Vehicle control method and device

Abstract

A vehicle control method and apparatus are provided, which relate to the field of electric vehicle technology. The method includes calculating a first energy regeneration torque based on a first driving parameter of the vehicle, the first driving parameter including a yaw rate, and controlling the vehicle to perform energy regeneration based on the first energy regeneration torque. The method helps ensure driving safety and a driving experience of the vehicle.

Description

[Technical Field]

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method and apparatus. [Background technology]

[0002] Currently, air pollution is serious, haze is frequent, and environmental protection issues have received widespread attention. Therefore, countries are placing importance on the development of electric vehicles (EVs). Energy utilization in EVs is usually improved by energy regeneration to solve the problem of mileage limitations of ECs.

[0003] However, in some current designs, when energy regeneration is performed in some scenarios, the rear axle of the EV is prone to skidding or the EV is prone to drifting, causing driving safety issues. In some other designs, when skidding or drifting occurs, the EV's electronic stability control system (ESC) triggers a correction, and the ESC requires the vehicle control unit (VCU) or vehicle domain controller (VDC) to exit braking energy regeneration. However, the EV "jerks forward" due to the control action.

[0004] Therefore, how to ensure vehicle running safety and driving experience in energy regeneration solutions is still an important problem that needs to be urgently solved. Summary of the Invention [Means for solving the problem]

[0005] The present application provides a vehicle control method and apparatus that helps ensure vehicle driving safety and driving experience.

[0006] According to a first aspect, an embodiment of the present application provides a vehicle control method. The method may be executed by a vehicle control device. The vehicle control device may be deployed on the vehicle side, for example, in a vehicle control unit (VCU) or a vehicle domain controller (VDC) of the vehicle. The product form of the vehicle control device is not limited to the embodiment of the present application. The vehicle may be a two-wheel drive electric vehicle or a four-wheel drive electric vehicle. The vehicle may use a rear-wheel drive motor as a primary regeneration motor, where the vehicle is configured to perform energy regeneration. For example, the primary regeneration motor of the vehicle may be a permanent magnet synchronous motor. In a four-wheel drive electric vehicle scenario, the vehicle may include a rear-wheel drive motor (e.g., referred to as a first motor) and a front-wheel drive motor (e.g., referred to as a second motor). The vehicle control device may calculate an energy regeneration torque of at least one motor of the vehicle by using the method in this embodiment of the present application and control the vehicle to perform energy regeneration.

[0007] The method may include calculating a first energy regeneration torque based on a first driving parameter of the vehicle, the first driving parameter including yaw rate, and controlling the vehicle to perform energy regeneration based on the first energy regeneration torque.

[0008] According to this method, the vehicle control device calculates the energy regeneration torque in real time based on driving parameters, such as yaw speed, to dynamically limit the vehicle's recovery strength, thereby reducing or even avoiding the vehicle's tendency to become unstable (e.g., skidding or drifting) when performing energy regeneration in some special scenarios (e.g., cornering scenarios). This ensures the vehicle's driving safety. In addition, based on this method, the correction performed by the ESC triggered by the vehicle's instability can be further reduced, thereby preventing the vehicle from "jerk forward" and ensuring a good driving experience.

[0009] Referring to the first aspect, in a possible design, the method further includes determining that the vehicle satisfies at least one of the following first operating conditions: the yaw rate of the vehicle is greater than or equal to a first value, the speed of the vehicle is greater than or equal to a second value, or the value of the vehicle's braking force demand information is greater than or equal to a third value.

[0010] According to the method, the vehicle control device may be configured with a dynamic energy regeneration function, and may monitor relevant driving parameters of the vehicle in real time to determine whether the dynamic energy regeneration function needs to be activated, so that after the dynamic energy regeneration function is activated, the energy regeneration torque is dynamically adjusted to dynamically limit the capacity recovery intensity of the vehicle.

[0011] Referring to the first aspect, in a possible design, the first driving parameter includes speed, and the step of calculating the first energy regeneration torque based on the first driving parameter of the vehicle includes the steps of calculating a first intervention value based on the yaw rate and the speed, and calculating the first energy regeneration torque based on the first intervention value.

[0012] According to the method, the vehicle control device may be configured to flexibly calculate the first energy regeneration torque, for example to calculate a first intervention value for calculating the first energy regeneration torque.

[0013]

[0013] Referring to the first aspect, in one possible design, the first driving parameter includes braking force demand information, and calculating the first energy regenerative torque based on the first driving parameter of the vehicle includes calculating a second intervention value based on the braking force demand information and a speed, and calculating the first energy regenerative torque based on the second intervention value. For example, the braking force demand information may include brake pedal position percentage information.

[0014] According to the method, the vehicle control device may be configured to flexibly calculate the first energy regeneration torque, for example to calculate the second intervention value for calculating the first energy regeneration torque.

[0015] Referring to the first aspect, in a possible design, the step of calculating the first energy regeneration torque based on a first driving parameter of the vehicle includes the step of calculating the first energy regeneration torque based on a greater value between the first intervention value and the second intervention value.

[0016] According to this method, the vehicle control device can calculate different intervention values ​​based on different first driving parameters and select a large intervention value to dynamically limit the vehicle's energy regeneration intensity, thereby preventing the vehicle from tending to become unstable as much as possible.

[0017] In relation to the first aspect, in a possible design, the method may further include obtaining a first distribution rate of the energy regeneration torque, and controlling the vehicle to perform energy regeneration based on the first energy regeneration torque includes calculating a second energy regeneration torque based on the first energy regeneration torque and the first distribution rate, and controlling a first motor of the vehicle to perform energy regeneration based on the second energy regeneration torque.

[0018] In relation to the first aspect, in a possible design, the method may further include the steps of calculating a third energy regeneration torque based on the first energy regeneration torque and the second allocation percentage, where the second allocation percentage is a difference between 1 and the first allocation percentage, and controlling a second motor of the vehicle to perform energy regeneration based on the third energy regeneration torque.

[0019] According to this method, the vehicle control device can activate a dynamic allocation function and distribute the energy regeneration torque to different motors of the vehicle as needed, so as to prevent different motors from having different energy regeneration capacities, which would tend to make the vehicle unstable, and to optimize the total energy regeneration intensity of the vehicle as much as possible while ensuring driving safety.

[0020] In relation to the first aspect, in a possible design, the method may further include a step of calculating a friction braking force based on the first energy recovery torque and a third distribution ratio, where the third distribution ratio is the difference between 1 and the first distribution ratio, and a step of controlling a master cylinder pressure or a wheel cylinder pressure of the vehicle based on the friction braking force.

[0021] According to this method, the vehicle control device may enable a dynamic friction braking function and dynamically adjust the friction braking force to control the vehicle stability, thereby ensuring the vehicle's driving safety and driving experience.

[0022] In relation to the first aspect, in a possible design, the step of obtaining the first distribution rate of the energy recovery torque includes a step of querying the first distribution rate from preset distribution rate information based on second driving parameters of the vehicle, the second driving parameters including yaw rate and / or longitudinal acceleration.

[0023] According to this method, for example, the vehicle control device may obtain the first distribution rate of the energy regeneration torque by using a similar method, for example, table lookup.

[0024] Referring to the first aspect, in a possible design, the method further includes determining that the vehicle satisfies at least one of the following second operating conditions: the yaw rate of the vehicle is greater than or equal to a fourth value; or the longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

[0025] According to this method, the vehicle control device may be configured with a dynamic energy regeneration function, and may monitor relevant driving parameters of the vehicle in real time to determine whether the dynamic allocation function needs to be activated, so that after the dynamic allocation function is activated, the energy regeneration torque of different motors is dynamically allocated to dynamically adjust the vehicle's capacity recovery intensity.

[0026] In relation to the first aspect, in a possible design, the method further includes a step of calculating a fourth energy regeneration torque based on a third driving parameter of the vehicle when the energy regeneration function is enabled, the third driving parameter including at least one of the following: accelerator pedal position percentage information, battery state of charge SOC, speed, gear, driving mode, or road mode, and the step of calculating the first energy regeneration torque based on the first driving parameter of the vehicle includes a step of calculating the first energy regeneration torque based on the first driving parameter and the fourth energy regeneration torque.

[0027] According to this method, the vehicle control device can calculate the fourth energy regeneration torque in real time based on the driving parameter information acquired in real time. The fourth energy regeneration torque may be used as an initial energy regeneration torque of the dynamic energy regeneration function, so that the vehicle control device can dynamically limit the intensity of the energy regeneration torque of the vehicle based on the fourth energy regeneration torque.

[0028] In relation to the first aspect, in a possible design, the method may further include the steps of calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, where the fourth driving parameter includes at least one of the following: wheel speed, speed, or axle speed, and adjusting the first energy regeneration torque based on boundary values ​​of the front axle slip ratio, the rear axle slip ratio, and the target slip ratio. Referring to the first aspect, in a possible design, the method may further include the step of determining boundary values ​​of the target slip ratio based on a road surface type of a road on which the vehicle is located.

[0029] According to this method, the vehicle control device may adjust the energy regeneration torque to be output based on the road surface condition of the vehicle.

[0030] According to a second aspect, an embodiment of the present application provides a vehicle control device, which may include: a calculation unit configured to calculate a first energy regeneration torque based on first driving parameters of the vehicle, the first driving parameters including a yaw rate; and a control unit configured to control the vehicle to perform energy regeneration based on the first energy regeneration torque.

[0031] Referring to the second aspect, in a possible design, the apparatus further includes a determination unit configured to determine that the vehicle satisfies at least one of the following first operating conditions: the yaw rate of the vehicle is greater than or equal to a first value, the speed of the vehicle is greater than or equal to a second value, or the value of the braking force demand information of the vehicle is greater than or equal to a third value.

