicle. The drag coefficient is related to the vehicle type and is a known quantity. Let be the drag coefficient of the first vehicle. The frontal area of ​​the first vehicle. The speed of the first vehicle.

[0203] in, It can be viewed as the rolling resistance of a wheel. This can be considered as air resistance.

[0204] The control device can determine the second deceleration based on the first deceleration, the fourth deceleration, and the fifth deceleration. For example, the control device can subtract the fourth and fifth decelerations from the first deceleration to obtain the second deceleration. In other words, in this embodiment, the control device can accurately separate the deceleration generated solely by the mechanical braking torque from the total deceleration to accurately determine the brake temperature.

[0205] After the control device determines the second deceleration, it can determine the temperature of the brake based on the mechanical braking torque and the second deceleration.

[0206] In some embodiments, the control device can determine the temperature of the brake based on the mechanical braking torque, the second deceleration, and the first mapping relationship. The first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle, and the first mapping relationship can be referred to the relevant description in the above embodiments.

[0207] Scenario 2: Non-braking scenario When the vehicle is in a non-braking scenario, because the brakes do not participate in mechanical braking, the brake temperature is mainly affected by environmental factors, such as heat exchange between the brakes and the surrounding space. In this scenario, the control device can determine the brake temperature based on the brake's heat exchange parameters and the ambient temperature.

[0208] In some embodiments, the heat exchange parameters of the brake may include, but are not limited to, the brake's specific heat capacity, heat-generating area, emissivity, blackbody radiation coefficient, and average convective heat transfer coefficient. For example, the control device can determine the brake temperature based on the principle of thermal balance using the following formula 4. : =0 Formula 4 in, The specific heat capacity of the brake. For the mass of the brake, All of these are the temperatures of brake 1. All are ambient temperature, For the average convective heat transfer coefficient, For blackness, The blackbody radiation coefficient (constant) This refers to the heat-generating area of ​​the brake.

[0209] Based on scenarios 1 and 2 above, refer to Figure 5 After the first vehicle is powered on, the control device can determine whether the first vehicle is in a braking scenario. When the first vehicle is in a braking scenario, the control device can use the method in Scenario 1, such as querying mapping relationship 1 to determine the brake temperature. When the first vehicle is in a non-braking scenario, the control device can use the method in Scenario 2, such as using brake cooling and thermal balance principles to determine the brake temperature.

[0210] Understandably, after the control device determines the temperature of the brake, it can store the temperature of the brake, and update the stored temperature of the brake after the next determination of the brake temperature.

[0211] Scenario 3: Power-on / off scenarios Scenario 1 and Scenario 2 describe the process by which the control device determines the brake temperature based on whether the first vehicle is in a braking scenario after it is powered on. The following describes the process by which the control device determines the brake temperature when the first vehicle is powered on: After the first vehicle is powered off, the brake temperature is mainly affected by environmental factors, such as the brake dissipating heat into the surrounding space. Furthermore, the longer the power-off time, the more efficient the brake dissipation, and the closer it gets to ambient temperature. In this embodiment, in response to the first vehicle being powered on, the control device can determine the brake temperature based on the brake's historical temperature and power-off duration at the time of the last power-off. It is understood that because the control device can store and update the brake temperature, in response to the first vehicle being powered on, the control device can obtain the brake's historical temperature (hereinafter referred to as historical temperature) from the stored records at the time of the last power-off.

[0212] The first time threshold can be pre-configured in the first vehicle.

[0213] Specifically, when the power-down duration is greater than or equal to a first time threshold, it indicates that the power-down duration of the first vehicle is sufficiently long, the brakes are adequately cooled, and the temperature is close to the ambient temperature. The control device can then use the ambient temperature as the brake temperature. It is understood that the control device can obtain the ambient temperature from a temperature sensor, or it can query the ambient temperature via a wireless communication system.

[0214] In cases where the power-off duration is less than a first time threshold, indicating a relatively short power-off duration for the first vehicle and that the brakes have not yet fully cooled down, the control device can determine the brake temperature based on historical and ambient temperatures. Conversely, when the ambient temperature is greater than or equal to the historical temperature, brake cooling is slower, and with a short power-off duration, the brake temperature change is smaller. Therefore, the control device can use the historical temperature as the brake temperature.

[0215] When the ambient temperature is lower than the historical temperature, the brake dissipates heat more quickly. The control device determines the brake temperature based on the brake's heat exchange parameters and the historical temperature. For example, the control device can determine the brake temperature using the following formula 5, based on the principle of thermal balance. : =0Formula 5 in, All of these are historical temperatures of the brake.

[0216] In summary, in scenarios 1-3, the control device can determine the brake temperature based on the state of the first vehicle, such as braking, not braking, or just powered on, by adopting a method adapted to the state of the first vehicle, which can improve the accuracy of the brake temperature.

[0217] In some embodiments, since the first vehicle may include multiple wheels, and at least one wheel may have a brake deployed on it, or each wheel may have a brake deployed on it, the control device in this embodiment may obtain the temperature of each brake in the manner described above. The brake temperature used in S402 of this embodiment may be the average temperature of all brakes, or the maximum temperature among all brakes. For example, if each wheel of a four-wheeled vehicle is equipped with a disc brake, the brake temperature used in S402 may be the maximum temperature among the four brake discs. The reason for this setting is that if the temperature of any one brake disc is too high, it will lead to a reduction in the braking effect of the entire vehicle. Therefore, as long as the temperature of any one brake disc is too high, the braking control method in this embodiment will be executed, which can achieve timely response.

[0218] After determining the brake temperature, the control unit can determine the target torque for the front axle and the target torque for the rear axle based on the braking torque command and the brake temperature. In other words, the control unit can allocate the target torque for the front axle and the target torque for the rear axle based on the braking torque command and the brake temperature.

[0219] In some embodiments, the first vehicle may be configured with a mapping relationship c, which may include at least one braking torque command, and the front axle braking torque and rear axle braking torque corresponding to the temperature of at least one brake. In this embodiment, the control device can determine the target torque for the front axle and the target torque for the rear axle based on the braking torque command, the brake temperature, and the mapping relationship c. The mapping relationship c may be obtained through testing or training, and can be referred to the description of mapping relationship 1.

[0220] It is understandable that the higher the temperature of the brake, the higher the risk of brake fade. Since the front axle has a better braking effect when the first vehicle brakes, in order to improve the braking effect, in some embodiments, in mapping relationship c, under the premise of the same braking torque command, the higher the temperature of the brake, the greater the target torque of the front axle and the smaller the target torque of the rear axle. The purpose of this setting is to take advantage of the high braking effect of the front axle, improve the braking effect of the front axle under the premise of the same braking torque command, compensate for the braking effect weakened by brake fade, and thus improve the overall braking effect of the first vehicle.

