Control method and apparatus

Abstract

A control method, comprising: acquiring an electric braking recovery torque of a front axle of a vehicle and an electric braking recovery torque of a rear axle of the vehicle, wherein the ratio of the electric braking recovery torque of the front axle to the electric braking recovery torque of the rear axle is less than a preset distribution ratio; when hydraulic braking torque compensation is triggered, determining a hydraulic braking torque of the front axle on the basis of a braking torque determined by the electric braking recovery torque of the rear axle and the preset distribution ratio, and the electric braking recovery torque of the front axle; and on the basis of the hydraulic braking torque of the front axle, controlling the operation of a hydraulic brake of the front axle. The control method is applied to intelligent vehicles or new energy vehicles, and helps to prevent an EBD function from being prematurely triggered during vehicle braking. Further provided are a control apparatus, a braking controller, a vehicle, a computer-readable storage medium and a chip.

Description

Control method and device

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on October 31, 2023, with application number 202311432583.0 and application name “Control Method and Device”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of intelligent driving, and more specifically, to a control method and device. Background Art

[0003] For electric vehicles with rear-axle energy regeneration, when the braking torque requested by the autonomous driving system or the driver exceeds the maximum regenerative capacity of the motor, the electronic stability controller (ESC) treats the front and rear axles as a whole when performing hydraulic compensation, with the master cylinder and all four wheel cylinders applying the same braking pressure. This can result in excessive total braking torque on the rear axle, premature rear axle slip, and premature triggering of the electronic brake force distribution (EBD) function.

[0004] Summary of the Invention

[0005] The present application provides a control method and device that help avoid premature triggering of the EBD function during vehicle braking.

[0006] In a first aspect, a control method is provided, which includes: obtaining a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of a vehicle, the ratio of the first electric braking recovery torque to the second electric braking recovery torque being less than a preset distribution ratio; when obtaining a first signal, determining a first hydraulic braking torque based on the first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset distribution ratio and the second electric braking recovery torque, and the first signal being used to indicate the compensation hydraulic braking torque; and controlling the operation of the hydraulic brake of the first shaft based on the first hydraulic braking torque.

[0007] Exemplarily, the first shaft may be the front axle of the vehicle, and the second shaft may be the rear axle of the vehicle; or, the first shaft may be the rear axle of the vehicle, and the second shaft may be the front axle of the vehicle.

[0008] For example, if the first axle is the front axle and the second axle is the rear axle, the above technical solution avoids treating the front and rear axles as a whole when performing hydraulic brake torque compensation. Instead, it considers the existing electric brake regenerative torque on the front and rear axles and distributes the hydraulic brake torque to the front axle. This prevents excessive total brake torque on the rear axle from causing premature rear axle slip, helping to prevent premature EBD triggering during vehicle braking.

[0009] The above preset distribution ratio may be a desired ratio of the braking torque of the first shaft to the braking torque of the second shaft.

[0010] In some possible implementations, the braking requirement torque may be the braking requirement torque output by the automatic driving controller, or may be the braking requirement torque determined based on the user's driving operation.

[0011] In some possible implementations, the first braking torque is determined by the preset distribution ratio and the second electric braking recovery torque, including: the first braking torque is the preset distribution ratio multiplied by the second electric braking recovery torque.

[0012] In conjunction with the first aspect, in certain implementations of the first aspect, determining the first hydraulic braking torque based on the first braking torque and the first electric brake regenerative torque includes: when the sum of the first braking torque and the second electric brake regenerative torque is greater than the required braking torque, determining the first hydraulic braking torque based on the required braking torque, the first electric brake regenerative torque, and the second electric brake regenerative torque. In this case, the hydraulic brake of the second shaft may not output hydraulic braking torque.

[0013] Based on the above technical solution, if the sum of the second electric brake regenerative torque and the first brake torque is greater than the required brake torque, the first hydraulic brake torque can be determined based on the required brake torque, the first electric brake regenerative torque, and the second electric brake regenerative torque. This prevents premature EBD triggering during vehicle braking while ensuring that the vehicle's total brake torque matches the required brake torque.

[0014] In some possible implementations, when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is equal to the braking requirement torque minus the sum of the first electric braking recovery torque and the second electric braking recovery torque.

[0015] In some possible implementations, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is equal to the braking demand torque, the difference between the first braking torque and the first electric braking recovery torque is determined as the first hydraulic braking torque.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, the second hydraulic braking torque is determined based on the braking requirement torque, the second electric braking recovery torque and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the first hydraulic braking torque is determined based on the third hydraulic braking torque and the fifth hydraulic braking torque, the fifth hydraulic braking torque being determined by the difference between the first braking torque and the first electric braking recovery torque; wherein, the operation of the hydraulic brake of the first shaft is controlled based on the first hydraulic braking torque, including: controlling the hydraulic brake of the first shaft to output the first hydraulic braking torque and controlling the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0017] Based on the above technical solution, when the sum of the first braking torque and the second electric brake recovery torque is less than the required braking torque, the remaining braking torque can be distributed according to a preset distribution ratio, and the hydraulic brake of the first shaft can be controlled to output the sum of the third hydraulic braking torque and the fifth hydraulic braking torque, and the hydraulic controller of the second shaft can be controlled to output the fourth hydraulic braking torque. In this way, when distributing the hydraulic braking torque, the front and rear axles are not treated as a whole. Instead, the electric brake recovery torque already existing on the front and rear axles is considered to distribute the hydraulic braking torque to the front and rear axles. This helps to prevent the total braking torque on the rear axle from being too large, which could cause the rear axle to slip prematurely, thereby helping to prevent the EBD function from being triggered prematurely during vehicle braking. At the same time, it can also ensure that the total braking torque of the vehicle during braking follows the required braking torque.

[0018] In some possible implementations, the third hydraulic braking torque is the hydraulic braking torque allocated to the first shaft according to the preset distribution ratio and the second hydraulic braking torque, and the fourth hydraulic braking torque is the hydraulic braking torque allocated to the second shaft according to the preset distribution ratio and the second hydraulic braking torque.

[0019] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: obtaining the sixth hydraulic braking torque of the second shaft when the EBD function is triggered; controlling the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stopping increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, the seventh hydraulic braking torque being determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0020] The sixth hydraulic braking torque of the second shaft when the EBD function is triggered is obtained above, which can also be understood as triggering the start of the EBD function when the hydraulic braking torque of the second shaft reaches the sixth hydraulic braking torque.

[0021] For example, if the first axle is the front axle and the second axle is the rear axle, the above technical solution can compensate for the under-adjusted braking torque on the rear axle when the EBD function is triggered. This avoids the problem of under-adjusted total braking torque due to EBD triggering, helping to prevent safety risks caused by reduced vehicle deceleration.