[0032] Referring to the second aspect, in a possible design, the first driving parameter includes speed, and the calculation unit is particularly configured to calculate a first intervention value based on the yaw rate and the speed, and to calculate a first energy recovery torque based on the first intervention value.

[0033] Referring to a second aspect, in a possible design, the first driving parameter comprises braking force demand information, and the calculation unit calculates the second intervention value based on the braking force demand information and the speed; It is particularly adapted to calculate the first energy recovery torque based on the second intervention value.

[0034] Referring to the second aspect, in a possible design, the calculation unit is particularly configured to calculate the first energy regeneration torque based on a larger value between the first intervention value and the second intervention value.

[0035] In relation to the second aspect, in a possible design, the apparatus further includes an acquisition unit configured to acquire a first distribution rate of the energy regeneration torque, in which case the control unit is particularly configured to calculate, by using the calculation unit, a second energy regeneration torque based on the first energy regeneration torque and the first distribution rate, and to control the first motor of the vehicle to perform energy regeneration based on the second energy regeneration torque.

[0036] In relation to the second aspect, in a possible design, the control unit is further configured to calculate, by using the calculation unit, a third energy regeneration torque based on the first energy regeneration torque and the second distribution percentage, where the second distribution percentage is a difference between 1 and the first distribution percentage, and to control a second motor of the vehicle to perform energy regeneration based on the third energy regeneration torque.

[0037] In relation to the second aspect, in a possible design, the control unit is further configured to calculate, by using the calculation unit, a friction braking force based on the first energy recovery torque and a third distribution ratio, where the third distribution ratio is a difference between 1 and the first distribution ratio, and to control a master cylinder pressure or a wheel cylinder pressure of the vehicle based on the friction braking force.

[0038] In relation to the second aspect, in a possible design, the acquisition unit is particularly configured to query the first allocation ratio from pre-set allocation ratio information based on second driving parameters of the vehicle, in this case the second driving parameters including yaw velocity and / or longitudinal acceleration.

[0039] Referring to the second aspect, in a possible design, the apparatus further includes a determination unit configured to determine that the vehicle satisfies at least one of the following second operating conditions: a yaw rate of the vehicle is greater than or equal to a fourth value; or a longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

[0040] Referring to the second aspect, in a possible design, the calculation unit is further configured to calculate a fourth energy regeneration torque based on a third driving parameter of the vehicle when the energy regeneration function is enabled, where the third driving parameter includes at least one of accelerator pedal position percentage information, a battery state of charge SOC, a speed, a gear, a driving mode, or a road mode. The calculation unit's calculating the first energy regeneration torque based on the first driving parameter of the vehicle includes calculating the first energy regeneration torque based on the first driving parameter and the fourth energy regeneration torque.

[0041] In relation to the second aspect, in a possible design, the calculation unit is further configured to calculate a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, where the fourth driving parameter includes at least one of a wheel speed, a speed, or an axle speed, and to adjust the first energy regeneration torque based on boundary values ​​of the front axle slip ratio, the rear axle slip ratio, and the target slip ratio.

[0042] Referring to the second aspect, in a possible design, the apparatus further comprises a determining unit configured to determine a boundary value of the target slip ratio based on a surface type of a road on which the vehicle is located.

[0043] According to a third aspect, an embodiment of the present application provides a communication device including a processor coupled to a memory, the processor configured to execute a computer program or instructions stored in the memory so that the device performs a method according to the first aspect and any one of possible designs of the first aspect.

[0044] According to a fourth aspect, an embodiment of the present application provides a vehicle including a unit configured to perform a method according to the first aspect or any one of the possible aspects of the first aspect.

[0045] According to a fifth aspect, an embodiment of the present application provides a readable storage medium containing a program or instructions, which, when executed on a computer, performs a method according to the first aspect or any one of the possible aspects of the first aspect.

[0046] According to a sixth aspect, an embodiment of the present application provides a computer program product, which, when running on a computer, enables the computer to perform a method according to the first aspect and any one of possible designs of the first aspect.

[0047] According to a seventh aspect, an embodiment of the present application provides a terminal device including a unit configured to perform the method according to the first aspect or any one of the possible designs of the first aspect, or configured to perform the method according to the second aspect or any one of the possible designs of the second aspect. For example, the terminal device includes, but is not limited to, an intelligent transportation device (e.g., an automobile, a ship, an unmanned aerial vehicle, a train, or a truck), an intelligent manufacturing device (e.g., a robot, an industrial device, an intelligent logistics device, or an intelligent factory), and an intelligent terminal (e.g., a mobile phone, a computer, a tablet computer, a palmtop computer, a desktop computer, a headset, a speaker, a wearable device, or an in-vehicle device).

[0048] In the embodiments of the present application, based on the implementation forms according to the aforementioned aspects, the implementation forms may be further combined to provide more implementation forms.

[0049] For technical effects that can be achieved by any one of the possible implementation forms of the second to seventh aspects, please refer to the corresponding description of the technical effects that can be achieved by any one of the possible implementation forms of the first and second aspects, and the repeated content is not described. [Brief explanation of the drawings]

[0050] [Figure 1] 1 is a diagram of an application scenario in which an embodiment of the present application is applicable; [Figure 2] 1 is a diagram of the principle of a vehicle control method according to an embodiment of the present application; [Figure 3] 1 is a schematic flowchart of a vehicle control method according to an embodiment of the present application. [Figure 4] 3 is a schematic flowchart of a vehicle control method in different cases according to an embodiment of the present application; [Figure 5] 3 is a schematic flowchart of a vehicle control method in different cases according to an embodiment of the present application; [Figure 6] 3 is a schematic flowchart of a vehicle control method in different cases according to an embodiment of the present application; [Figure 7] 1 is a diagram of the structure of a vehicle control device according to an embodiment of the present application; [Figure 8] 1 is a diagram of the structure of a communication device according to an embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0051] The embodiments of the present application provide a vehicle control method and device that help ensure vehicle driving safety and driving experience. The method and the device are based on the same technical idea. The problem-solving principle of the method is similar to that of the device, so the implementation forms of the device and the method can be mutually referenced. Repeated content will not be described again. In addition, in the embodiments of the present application, unless otherwise specified or there is no logical contradiction, the terms and / or descriptions between the embodiments are consistent and can be mutually referenced, and the technical features of different embodiments can be combined based on their internal logical relationships to form a new embodiment.

[0052] Therefore, it should be noted that the vehicle driving solution in the embodiments of the present application may also be applied to Internet of Vehicles, such as vehicle-to-everything (V2X), long-term evolution vehicle (LTE-V), or vehicle-to-vehicle (V2V) technologies. For example, the vehicle driving solution may be applied to a vehicle with a driving function or another device within the vehicle with a driving function. The other device may include, but is not limited to, another sensor, such as an on-board terminal, an on-board controller, an on-board module, an on-board assembly, an on-board part, an on-board chip, an on-board unit, an on-board radar, or an on-board camera. The vehicle may implement the vehicle driving method provided in the embodiments of the present application by using the on-board terminal, the on-board controller, the on-board module, the on-board assembly, the on-board part, the on-board chip, the on-board unit, the on-board radar, or the on-board camera. Of course, the control solution in the embodiments of the present application may also be applied to an intelligent terminal having a movement control function other than a vehicle, or may be configured in an intelligent terminal having a movement control function other than a vehicle, or may be configured within a component of an intelligent terminal. The intelligent terminal may be an intelligent transport device, an intelligent home device, a robot, etc. For example, the component of the intelligent terminal may include, but is not limited to, the intelligent terminal or another sensor, such as a controller, chip, radar, or camera within the intelligent terminal, another component, etc.

[0053] It should be noted that in the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. The term "and / or" describes an association relationship between related objects and indicates that three relationships may exist. For example, A and / or B may indicate the following cases: when only A is present, when both A and B are present, and when only B is present, in which case A and B may be singular or plural. The character " / " typically indicates an "or" relationship between related objects. "At least one of the following items (moieties)" or similar expressions means any combination of these items, including a singular item (moiety) or any combination of multiple items (moieties). For example, at least one of a, b, or c may refer to a, b, c, a and b, a and c, b and c, or a, b, and c, where a, b, and c may be singular or plural.

[0054] Additionally, unless otherwise specified, ordinal numbers such as "first" and "second" in the embodiments of the present application are intended to distinguish between multiple objects and are not intended to limit the priority or importance of the multiple objects. For example, first instruction information and second instruction information are intended to simply distinguish between different instruction information and do not indicate that the priority, importance, etc. of these two types of instruction information are different.

[0055] For ease of understanding, the following describes embodiments of the present application with reference to the accompanying drawings.

[0056] FIG. 1 is a diagram of an application scenario in which an embodiment of the present application can be applied.

[0057] 1 is a diagram of an application scenario to which an embodiment of the present application can be applied. The application scenario may include a vehicle 100. In a possible implementation, the application scenario may further include a cloud server 200. The vehicle 100 and the cloud server 200 may communicate with each other using a network. In one embodiment, the cloud server 200 may alternatively be implemented using a virtual machine.

[0058] Some or all functions of vehicle 100 are controlled by computing platform 150 (also referred to as a computer system). Computing platform 150 may include at least one processor 151. Processor 151 may execute instructions 153 stored on a non-transitory computer-readable medium, such as memory 152. In some embodiments, computing platform 150 may alternatively be multiple computing devices that provide distributed control of individual components of vehicle 100. Processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, processor 151 may further include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0059] Optionally, vehicle 100 may be a car, truck, motorcycle, bus, boat, airplane, helicopter, lawn mower, recreational vehicle, playground vehicle, construction device, trolley, golf cart, train, etc. This is not specifically limited to the embodiments of the present application. In a possible implementation, vehicle 100 may be an electric vehicle (EV), for example, a two-wheel drive electric vehicle or a four-wheel drive electric vehicle. This is not specifically limited to the embodiments of the present application.