[0221] In some embodiments, there is a risk of thermal fade when the brake temperature is too high (e.g., above a temperature threshold). The braking effect is better when the brake temperature is not too high. Therefore, the mapping relationship c can be set such that when the brake temperature is too high, under the premise of the same braking torque command, the higher the brake temperature, the higher the target torque of the front axle and the lower the target torque of the rear axle. This can reduce unnecessary braking control (e.g., when the temperature is not too high).

[0222] In addition, a temperature limit can be set in mapping relationship c. When the temperature of the brake reaches the temperature limit, the target torque of the front axle will no longer be increased to ensure the braking balance between the front and rear axles, thereby ensuring vehicle stability and driving safety.

[0223] In some embodiments, after determining the target torque of the front axle and the target torque of the rear axle, the control device can control the first vehicle to output the target torque of the front axle and the target torque of the rear axle. The specific output method can be referred to the relevant description of the control component controlling the output of the front axle braking torque and the rear axle braking torque in the above embodiments.

[0224] Given the impact of brake temperature on braking performance, and the difference in braking performance between the front and rear axles during braking, in this embodiment, the control device can determine the braking torque of the front and rear axles based on the brake temperature to improve the braking performance of the first vehicle. For example, under the same braking torque command, different brake temperatures result in different braking torques for the front and rear axles. This allows the control device to adapt to the brake temperature, maximizing the braking performance of the front axle and thus improving the overall braking performance of the first vehicle.

[0225] When the brake temperature exceeds a certain threshold, there is a risk of thermal fade, which reduces the mechanical braking effect. However, when the brake temperature does not exceed the threshold, the mechanical braking effect is good, and the impact on the overall braking effect of the first vehicle is minimal. Therefore, in this embodiment, the target torque for the front axle and the target torque for the rear axle can be determined based on whether the brake temperature meets the over-temperature condition.

[0226] In some embodiments, a first over-temperature condition is provided in the first vehicle to indicate that the brake temperature is over-temperature or about to over-temperature. Exemplarily, the first over-temperature condition may include: 1) The temperature of the brake is greater than or equal to the first temperature threshold; or, 2) The temperature of the brake is greater than or equal to a first temperature threshold, and the duration is greater than or equal to a second time threshold; or, 3) The rate of temperature rise of the brake is greater than or equal to the first rate threshold; or, 4) The first vehicle is about to enter the preset scene.

[0227] Among them, 1)-3) are used to indicate that the brake temperature is too high, and 4) is used to indicate that the brake temperature is about to be too high.

[0228] For 1)-3), in some embodiments, the first temperature threshold can be a preset temperature threshold, the second time threshold can be a preset time threshold, and the first rate threshold can be a preset rate threshold. The first temperature threshold, the second time threshold, and the first rate threshold can be pre-configured in the first vehicle. For example, the first temperature threshold can be 550°C, and the second time threshold can be 3 seconds.

[0229] In some embodiments, the first temperature threshold is dynamically variable. For example, the first temperature threshold may be related to driving mode, ambient temperature, etc.

[0230] The driving modes may include, but are not limited to, Sport mode and Eco mode. In Sport mode, the first vehicle brakes more frequently and with greater braking force, making the brakes more prone to heat fade; therefore, Sport mode can be configured to have a lower initial temperature threshold. In Eco mode, the first vehicle brakes less frequently and with less braking force, making the brakes less prone to heat fade; therefore, Eco mode can be configured to have a higher initial temperature threshold.

[0231] Furthermore, the lower the ambient temperature, the faster the brakes dissipate heat, making them less prone to thermal fade; conversely, the higher the ambient temperature, the slower the brakes dissipate heat, making them more susceptible to thermal fade. Therefore, different ambient temperatures can correspond to different first temperature thresholds. For example, lower ambient temperatures in winter can correspond to a smaller first temperature threshold, while higher ambient temperatures in summer can correspond to a larger first temperature threshold.

[0232] Similarly, the first time threshold and the first rate threshold can also be dynamically changing, such as being related to driving mode, ambient temperature, etc. Taking the first rate threshold related to driving mode as an example, sport mode can correspond to a smaller first rate threshold, while eco mode can correspond to a larger first rate threshold. Similarly, taking the first time threshold related to driving mode as an example, sport mode can correspond to a smaller first time threshold, while eco mode can correspond to a larger first time threshold.

[0233] Regarding 4), the first vehicle is about to enter a preset scenario to indicate that the brake temperature is about to overheat. In the preset scenario, the first vehicle brakes frequently and / or with high braking force, making the brakes prone to thermal fade. For example, the preset scenario may include, but is not limited to, long downhill scenarios, traffic jam scenarios, etc. In some embodiments, the first vehicle can determine that it is about to enter the preset scenario based on navigation information or surrounding environmental information collected by a sensor system. This application embodiment will not elaborate on this process. The purpose of setting 4) in this application embodiment is to provide preventive intervention before the brake temperature overheats, rather than responding only after overheating occurs, thereby improving the timeliness of the response.

[0234] In this embodiment of the application, when the temperature of the brake meets the first over-temperature condition, the control device can determine the first front axle target torque and the first rear axle target torque according to the braking torque command. When the temperature of the brake does not meet the first over-temperature condition, the control device can determine the second front axle target torque and the second rear axle target torque according to the braking torque command.

[0235] In this embodiment, the first front axle target torque is greater than the second front axle target torque. It should be understood that when the brake temperature meets the first over-temperature condition (i.e., the brake is overheating or about to overheat), the risk of brake fade is high; when the brake temperature does not meet the first over-temperature condition, the risk of brake fade is low. Therefore, in this embodiment, under the same braking torque command, the first front axle target torque can be set to be greater than the second front axle target torque. This improves the braking effect of the front axle when the risk of brake fade is high, compensating for the reduced braking effect due to brake fade, and thus improving the overall braking effect of the first vehicle.

[0236] The following describes the process by which the control device determines the target torque for the first front axle and the target torque for the first rear axle: Method 1: In some embodiments, the first vehicle may be configured with a first front axle target torque and a first rear axle target torque. When the temperature of the brake meets a first over-temperature condition, the control device may determine the first front axle target torque and the first rear axle target torque based on a pre-configuration.

[0237] Method 2: The braking effect of the front axle is related to its load ratio. The front axle load ratio is the proportion of the front axle load to the total vehicle load. A higher front axle load ratio means a heavier front half of the vehicle, resulting in greater grip on the wheels connected to the front axle and better braking performance. Since a greater force perpendicular to the wheels leads to greater grip and better braking, the vertical load ratio of the front axle has a significant impact on its braking effect. Therefore, in some embodiments, the front axle load ratio can be the vertical load ratio.