[0022] In some possible implementations, the seventh hydraulic braking torque is the sum of the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0023] In combination with the first aspect, in certain implementations of the first aspect, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

[0024] Based on the above technical solution, taking a vehicle that performs braking recovery on the rear axle as an example, when the braking recovery torque of the rear axle reaches the maximum braking recovery torque of the rear axle, hydraulic braking torque compensation can be triggered so that the total braking torque of the vehicle follows the braking demand torque.

[0025] In combination with the first aspect, in certain implementations of the first aspect, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0026] Based on the above technical solution, hydraulic compensation can be performed according to the actual recovery torque of the front and rear axles. In this way, when the requested braking recovery torque is greater than the actual recovery torque, it can also be ensured that the total braking torque of the vehicle can follow the braking demand torque, avoiding safety risks caused by under-adjustment of the vehicle's braking torque during braking.

[0027] In combination with the first aspect, in certain implementations of the first aspect, the method includes: sending a first electric braking recovery request message to a vehicle control unit (VCU) based on the braking requirement torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking requirement torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0028] Based on the above technical solution, the ESC can first send a first electric brake regeneration request to the VCU. When the difference between the third electric brake regeneration torque and the actual regeneration torque is greater than or equal to a first preset difference, the electric brake request torque can be dynamically adjusted. In this way, when there is a significant deviation between the motor's actual regeneration torque and the third electric brake regeneration torque, the requested electric brake regeneration torque can be compensated accordingly, thereby ensuring that the vehicle's total braking torque can match the braking demand torque and avoiding safety risks caused by under-adjustment of the vehicle's braking torque during braking.

[0029] In some possible implementations, when the VCU obtains the electric brake recovery request information, it can allocate the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller according to the electric brake recovery torque information carried therein.

[0030] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: obtaining the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0031] Based on the above technical solution, when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference and the difference between the fourth electric braking recovery torque and the actual recovery request torque of the vehicle is greater than or equal to the first preset difference, hydraulic braking torque compensation can be triggered so that the total braking torque of the vehicle follows the braking demand torque.

[0032] In some possible implementations, the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to a second preset difference, including: the fourth electric braking recovery torque reaches the maximum electric braking recovery torque of the vehicle.

[0033] In combination with the first aspect, in certain implementations of the first aspect, before obtaining the first signal, the method further includes: obtaining information of the maximum electric braking recovery torque sent by the VCU.

[0034] In a second aspect, a control method is provided, which includes: obtaining a braking demand torque; sending a first electric braking recovery request message to a vehicle controller VCU based on the braking demand torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when a difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking demand torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque.

[0035] Based on this technical solution, the actual regenerative torque of the motor is taken into account during energy recovery. When the absolute value of the deviation between the requested and actual regenerative torque exceeds the control deadband, the requested torque for electric braking is dynamically adjusted. This helps avoid safety risks caused by insufficient electric braking regenerative torque by increasing the requested torque.

[0036] In some possible implementations, when the third electric braking recovery torque is greater than the actual recovery torque of the vehicle, the fourth electric braking recovery torque is greater than the third electric braking recovery torque; or, when the third electric braking recovery torque is less than the actual recovery torque of the vehicle, the fourth electric braking recovery torque is less than the third electric braking recovery torque.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the method also includes: performing hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0038] In combination with the second aspect, in certain implementations of the second aspect, before performing the hydraulic braking torque compensation, the method further includes: obtaining information on the maximum recovery torque sent by the VCU.

[0039] In a third aspect, a control device is provided, which includes: an acquisition unit for acquiring a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of a vehicle, wherein the ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset distribution ratio; a determination unit for determining a first hydraulic braking torque based on the first braking torque and the first electric braking recovery torque when acquiring a first signal, wherein the first braking torque is determined by the preset distribution ratio and the second electric braking recovery torque, and the first signal is used to indicate the compensation hydraulic braking torque; a control unit for controlling the operation of the hydraulic brake of the first shaft according to the first hydraulic braking torque.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the determination unit is used to: determine the first hydraulic braking torque based on the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque.

[0041] In combination with the third aspect, in certain implementations of the third aspect, the determination unit is used to: determine the second hydraulic braking torque based on the braking demand torque, the second electric braking recovery torque and the first braking torque when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque; determine the third hydraulic braking torque and the fourth hydraulic braking torque based on the preset distribution ratio and the second hydraulic braking torque; determine the first hydraulic braking torque based on the third hydraulic braking torque and the fifth hydraulic braking torque, the fifth hydraulic braking torque being determined by the difference between the first braking torque and the first electric braking recovery torque; wherein the control unit is used to: control the hydraulic brake of the first shaft to output the first hydraulic braking torque and control the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0042] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is also used to acquire the sixth hydraulic braking torque of the second shaft when the electronic brake force distribution EBD function is triggered; the control unit is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0043] In combination with the third aspect, in certain implementations of the third aspect, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

[0044] In combination with the third aspect, in certain implementations of the third aspect, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0045] In combination with the third aspect, in certain implementations of the third aspect, the device further includes: a sending unit for sending a first electric braking recovery request message to the vehicle controller VCU based on the braking requirement torque, the first electric braking recovery request message including information on the third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request message to the VCU based on the difference and the braking requirement torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, the second electric braking recovery request message including information on the fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0046] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is used to: acquire the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0047] In combination with the third aspect, in certain implementations of the third aspect, the acquisition unit is further used to: before acquiring the first signal, acquire the information of the maximum electric braking recovery torque sent by the VCU.

[0048] In a fourth aspect, a control device is provided, which includes: an acquisition unit for acquiring a braking requirement torque; a sending unit for sending a first electric braking recovery request message to a vehicle controller VCU according to the braking requirement torque, wherein the first electric braking recovery request message includes information about a third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request message to the VCU according to the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle and the braking requirement torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, wherein the second electric braking recovery request message includes information about a fourth electric braking recovery torque.

[0049] In combination with the fourth aspect, in certain implementations of the fourth aspect, the device also includes: a determination unit for determining to perform hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0050] In combination with the fourth aspect, in certain implementations of the fourth aspect, the acquisition unit is further configured to: before the determination unit determines to perform hydraulic brake torque compensation, acquire the information of the maximum recovery torque sent by the VCU.

[0051] In a fifth aspect, a control device is provided, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit to enable the device to perform any possible method in the first aspect or the second aspect.

[0052] In a sixth aspect, a brake controller is provided, which includes any possible control device in the third aspect, or includes the control device described in the fourth aspect, or includes the control device described in the fifth aspect.