[0060] It should be understood that the vehicle structure of FIG. 1 should not be understood as a limitation on the embodiments of the present application.

[0061] The vehicle control method in the embodiment of the present application may be implemented by a vehicle control device. The vehicle control device may be an independent device, a chip or component in the vehicle 100 shown in FIG. 1 , or a software module, and may be deployed on related on-board devices of the vehicle 100. The product form and deployment method of the vehicle control device are not limited to the embodiment of the present application. For ease of understanding and description, the vehicle control solution in the embodiment of the present application will be described below using an example in which the vehicle control device is a vehicle control unit (VCU) or a vehicle domain controller (VDC) of a computing platform 150 integrated into the vehicle 100.

[0062] The implementation principles of the embodiments of the present application are described below.

[0063] Figure 2 is a diagram of the principle of a vehicle control method according to an embodiment of the present application. Please refer to Figure 2. The VCU or VDC may interact with other modules in the vehicle to implement the vehicle control solution.

[0064] For example, the VCU or VDC may acquire at least one driving parameter of the vehicle through the vehicle's sensing system to continuously monitor and collect driving data of the vehicle. The sensing system may include, but is not limited to, a speed sensor, an acceleration sensor, an angular velocity sensor, a roll angle sensor, a steering wheel sensor, and other sensors. The at least one driving parameter acquired through the vehicle's sensing system may include, but is not limited to, speed, longitudinal (lateral) acceleration, yaw rate, roll angle, steering wheel angle, azimuth angle, accelerator pedal position percentage information, brake pedal position percentage information, gear, driving mode, road mode, battery state of charge (SOC), etc. The VCU or VDC may combine various driving parameters acquired from the sensing system to acquire information about the vehicle and the surrounding environment. This information may be used by the VCU or VDC for vehicle control and decision-making. For example, the VCU or VDC may determine whether the vehicle currently has a safety risk, such as skidding or drifting, and whether the vehicle's dynamic control functions (including, for example, a dynamic energy regeneration function, a dynamic friction braking function, or a dynamic distribution function) are activated, thereby providing the dynamic control functions to the vehicle in a timely manner when the vehicle has a potential safety risk, thereby ensuring the vehicle's driving safety and driving experience.

[0065] When the vehicle dynamic control function is activated, the VCU or VDC may use an in-vehicle communication network (or gateway) to deliver control commands to the first motor, the second motor (optional), a chassis controller of an electronic stability control system (ESC), etc., so that the first motor, the second motor (optional), or the chassis controller of the ESC helps control the vehicle to run safely according to the control command from the VCU or VDC, which ensures the running safety and driving experience of the vehicle.

[0066] In a possible implementation, in the process of activating a vehicle dynamic control function, after the vehicle dynamic control function is activated, the VCU or VDC may output reminder information to a peripheral device, such as a touchscreen or a speaker, by using a gateway to indicate the results of vehicle control and decision-making to the driver, so that the driver knows the dynamic changes of the vehicle. The VCU or VDC may further receive control information from the vehicle driver by using a peripheral device, such as a touchscreen or a microphone (or by using a gateway). The control information may be associated with the reminder information and may be used to assist the VCU or VDC in vehicle control and decision-making.

[0067] Note that in FIG. 2 , the bidirectional arrows between different modules merely indicate that the modules can communicate with each other and do not limit the communication method, information format, etc. The VCU or VDC may communicate with different modules using different communication methods or information formats. The VCU or VDC may further have a protocol conversion function or format conversion function. This is not limited to the embodiments of the present application. The other modules in the vehicle shown in FIG. 2 are merely examples. The dashed boxes indicate that the corresponding modules are optional. The vehicle may not include some modules shown in FIG. 2 , or may include modules other than those shown in FIG. 2 , or some modules in FIG. 2 may be replaced with other modules not shown. Details will not be repeated here. In some designs, a vehicle's detection system may also be integrated into the VCU or VDC. This is not limited to the embodiments of the present application.

[0068] In implementation, as shown in FIG. 3, the vehicle control method may include the following steps:

[0069] S310: The vehicle control device (eg, VCU or VDC) calculates a first energy regeneration torque based on a first driving parameter of the vehicle.

[0070] S320: The vehicle is controlled to perform energy regeneration based on the first energy regeneration torque.

[0071] In this embodiment of the present application, the vehicle controller may combine various driving parameters obtained through the vehicle's sensing system, constantly monitor the vehicle's electronic control unit (ECU) and the vehicle's surrounding environment, determine the scenario the vehicle is in, and determine whether to activate the vehicle's dynamic control functions, which may include, but are not limited to, dynamic energy regeneration, dynamic friction braking, or dynamic distribution functions.

[0072] The dynamic energy regeneration function may be used to dynamically limit the energy regeneration intensity of at least one motor of the vehicle before the vehicle shows a tendency to become unstable to avoid vehicle instability, such as skidding or drifting, thereby ensuring the driving safety and driving experience of the vehicle. The dynamic friction braking function may also be used to dynamically adjust the friction plates of the vehicle to control the stability of the vehicle before the vehicle shows a tendency to become unstable, thereby ensuring the driving safety and driving experience of the vehicle. The dynamic allocation function may be used to dynamically allocate control rates to related control components of the front axle or rear axle of the vehicle before the vehicle shows a tendency to become unstable, to perform overall driving control for the vehicle, thereby ensuring the driving safety and driving experience of the vehicle. Optionally, the dynamic friction braking function may also be replaced by a dynamic hydraulic braking function, in which hydraulic braking compensation is performed to determine whether to compensate the front axle or rear axle to ensure vehicle deceleration consistency and avoid insufficient deceleration caused by cornering the vehicle.

[0073] During implementation, at least one operating condition may be preset in the vehicle control device. In this manner, the vehicle control device can comprehensively determine whether the collected various driving parameters in the driving process of the vehicle satisfy the corresponding operating condition of the dynamic control function, and determine whether to activate the related dynamic control function of the vehicle.

[0074] For example, based on the monitoring requirements, the operating conditions for the vehicle's dynamic control function may be separately configured based on driving parameters obtained by various methods and may be conditions that must be met for dynamic control, such as yaw rate, speed, braking force demand information, or longitudinal acceleration. For example, the operating condition for the dynamic energy regeneration function is referred to as a first operating condition. The first operating condition may include at least one of the following: the vehicle's yaw rate is equal to or greater than a first value, the vehicle's speed is equal to or greater than a second value, or the vehicle's braking force demand information is equal to or greater than a third value. For example, the operating condition for the dynamic distribution function is referred to as a second operating condition. The second operating condition may include at least one of the following: the vehicle's yaw rate is equal to or greater than a fourth value, or the longitudinal acceleration is equal to or greater than a fifth value. The operating condition for the dynamic friction braking function is referred to as a third operating condition. The third operating condition may be the same as the second operating condition.

[0075] The application of the dynamic control function to the VCU or VDC of a vehicle may be specifically configured based on the hardware of the vehicle. For example, in a two-wheel drive electric vehicle, the two-wheel drive electric vehicle may include only a rear-wheel drive motor. The dynamic energy regeneration function and the dynamic friction braking function in this embodiment of the present application may be applied to the two-wheel drive electric vehicle to control the two-wheel drive electric vehicle. For example, in a four-wheel drive electric vehicle, the four-wheel drive electric vehicle includes a front-wheel drive motor and a rear-wheel drive motor. At least one of the dynamic energy regeneration function, the dynamic friction braking function, or the dynamic distribution function in this embodiment of the present application may be applied to the four-wheel drive electric vehicle to control the four-wheel drive electric vehicle. This is not limited to the embodiment of the present application.

[0076] It should be noted that in this embodiment of the present application, the preset operating conditions of each dynamic control function may be manually configured or may be obtained by calculation using an automated tool or big data statistics. A specific implementation form is not limited to the embodiment of the present application. Additionally, this is not a limitation on the operating method of the dynamic control function, but merely an example. In another embodiment, other operating conditions or operating methods may be alternatively configured. Also, different thresholds may be configured for driving parameters as needed in different operating conditions. For example, in a first operating condition, a first value of the yaw rate may be set to 10 degrees per second (° / s), a second value of the speed may be set to 10 kilometers per hour (Km / h), and the brake force request information may be expressed as a percentage (%) indicating the degree to which the brake pedal is depressed (e.g., manually or automatically), where 0 indicates that the brake pedal is not depressed and 100 indicates that the brake pedal is fully depressed. The third value of the brake force request information may be set to, for example, 40. As another example, in the second operating condition, the fourth value of the yaw rate may be set to 5° / sec, and the fifth value (absolute value) of the longitudinal acceleration may be set to 0.05g (where g is the acceleration due to gravity, e.g., g = 9.8 meters per second (m / s)), ...). 2 ) units may also be used.

[0077] In this embodiment of the present application, before S310 is performed, if the vehicle control device determines that the vehicle satisfies at least one first operating condition and enables the dynamic energy regeneration function, the vehicle control device may perform S310, i.e., calculate a first energy regeneration torque based on a first driving parameter of the vehicle.

[0078] In this embodiment of the present application, for vehicle control before the vehicle becomes unstable, in a possible implementation, the first driving parameter may include a driving parameter that can directly or indirectly reflect the yaw stability state of the vehicle. For example, the first driving parameter may include a yaw velocity. The yaw velocity indicates the rotation of the vehicle around a vertical axis, and the magnitude of the rotation indicates the stability of the vehicle.