[0238] The vertical load ratio is related to the center of gravity height of the first vehicle, the first horizontal distance from the front axle to the center of gravity, the second horizontal distance from the rear axle to the center of gravity, and the first deceleration of the first vehicle. The first deceleration can be provided by the IMU, as described in the relevant embodiments above. For example, the control device can determine the front axle load ratio using the following formula 6. : Formula 6 in, For the center of gravity height of the first vehicle, For the first deceleration, For the first horizontal distance, This is the second horizontal distance.

[0239] In this embodiment, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the load ratio of the front axle.

[0240] In some embodiments, the first vehicle may be configured with a mapping relationship d, which may include: at least one braking torque command, a first front axle target torque corresponding to at least one front axle load ratio, and a first rear axle target torque. In this embodiment, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command, the front axle load ratio, and the mapping relationship d. The mapping relationship d may be obtained through testing or training, and can be referred to the description of mapping relationship 1.

[0241] In some embodiments, the control device can determine a first distribution coefficient for the front axle based on the load ratio of the front axle. For example, the control device can use the load ratio of the front axle as the first distribution coefficient. For example, the control device can multiply the load ratio of the front axle by a preset coefficient to obtain the first distribution coefficient of the front axle; the preset coefficient can be a value greater than 1.

[0242] The control device determines the target distribution coefficient for the front axle based on a first distribution coefficient and a second distribution coefficient. The second distribution coefficient is related to the vehicle parameters of the first vehicle. These vehicle parameters may include, but are not limited to, the type of front and rear axle motors, driving mode, lateral acceleration, steering wheel angle, and road surface type.

[0243] For example, considering the types of motors on the front and rear axles, the front axle might be equipped with an AC asynchronous motor, while the rear axle might be equipped with a permanent magnet synchronous motor. Because permanent magnet synchronous motors are more efficient than AC asynchronous motors, the allocation factor for the rear axle is typically higher than that for the front axle, such as a rear axle allocation factor of 7 and a front axle allocation factor of 3. This configuration fully utilizes the more efficient motor, increasing the driving force of the rear axle.

[0244] For example, road surface types can include asphalt roads, snow roads, etc. The grip of wheels on snow roads is less than on asphalt roads. To drive the vehicle, the rear axle distribution coefficient is higher on snow roads compared to asphalt roads, thus increasing the driving force on the rear axle. For instance, the rear axle distribution coefficient is 7 and the front axle distribution coefficient is 3 on asphalt roads, while the rear axle distribution coefficient is 8 and the front axle distribution coefficient is 2 on snow roads.

[0245] In some embodiments, the first vehicle may store second allocation coefficients for the front axle corresponding to different vehicle parameters. The control device can query the second allocation coefficients for the front axle corresponding to the current vehicle parameters from the stored second allocation coefficients based on the current vehicle parameters of the first vehicle.

[0246] In some embodiments, the control device may use the average of the first distribution coefficient and the second distribution coefficient of the front axle as the target distribution coefficient of the front axle. Compared to the second distribution coefficient, this setting can maximize the distribution coefficient of the front axle, so that when the control device distributes braking torque to the front axle, it can also distribute a larger braking torque to improve the braking effect.

[0247] In some embodiments, the target distribution coefficient is the maximum value of the first distribution coefficient and the second distribution coefficient. The purpose of this setting is to make the distribution coefficient of the front axle as large as possible, so that the control device can distribute a larger braking torque when distributing braking torque to the front axle, thereby improving the braking effect.

[0248] After determining the target distribution coefficient for the front axle, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the target distribution coefficient. Specifically, the control device can multiply the braking torque in the braking torque command by the target distribution coefficient to obtain the first front axle target torque, and subtract the first front axle target torque from the braking torque in the braking torque command to obtain the first rear axle target torque.

[0249] After determining the first front axle target torque and the first rear axle target torque, the control device can control the first vehicle to output the first front axle target torque and the first rear axle target torque, as described in the above embodiments.

[0250] In some embodiments, when the brake temperature meets a first over-temperature condition, the controller can control the first vehicle to perform a preset operation. This preset operation is used to address brake fade. Specifically, when the brake temperature meets the first over-temperature condition, the controller can control the first vehicle to perform a first preset operation. This first preset operation is used to address first-stage brake fade (or first-stage over-temperature).

[0251] For example, the first preset operation may include, but is not limited to: the first vehicle outputting a prompt message, which instructs the user to perform operations such as deceleration or parking on the side of the road to ensure driving safety. The first vehicle may output the prompt message in the following ways: displaying text, images, videos, or other prompt messages on a display screen (such as a central control screen), or playing audio through a speaker, which includes the prompt message. Figure 6 This is an example of a prompt message displayed on the screen for the first vehicle, such as "Pull over as soon as possible."

[0252] The process by which the control device determines the target torque for the second front axle and the target torque for the second rear axle is described below: Method 1A: In some embodiments, the first vehicle may be configured with a second front axle target torque and a second rear axle target torque. If the temperature of the brake does not meet the first over-temperature condition, the control device may determine the second front axle target torque and the second rear axle target torque based on a pre-configuration.

[0253] Method 2A: In some embodiments, the first vehicle may store second distribution coefficients for the front axle corresponding to different vehicle parameters. The control device can determine the second front axle target torque and the second rear axle target torque based on the braking torque command and the second distribution coefficients for the front axle. Specifically, the control device can multiply the braking torque in the braking torque command by the second distribution coefficient to obtain the second front axle target torque, and subtract the second front axle target torque from the braking torque in the braking torque command to obtain the second rear axle target torque.

[0254] After determining the second front axle target torque and the second rear axle target torque, the control device can control the first vehicle to output the second front axle target torque and the second rear axle target torque.

[0255] In some embodiments, when the brake temperature meets the first over-temperature condition, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the target distribution coefficient. When the brake temperature changes to a level that does not meet the first over-temperature condition, such as when the brake temperature drops below a first temperature threshold, or when the brake temperature drops below the first temperature threshold and the duration is greater than a fourth time threshold (e.g., 10 seconds), or when the first vehicle leaves a preset scenario, the control device can restore the front axle target distribution coefficient to the second distribution coefficient. When the first vehicle brakes, the control device can determine the second front axle target torque and the second rear axle target torque based on the braking torque command and the second distribution coefficient of the front axle.

[0256] In this embodiment, the target torque for the front axle and the target torque for the rear axle can be determined based on whether the temperature of the brake meets the first over-temperature condition. When the temperature of the brake meets the first over-temperature condition, a larger braking torque is allocated to the front axle to improve the braking effect. When the temperature of the brake does not meet the first over-temperature condition, the braking torque can be allocated to the front and rear axles according to the vehicle parameters. Braking can be performed with front and rear axle torques that are more adapted to the vehicle parameters while ensuring the braking effect.