[0053] In a seventh aspect, the present application provides a vehicle comprising any possible control device in the third aspect, or comprising the control device described in the fourth aspect, or comprising the control device described in the fifth aspect, or comprising the brake controller described in the sixth aspect.

[0054] In an eighth aspect, the present application provides a computer program product, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the first or second aspect.

[0055] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0056] In a ninth aspect, the present application provides a computer-readable medium storing a program code, which enables the computer to execute any possible method in the first or second aspect when the computer program code is executed on a computer.

[0057] In a tenth aspect, the present application provides a chip, which includes a circuit for executing any possible method in the first aspect or the second aspect above.

[0058] On the eleventh aspect, a control method is provided, which can be applied to a vehicle that performs braking recovery through the rear axle, the method comprising: obtaining the electric braking recovery torque of the rear axle of the vehicle; when obtaining a first signal, determining the hydraulic braking torque of the front axle based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking demand torque, the first braking torque being determined by a preset distribution ratio and the electric braking recovery torque of the rear axle, and the first signal being used to indicate the compensation hydraulic braking torque; and controlling the operation of the hydraulic brake of the front axle based on the hydraulic braking torque of the front axle.

[0059] Based on the above technical solution, vehicles using rear axle regenerative braking can combine the existing electric regenerative braking torque on the rear axle with hydraulic braking torque compensation. This prevents excessive total braking torque on the rear axle from causing premature rear axle slip, helping to prevent premature EBD triggering during vehicle braking.

[0060] In some possible implementations, the first braking torque is determined by a preset distribution ratio and the electric braking recovery torque of the rear axle, including: the first braking torque is the preset distribution ratio multiplied by the electric braking recovery torque of the rear axle.

[0061] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking requirement torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is greater than the braking requirement torque, the hydraulic braking torque of the front axle is determined based on the braking requirement torque and the electric braking recovery torque of the rear axle.

[0062] In some possible implementations, when the sum of the first braking torque and the electric brake regenerative torque of the rear axle is greater than the required braking torque, the hydraulic braking torque of the front axle is equal to the required braking torque minus the electric brake regenerative torque of the rear axle. In this case, the hydraulic brake of the rear axle may not output hydraulic braking torque.

[0063] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking requirement torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is equal to the braking requirement torque, the first braking torque is determined as the hydraulic braking torque of the front axle.

[0064] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the hydraulic braking torque of the front axle is determined based on the relationship between the sum of the first braking torque and the electric braking recovery torque of the rear axle and the braking requirement torque, including: when the sum of the first braking torque and the electric braking recovery torque of the rear axle is less than the braking requirement torque, the second hydraulic braking torque is determined based on the braking requirement torque, the electric braking recovery torque of the rear axle and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the hydraulic braking torque of the front axle is determined based on the third hydraulic braking torque and the first braking torque; wherein, the hydraulic braking torque of the front axle is controlled to operate based on the hydraulic braking torque of the front axle, including: controlling the hydraulic brake of the front axle to output the hydraulic braking torque of the front axle and controlling the hydraulic brake of the rear axle to output the fourth hydraulic braking torque.

[0065] In combination with the eleventh aspect, in certain implementations of the eleventh aspect, the sixth hydraulic braking torque of the rear axle is obtained when the EBD function is triggered; the hydraulic brake of the front axle is controlled to output a seventh hydraulic braking torque and the increase in the hydraulic braking torque output by the hydraulic brake of the rear axle is stopped, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the first braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0066] Based on the above technical solution, when the EBD function is triggered, the hydraulic braking force on the front axle can be compensated based on the under-adjusted hydraulic braking force on the rear axle. This can avoid the problem of under-adjusted total braking torque due to EBD triggering, helping to prevent safety risks caused by reduced vehicle deceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] FIG1 is a functional block diagram of a vehicle provided in an embodiment of the present application.

[0068] FIG2 is a schematic block diagram of the system architecture provided in an embodiment of the present application.

[0069] FIG3 is a schematic flow chart of a control method provided in an embodiment of the present application.

[0070] FIG4 is another schematic flow chart of the control method provided in an embodiment of the present application.

[0071] FIG5 is another schematic flow chart of the control method provided in an embodiment of the present application.

[0072] FIG6 is another schematic flow chart of the control method provided in an embodiment of the present application.

[0073] FIG7 is a schematic block diagram of a control device provided in an embodiment of the present application.

[0074] FIG8 is another schematic block diagram of a control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a way to describe the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", describing the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0076] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0077] FIG1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 110 and a computing platform 120, wherein the perception system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 110 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or other positioning systems. The perception system 110 may also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0078] Some or all functions of the vehicle 100 may be controlled by a computing platform 120. The computing platform 120 may include one or more processors, such as processors 121 to 12n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (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 certain functions through the logical relationships of a hardware circuit. The logical relationships of the hardware circuit may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions, and some or all of the processors 121 to 12n may call the instructions in the memory to implement corresponding functions.

[0079] Figure 2 shows a schematic block diagram of a system architecture 200 provided in an embodiment of the present application. The system architecture 200 may include an ESC 210, a VCU 220, a front axle motor controller 230, a rear axle motor controller 240, a front axle hydraulic brake 250, and a rear axle hydraulic brake 260. Among them, the ESC 210 includes a closed-loop allocation module 211 and a split-axle compensation module 212. The ESC 210 can obtain the braking demand torque based on the instructions output by the automatic driving controller or the driver's driving operation. The ESC 210 can send electric brake recovery request information to the VCU 220 based on the braking demand torque. The electric brake recovery request information includes information on the electric brake recovery request torque. The VCU 220 determines the front axle request torque of the front axle motor controller and the rear axle request torque of the rear axle motor controller based on the electric brake recovery request torque. The closed-loop allocation module 211 can obtain the actual front axle regenerative torque and the actual rear axle regenerative torque from the front axle motor controller 230 and the rear axle motor controller 240, respectively. The ESC 210 can then determine whether to adjust the electric regenerative torque request sent to the VCU 220 based on the difference between the actual motor regenerative torque and the electric regenerative torque request sent by the ESC 210 to the VCU 220. The split-axle compensation module 212 can be used to calculate the hydraulic braking torque output by the front axle hydraulic brake 250 and the rear axle hydraulic brake 260 based on the existing electric regenerative torque on the front and rear axles when hydraulic compensation is determined to be necessary.

[0080] FIG3 shows a schematic flow chart of a control method 300 provided in an embodiment of the present application. The method 300 includes:

[0081] S301, ESC obtains braking demand torque.

[0082] Optionally, the ESC obtains the braking requirement torque, including: the ESC obtains the braking requirement torque according to an instruction output by the automatic driving controller.

[0083] Optionally, the ESC obtains the braking requirement torque, including: the ESC obtains the braking requirement torque according to the driver's driving operation.