[0079] The yaw rate may be read via a corresponding sensor (e.g., an angular velocity sensor or a yaw rate sensor). Alternatively, the yaw rate may be obtained by calculating or processing another driving parameter. For example, the yaw rate of the vehicle may be obtained by calculating the derivative of the vehicle's azimuth angle. Alternatively, the yaw rate may be indirectly reflected by using at least one of the following driving parameters: steering wheel angle, lateral acceleration, or roll angle. For example, the steering wheel angle, lateral acceleration, or roll angle may not be related to the yaw rate of the vehicle, but may reflect the yaw rate to some extent to indicate the yaw stability state of the vehicle. For example, the steering wheel angle, lateral acceleration, or roll angle may be related to the yaw rate of the vehicle linearly or nonlinearly. The yaw rate may be learned based on the relationship between the steering wheel angle, lateral acceleration, or roll angle, and the yaw rate and these driving parameters to indicate the yaw stability state of the vehicle.

[0080] It should be understood that this is not a limitation on driving parameters that directly or indirectly reflect the yaw stability state of the vehicle, but is merely an example for purposes of illustration. In another embodiment, the specific first driving parameter may alternatively be customized based on application scenarios, service requirements, etc., so that the vehicle control device can more accurately utilize the yaw stability state of the vehicle for vehicle control. In addition, the association relationship between the yaw rate and other driving parameters (e.g., azimuth angle, steering wheel angle, lateral acceleration, roll angle) may be determined according to the nature of the driving parameter. For example, the yaw rate may be obtained by calculating the derivative of the azimuth angle. Alternatively, the association relationship between the yaw rate and other driving parameters (e.g., azimuth angle, steering wheel angle, lateral acceleration, roll angle) may be determined in advance through manual (or automated) modeling. This is not limited to the embodiments of the present application.

[0081] 4, during specific implementation of S310, the vehicle control device may, for example, obtain a first driving parameter from a detection system and determine whether to activate a dynamic energy regeneration function based on the first driving parameter. If it is determined based on the first driving parameter that the vehicle satisfies a corresponding first operating condition, the dynamic energy regeneration function may be activated. If the vehicle does not satisfy the corresponding first operating condition, the dynamic energy regeneration function is not activated, but whether the first driving parameter satisfies the corresponding first operating condition is monitored in real time.

[0082] When the dynamic energy regeneration function of the vehicle control device is activated, in a possible implementation, the vehicle control device may use a direct calculation method, i.e., may directly calculate the first energy regeneration torque based on the first driving parameters of the vehicle. In another possible implementation, the vehicle control device may use an indirect calculation method, i.e., may indirectly calculate the first energy regeneration torque based on the first driving parameters of the vehicle. The first energy regeneration torque obtained by the calculation may be provided as output information of the vehicle control device to a chassis controller or a motor of the ESC to control the vehicle to perform energy regeneration.

[0083] This method will be described in detail below with reference to an embodiment.

[0084] I. Direct calculation method is used as an example. For example, the vehicle control device may directly calculate the first energy regeneration torque based on the first driving parameters according to a formula (or called a calculation formula) or through table lookup.

[0085] Calculation by formula 1 is used as an example. In a possible implementation, the vehicle control device may directly calculate the first energy regeneration torque according to a preset calculation formula.

[0086] For example, when x represents the yaw velocity and T1 represents the first energy regeneration torque, the calculation formula for T1 may be expressed as the following formula (1). T1=λ*x (1)

[0087] Here, λ represents a dynamic control coefficient corresponding to the yaw rate, and λ may be an empirical parameter or may be obtained by performing mathematical modeling in advance. The implementation form of λ is not limited to the embodiments of the present application. If x is in units of degrees / s, λ may be in units of (N m s) / degree. If x is in units of rad / s, λ may be in units of (N m s) / rad.

[0088] If the vehicle control device already knows the value of the yaw rate through a sensing system or the computing capability of the vehicle control device, the vehicle control device may substitute the value of the yaw rate into the above equation (1) to obtain the first energy regeneration torque Y by direct calculation.

[0089] In another possible implementation, the first driving parameter may further include a parameter other than the yaw rate, and correspondingly, the above-described equation (1) may be converted into another equation.

[0090] For example, the first driving parameter further includes a speed of the vehicle. The vehicle control device may calculate the first energy regeneration torque T1 according to the following equation (2). T1=λ1*x+λ2*v (2)

[0091] Here, x represents the yaw velocity, λ1 represents a dynamic control coefficient corresponding to the yaw velocity, v represents the velocity, and λ2 represents a dynamic control coefficient corresponding to the velocity. λ1 and λ2 may be empirical parameters or may be obtained by performing mathematical modeling in advance. The implementation of λ1 and λ2 is not limited to the embodiments of the present application. If x is in units of degrees / s, λ1 may be in units of (N·m·s) / degree. If x is in units of rad / s, λ1 may be in units of (N·m·s) / rad. If v is in units of km / h, λ2 may be in units of (N·m·h) / km. If v is in units of m / s, λ2 may be in units of N·s.

[0092] In another example, the first driving parameter further includes braking force request information. In Equation (2), x may be replaced with z, and λ1 may be replaced with λ3. Here, z represents the braking force request information, and λ3 represents a dynamic control coefficient corresponding to the braking force request information. In other words, the first energy regeneration torque may be calculated based on the braking force request information and the speed. λ3 may be an empirical parameter or may be obtained by performing mathematical modeling in advance. The implementation form of λ3 is not limited to the embodiments of the present application.

[0093] In another example, the first driving parameters further include speed and braking force request information. The vehicle control device may calculate the first energy regeneration torque according to the following equation (3). T1=λ1*x+λ2*v+λ3*z (3)

[0094] Here, x represents the yaw velocity, λ1 represents a dynamic control coefficient corresponding to the yaw velocity, v represents the velocity, λ2 represents a dynamic control coefficient corresponding to the velocity, z represents braking force demand information, and λ3 represents a dynamic control coefficient corresponding to the braking force demand information. λ1, λ2, and λ3 may be empirical parameters or may be obtained by performing mathematical modeling in advance. The implementation of λ1, λ2, and λ3 is not limited to the embodiments of the present application. If x is in units of degrees / s, λ1 may be in units of (N·m·s) / degree. If x is in units of rad / s, λ1 may be in units of (N·m·s) / rad. If v is in units of km / h, λ2 may be in units of (N·m·h) / km. If v is in units of m / s, λ2 may be in units of N·s. If z represents a percentage of the brake pedal position and is expressed as a percentage, λ3 may be in units of N·m.

[0095] The vehicle control device may provide the first energy regeneration torque obtained by calculation using the above-mentioned equation (1), (2), or (3) as output information to a corresponding component of the vehicle (e.g., a chassis controller of a motor or ESC) to control the vehicle to perform energy regeneration.

[0096] 2. Direct calculation via table lookup is used as an example. In a possible implementation, the first driving parameter may include the yaw rate (e.g., represented by x) and speed (e.g., represented by y) of the vehicle. The vehicle control device may obtain the first energy regeneration torque corresponding to (x, y) by direct calculation according to Table 1 below.

[0097] [Table 1]

[0098] In Table 1, the x value in the first column may be a value of the vehicle's yaw rate in degrees per second (° / s). The y value in the first row may be a value of the vehicle's speed in kilometers per hour (Km / h). The first energy recovery torque may be a negative torque in Newton-meters (N M).

[0099] If the vehicle control device already knows the yaw rate value and the speed value through the detection system or the computing capability of the vehicle control device, the vehicle control device may directly query the corresponding first energy regeneration torque from Table 1. For example, if the yaw rate is 20° / s and the speed is 80 Km / h, the first energy regeneration torque is −520 N·M. During execution of S320, the vehicle control device may control the vehicle to perform energy regeneration based on −520 N·M. In another example, if the yaw rate is 5° / s and the speed is 180 Km / h, the first energy regeneration torque is −1300 N·M. During execution of S320, the vehicle control device may control the vehicle to perform energy regeneration based on −1300 N·M.

[0100] In another possible implementation, the first driving parameter may include braking force request information (e.g., represented by x) and a vehicle speed (e.g., represented by y). The vehicle control device may obtain the first energy regeneration torque corresponding to (x, y) by direct calculation according to Table 2 below.

[0101] [Table 2]

[0102] In Table 2, the x value in the first row represents the vehicle's braking force demand information, expressed as a percentage (%) indicating the degree to which the brake pedal is depressed (e.g., manually or automatically), where 0 indicates that the brake pedal is not depressed and 100 indicates that the brake pedal is fully depressed. The y value in the first column is the vehicle's speed value, which may be in units of Km / h. The first energy regeneration torque may be a negative torque, which may be in units of Newton-meters (N M).

[0103] If the vehicle control device already knows the value of the braking force request information and the value of the speed through the detection system or the computing capability of the vehicle control device, the vehicle control device may directly query the corresponding first energy regeneration torque from Table 2. For example, if the braking force request information is 20% and the speed is 80 km / h, the first energy regeneration torque is −1010 N·M. During S320, the vehicle control device may control the vehicle to perform energy regeneration based on −1010 N·M. In another example, if the braking force request information is 90% and the speed is 160 km / h, the first energy regeneration torque is −550 N·M. During S320, the vehicle control device may control the vehicle to perform energy regeneration based on −550 N·M.

[0104] It should be understood that if the first driving parameters include yaw speed, speed, and braking force demand information, Table 2 may be replaced with a table of correspondence relationships between the first energy regenerative torque and the yaw speed, speed, and braking force demand information. The corresponding first energy regenerative torque is obtained by direct inquiry based on the yaw speed, speed, and braking force demand information. Details will not be repeated here.