[0257] This application embodiment can also set multiple over-temperature conditions, and different over-temperature conditions can correspond to different braking control methods to specifically address the risk of brake fade of different degrees. The following embodiments use the setting of the first over-temperature condition and the second over-temperature condition as examples for illustration. It is conceivable that more over-temperature conditions and different braking control methods can also be set, and this application embodiment does not limit this.

[0258] The first over-temperature condition can be described with reference to the above embodiments. Specifically, the first over-temperature condition is used to indicate that the temperature of the brake is at or about to be at or above the first level of over-temperature.

[0259] In some embodiments, a second over-temperature condition is provided in the first vehicle to indicate that the brake temperature is at or about to reach a second-level over-temperature condition. For example, the second over-temperature condition may include: 1A) The temperature of the brake is greater than or equal to a second temperature threshold, and the second temperature threshold is greater than a first temperature threshold; or, 2A) The temperature of the brake is greater than or equal to the second temperature threshold, and the duration is greater than or equal to the third time threshold; or, 3A) The rate of temperature rise of the brake is greater than or equal to a second rate threshold, and the second rate threshold is greater than a first rate threshold; or, 4A) The first vehicle is about to enter the preset scene.

[0260] Among them, 1A)-3A) indicates the temperature of the brake at the second stage of overheating, and 4A) is used to indicate the temperature of the brake at the second stage of overheating.

[0261] As can be seen from 1A)-3A), the second over-temperature condition is more stringent than the first over-temperature condition. Specifically, when the brake temperature meets the first over-temperature condition, it indicates that the brake is beginning to show a risk of thermal degradation, while when the brake temperature meets the second over-temperature condition, it indicates that the risk of brake thermal degradation is severe.

[0262] The second temperature threshold, the third time threshold, and the second rate threshold can be pre-configured. For example, the second temperature threshold can be 750°C, and the third time threshold can be 5 seconds.

[0263] The second temperature threshold, the third time threshold, and the second rate threshold can also be dynamically changed, and can be referred to the relevant descriptions of the first temperature threshold, the second time threshold, and the first rate threshold.

[0264] In some embodiments, the third time threshold may be greater than or equal to the second time threshold.

[0265] For 4A), which is the same as 4), it can be understood that when the first vehicle is about to enter the preset scenario, the control device determines that the temperature of the brake is about to meet the first over-temperature condition or the second over-temperature condition. In this case, the control device can execute the braking control method corresponding to "the temperature of the brake meets the second over-temperature condition", as described in the following embodiments.

[0266] In this embodiment, when the brake temperature meets the second over-temperature condition, the control device can, in addition to adjusting the front axle braking torque (e.g., by distributing the front axle braking torque using a target distribution coefficient), further increase the energy recovery torque to achieve redundant braking and improve braking performance. This process is described below. In addition to acquiring braking torque commands, the control device can also determine a compensation torque for redundant braking when the brake temperature meets the second over-temperature condition. Because the brake temperature is already relatively high at this point, and the risk of brake fade is severe, further increasing the mechanical braking torque would exacerbate the risk of brake fade. Therefore, the compensation torque can be an energy recovery torque, which may include braking energy recovery torque and / or coasting energy recovery torque.

[0267] In one possible scenario, during the coasting of the first vehicle, if the temperature of the brake meets the second over-temperature condition, the embodiments of this application can maximize the braking capacity of the electric motor (i.e., maximize the utilization of energy recovery). Even if the driver does not press the brake pedal, it can provide additional coasting energy recovery torque, significantly reducing the dependence on mechanical braking torque and providing redundant safety assurance for the braking system.

[0268] The process by which the control device determines the compensation torque is described below: In some embodiments, the compensation torque is a preset value.

[0269] The first deceleration reflects the braking effect; the better the braking effect, the higher the first deceleration. When the brake temperature meets the second over-temperature condition, the first vehicle requires a higher first deceleration for braking. However, if the first deceleration of the first vehicle is low, it indicates that the braking effect is insufficient, potentially leading to braking safety issues. Therefore, in some embodiments, the control device can determine the first deceleration and, based on the first deceleration, determine the compensation torque.

[0270] It is understandable that the smaller the first deceleration, the greater the required compensation torque, because this compensation torque is needed to provide additional deceleration so that the deceleration of the first vehicle meets the braking requirements. In some embodiments, the first vehicle may be configured with a mapping relationship e, which may include: at least one compensation torque corresponding to the first deceleration when the brake temperature meets a second over-temperature condition, wherein the compensation torque corresponding to the first deceleration can meet the braking requirements. This mapping relationship e can be obtained by testing or training, and can be referred to the relevant description of mapping relationship 1. In this embodiment, the control device can determine the compensation torque based on the first deceleration and the mapping relationship e.

[0271] In some embodiments, since brake fade is caused by mechanical braking torque, the weakened braking effect caused by brake fade essentially weakens the braking effect generated by the mechanical braking torque. The braking effect generated by the mechanical braking torque can be manifested as a second deceleration. Therefore, the control device can determine the second deceleration and, based on the second deceleration, determine how much compensation torque is needed to compensate for the weakened braking effect. The method by which the control device determines the second deceleration can be referred to the relevant description in the above embodiments.

[0272] In some embodiments, the first vehicle may be configured with a mapping relationship f, which may include: a compensation torque corresponding to at least one second deceleration when the brake temperature meets a second over-temperature condition, wherein the compensation torque corresponding to the second deceleration can compensate for the weakened braking effect. This mapping relationship f may be obtained through testing or training, and can be referred to the relevant description of mapping relationship 1. In this embodiment, the control device can determine the compensation torque based on the second deceleration and the mapping relationship f.

[0273] In some embodiments, to quantify the braking effect that needs compensation, the control device may determine a third deceleration, which corresponds to the mechanical braking torque when the brake temperature does not meet the first over-temperature condition. In other words, the third deceleration is the deceleration generated solely by the mechanical braking torque when the brake temperature does not meet the first over-temperature condition.

[0274] In some embodiments, the control device may determine a third deceleration based on the mechanical braking torque, a preset temperature, and a first mapping relationship. The preset temperature is less than a first temperature threshold, such as 300°C.

[0275] The control device can determine the compensation torque based on the second deceleration and the third deceleration. Similar to the method by which the control device determines the compensation torque based on the second deceleration, in some embodiments, the first vehicle can be configured with a mapping relationship g, which can include: compensation torques corresponding to at least one second deceleration and at least one third deceleration when the brake temperature meets a second over-temperature condition, wherein the compensation torques corresponding to the second deceleration and the third deceleration can compensate for weakened braking effect. This mapping relationship g can be obtained through testing or training, and can be referred to the relevant description of mapping relationship 1. In this embodiment, the control device can determine the compensation torque based on the second deceleration, the third deceleration, and the mapping relationship g.