[0084] S302 , the ESC sends electric brake recovery request information 1 to the VCU according to the required braking torque. The electric brake recovery request information 1 includes information of the electric brake recovery request torque 1 .

[0085] For example, for a vehicle that uses rear axle energy recovery, the maximum regenerative torque of the rear axle may be 1800 Nm. If the required braking torque is 1000 Nm, the ESC may send an electric braking regenerative request message 1 to the VCU, including information indicating that the electric braking regenerative torque request 1 is 1000 Nm.

[0086] S303 , the VCU determines the front axle torque requested by the front axle motor controller and the rear axle torque requested by the rear axle motor controller according to the electric brake recovery torque 1 .

[0087] For example, taking a vehicle with rear axle energy recovery as an example, if the electric brake recovery request information 1 includes an electric brake recovery request torque 1 of 1000 Nm, the VCU can determine that the front axle request torque is 0 and the rear axle request torque is 1000 Nm.

[0088] The above example uses a vehicle with rear axle energy recovery as an example, and the embodiments of the present application are not limited to this. For example, a vehicle uses dual motors on the front and rear axles to recover energy. After the VCU obtains the electric braking regenerative torque request, it can determine the front axle request torque and the rear axle request torque.

[0089] S304 , the VCU sends information about the front axle torque request and information about the rear axle torque request to the front axle motor controller and the rear axle motor controller, respectively.

[0090] S305 , the ESC obtains the front axle actual regenerative torque and the rear axle actual regenerative torque sent by the front axle motor controller and the rear axle motor controller respectively.

[0091] For example, taking a vehicle with rear axle energy recovery as an example, the rear axle requested torque may be 1000 Nm, and the ESC may obtain the rear axle actual recovery torque of 900 Nm sent by the rear axle motor controller.

[0092] S306, when the difference between the actual recovery torque of the motor and the electric brake recovery request torque 1 is greater than or equal to the first preset difference, the ESC sends electric brake recovery request information 2 to the VCU based on the difference and the braking requirement torque. The electric brake recovery request information 2 includes information on the electric brake recovery request torque 2.

[0093] The actual regenerative torque of the above motors may be the sum of the actual regenerative torque of the front axle and the actual regenerative torque of the rear axle.

[0094] Exemplarily, the first preset difference is 30 Nm.

[0095] For example, taking a vehicle that recovers energy through the rear axle as an example, if the rear axle request torque can be 1000Nm and the actual rear axle recovery torque obtained by the ESC is 900Nm, then the ESC can determine that the electric braking torque output by the rear axle motor controller is under-adjusted at this time, and there is a difference of 100Nm between the actual recovery torque and the electric braking recovery request torque. The ESC can send an electric braking recovery request message 2 to the VCU, and the electric braking recovery request message 2 includes information that the electric braking recovery request torque 2 is 1100Nm.

[0096] Optionally, when the actual recovery torque is less than the electric braking recovery request torque 1, the braking recovery request torque 2 is equal to the braking demand torque plus the difference, or, the braking recovery torque 2 is equal to the braking demand torque plus the difference multiplied by a preset multiple (for example, 0.9 times or 1.1 times), or, the braking recovery torque 2 is equal to the sum of the braking demand torque, the difference and a preset torque (for example, 50Nm).

[0097] Optionally, the braking regeneration request torque 2 may be determined by proportional integral (PI) control.

[0098] When the VCU receives the electric brake recovery request information 2 , it can re-determine the front axle request torque and the rear axle request torque according to the electric brake recovery request torque 2 .

[0099] S307, when the difference between the adjusted electric brake recovery request torque 2 and the maximum recovery capacity of the motor is less than or equal to the second preset difference, and the difference between the actual recovery torque of the motor and the electric brake recovery request torque 2 is greater than or equal to the first preset difference, control the front axle hydraulic brake and the rear axle hydraulic brake to operate.

[0100] For example, in a vehicle equipped with rear axle energy regeneration, the maximum regenerative torque of the rear axle may be 1800 Nm. If the adjusted electric brake regeneration request torque 2 reaches 1800 Nm and the difference between the motor's actual regenerative torque (e.g., 1600 Nm) and the electric brake regeneration request torque 2 is still greater than the first predetermined difference, the ESC can activate hydraulic compensation to control the operation of the front and rear axle hydraulic brakes, thereby ensuring that the total braking torque of the front and rear axles can match the braking request torque.

[0101] For example, if the braking demand torque is 2000 Nm, when the electric brake regenerative torque request 2 reaches 1800 Nm and the actual regenerative torque of the electric motor is 1600 Nm, the ESC can distribute the front and rear axle hydraulic braking torques according to a preset distribution ratio (e.g., front axle braking torque: rear axle braking torque = 3:2) and the remaining braking torque (400 Nm, the braking demand torque minus the actual regenerative torque of the electric motor). For example, 240 Nm of hydraulic braking torque is allocated to the front axle hydraulic brake and 160 Nm of hydraulic braking torque is allocated to the rear axle hydraulic brake, ensuring a total braking torque of 2000 Nm for the front and rear axles.

[0102] For example, the braking demand torque is 5000Nm. When the electric brake regeneration request torque 2 reaches 1800Nm and the actual regeneration torque of the motor is 1600Nm, the ESC can distribute the front axle hydraulic braking torque and the rear axle hydraulic braking torque according to the preset distribution ratio (for example, hydraulic braking torque of the front axle: hydraulic braking torque of the rear axle = 3:2) and the remaining braking torque (3400Nm, braking demand torque minus the actual regeneration torque of the motor). For example, 2040Nm of hydraulic braking torque is distributed to the front axle hydraulic brake and 1360Nm of hydraulic braking torque is distributed to the rear axle hydraulic brake, thereby ensuring that the total braking torque of the front and rear axles is 5000Nm. However, when the total braking torque of the rear axle reaches a certain torque value (for example, 2000Nm), the EBD function may be triggered. After the EBD function is triggered, the braking torque of the rear axle will no longer increase, resulting in a total braking torque of 4040Nm for the front and rear axles (2040Nm for the front axle and 2000Nm for the rear axle), an overall undershoot of 960Nm. To avoid undershooting the vehicle's total braking torque, ESC can compensate for the undershoot through the front axle hydraulic brake, for example, by applying the 960Nm undershoot to the front axle, bringing the total front axle braking torque to 3000Nm. This ensures a total braking torque of 5000Nm, avoiding the safety risk caused by a severe drop in the vehicle's braking force.

[0103] FIG4 shows a schematic flow chart of a control method 400 provided in an embodiment of the present application. The method 400 includes:

[0104] S401, ESC obtains braking demand torque.