[0105] In addition, based on different vehicle components on which the first energy regenerative torque acts, the vehicle control device may further convert the first energy regenerative torque and output the converted first energy regenerative torque. For example, if the first energy regenerative torque is obtained in the manner shown in Table 1 and needs to be output to a wheel, the vehicle control device may directly output the first energy regenerative torque to a corresponding motor to perform energy regeneration. If the first energy regenerative torque is obtained in the manner shown in Table 1 and needs to be output to a first motor, the vehicle control device may convert the first energy regenerative torque (for example, divide the first energy regenerative torque by a reduction ratio (for example, 10)) and then output the converted first energy regenerative torque to the first motor, and the first motor controls the axle to perform energy regeneration. The implementation form of the energy regeneration process based on the first energy regenerative torque is not limited to the embodiments of the present application.

[0106] II. An indirect calculation method is used as an example. For example, the vehicle control device may calculate an intervention value based on the first driving parameter according to a formula (or called a calculation formula) or through table lookup, and may indirectly calculate the first energy regeneration torque based on the intervention value.

[0107] Calculation by formula 1 is used as an example. In a possible implementation, the vehicle control device may calculate a first intervention value based on a first driving parameter and according to a preset formula, and calculate a first energy regeneration torque based on the first intervention value.

[0108] For example, the first driving parameter may include a yaw speed. The vehicle control device may calculate a first intervention value based on the yaw speed and calculate a first energy regeneration torque based on the first intervention value, as shown in the following equations (4) and (5). ΔT1=αx (4) T1=T0+ΔT1 (5)

[0109] Here, ΔT1 represents the first intervention value, x represents the yaw velocity, and α represents a dynamic intervention coefficient corresponding to the yaw velocity. α may be an empirical parameter or may be obtained by performing mathematical modeling in advance. The implementation form of α is not limited to the embodiments of the present application. If x is in units of degrees / s, α may be in units of (N·m·s) / degree. If x is in units of rad / s, α may be in units of (N·m·s) / rad. T1 represents the first energy regeneration torque. T0 represents the initial energy regeneration torque. T0 may be a preset fixed value, a preset value associated with different values ​​of the yaw velocity, or an empirical value. The implementation form of T0 is not limited to the embodiments of the present application.

[0110] In another possible implementation, the first driving parameter may further include a parameter other than the yaw rate, and correspondingly, the above-mentioned equation (4) may be converted into another equation.

[0111] For example, the first driving parameter may further include a vehicle speed. For example, the vehicle control device may calculate a first intervention value based on the yaw rate and the speed, and calculate a first energy regeneration torque based on the first intervention value, as shown in the following equations (6) and (5). ΔT1=α1x+α2v (6) T1=T0+ΔT1 (5)

[0112] Here, ΔT1 represents the first intervention value, x represents the yaw velocity, α1 represents a dynamic intervention coefficient corresponding to the yaw velocity, v represents the velocity, and α2 represents a dynamic intervention coefficient corresponding to the velocity. α1 and α2 may be empirical parameters or may be obtained by performing mathematical modeling in advance. The implementation form of α1 and α2 is not limited to the embodiments of the present application. If x is in units of degrees / s, α1 may be in units of (N·m·s) / °. If x is in units of rad / s, α1 may be in units of (N·m·s) / rad. If v is in units of km / h, α2 may be in units of (N·m·h) / km. If v is in units of m / s, α2 may be in units of N·s. T1 represents the first energy regeneration torque. T0 represents the initial energy regeneration torque. T0 may be a preset fixed value, a preset value associated with different values ​​of the yaw velocity, or an empirical value. The implementation of T0 is not limited to the embodiments of this application.

[0113] In another example, the first driving parameter further includes braking force demand information of the vehicle. In a possible implementation, the vehicle control device may calculate a second intervention value based on the braking force demand information and calculate a first energy regeneration torque based on the second intervention value, for example, as shown in the following equations (7) and (8). ΔT2=βz (7) T1=T0+ΔT2 (8)

[0114] Here, ΔT2 represents the second intervention value, z represents braking force demand information, and β represents a dynamic intervention coefficient corresponding to the braking force demand information. β may be an empirical parameter or may be obtained by performing mathematical modeling in advance. The implementation form of β is not limited to the embodiments of the present application. z represents a percentage of the brake pedal position, and when expressed as a percentage, β may be in units of N·m. T1 represents the first energy regeneration torque. T0 represents the initial energy regeneration torque. T0 may be a preset fixed value, a preset value associated with different values ​​of the yaw rate, or an empirical value. The implementation form of T0 is not limited to the embodiments of the present application.

[0115] As another example, the vehicle control device may calculate a second intervention value based on braking force request information and calculate a first energy regeneration torque based on the second intervention value, for example, as shown in the following equations (9) and (8). ΔT2=β1z+β2v (9) T1=T0+ΔT2 (8)

[0116] Here, ΔT2 represents the second intervention value, z1 represents braking force request information, β1 represents a dynamic intervention coefficient corresponding to the braking force request information, v represents speed, and β2 represents a dynamic intervention coefficient corresponding to the speed. β1 and β2 may be empirical parameters or may be obtained by performing mathematical modeling in advance. The implementation form of β1 and β2 is not limited to the embodiments of the present application. When z represents a percentage of the brake pedal position and is expressed as a percentage, β1 may be expressed in units of N·m. When v has units of km / h, β2 may be expressed in units of (N·m·h) / km. When v has units of m / s, β2 may be expressed in units of N·s. T1 represents the first energy regeneration torque. T0 represents the initial energy regeneration torque. T0 may be a preset fixed value, a preset value associated with different values ​​of the yaw speed, or an empirical value. The implementation form of T0 is not limited to the embodiments of the present application.

[0117] To improve the accuracy of the vehicle dynamic control, in a possible implementation, the vehicle control device may calculate the first energy regeneration torque by using all possible driving parameters as the first driving parameters.

[0118] For example, the first driving parameters include yaw speed, speed, and braking force demand information. The vehicle control device may calculate a first intervention value based on the yaw speed and speed, calculate a second intervention value based on the braking force demand information and speed, and calculate a first energy regeneration torque based on the larger value of the first intervention value and the second intervention value, as shown in the following equation (10). T1=T0+max(ΔT1, ΔT2) (10)

[0119] T1 represents the first energy regeneration torque. T0 represents the initial energy regeneration torque. T0 may be a preset fixed value, a preset value associated with different values ​​of the yaw rate, or an empirical value. The implementation form of T0 is not limited to the embodiments of the present application. ΔT1 represents the first intervention value and may be obtained by calculation using the above-mentioned equation (6). ΔT2 represents the second intervention value and may be obtained by calculation using the above-mentioned equation (9).

[0120] 2. Indirect calculation by table lookup is used as an example. The first driving parameter may include the yaw rate (e.g., represented by x) and speed (e.g., represented by y) of the vehicle. The vehicle control device may obtain a first intervention value corresponding to (x, y) by consulting Table 3 below, and calculate the first energy regeneration torque based on the consulted first intervention value.

[0121] [Table 3]

[0122] In Table 2, the x value in the first column may be the vehicle yaw rate value in (° / s). The y value in the first row may be the vehicle speed value in Km / h. The first intervention value may be a positive torque in N·M.

[0123] If the vehicle control device already knows the yaw rate value and the speed value through the detection system or the computing capability of the vehicle control device, the vehicle control device may directly query the corresponding first intervention value from Table 3. The first intervention value may be substituted into the above-mentioned equation (5) or (10) to calculate the first energy regeneration torque. Furthermore, the vehicle control device may control the vehicle to perform energy regeneration based on the first energy regeneration torque obtained by calculation.

[0124] In another possible implementation, the first driving parameter may include braking force request information (e.g., represented by x) and a vehicle speed (e.g., represented by y). The vehicle control device may query a first intervention value corresponding to (x, y) according to the following Table 4, and calculate the first energy regeneration torque based on the queried first intervention value.

[0125] [Table 4]

[0126] In Table 4, the x value in the first row represents the vehicle's braking force demand information, expressed as a percentage (%) indicating the degree to which the brake pedal is depressed (e.g., manually or automatically), where 0 indicates the brake pedal is not depressed and 100 indicates the brake pedal is fully depressed. The y value in the first column is the vehicle's speed value, which may be in units of Km / h. The first intervention value may be a positive torque, which may be in units of Newton-meters (N M).

[0127] If the vehicle control device already knows the value of the braking force request information and the value of the speed through the detection system or the computing capability of the vehicle control device, the vehicle control device may directly query the corresponding second intervention value from Table 4. The second intervention value may be substituted into the above-mentioned equation (8) or (10) to calculate the first energy regeneration torque. Furthermore, the vehicle control device may control the vehicle to perform energy regeneration based on the first energy regeneration torque obtained by calculation.

[0128] It should be understood that if the first driving parameter includes yaw speed, speed, and braking force demand information, Table 4 may be replaced with a table of correspondence between the intervention value and the yaw speed, speed, and braking force demand information. The intervention value is directly queried based on the yaw speed, speed, and braking force demand information, and the first energy regeneration torque is calculated based on the queried intervention value. Details will not be repeated here.

[0129] Similarly, in indirect calculation method II, the vehicle control device may further convert the queried intervention value to calculate the first energy regenerative torque based on different vehicle components on which the first energy regenerative torque acts. For example, if the preset T0 is an energy regenerative torque configured to act on a wheel end, the intervention value obtained using the method shown in Table 3 or Table 4 may be directly used to calculate T1. If the preset T0 is an energy regenerative torque configured to act on a motor end (used to drive an axle), the intervention value obtained using the method shown in Table 3 or Table 4 needs to be divided by, for example, a reduction ratio before use. The implementation form of the energy regeneration process based on the first energy regenerative torque is not limited to the embodiments of the present application.