[0276] In some embodiments, the control device can acquire the difference between the second deceleration and the third deceleration, which can characterize the reduced braking effect due to secondary brake overheating. The control device can determine the compensation torque based on the difference between the second and third decelerations, the mass of the first vehicle, and the rolling radius of the wheels of the first vehicle. You can refer to the following formula 7: Formula 7 in, For the third deceleration, For the second deceleration, For the mass of the first vehicle, Let be the rolling radius of the first vehicle's wheels.

[0277] After determining the compensation torque, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the compensation torque. The torque in the braking torque command can be considered as the first torque, and the control device can sum the first torque and the compensation torque to obtain the total braking torque. The control device can then determine the first front axle target torque and the first rear axle target torque based on the total braking torque and the target distribution coefficient for the front axle. Specifically, the control device can multiply the total braking torque by the target distribution coefficient to obtain the first front axle target torque, and subtract the first front axle target torque from the total braking torque to obtain the first rear axle target torque.

[0278] After determining the first front axle target torque and the first rear axle target torque, the control device can control the first vehicle to output the first front axle target torque and the first rear axle target torque.

[0279] If the brake temperature meets the second over-temperature condition, the controller can control the first vehicle to perform a second preset operation. This second preset operation is used to address secondary brake fade (or secondary over-temperature). Examples of the second preset operation include, but are not limited to, pulling over to the side of the road and flashing hazard lights.

[0280] When the brake temperature meets the second over-temperature condition, the additional compensation torque allows the control device to gradually reduce the compensation torque when the brake temperature changes to a level that does not meet the second over-temperature condition. For example, if the brake temperature drops below the second temperature threshold, or if the temperature drops below the second temperature threshold for a duration greater than the fifth time threshold (e.g., 5 seconds), or if the first vehicle leaves the preset scenario, the control device can do so. For instance, the control device distributes the compensation torque to the front and rear axles according to a target distribution coefficient. The compensation torque distributed to the front axle is the first compensation torque, and the compensation torque distributed to the rear axle is the second compensation torque. If the brake temperature does not meet the second over-temperature condition, the control device can reduce the first compensation torque according to a first preset gradient and the second compensation torque according to a second preset gradient.

[0281] The first preset gradient and the second preset gradient can be the same or different. Taking the first preset gradient as an example, the first preset gradient is used to indicate the amount of torque reduced each time, or the percentage of torque reduced each time. The percentage of torque reduced refers to the proportion of the reduced torque in the first compensation torque. For example, the first compensation torque is 30 Nm, the second compensation torque is 10 Nm, and the first compensation torque is reduced sequentially to 25 Nm, 20 Nm, etc., and the second compensation torque can be reduced sequentially to 8 Nm, 6 Nm, etc.

[0282] Figure 7 This is a schematic flowchart of another embodiment of the braking control method provided in this application. (Refer to...) Figure 7During the first vehicle's operation, when the brake temperature meets the first over-temperature condition, the control device can increase the proportion of the front axle braking torque to improve the braking effect, as described in the relevant embodiments above. When the brake temperature further meets the second over-temperature condition, the control device, in addition to increasing the proportion of the front axle braking torque, adds a compensation torque to further improve the braking effect.

[0283] In this embodiment, multiple over-temperature conditions can be set, and different over-temperature conditions can correspond to different braking control methods to specifically address different degrees of brake fade risk. Specifically, when the brake temperature meets the first over-temperature condition, it indicates that the brake has begun to show signs of brake fade risk. The control device can increase the proportion of front axle braking torque to improve braking performance. When the brake temperature meets the second over-temperature condition, it indicates that the brake fade risk is severe. The control device can add additional compensation torque on top of increasing the proportion of front axle braking torque to address more severe brake fade. Both methods can improve braking performance and enhance driving safety.

[0284] It is understood that the mapping relationships in the above embodiments, such as mapping relationship 1, mapping relationship 2, mapping relationship a-mapping relationship g, etc., can be in the form of models or tables, etc., and this application embodiment does not limit them.

[0285] The above embodiments describe all the method steps of the first vehicle (such as the control device in the first vehicle) executing the braking control method. In some embodiments, the first vehicle (such as the control device in the first vehicle) can also interact with the cloud to implement the braking control method provided in the embodiments of this application. Figure 8 This application provides a system architecture diagram, which may include a first vehicle and a cloud. Figure 8 The term "server" in Chinese refers to the cloud.

[0286] In some embodiments, after determining the temperature of the brake, the control device can send the brake temperature to the cloud. The cloud is configured with a first over-temperature condition, a second over-temperature condition, and a braking control method 1 corresponding to the first over-temperature condition, a braking control method 2 corresponding to the second over-temperature condition, etc.

[0287] Specifically, when the brake temperature meets the first over-temperature condition, the cloud can send a braking control command 1 to the control device. This braking control command 1 instructs the control device to increase the front axle braking torque. For example, the braking control command 1 includes a target distribution coefficient. Accordingly, the control device can determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the target distribution coefficient.

[0288] In some embodiments, the control device can also send a braking torque command to the cloud. When the temperature of the brake meets the first over-temperature condition, the cloud can determine the first front axle target torque and the first rear axle target torque according to the braking torque command and the target distribution coefficient, and send the first front axle target torque and the first rear axle target torque to the control device. The control device only needs to control the first vehicle to output the first front axle target torque and the first rear axle target torque.

[0289] Similarly, when the brake temperature meets the second over-temperature condition, the cloud can send a braking control command 2 to the control device. This braking control command 2 instructs the control device to increase the front axle braking torque and requires additional compensation torque. For example, the braking control command 2 includes a target distribution coefficient and information indicating the calculation of the compensation torque. Accordingly, the control device can determine the compensation torque and, based on the braking torque command, the compensation torque, and the target distribution coefficient, determine the first front axle target torque and the first rear axle target torque.

[0290] In some embodiments, the control device can also send a braking torque command and data for calculating the compensation torque to the cloud. When the temperature of the brake meets the second over-temperature condition, the cloud can calculate the compensation torque and determine the first front axle target torque and the first rear axle target torque according to the braking torque command, the compensation torque and the target distribution coefficient, and send the first front axle target torque and the first rear axle target torque to the control device. The control device only needs to control the first vehicle to output the first front axle target torque and the first rear axle target torque.

[0291] In some embodiments, the control device may also send data to the cloud for calculating the temperature of the brake, the cloud being configured with a first mapping relationship and capable of calculating the temperature of the brake.