[0105] For the above S401 , reference may be made to the description of the above S301 .

[0106] S402 , the ESC determines whether the braking demand torque is greater than or equal to the maximum regenerative torque of the motor.

[0107] If the required braking torque is greater than or equal to the maximum regenerative torque of the motor, execute S403 ; otherwise, execute S404 .

[0108] S403, ESC controls the operation of the front axle hydraulic brake and the rear axle hydraulic brake according to the braking demand torque and the preset distribution ratio.

[0109] For example, if the motor's maximum regenerative torque is 2000 Nm and the brake demand torque is 5000 Nm, ESC can control the front axle hydraulic brake to output 3000 Nm of hydraulic braking torque and the rear axle hydraulic brake to output 2000 Nm of hydraulic braking torque based on the brake demand torque and a preset distribution ratio.

[0110] S404 , the ESC sends electric brake recovery request information to the VCU according to the required braking torque, where the electric brake recovery request information includes information of the electric brake recovery requested torque.

[0111] For example, the maximum regenerative torque of the motor is 2000 Nm, and the required braking torque is 1000 Nm. The ESC sends an electric braking regenerative request message to the VCU, where the electric braking regenerative request message includes information that the required electric braking regenerative torque is 1000 Nm.

[0112] S405 , the VCU determines a front axle torque request from a front axle motor controller and a rear axle torque request from a rear axle motor controller according to the electric brake recovery torque request.

[0113] S406 , the VCU sends information about the front axle torque request and information about the rear axle torque request to the front axle motor controller and the rear axle motor controller, respectively.

[0114] For example, taking a vehicle with rear axle energy recovery as an example, if the electric brake recovery request torque is 1000 Nm, the VCU may determine that the rear axle request torque is 1000 Nm.

[0115] The above S405-S406 can refer to the description of the above S303-S304, which will not be repeated here.

[0116] In step S407 , the ESC obtains the front axle actual regenerative torque and the rear axle actual regenerative torque sent by the front axle motor controller and the rear axle motor controller, respectively.

[0117] The above S407 can refer to the description of the above S305 and will not be repeated here. In the description of the method 400, the actual regenerative torque of the motor and the electric brake regenerative torque requested are the same as an example for illustration.

[0118] S408 , the ESC obtains a first signal, where the first signal is used to instruct to perform hydraulic brake torque compensation.

[0119] For example, taking the case where the vehicle performs braking recovery through the rear axle, the first signal indicates that the rear axle reaches the maximum electric braking recovery torque.

[0120] S409 , controlling the hydraulic braking torque of the front axle hydraulic brake and the hydraulic braking torque of the rear axle hydraulic brake according to the electric braking recovery torque of the vehicle already existing on the front axle and the rear axle.

[0121] Optionally, the hydraulic braking torque of the front axle hydraulic brake and the hydraulic braking torque of the rear axle hydraulic brake are controlled according to the vehicle's electric braking recovery torque, including: determining hydraulic braking torque 1 according to the vehicle's electric braking recovery torque; controlling the front axle hydraulic brake to output hydraulic braking torque 2 and controlling the rear axle hydraulic brake to output hydraulic braking torque 3 according to the braking demand torque and the hydraulic braking torque 1.

[0122] For example, taking a vehicle with rear axle energy recovery as an example, when the actual recovery torque of the rear axle is 1000 Nm, the actual recovery request torque can be converted into a hydraulic braking torque of 1 at a ratio of 1:1.

[0123] Optionally, the hydraulic braking torque 2 of the front axle hydraulic brake and the hydraulic braking torque 3 of the rear axle hydraulic brake are determined based on the braking demand torque and the hydraulic braking torque 1, including: determining the hydraulic braking torque 2 of the front axle hydraulic brake and the hydraulic braking torque 3 of the rear axle hydraulic brake based on the braking demand torque, a preset distribution ratio and the hydraulic braking torque 1.

[0124] For example, consider a vehicle with rear-axle energy regeneration, with a maximum rear-axle regenerative torque of 1800 Nm and a demanded braking torque of 5000 Nm. When the rear-axle electric brake regenerative torque reaches 1800 Nm, ESC activates hydraulic brake compensation. If the hydraulic braking torque outputs of the front and rear axle hydraulic brakes are still distributed according to the preset ratio (e.g., front axle braking torque: rear axle braking torque = 3:2), the front axle hydraulic brake will output 1980 Nm of hydraulic braking torque and the rear axle hydraulic brake will output 1280 Nm of hydraulic braking torque. When the total rear axle braking torque reaches 2000 Nm (i.e., the actual rear axle hydraulic braking torque is 200 Nm), EBD is triggered, and the total rear axle braking torque will not increase further. Thus, even if the front axle hydraulic brake outputs 1980 Nm of hydraulic braking torque, the total front and rear axle braking torque is only 3980 Nm, resulting in an undershoot of 1080 Nm. After EBD is triggered, the front axle will no longer compensate for the under-adjusted braking torque, resulting in a serious under-adjustment of the total braking torque, a greater risk of insufficient braking, and increased safety risks for the vehicle.

[0125] In this embodiment of the present application, to ensure that the total braking torque of the front and rear axles follows the braking demand torque, the hydraulic braking force distribution between the front and rear axle hydraulic brakes may not continue according to the preset distribution ratio. After the total braking torque of the rear axle reaches 2000Nm and the EBD function is triggered, the underadjusted 960Nm can be compensated to the front axle, that is, the front axle hydraulic brake outputs 3000Nm of hydraulic braking torque, thereby ensuring that the total braking torque of the front and rear axles reaches 5000Nm. This ensures that after the EBD function is triggered, the front axle can additionally compensate for the underadjusted braking torque, avoiding underadjustment of the total braking torque and helping to reduce the safety risks caused by insufficient braking torque.

[0126] For example, taking a vehicle with rear axle energy recovery as an example, the maximum recovery torque of the rear axle is 1000Nm, the braking demand torque is 2000Nm, and the EBD function is triggered when the total braking torque of the rear axle (the sum of the electric braking torque and the hydraulic braking torque) reaches 2000Nm. When the electric braking recovery torque of the rear axle reaches 1000Nm, ESC will start the hydraulic braking compensation method. ESC can distribute the hydraulic braking torque output by the front axle hydraulic brake and the rear axle hydraulic brake according to a preset distribution ratio (for example, 3:2), that is, the front axle hydraulic brake outputs 600Nm and the rear axle hydraulic brake outputs 400Nm. In this way, the total braking torque of the front axle is 600Nm, and the total braking torque of the rear axle is 1400Nm. Total braking torque of the front axle: total braking torque of the rear axle = 3:7.