[0130] Up to now, the method for calculating the first energy regeneration torque in this embodiment of the present application has been described using direct calculation method I and indirect calculation method II. The calculation method can dynamically limit the vehicle's ability recovery strength to reduce or even avoid the vehicle's tendency to become unstable (e.g., skidding or drifting) when performing energy regeneration in some special scenarios (e.g., cornering scenarios). This ensures the vehicle's driving safety. In addition, based on this method, the correction performed by the ESC triggered due to vehicle instability can be further reduced, preventing the vehicle from "jerk forward" and ensuring a good driving experience.

[0131] In this embodiment of the present application, the vehicle control device implements the aforementioned dynamic energy regeneration function to ensure the driving safety of the vehicle based on losing some regenerative energy, but cannot consider both safety (or driving experience) and energy regeneration. In consideration of this, the embodiment of the present application further provides a dynamic allocation function. In some scenarios (four-wheel drive electric vehicles), the vehicle control device may enable the dynamic allocation function to allocate the energy regeneration torque to different motors of the vehicle as needed, so as to prevent different motors from having different energy regeneration capabilities, which may tend to make the vehicle unstable, and optimize the total energy regeneration intensity of the vehicle as much as possible while ensuring driving safety.

[0132] In a specific implementation, as shown in FIG. 5 , the dynamic allocation function may be associated with, for example, a second driving parameter. The vehicle control device may acquire the second driving parameter through a sensing system or the computing power of the vehicle control device and determine whether to activate the dynamic allocation function based on the acquired second driving parameter. If it is determined that the vehicle satisfies a corresponding second operating condition based on the second driving parameter, the dynamic allocation function may be activated. If the vehicle does not satisfy the corresponding second operating condition, the dynamic allocation function is not activated, but the second driving parameter is monitored in real time to determine whether it satisfies the corresponding second operating condition. For example, the second driving parameter may include a yaw rate and / or a longitudinal acceleration. At least one second operating condition associated with the dynamic allocation function may include the yaw rate of the vehicle being equal to or greater than a fourth value or the longitudinal acceleration of the vehicle being equal to or greater than a fifth value. The vehicle control device may enable the dynamic allocation function when the acquired second driving parameter satisfies the corresponding second operating condition.

[0133] Furthermore, the vehicle control device may obtain a distribution ratio of the energy regenerative torque of different motors of the vehicle based on a second driving parameter of the vehicle, and distribute the total energy regenerative torque (e.g., the first energy regenerative torque) to the different motors of the vehicle based on the different distribution ratios.

[0134] For example, the vehicle control device may pre-set a correspondence between the second driving parameter and the distribution ratio of the energy regenerative torque, and the vehicle control device may obtain some or all of the necessary distribution ratio information via table lookup.

[0135] The vehicle may be, for example, a four-wheel drive electric vehicle and may include a first motor and a second motor. A first allocation ratio associated with the first motor may be recorded in preset allocation ratio information. The vehicle control device may query the preset allocation ratio information for the first allocation ratio based on a second driving parameter of the vehicle, calculate an energy regenerative torque (e.g., referred to as a second energy regenerative torque) to be allocated to the first motor based on the total energy regenerative torque and the first allocation ratio, and calculate an energy regenerative torque (e.g., referred to as a third energy regenerative torque) to be allocated to the second motor based on the total energy regenerative torque and the second allocation ratio. The second allocation ratio is the difference between 1 and the first allocation ratio.

[0136] For example, the preset allocation ratio information may be shown as Table 5.

[0137] [Table 5]

[0138] In Table 5, the x values ​​in the first column are the yaw velocity values, which may be in units of ° / s. The y values ​​in the first row are the absolute values ​​of the vehicle's longitudinal acceleration, which may be in units of m / s. 2 The first allocation ratio may be expressed in units of . The first allocation ratio is expressed as a percentage (%). When the value of the first allocation ratio is 100, it indicates that 100% (all) of the total energy regenerative torque is allocated to the first motor. When the value of the first allocation ratio is 20, it indicates that 20% of the total energy regenerative torque is allocated to the first motor and the remaining 80% is allocated to the second motor.

[0139] In this method, the dynamic allocation function described above can dynamically adjust the energy regeneration torque allocated to different motors of the vehicle during the vehicle's driving process based on the dynamic change in the value of the second driving parameter, so that different motors of the vehicle can perform energy regeneration. This helps prevent the vehicle from exhibiting a tendency toward instability and ensure driving safety while optimizing the vehicle's total energy regeneration intensity as much as possible. In addition, the vehicle responds based on different control policies and implements closed-loop adjustment policies by receiving real-time feedback on the vehicle's driving status through a detection system.

[0140] It should be noted that the second driving parameter is merely an example for explanation and not limitation. In actual application, the yaw rate and / or longitudinal acceleration in the second driving parameter may be replaced with another driving parameter. For example, the yaw rate may be replaced with the vehicle's azimuth angle, and the vehicle's yaw rate may be obtained by calculating the derivative of the vehicle's azimuth angle. Alternatively, the yaw rate may be indirectly reflected by using at least one of the following driving parameters: steering wheel angle, lateral acceleration, or roll angle. For example, the steering wheel angle, lateral acceleration, or roll angle may not be related to the vehicle's yaw rate, but may reflect the yaw rate to some extent to indicate the vehicle's yaw stability state. For example, the steering wheel angle, lateral acceleration, or roll angle may be related to the vehicle's yaw rate in a linear or nonlinear manner. The yaw rate may be learned based on the relationship between the steering wheel angle, lateral acceleration, or roll angle, and the yaw rate and these driving parameters to indicate the vehicle's yaw stability state. Similarly, the longitudinal acceleration may be replaced by any one of the following parameters: the rate of change of the vehicle's speed, the rate of change of the front axle speed, or the rate of change of the rear axle speed, and calculations may be performed based on the forces applied to the vehicle, thereby achieving the same or similar effect as the longitudinal acceleration effect, which will not be repeated in detail here.

[0141] Additionally, due to limitations of vehicle components, in some scenarios (e.g., a two-wheel-drive electric vehicle with only one rear-wheel-drive motor), the vehicle control device is not suitable for dynamically allocating energy regeneration torque to different motors of the vehicle by using the aforementioned dynamic allocation function, or the rear-wheel-drive motor of the vehicle is not suitable for dynamically limiting the energy regeneration intensity. In consideration of this, an embodiment of the present application further provides a dynamic friction braking function. The dynamic friction braking function may enable the front axle of the vehicle to generate friction braking force. The friction braking force may be equal to the energy regeneration torque allocated to the second motor in the aforementioned solution that enables the dynamic allocation function, thereby ensuring vehicle stability even in a two-wheel-drive electric vehicle and achieving the same purpose as the dynamic energy regeneration function or dynamic allocation function described above. It should be understood that a two-wheel-drive electric vehicle using a rear-wheel-drive motor is used merely as an example for explanation purposes in this specification. In actual use, when a two-wheel drive electric vehicle uses a front-wheel drive motor, the dynamic friction braking function may enable the rear axle of the vehicle to generate friction braking force, so that the same purpose can be achieved in the two-wheel drive electric vehicle.

[0142] For a specific implementation of the dynamic friction braking function, please refer to the dynamic allocation function as shown in Figure 5. The vehicle control device may calculate the friction braking force based on the total energy regenerative torque (e.g., the first energy regenerative torque) and the third allocation ratio, and may control the pressure of the vehicle's master cylinder or wheel cylinder by using the chassis controller of the ESC based on the friction braking force. The third allocation ratio is the difference between 1 and the first allocation ratio. For a method of obtaining the first allocation ratio, please refer to the related description of Table 5. Details will not be repeated here.

[0143] It should be noted that in this embodiment of the present application, in a scenario of a four-wheel drive electric vehicle, the vehicle control device may alternatively enable the dynamic friction braking function, if necessary. A control solution based on the dynamic friction braking function may be used as an alternative solution to a control solution based on the dynamic allocation function of the four-wheel drive electric vehicle, or a control solution based on the dynamic friction braking function may be used as a supplementary control solution for the four-wheel drive electric vehicle. The manner in which these functions are used is not limited to the embodiment of the present application.

[0144] Therefore, the vehicle control device can take into account both the vehicle's driving safety (or driving experience) and energy regeneration as fully as possible by using a dynamic energy regeneration function, a dynamic distribution function, and / or a dynamic friction braking function based on the actual components of the vehicle. In addition, the vehicle responds based on different control policies and implements closed-loop adjustment policies by feeding back the vehicle's driving state in real time through a detection system.

[0145] In addition, it should be noted that T0 described in the above method in this embodiment of the present application may be a preset value. However, in actual application, due to the complexity of the vehicle driving environment, the preset information cannot be applied in different cases and the expected dynamic control effect cannot be achieved. Therefore, in an alternative solution, T0 described in the above embodiment may be obtained by direct or indirect calculation based on at least one actually collected driving parameter.

[0146] For example, the fourth energy regeneration torque represents TO. As shown in FIG. 6, when the dynamic energy regeneration function is enabled, the vehicle control device may calculate the fourth energy regeneration torque based on a third driving parameter of the vehicle, and calculate the first energy regeneration torque based on the first driving parameter and the fourth energy regeneration torque. For example, the third driving parameter includes at least one of accelerator pedal position percentage information, SOC, speed, gear, driving mode, or road mode. For the subsequent control process, please refer to the above-mentioned related description of FIG. 4 or FIG. 5. Details will not be repeated here.