[0292] It is understood that the data sent by the control device to the cloud is for illustrative purposes only. The main purpose is to demonstrate that the braking control method provided in this application embodiment is completed by the interaction between the first vehicle (such as the control device in the first vehicle) and the cloud. As for which specific steps are executed by the first vehicle (such as the control device in the first vehicle) and the cloud, they can be deployed based on actual needs, and this application embodiment does not limit this.

[0293] In some embodiments, the braking control method provided in this application can be applied to scenarios involving continuous downhill slopes. For example, trucks or passenger vehicles need to use braking frequently when descending long slopes. This application can identify the risk of brake fade and reduce the risk of brake fade by increasing the front axle braking torque and adding additional compensation torque to bear part of the braking force, thereby ensuring driving safety.

[0294] In some embodiments, the braking control method provided in this application can also be applied to high-performance driving scenarios such as racetracks or aggressive driving. In these scenarios, the braking system is under extremely heavy load. This application can intervene in advance (such as by identifying a preset scenario in advance) to provide assistance to the braking system by increasing the front axle braking torque and adding additional compensation torque, thereby delaying brake fade and improving the controllability of the vehicle under extreme conditions.

[0295] The braking control method provided in this application has been described above using a control device as the execution entity. The following section describes the braking control method from the perspective of module interaction within the control device. (Refer to...) Figure 9 The control device may include a data processing module, a temperature acquisition module, and a braking control module.

[0296] Reference Figure 9 The sensor system can send raw sensor data to the data processing module. This raw sensor data is the unprocessed data collected by the sensors. For example, the IMU can send deceleration data to the data processing module. The data processing module can process the deceleration data to obtain a first deceleration; this processing procedure is not detailed in the embodiments of this application.

[0297] The braking system determines the required braking torque and can send a braking torque command to the data processing module. Based on this command, the data processing module can determine the appropriate braking torque.

[0298] The MCU can also send at least one actual energy recovery torque output from the motor to the data processing module, which can then determine the fourth deceleration based on this torque. Additionally, the data processing module can acquire data for calculating the fifth deceleration, and so on.

[0299] The data processing module can send relevant data to the temperature acquisition module, which is used to determine the brake's temperature. For example, this data may include mechanical braking torque, first deceleration, fourth deceleration, and fifth deceleration. The temperature acquisition module can determine the brake's temperature based on the data from the data processing module.

[0300] The temperature acquisition module can send the brake temperature to the braking control module. The braking control module can then execute the corresponding braking control method based on the brake temperature, as described in the above embodiments. It should be understood that... Figure 9 The document illustrates the steps by which the braking control module sends the front and rear axle braking torques to the MCU. It should be understood that the front and rear axle braking torques sent by the braking control module to the MCU are energy recovery torques.

[0301] The embodiments of this application have the same technical principles and effects as the embodiments described above, and can be referred to the relevant descriptions in the embodiments above, which will not be repeated here.

[0302] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in the embodiments of this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of related data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0303] The braking control method provided in the embodiments of this application has been described above. The apparatus for executing the above method, provided in the embodiments of this application, is described below. Those skilled in the art will understand that the methods and apparatus can be combined with and referenced by each other. The related apparatus provided in the embodiments of this application can execute the steps in the above braking control method. The related apparatus can be referred to in the following description: This application provides a control device, with reference to... Figure 10 The control device 1000 may include an acquisition unit 1001 and a determination unit 1002.

[0304] Acquisition unit 1001 is used to acquire braking torque commands.

[0305] The determining unit 1002 is used to determine the target torque of the front axle of the first vehicle and the target torque of the rear axle of the first vehicle based on the braking torque command and the temperature of the brakes of the first vehicle.

[0306] In one possible implementation, the determining unit 1002 is specifically used to determine the first front axle target torque and the first rear axle target torque of the first vehicle according to the braking torque command when the temperature of the brake meets the first over-temperature condition, and to determine the second front axle target torque and the second rear axle target torque of the first vehicle according to the braking torque command when the temperature of the brake does not meet the first over-temperature condition; wherein the first front axle target torque is greater than the second front axle target torque.

[0307] In one possible implementation, the determining unit 1002 is specifically used to determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the load ratio of the front axle.

[0308] In one possible implementation, the determining unit 1002 is specifically configured to determine a first distribution coefficient of the front axle based on the load ratio of the front axle, determine a target distribution coefficient of the front axle based on the first distribution coefficient and a second distribution coefficient, wherein the second distribution coefficient is related to the vehicle parameters of the first vehicle, and determine a first front axle target torque and a first rear axle target torque based on the braking torque command and the target distribution coefficient.

[0309] In one possible implementation, the target allocation coefficient is the maximum of the first allocation coefficient and the second allocation coefficient.

[0310] In one possible implementation, the determining unit 1002 is further configured to determine the compensation torque when the temperature of the brake still meets the second over-temperature condition, and to determine the first front axle target torque and the first rear axle target torque according to the braking torque command and the compensation torque.

[0311] In one possible implementation, the compensating torque includes braking energy recovery torque and / or coasting energy recovery torque.

[0312] In one possible implementation, the determining unit 1002 is specifically used to determine a first deceleration, which is obtained based on data collected by an acceleration sensor in the first vehicle, and to determine a compensation torque based on the first deceleration.

[0313] In one possible implementation, the braking torque command includes a mechanical braking torque. The determining unit 1002 is specifically used to determine a second deceleration, which corresponds to the mechanical braking torque, and to determine a compensation torque based on the second deceleration.

[0314] In one possible implementation, the determining unit 1002 is specifically used to determine a third deceleration, which corresponds to the mechanical braking torque when the temperature of the brake does not meet the first over-temperature condition, and to determine a compensation torque based on the second deceleration and the third deceleration.

[0315] In one possible implementation, the determining unit 1002 is specifically used to determine the compensation torque based on the difference between the second deceleration and the third deceleration, the mass of the first vehicle, and the rolling radius of the wheels of the first vehicle.

[0316] In one possible implementation, the braking torque command includes a mechanical braking torque. The determining unit 1002 is also used to determine a second deceleration, which corresponds to the mechanical braking torque, and to determine the temperature of the brake based on the mechanical braking torque and the second deceleration.

[0317] In one possible implementation, the determining unit 1002 is specifically used to determine the temperature of the brake based on the mechanical braking torque, the second deceleration, and the first mapping relationship, wherein the first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0318] In one possible implementation, the control device 1000 may further include a transceiver unit 1003. The transceiver unit 1003 is configured to transmit the mechanical braking torque and the second deceleration to the cloud, and to receive the temperature of the brake from the cloud. The temperature of the brake is obtained by the cloud based on the mechanical braking torque, the second deceleration, and a first mapping relationship. The first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

[0319] In one possible implementation, the first mapping relationship is obtained based on the second mapping relationship, which includes: at least one mechanical braking torque of the second vehicle and the temperature of the brake corresponding to at least one second deceleration.