[0127] Alternatively, for example, consider a vehicle with rear axle energy regeneration. The maximum rear axle regenerative torque is 1000 Nm, the requested braking torque is 2000 Nm, and the EBD function is triggered when the total rear axle braking torque (the sum of the electric braking torque and the hydraulic braking torque) reaches 2000 Nm. When the rear axle electric braking torque reaches 1000 Nm, ESC initiates hydraulic braking compensation. ESC can first convert the rear axle electric braking torque into an equivalent hydraulic braking torque, for example, 1000 Nm. Since the front axle electric braking torque: rear axle electric braking torque ratio is less than 3:2, ESC can determine a first braking torque of 1500 Nm based on a preset allocation ratio (e.g., 3:2) and the rear axle electric braking torque. Since the sum of the first braking torque and the total rear axle braking torque is greater than the requested braking torque, ESC can determine the front axle hydraulic braking torque to be the requested braking torque minus the total rear axle braking torque, i.e., 1000 Nm. In this way, the total braking torque of the front axle is 1000Nm, and the total braking torque of the rear axle is 1000Nm. The total braking torque of the front axle: the total braking torque of the rear axle = 1:1. Compared with the above 3:7, this ratio is closer to the preset distribution ratio, which helps to improve vehicle safety.

[0128] The maximum rear axle regenerative torque can be determined by the vehicle's state. For example, when the vehicle speed is greater than or equal to 20 kph and the battery's state of charge (SOC) is less than or equal to 95%, the maximum rear axle regenerative torque can be 1800 Nm. When the vehicle speed is less than 20 kph or the SOC is greater than 95%, the maximum rear axle regenerative torque can be 1000 Nm.

[0129] FIG5 shows a schematic flow chart of a control method 500 provided in an embodiment of the present application. The method 500 can be executed by the vehicle 100, or by the computing platform 120, or by a processor, circuit, or chip in the computing platform 120, or by the ESC 210, or by the split-axle compensation module 212 in the ESC 210. The method 500 includes:

[0130] S510: Obtain a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein a ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset distribution ratio.

[0131] Illustratively, the first shaft may be the front shaft of the vehicle and the second shaft may be the rear shaft of the vehicle; or, the first shaft may be the rear shaft of the vehicle and the second shaft may be the front shaft of the vehicle.

[0132] For example, if the preset distribution ratio is 3:2 and a vehicle is performing rear axle regenerative braking, the first electric braking regenerative torque may be 0, and the second electric braking regenerative torque may be 1000 Nm. The ratio of the first electric braking regenerative torque to the second electric braking regenerative torque is less than 3:2.

[0133] For another example, if the preset distribution ratio is 3:2 and a vehicle is configured to perform regenerative braking on both the front and rear axles, the first electric braking regenerative torque may be 1000 Nm, and the second electric braking regenerative torque may be 1000 Nm. The ratio of the first electric braking regenerative torque to the second electric braking regenerative torque is less than 3:2.

[0134] S520, when acquiring the first signal, determining the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset distribution ratio and the second electric braking recovery torque, the first signal being used to indicate the compensation hydraulic braking torque.

[0135] The first hydraulic braking torque may be the hydraulic braking torque output by the front axle hydraulic brake determined by the ESC.

[0136] Optionally, the braking requirement torque may be the braking requirement torque output by the automatic driving controller, or may be the braking requirement torque determined according to the user's driving operation.

[0137] Optionally, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined based on the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque.

[0138] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 4000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is greater than the braking demand torque, the ESC can determine the first hydraulic braking torque based on the braking demand torque, the first electric braking recovery torque and the second electric braking recovery torque. For example, the ESC can determine the first hydraulic braking torque as the braking demand torque minus the sum of the first electric braking regenerative torque and the second electric braking regenerative torque, that is, the first hydraulic braking torque is 2200 Nm. In this way, the total braking torque of the front axle is 2200 Nm (electric braking regenerative torque is 0, hydraulic braking torque is 2200 Nm), and the total braking torque of the rear axle is 1800 Nm (electric braking regenerative torque is 1800 Nm, hydraulic braking torque is 0). The total braking torque of the front and rear axles is equal to the braking demand torque.

[0139] Optionally, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is equal to the braking demand torque, the difference between the first braking torque and the first electric braking recovery torque is determined as the first hydraulic braking torque.

[0140] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 4500Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is equal to the braking demand torque, the ESC can determine the first hydraulic braking torque by the difference between the first braking torque and the first electric braking recovery torque. In this way, the total braking torque of the front axle is 2700Nm (electric braking recovery torque is 0, hydraulic braking torque is 2700Nm), the total braking torque of the rear axle is 1800Nm (electric braking recovery torque is 1800Nm, hydraulic braking torque is 0), and the total braking torque of the front and rear axles is equal to the braking demand torque.

[0141] Optionally, the first hydraulic braking torque is determined based on the first braking torque and the first electric braking recovery torque, including: when the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, the second hydraulic braking torque is determined based on the braking requirement torque, the second electric braking recovery torque and the first braking torque; the third hydraulic braking torque and the fourth hydraulic braking torque are determined based on the preset distribution ratio and the second hydraulic braking torque; the first hydraulic braking torque is determined based on the third hydraulic braking torque and the fifth hydraulic braking torque, and the fifth hydraulic braking torque is determined by the difference between the first braking torque and the first electric braking recovery torque; wherein, the operation of the hydraulic brake of the first shaft is controlled based on the first hydraulic braking torque, including: controlling the hydraulic brake of the first shaft to output the first hydraulic braking torque and controlling the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0142] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 5000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is less than the braking demand torque, the ESC can determine the difference between the braking demand torque and the sum of the first braking torque and the second electric braking recovery torque as the second hydraulic braking torque (500Nm). Then, the ESC can determine the third hydraulic braking torque (300 Nm) allocated to the front axle and the fourth hydraulic braking torque (200 Nm) allocated to the rear axle based on the preset distribution ratio and the second hydraulic braking torque. The ESC can control the front axle hydraulic brake to output the first hydraulic braking torque (for example, the sum of the third hydraulic braking torque and the fifth hydraulic braking torque (2700 Nm), 3000 Nm) and control the rear axle hydraulic brake to output the fourth hydraulic braking torque, where the fifth hydraulic braking torque is equal to the first braking torque minus the first electric brake regenerative torque. In this way, the total braking torque of the front axle is 3000 Nm (the electric brake regenerative torque is 0 and the hydraulic brake torque is 3000 Nm), and the total braking torque of the rear axle is 2000 Nm (the electric brake regenerative torque is 1800 Nm and the hydraulic brake torque is 200 Nm). The total braking torque of the vehicle can meet the required braking torque.