[0147] It should be noted that in this embodiment of the present application, when the vehicle control device enables the dynamic energy regeneration function, the dynamic distribution function, and / or the dynamic friction braking function, the vehicle control device may calculate the energy regeneration torque to be output (e.g., including the first energy regeneration torque, the second energy regeneration torque, or the third energy regeneration torque) by using the above-mentioned method and control the vehicle. When the related driving parameters have not reached the set thresholds and the vehicle control device has not enabled the dynamic energy regeneration function, the dynamic distribution function, and / or the dynamic friction braking function, the vehicle control device may perform energy regeneration for the vehicle using the fourth energy regeneration torque obtained by calculation based on the third driving parameter as an output. Details will not be repeated here.

[0148] In addition, in actual application, the road surface environment of the road on which the vehicle is located may affect the driving safety and energy regeneration of the vehicle. In consideration of this, in a possible implementation, after obtaining the first energy regenerative torque to be output, the second energy regenerative torque to be output, the third energy regenerative torque to be output, or the friction braking force through calculation based on the above description, the vehicle control device may calculate a front axle slip ratio and a rear axle slip ratio based on the fourth driving parameter, and adjust the first energy regenerative torque to be output, the second energy regenerative torque to be output, the third energy regenerative torque to be output, or the friction braking force based on the calculated front axle slip ratio, the calculated rear axle slip ratio, and the calculated boundary value of the target slip ratio.

[0149] For example, the fourth driving parameter may include at least one of wheel speed, speed, or axle speed. The vehicle control device may determine a boundary value of the target slip ratio based on the road surface type of the road on which the vehicle is located. If the calculated front axle slip ratio is greater than the boundary value of the target slip ratio, the energy regeneration intensity of the front axle may be appropriately reduced. For example, the energy regeneration torque to be provided to the motor (e.g., the second motor) of the front axle may be reduced, or the friction braking force to be provided to the front axle may be reduced. If the calculated rear axle slip ratio is greater than the boundary value of the target slip ratio, the energy regeneration intensity of the rear axle may be appropriately reduced. For example, the energy regeneration torque to be provided to the motor (e.g., the first motor) of the rear axle may be reduced, or the friction braking force to be provided to the rear axle may be reduced. A method for calculating the front axle slip ratio or the rear axle slip ratio will not be described again in this specification.

[0150] Thus, according to the above-described method, the energy regeneration intensity of the front or rear axle of the vehicle is dynamically varied based on the slip ratio to prevent the vehicle from exhibiting a tendency toward instability caused by an increase in axle (e.g., rear axle) slip ratio.

[0151] Up to now, the vehicle control method in the present application has been described with reference to the aforementioned method embodiments. In this method, the vehicle control device may be configured with a dynamic energy regeneration function, a dynamic distribution function, and / or a dynamic friction braking function. The vehicle control device may obtain at least one driving parameter of the vehicle through a vehicle detection system and continuously monitor and collect driving data of the vehicle. The vehicle control device may determine whether the relevant driving parameter satisfies the activation condition of each dynamic control function. If the relevant driving parameter satisfies the activation condition of each dynamic control function, the vehicle control device may activate the corresponding function and implement the vehicle control method in this embodiment of the present application by using each dynamic control function to dynamically limit the capacity recovery intensity of vehicle components and reduce or even avoid instability (e.g., skidding or drifting) when the vehicle performs energy regeneration in some special scenarios (e.g., cornering scenarios). This ensures the driving safety of the vehicle. Furthermore, the dynamic distribution function and / or the dynamic friction braking function can be enabled as needed based on different vehicle components, and the energy regeneration torque can be distributed to different motors of the vehicle as needed, so that different motors have different energy regeneration capabilities, preventing the vehicle from tending to become unstable and ensuring driving safety while optimizing the vehicle's total energy regeneration intensity as much as possible. The same purpose can also be achieved by using the dynamic friction braking function. In addition, based on this method, the corrections performed by the ESC triggered by the vehicle's instability can be further reduced, preventing the vehicle from "jerk forward" and ensuring a good driving experience.

[0152] It should be noted that in the above-described method embodiments of the present application, only examples in which the VCU or VDC is used as a vehicle control device are used for explanation, and the product form of the vehicle control device is not limited. In some embodiments, since the cloud server has more powerful computing capabilities, the vehicle control device may alternatively be configured in the cloud server. The cloud server may obtain at least one driving parameter from the vehicle's detection system by using a communication network, obtain the energy regeneration torque or friction braking force of different control components to be provided to the vehicle by calculation, and then control the vehicle by transmitting the energy regeneration torque or friction braking force of the control components to the vehicle by using the communication network. Details will not be repeated here.

[0153] An embodiment of the present application further provides a vehicle control device. The vehicle control device may be configured to execute the above-mentioned method embodiments. For related features, please refer to the above-mentioned method embodiments. Details will not be repeated here.

[0154] 7, in one example, a vehicle control device 700 may include a calculation unit 701 configured to calculate a first energy regeneration torque based on a first driving parameter of the vehicle, where the first driving parameter includes a yaw rate, and a control unit 702 configured to control the vehicle to perform energy regeneration based on the first energy regeneration torque. For specific implementation forms, please refer to the method steps performed by the vehicle control device in the aforementioned method embodiments. Details will not be repeated here.

[0155] It should be understood that the division of units within an apparatus is merely a logical division of functions. In actual implementation, all or some of the units may be integrated into one physical entity or may be physically separated. In addition, the units of the apparatus may be implemented in the form of software called by a processor. For example, the apparatus includes a processor. The processor is connected to a memory. The memory stores instructions. The processor calls the instructions stored in the memory to perform one of the above methods or to perform the functions of the units within the apparatus. The processor may be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor. The memory may be memory within the apparatus or memory external to the apparatus. Alternatively, the units of the apparatus may be implemented in the form of a hardware circuit, which may be designed to implement some or all of the functions of the units. The hardware circuit may be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the logical relationships between elements within the circuit are designed to implement some or all of the functions of the units. As another example, in another implementation form, the hardware circuit may be implemented using a programmable logic device (PLD). A field programmable gate array (FPGA) is used as an example. The field programmable gate array may include a large number of logic gate circuits, and the connections between the logic gate circuits are configured by using a configuration file to implement the functions of some or all of the units. All units of the device may be implemented in the form of software called by a processor, or in the form of hardware circuits, or some of the units may be implemented in the form of software called by a processor, and the remaining units may be implemented in the form of hardware circuits.

[0156] In this embodiment of the present application, the processor is a circuit having signal processing capabilities. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement a specific function through the logical relationships of a hardware circuit. The logical relationships of the hardware circuit may be fixed or reconfigurable. For example, the processor is a hardware circuit implemented by an ASIC or a PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to configure the hardware circuit may be understood as the process of the processor loading instructions to perform some or all of the functions of the unit. In addition, the processor may be a hardware circuit designed for artificial intelligence, such as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU).

[0157] It will be appreciated that the units within the apparatus may be configured as one or more processors (or processing circuits) for performing the methods described above, for example as a CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0158] In addition, all or some of the units of the device may be integrated or implemented independently. In one implementation, these units may be integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor configured to perform any one of the methods or perform the functions of the units of the device. The at least one processor may be of different types. For example, the at least one processor may include a CPU and an FPGA, a CPU and an artificial intelligence processor, or a CPU and a GPU.

[0159] In a simple embodiment, one skilled in the art will appreciate that the vehicle control device of the above embodiment can be in the form shown in FIG.

[0160] 8 includes at least one processor 810 and a communication interface 830. In one optional design, the apparatus 800 may further include a memory 820.

[0161] The particular connection medium between the processor 810 and the memory 820 is not limited to the embodiments of the present application.

[0162] In the apparatus shown in FIG. 8, the processor 810 may transmit data through the communication interface 830 when communicating with another device.

[0163] When the vehicle control device is in the form shown in FIG. 8, the processor 810 in FIG. 8 may invoke computer-executable instructions stored in memory 820, thereby enabling the device 800 to perform any one of the method embodiments described above.

[0164] An embodiment of the present application further relates to a chip system, including a processor configured to invoke a computer program or computer instructions stored in a memory, thereby enabling the processor to perform the method in any one of the previous embodiments.

[0165] In one possible implementation, the processor is coupled to the memory via an interface.

[0166] In a possible implementation, the chip system may alternatively directly include a memory, which stores computer programs or computer instructions.

[0167] For example, memory may be volatile or non-volatile, or may include both volatile and non-volatile memory. Non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may be random access memory (RAM) used as an external cache. By way of example and not limitation, many forms of RAM may be used, such as static random access memory (static RAM, SRAM), dynamic random access memory (dynamic RAM, DRAM), synchronous dynamic random access memory (synchronous DRAM, SDRAM), double data rate synchronous dynamic random access memory (double data rate SDRAM, DDR SDRAM), enhanced synchronous dynamic random access memory (enhanced SDRAM, ESDRAM), synchlink dynamic random access memory (synchlink DRAM, SLDRAM), and direct rambus random access memory (direct rambus RAM, DR RAM).

[0168] An embodiment of the present application further relates to a processor, the processor being configured to invoke a computer program or computer instructions stored in a memory, thereby enabling the processor to perform the method in any one of the previous embodiments.

[0169] For example, in this embodiment of the present application, the processor is an integrated circuit chip and has signal processing capabilities. For example, the processor may be an FPGA, a general-purpose processor, a DSP, an ASIC or another programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, or a system on chip (SoC), or a CPU, or a network processor (NP), or a microcontroller unit (MCU), or a PLD or another integrated chip, and may implement or perform the methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc. The steps of the methods disclosed with reference to the embodiments of the present application may be performed and completed directly by a hardware decoding processor, or may be performed and completed by using a combination of hardware and software modules in the decoding processor. The software module may be located in a storage medium that is mature in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is located in the memory, and the processor reads information in the memory and performs the steps of the above-described method together with the processor hardware.