[0320] In one possible implementation, the first mapping relationship is specifically derived from the second mapping relationship and the ratio of the second deceleration of the first vehicle and the second vehicle under the same mechanical braking torque.

[0321] In one possible implementation, the braking torque command also includes energy recovery torque. The determining unit 1002 is specifically configured to determine a first deceleration based on data collected by an acceleration sensor in the first vehicle, determine a fourth deceleration and a fifth deceleration, the fourth deceleration corresponding to the energy recovery torque and the fifth deceleration corresponding to the driving resistance of the first vehicle, and determine a second deceleration based on the first deceleration, the fourth deceleration, and the fifth deceleration.

[0322] In one possible implementation, when the first vehicle is not braking, the determining unit 1002 is further configured to determine the temperature of the brake based on the heat exchange parameters of the brake and the ambient temperature.

[0323] In one possible implementation, in response to the first vehicle being powered on, the determining unit 1002 is further configured to determine the temperature of the brake based on the historical temperature of the brake and the duration of the power-off during the last power-off.

[0324] In one possible implementation, the determining unit 1002 is specifically used to determine the temperature of the brake when the power-down duration is less than a first time threshold and the ambient temperature is greater than or equal to the historical temperature.

[0325] In one possible implementation, the determining unit 1002 is specifically used to determine the temperature of the brake based on the heat exchange parameters of the brake and the historical temperature when the power-down duration is less than a first time threshold and the ambient temperature is less than the historical temperature.

[0326] In one possible implementation, the compensation torque is distributed to the front axle and the rear axle, with the compensation torque distributed to the front axle being a first compensation torque and the compensation torque distributed to the rear axle being a second compensation torque.

[0327] The determining unit 1002 is further configured to reduce the first compensation torque by a first preset gradient and reduce the second compensation torque by a second preset gradient when the temperature of the brake does not meet the second over-temperature condition.

[0328] In one possible implementation, the control device 1000 may further include a control unit 1004. When the temperature of the brakes of the first vehicle meets a first over-temperature condition, the control unit 1004 controls the first vehicle to perform a preset operation to address brake fade.

[0329] This application provides a control device, with reference to... Figure 11 The control device 1100 may include a processor 1101 (e.g., a CPU) and a memory 1102. The memory 1102 may include high-speed random-access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device. The memory 1102 is used to store computer program code, which includes computer instructions. When the computer instructions are executed by the processor 1101, the control device 1100 performs various processing functions and implements the method steps of the embodiments of this application.

[0330] This application provides a vehicle, which includes the above-described components. Figure 10 The control device 1000 shown, or as above Figure 11 The control device 1100 shown.

[0331] This application provides a chip. The chip includes a processor, which is used to call a computer program in memory to execute the technical solutions in the above embodiments. Its implementation principle and technical effects are similar to those in the related embodiments described above, and will not be repeated here.

[0332] This application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program. When the computer program is executed by a processor, it implements the methods described above. The methods described in the above embodiments can be implemented wholly or partially by software, hardware, firmware, or any combination thereof. If implemented in software, the functionality can be stored as one or more instructions or code on or transmitted over the computer-readable medium. The computer-readable medium can include computer storage media and communication media, and can also include any medium that can transfer a computer program from one place to another. The storage medium can be any target medium accessible by a computer.

[0333] In one possible implementation, a computer-readable medium may include random access memory (RAM), read-only memory (ROM), compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage or other magnetic storage devices, or any other medium intended to carry or store required program code in the form of instructions or data structures, and accessible by a computer. Furthermore, any connection is appropriately referred to as a computer-readable medium. For example, if software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. As used herein, disks and optical discs include optical discs, laser discs, optical discs, digital versatile discs (DVDs), floppy disks, and Blu-ray discs, where disks typically reproduce data magnetically, while optical discs optically reproduce data using lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0334] This application provides a computer program product, which includes a computer program that, when run, causes a computer to perform the above-described method.

[0335] It should be noted that the modules or components described in the above embodiments can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more digital signal processors (DSPs), or one or more field-programmable gate arrays (FPGAs), etc. Furthermore, when a module is implemented through processing element scheduler code, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processors capable of calling program code, such as a controller. Additionally, these modules can be integrated together to implement a system-on-a-chip (SOC).

[0336] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0337] The term "multiple" in this document refers to two or more. The term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A, and / or, B can represent: A alone, A and B simultaneously, and B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the preceding and following related objects; in formulas, the character " / " indicates a "division" relationship between the preceding and following related objects. Additionally, it should be understood that in the description of the embodiments of this application, terms such as "first" and "second" are used only for descriptive purposes and should not be construed as indicating or implying relative importance or order.

[0338] It is understood that the various numerical designations used in the embodiments of this application are merely for descriptive convenience and are not intended to limit the scope of the embodiments of this application.

[0339] It is understood that "greater than or equal to" in the examples of the above embodiments can also be replaced with "greater than", and correspondingly, "less than" can also be replaced with "less than or equal to". Similarly, "less than or equal to" in the examples of the above embodiments can also be replaced with "less than", and correspondingly, "greater than" can also be replaced with "greater than or equal to".

[0340] It is understood that, in the embodiments of this application, the order of the above-mentioned process numbers does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

Claims

1. A brake control method characterized by, Applied to a control device, the method includes: Obtain braking torque command; Based on the braking torque command and the temperature of the brakes of the first vehicle, the target torque for the front axle and the target torque for the rear axle of the first vehicle are determined.

2. The method of claim 1, wherein, Determining the target torque for the front axle and the target torque for the rear axle of the first vehicle based on the braking torque command and the temperature of the brakes of the first vehicle includes: When the temperature of the brake meets the first over-temperature condition, the first front axle target torque and the first rear axle target torque of the first vehicle are determined according to the braking torque command. If the temperature of the brake does not meet the first over-temperature condition, the second front axle target torque and the second rear axle target torque of the first vehicle are determined according to the braking torque command. Wherein, the first front axle target torque is greater than the second front axle target torque.

3. The method of claim 2, wherein, The step of determining the first front axle target torque and the first rear axle target torque of the first vehicle according to the braking torque command includes: The first front axle target torque and the first rear axle target torque are determined based on the braking torque command and the load ratio of the front axle.

4. The method of claim 3, wherein, Determining the first front axle target torque and the first rear axle target torque based on the braking torque command and the front axle load ratio includes: Based on the load ratio of the front axle, determine the first distribution coefficient of the front axle; The target allocation coefficient for the front axle is determined based on the first allocation coefficient and the second allocation coefficient, wherein the second allocation coefficient is related to the vehicle parameters of the first vehicle. The first front axle target torque and the first rear axle target torque are determined based on the braking torque command and the target distribution coefficient.