[0143] Optionally, the method 500 also includes: obtaining the sixth hydraulic braking torque of the second shaft when the EBD function is triggered; controlling the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stopping increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, the seventh hydraulic braking torque being determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0144] For example, taking a vehicle that performs braking recovery on the rear axle as an example, the preset distribution ratio is 3:2, the braking demand torque is 6000Nm, the first electric braking recovery torque can be 0, the second electric braking recovery torque can be 1800Nm and the maximum electric braking recovery torque of the rear axle is 1800Nm. When the electric braking recovery torque of the rear axle reaches the maximum electric braking recovery torque of the rear axle, the ESC triggers the hydraulic braking torque compensation. Since the electric braking recovery torque of the front axle: the electric braking recovery torque of the rear axle is less than 3:2, the ESC can first determine the first braking torque (2700Nm) based on the preset distribution ratio and the second electric braking recovery torque of the rear axle. Since the sum of the first braking torque and the second electric braking recovery torque (4500Nm) is less than the braking demand torque, the ESC can determine the difference between the braking demand torque and the sum of the first braking torque and the second electric braking recovery torque as the second hydraulic braking torque (1500Nm). The ESC can determine the third hydraulic braking torque (900 Nm) to be distributed to the front axle and the fourth hydraulic braking torque (600 Nm) to be distributed to the rear axle based on a preset distribution ratio and the second hydraulic braking torque. The ESC can control the front axle hydraulic brake to output the sum of the third hydraulic braking torque and the fifth hydraulic braking torque (3600 Nm) and control the rear axle hydraulic brake to output the fourth hydraulic braking torque (600 Nm).

[0145] The EBD function is triggered when the total rear axle braking torque reaches 2000Nm, that is, when the rear axle hydraulic braking torque reaches the sixth hydraulic braking torque (200Nm). After the EBD function is triggered, the total rear axle braking torque will not increase further, so the vehicle will have a braking torque undershoot of 400Nm. When ESC determines that EBD has been triggered, it can control the front axle hydraulic brake to output the seventh hydraulic braking torque (4000Nm). The seventh hydraulic braking torque can be the sum of the third hydraulic braking torque (900Nm), the fifth hydraulic braking torque (2700Nm), and the difference between the fourth and sixth hydraulic braking torques (400Nm). In this way, the total braking torque of the front axle is 4000Nm (electric braking regenerative torque is 0, hydraulic braking torque is 4000Nm), and the total braking torque of the rear axle is 2000Nm (electric braking regenerative torque is 1800Nm, hydraulic braking torque is 200Nm). Even if the vehicle triggers the EBD function, the total braking torque of the vehicle can reach the braking requirement torque.

[0146] S530: Control the hydraulic brake of the first shaft to operate according to the first hydraulic braking torque.

[0147] Optionally, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

[0148] Optionally, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0149] Optionally, the method 500 includes: sending a first electric braking recovery request message to the VCU based on the braking requirement torque, the first electric braking recovery request message including information about a third electric braking recovery torque; when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, sending a second electric braking recovery request message to the VCU based on the difference and the braking requirement torque, the second electric braking recovery request message including information about a fourth electric braking recovery torque, and the actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0150] The process of sending the first electric brake recovery request information and the obtaining electric brake recovery request information to the VCU may refer to the description of the above method 300, which will not be repeated here.

[0151] Optionally, the method 500 also includes: obtaining the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0152] Optionally, before obtaining the first signal, the method further includes: obtaining information of the maximum electric braking recovery torque sent by the VCU.

[0153] FIG6 shows a schematic flow chart of a control method 600 provided in an embodiment of the present application. The method 600 can be executed by the vehicle 100, or by the computing platform 120, or by a processor, circuit, or chip in the computing platform 120, or by the ESC 210, or by the closed-loop allocation module 211 in the ESC 210. The method 600 includes:

[0154] S610: Obtain braking required torque.

[0155] Optionally, the braking requirement torque may be the braking requirement torque output by the automatic driving controller, or may be the braking requirement torque determined according to the user's driving operation.

[0156] S620: Control the motor controller to operate according to the third electric braking recovery torque based on the braking demand torque.

[0157] Optionally, taking the ESC as an example of the executor of method 600, the motor controller is controlled to operate according to the third electric braking recovery torque according to the braking demand torque, including: the ESC sends a first electric braking recovery request information to the VCU, and the first electric braking recovery request information includes information of the third electric braking recovery torque.

[0158] S630: When the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, control the motor controller to operate according to the fourth electric braking recovery torque based on the difference and the required braking torque.

[0159] Optionally, taking the execution subject of method 600 as ESC as an example, the method 600 also includes: ESC obtains a first actual recovery torque sent by the front axle motor controller and a second actual recovery torque sent by the rear axle motor controller, and the actual recovery torque of the vehicle is equal to the sum of the first actual recovery torque and the second actual recovery torque.

[0160] Optionally, taking the ESC as an example of the execution subject of method 600, controlling the motor controller to operate according to the fourth electric braking recovery torque includes: the ESC sends a second electric braking recovery request message to the VCU, and the second electric braking recovery request message includes information of the fourth electric braking recovery torque.

[0161] Based on this technical solution, the actual regenerative torque of the motor is taken into account during energy recovery. When the absolute value of the deviation between the requested and actual regenerative torque exceeds the control deadband, the requested regenerative torque is dynamically adjusted. This helps prevent accidents caused by insufficient regenerative torque by increasing the requested torque.

[0162] Optionally, the method 600 further includes: performing hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0163] Optionally, before performing the hydraulic braking torque compensation, the method 600 further includes: acquiring the maximum recovery torque information sent by the VCU.

[0164] Figure 7 shows a schematic block diagram of a control device 700 provided in an embodiment of the present application. The device 700 includes: an acquisition unit 710 for acquiring a first electric braking regenerative torque of a first shaft and a second electric braking regenerative torque of a second shaft of a vehicle, wherein the ratio of the first electric braking regenerative torque to the second electric braking regenerative torque is less than a preset allocation ratio; a determination unit 720 for determining a first hydraulic braking torque based on the first braking torque and the first electric braking regenerative torque when acquiring a first signal, wherein the first braking torque is determined by the preset allocation ratio and the second electric braking regenerative torque, and the first signal is used to indicate the compensatory hydraulic braking torque; and a control unit 730 for controlling the operation of the hydraulic brake of the first shaft based on the first hydraulic braking torque.

[0165] Optionally, the determination unit 720 is used to determine the first hydraulic braking torque according to the braking requirement torque, the first electric braking recovery torque and the second electric braking recovery torque when the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque.