[0170] It should be understood that the embodiments of the present application may be provided as a method, system, or computer program product.

[0171] In one possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores program code, which, when executed on a computer, enables the computer to perform the method embodiments described above.

[0172] In one possible implementation, an embodiment of the present application provides a computer program product, which when run on a computer, enables the computer to perform the method embodiments described above.

[0173] Thus, the present application may take the form of a hardware-only embodiment, a software-only embodiment, or an embodiment including a combination of software and hardware. Additionally, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk memory, CD-ROM, optical memory, etc.) containing computer-usable program code.

[0174] These computer program instructions may alternatively be stored in a computer-readable memory that may instruct a computer or any other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable memory create an artifact that includes an instruction apparatus that implements the specific functions of one or more processes in the flowcharts and / or one or more blocks in the block diagrams.

[0175] These computer program instructions may alternatively be loaded onto a computer or other programmable data processing device such that a sequence of operations and steps are performed on the computer or other programmable device to produce a computer-implemented process. Thus, the instructions executed on the computer or other programmable device provide steps for implementing particular functions in one or more processes of the flowcharts and / or one or more blocks of the block diagrams.

[0176] It is apparent that those skilled in the art may make various modifications and variations to the embodiments of the present application without departing from the scope of the embodiments of the present application. In this case, the present application intends to cover such modifications and variations of the embodiments of the present application as long as such modifications and variations fall within the scope of the claims of the present application and their equivalents. In the embodiments of the present application, unless otherwise specified or there is no logical contradiction, the terms and / or descriptions between the embodiments are consistent and can be mutually referenced, and the technical features of different embodiments can be combined based on their internal logical relationships to form new embodiments. [Explanation of symbols]

[0177] 100 vehicles 150 Computing Platforms 151 processors 152 memory 153 Command 200 cloud servers 701 Computational Units 702 Control Unit 800 equipment 810 processor 820 memory 830 Communication Interface

Claims

1. calculating a first energy regeneration torque based on a first driving parameter of the vehicle, the first driving parameter including a yaw rate; controlling the vehicle to perform energy regeneration based on the first energy regeneration torque; A vehicle control method comprising:

2. The vehicle is in a first operating condition: the yaw velocity of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or The method of claim 1 , further comprising determining that the value of the vehicle braking force demand information satisfies at least one of being greater than or equal to a third value.

3. The first driving parameter includes the speed, and the step of calculating a first energy regeneration torque based on the first driving parameter of the vehicle includes: calculating a first intervention value based on the yaw rate and the velocity; 3. The method according to claim 1, further comprising the step of: calculating the first energy regeneration torque based on the first intervention value.

4. The first driving parameters include the braking force requirement information, and the step of calculating a first energy regeneration torque based on the first driving parameters of the vehicle includes: calculating a second intervention value based on the braking force request information and the speed; and calculating the first energy regeneration torque based on the second intervention value.

5. The step of calculating a first energy regeneration torque based on a first driving parameter of the vehicle includes: The method of claim 4 , further comprising calculating the first energy regeneration torque based on a greater value between the first intervention value and the second intervention value.

6. further comprising the step of obtaining a first distribution rate of the energy regeneration torque; The step of controlling the vehicle to perform energy regeneration based on the first energy regeneration torque includes: calculating a second energy regeneration torque based on the first energy regeneration torque and the first distribution ratio; controlling a first motor of the vehicle to perform energy regeneration based on the second energy regeneration torque; 6. The method of any one of claims 1 to 5, comprising:

7. calculating a third energy regeneration torque based on the first energy regeneration torque and a second allocation ratio, wherein the second allocation ratio is a difference between 1 and the first allocation ratio; controlling a second motor of the vehicle to perform energy regeneration based on the third energy regeneration torque; 7. The method of claim 6, further comprising:

8. calculating a friction braking force based on the first energy regeneration torque and a third allocation ratio, wherein the third allocation ratio is a difference between 1 and the first allocation ratio; controlling a master cylinder pressure or a wheel cylinder pressure of the vehicle based on the friction braking force; 8. The method of claim 6 or 7, further comprising:

9. The step of obtaining a first distribution ratio of the energy regeneration torque includes: querying the first allocation ratio from preset allocation ratio information based on second driving parameters of the vehicle, the second driving parameters including the yaw rate and / or longitudinal acceleration; 9. The method of any one of claims 6 to 8, comprising:

10. The vehicle is in a second operating condition: the yaw rate of the vehicle is greater than or equal to a fourth value; or determining that the longitudinal acceleration of the vehicle is greater than or equal to a fifth value; 10. The method of claim 9, further comprising:

11. When an energy regeneration function is enabled, calculating a fourth energy regeneration torque based on a third driving parameter of the vehicle, wherein the third driving parameter includes at least one of the following: accelerator pedal position percentage information, battery state of charge SOC, speed, gear, driving mode, or road mode; The step of calculating a first energy regeneration torque based on a first driving parameter of the vehicle includes: calculating the first energy regeneration torque based on the first driving parameter and the fourth energy regeneration torque; 11. The method of any one of claims 1 to 10, comprising:

12. calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed, or axle speed; adjusting the first energy regeneration torque based on boundary values ​​of the front axle slip ratio, the rear axle slip ratio, and a target slip ratio; 12. The method of any one of claims 1 to 11, further comprising:

13. determining the boundary value of the target slip ratio based on the surface type of the road on which the vehicle is located; 13. The method of claim 12, further comprising:

14. a calculation unit configured to calculate a first energy regeneration torque based on a first driving parameter of the vehicle, the first driving parameter including a yaw rate; a control unit configured to control the vehicle to perform energy regeneration based on the first energy regeneration torque.

15. The vehicle is in a first operating condition: the yaw rate of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or The apparatus of claim 14 , further comprising a determining unit configured to determine that the value of the vehicle braking force demand information satisfies at least one of being equal to or greater than a third value.

16. The first driving parameter includes the speed, and the calculation unit: calculating a first intervention value based on the yaw rate and the velocity; 16. The device according to claim 14 or 15, specifically configured to calculate the first energy recovery torque based on the first intervention value.

17. The first driving parameter includes the braking force requirement information, and the calculation unit: calculating a second intervention value based on the braking force request information and the speed; 17. The device according to claim 16, specifically configured to calculate the first energy recovery torque based on the second intervention value.

18. The computing unit 18. The device according to claim 17, particularly configured to calculate the first energy recovery torque based on a larger value between the first intervention value and the second intervention value.

19. an acquisition unit configured to acquire a first distribution rate of the energy regeneration torque; The control unit Using the calculation unit, calculate a second energy regeneration torque based on the first energy regeneration torque and the first distribution ratio; 19. The device according to any one of claims 14 to 18, specifically configured to control a first motor of the vehicle to perform energy regeneration based on the second energy regeneration torque.

20. The control unit Calculate a third energy regeneration torque based on the first energy regeneration torque and a second allocation ratio by using the calculation unit, where the second allocation ratio is a difference between 1 and the first allocation ratio; 20. The apparatus of claim 19, further configured to control a second motor of the vehicle to perform energy regeneration based on the third energy regeneration torque.

21. The control unit Using the calculation unit, calculate a friction braking force based on the first energy regeneration torque and a third distribution ratio, where the third distribution ratio is a difference between 1 and the first distribution ratio; 21. The apparatus of claim 19 or 20, further configured to control a master cylinder pressure or a wheel cylinder pressure of the vehicle based on the friction braking force.

22. The acquisition unit:

22. The device according to claim 19, wherein the device is particularly configured to query the first allocation ratio from preset allocation ratio information based on second driving parameters of the vehicle, the second driving parameters including the yaw velocity and / or longitudinal acceleration.

23. The vehicle is in a second operating condition: the yaw rate of the vehicle is greater than or equal to a fourth value; or The apparatus of claim 22 , further comprising: a determining unit configured to determine that the longitudinal acceleration of the vehicle satisfies at least one of being greater than or equal to a fifth value.

24. The computing unit When an energy regeneration function is enabled, calculate a fourth energy regeneration torque based on third driving parameters of the vehicle, the third driving parameters including at least one of the following: accelerator pedal position percentage information, battery state of charge SOC, speed, gear, driving mode, or road mode; The calculation unit calculates a first energy regeneration torque based on a first driving parameter of the vehicle, calculating the first energy regeneration torque based on the first driving parameter and the fourth energy regeneration torque; 24. The apparatus of any one of claims 14 to 23, further comprising:

25. The computing unit calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed, or axle speed; 25. The apparatus of claim 14, further configured to adjust the first energy regeneration torque based on boundary values ​​of the front axle slip ratio, the rear axle slip ratio, and a target slip ratio.

26. a determining unit configured to determine the boundary value of the target slip ratio based on a surface type of a road on which the vehicle is located; 26. The apparatus of claim 25, further comprising:

27. 1. A terminal device comprising a processor, the processor coupled to a memory; A terminal device, wherein the processor is configured to execute computer programs or instructions stored in the memory, thereby enabling the terminal device to perform the method of any one of claims 1 to 13.

28. A vehicle comprising a unit configured to carry out the method according to any one of claims 1 to 13.

29. A readable storage medium containing a program or instructions, which when executed performs the method of any one of claims 1 to 13.

30. 14. A computer program product, which when running on a computer, enables the computer to perform the method of any one of claims 1 to 13.

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