5. The method of claim 4, wherein, The target allocation coefficient is the maximum value between the first allocation coefficient and the second allocation coefficient.

6. The method according to any one of claims 2-5, characterized in that, The method further includes: The compensation torque is determined when the temperature of the brake still meets the second over-temperature condition; The step of determining the first front axle target torque and the first rear axle target torque of the first vehicle according to the braking torque command includes: The first front axle target torque and the first rear axle target torque are determined based on the braking torque command and the compensation torque.

7. The method of claim 6, wherein, The compensation torque includes braking energy recovery torque and / or coasting energy recovery torque.

8. The method according to claim 6 or 7, characterized in that, The determination of the compensation torque includes: A first deceleration is determined, which is obtained based on data collected by the acceleration sensor in the first vehicle; The compensation torque is determined based on the first deceleration.

9. The method according to claim 6 or 7, characterized in that, The braking torque command includes mechanical braking torque, and the determination of compensation torque includes: Determine a second deceleration, the second deceleration corresponding to the mechanical braking torque; The compensation torque is determined based on the second deceleration.

10. The method according to claim 9, characterized in that, Determining the compensation torque based on the second deceleration includes: A third deceleration is determined, the third deceleration corresponding to the mechanical braking torque when the temperature of the brake does not meet the first over-temperature condition; The compensation torque is determined based on the second deceleration and the third deceleration.

11. The method according to claim 10, characterized in that, Determining the compensation torque based on the second deceleration and the third deceleration includes: The compensation torque is determined based on the difference between the second deceleration and the third deceleration, the mass of the first vehicle, and the rolling radius of the wheels of the first vehicle.

12. The method according to any one of claims 1-11, characterized in that, The braking torque command includes mechanical braking torque, and the method further includes: When the first vehicle is braking, a second deceleration is determined, the second deceleration corresponding to the mechanical braking torque; The temperature of the brake is determined based on the mechanical braking torque and the second deceleration.

13. The method according to claim 12, characterized in that, Determining the temperature of the brake based on the mechanical braking torque and the second deceleration includes: The temperature of the brake is determined based on the mechanical braking torque, the second deceleration, and the first mapping relationship, wherein the first mapping relationship includes the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

14. The method according to claim 12, characterized in that, Determining the temperature of the brake based on the mechanical braking torque and the second deceleration includes: Send the mechanical braking torque and the second deceleration to the cloud; The temperature of the brake is received from the cloud, and the temperature of the brake is obtained by the cloud based on the mechanical braking torque, the second deceleration, and a first mapping relationship, the first mapping relationship including: the temperature of the brake corresponding to at least one mechanical braking torque and at least one second deceleration of the first vehicle.

15. The method according to claim 13 or 14, characterized in that, The first mapping relationship is obtained based on the second mapping relationship, which includes: the temperature of at least one mechanical braking torque of the second vehicle and the temperature of the brake corresponding to at least one second deceleration.

16. The method according to claim 15, characterized in that, The first mapping relationship is specifically based on the second mapping relationship and the ratio of the second deceleration of the first vehicle to the second vehicle under the same mechanical braking torque.

17. The method according to any one of claims 9-16, characterized in that, The braking torque command also includes energy recovery torque, and the determination of the second deceleration includes: A first deceleration is determined, which is obtained based on data collected by the acceleration sensor in the first vehicle; A fourth deceleration and a fifth deceleration are determined, wherein the fourth deceleration corresponds to the energy recovery torque and the fifth deceleration corresponds to the driving resistance of the first vehicle; The second deceleration is determined based on the first deceleration, the fourth deceleration, and the fifth deceleration.

18. The method according to any one of claims 1-11, characterized in that, The method further includes: When the first vehicle is not braking, the temperature of the brake is determined based on the heat exchange parameters of the brake and the ambient temperature.

19. The method according to any one of claims 1-11, characterized in that, The method further includes: In response to the first vehicle being powered on, the temperature of the brake is determined based on the historical temperature of the brake and the duration of the power-off during the last power-off.

20. The method according to claim 19, characterized in that, The step of determining the temperature of the brake based on its historical temperature and power-down duration during the last power-down includes: If the power-down duration is less than a first time threshold and the ambient temperature is greater than or equal to the historical temperature, the historical temperature shall be used as the temperature of the brake.

21. The method according to claim 19, characterized in that, The step of determining the temperature of the brake based on its historical temperature and power-down duration during the last power-down includes: If the power-off duration is less than a first time threshold and the ambient temperature is less than the historical temperature, the temperature of the brake is determined based on the heat exchange parameters of the brake and the historical temperature.

22. The method according to any one of claims 6-11, characterized in that, The compensation torque is distributed to the front axle and the rear axle, with the compensation torque distributed to the front axle being a first compensation torque and the compensation torque distributed to the rear axle being a second compensation torque; After determining the first front axle target torque and the first rear axle target torque based on the braking torque command and the compensation torque, the method further includes: If the temperature of the brake does not meet the second over-temperature condition, the first compensation torque is reduced by a first preset gradient, and the second compensation torque is reduced by a second preset gradient.

23. The method according to any one of claims 1-22, characterized in that, The method further includes: If the temperature of the brakes of the first vehicle meets the over-temperature condition, the first vehicle is controlled to perform a preset operation, which is used to deal with the brake thermal fade.

24. A control device, characterized in that, Includes an acquisition unit and a determination unit; The acquisition unit is used to acquire braking torque commands; The determining unit is configured to determine the target torque of the front axle and the target torque of the rear axle of the first vehicle based on the braking torque command and the temperature of the brakes of the first vehicle.

25. The apparatus according to claim 24, characterized in that, The determining unit is specifically configured to, when the temperature of the brake meets the first over-temperature condition, determine the first front axle target torque and the first rear axle target torque of the first vehicle according to the braking torque command, and when the temperature of the brake does not meet the first over-temperature condition, determine the second front axle target torque and the second rear axle target torque of the first vehicle according to the braking torque command; wherein the first front axle target torque is greater than the second front axle target torque.

26. The apparatus according to claim 25, characterized in that, The determining unit is specifically used to determine the first front axle target torque and the first rear axle target torque based on the braking torque command and the load ratio of the front axle.

27. The apparatus according to claim 25 or 26, characterized in that, The determining unit is further configured to determine the compensation torque when the temperature of the brake still meets the second over-temperature condition, and to determine the first front axle target torque and the first rear axle target torque according to the braking torque command and the compensation torque.

28. A vehicle, characterized in that, Includes the control device as described in any one of claims 24-27.

29. A computer-readable storage medium, characterized in that, Includes computer instructions that, when executed on a control device, cause the control device to perform the method as described in any one of claims 1-23.

30. A computer program product, characterized in that, When the computer program product is run on the control device, the control device performs the method as described in any one of claims 1-23.

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