[0166] Optionally, the determination unit 720 is used to: determine the second hydraulic braking torque according to the braking demand torque, the second electric braking recovery torque and the first braking torque when the sum of the first braking torque and the second electric braking recovery torque is less than the braking demand torque; determine the third hydraulic braking torque and the fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determine the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, and the fifth hydraulic braking torque is determined by the difference between the first braking torque and the first electric braking recovery torque; wherein, the control unit 730 is used to: control the hydraulic brake of the first shaft to output the first hydraulic braking torque and control the hydraulic brake of the second shaft to output the fourth hydraulic braking torque.

[0167] Optionally, the acquisition unit 710 is also used to acquire the sixth hydraulic braking torque of the second shaft when the electronic brake force distribution EBD function is triggered; the control unit 730 is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft, and the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

[0168] Optionally, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

[0169] Optionally, the first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

[0170] Optionally, the device 700 also includes: a sending unit, used to send a first electric braking recovery request message to the vehicle controller VCU according to the braking requirement torque, the first electric braking recovery request message including information about the third electric braking recovery torque; the sending unit is also used to send a second electric braking recovery request message to the VCU according to the difference and the braking requirement torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, the second electric braking recovery request message including information about the fourth electric braking recovery torque, the actual recovery torque of the vehicle being the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

[0171] Optionally, the acquisition unit 710 is used to obtain the first signal when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0172] Optionally, the acquiring unit 710 is further configured to: before acquiring the first signal, acquire information of the maximum electric braking recovery torque sent by the VCU.

[0173] For example, the acquisition unit 710 may be the computing platform in FIG1 or a processing circuit, processor, or controller in the computing platform. For example, if the acquisition unit 710 is the processor 121 in the computing platform, the processor 121 may acquire the first electric braking regenerative torque of the front axle and the second electric braking regenerative torque of the rear axle.

[0174] For another example, the determination unit 720 may be the computing platform in FIG1 or a processing circuit, processor, or controller in the computing platform. For example, if the determination unit 720 is the processor 122 in the computing platform, when the ratio of the first electric braking regenerative torque to the second electric braking regenerative torque is less than the preset distribution ratio, the processor 122 may determine the first hydraulic braking torque of the front axle based on the first braking torque and the first electric braking regenerative torque.

[0175] For another example, the control unit 730 may be the computing platform in Figure 1 or a processing circuit, processor, or controller in the computing platform. For example, if the control unit 730 is the processor 123 in the computing platform, the processor 123 may control the operation of the hydraulic brake of the front axle based on the first hydraulic braking torque.

[0176] The functions implemented by the above-mentioned acquisition unit 710, the functions implemented by the determination unit 720, and the functions implemented by the control unit 730 can be implemented by different processors respectively, or all functions can be implemented by the same processor, or some functions can be implemented by the same processor. The embodiments of the present application are not limited to this.

[0177] FIG8 shows a schematic block diagram of a control device 800 provided in an embodiment of the present application. The control device 800 includes: an acquisition unit 810 for acquiring a braking demand torque; a sending unit 820 for sending a first electric braking recovery request message to a vehicle control unit (VCU) based on the braking demand torque, wherein the first electric braking recovery request message includes information about a third electric braking recovery torque; and the sending unit 820 is further configured to send a second electric braking recovery request message to the VCU based on the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle, wherein the second electric braking recovery request message includes information about a fourth electric braking recovery torque, when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference.

[0178] Optionally, the device 800 also includes: a determination unit for determining to perform hydraulic braking torque compensation when the difference between the fourth electric braking recovery torque and the maximum recovery torque of the vehicle is less than or equal to a second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

[0179] Optionally, the acquisition unit 810 is further configured to: before the determination unit determines to perform hydraulic brake torque compensation, acquire the information of the maximum recovery torque sent by the VCU.

[0180] It should be understood that the division of the various units in the above device is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. Furthermore, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor connected to a memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the various units in the device, where the processor is, for example, a general-purpose processor such as a CPU or a microprocessor, and the memory is a memory within the device or a memory external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented through the design of the hardware circuits. The hardware circuits may be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units may be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit may be implemented using a PLD, such as an FPGA, which may include a large number of logic gate circuits, and the connections between the logic gate circuits may be configured using a configuration file to implement the functions of some or all of the above units. All units of the above apparatus may be implemented entirely in the form of software called by a processor, or entirely in the form of hardware circuits, or partially in the form of software called by a processor and the rest in the form of hardware circuits.

[0181] Each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0182] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0183] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps performed by the above embodiment.

[0184] Optionally, if the device is located in a vehicle, the processing unit may be the processors 121 - 12n shown in FIG. 1 .

[0185] An embodiment of the present application further provides a brake controller, which may include the above-mentioned device 700 , or the above-mentioned device 800 .

[0186] Exemplarily, the brake controller may be the aforementioned ESC.

[0187] An embodiment of the present application further provides a vehicle, which may include the above-mentioned device 700, or the above-mentioned device 800, or the above-mentioned brake controller.

[0188] An embodiment of the present application further provides a computer program product, which includes: computer program code, which enables the computer to execute the above method when the computer program code is run on a computer.

[0189] An embodiment of the present application further provides a computer-readable medium, wherein the computer-readable medium stores a program code. When the computer program code is run on a computer, the computer executes the above method.

[0190] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0191] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0192] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0193] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0194] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0195] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0196] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0197] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0198] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0199] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A control method, characterized in that: The method comprises: Acquire a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein a ratio of the first electric braking recovery torque to the second electric braking recovery torque is less than a preset distribution ratio; When acquiring a first signal, determining a first hydraulic braking torque according to a first braking torque and the first electric braking recovery torque, the first braking torque being determined by the preset distribution ratio and the second electric braking recovery torque, the first signal being used to indicate a compensation hydraulic braking torque; The hydraulic brake of the first shaft is controlled to operate according to the first hydraulic brake torque.

2. The method according to claim 1, characterized in that The determining of the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque comprises: When the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined according to the braking requirement torque, the first electric braking recovery torque, and the second electric braking recovery torque.

3. The method according to claim 1, characterized in that The determining of the first hydraulic braking torque according to the first braking torque and the first electric braking recovery torque comprises: When the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, determining a second hydraulic braking torque according to the braking requirement torque, the second electric braking recovery torque and the first braking torque; determining a third hydraulic braking torque and a fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determining the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, wherein the fifth hydraulic braking torque is determined by a difference between the first braking torque and the first electric brake recovery torque; Wherein, controlling the hydraulic brake of the first shaft to operate according to the first hydraulic brake torque includes: The hydraulic brake of the first shaft is controlled to output the first hydraulic brake torque and the hydraulic brake of the second shaft is controlled to output the fourth hydraulic brake torque.

4. The method according to claim 3, characterized in that The method further comprises: acquiring a sixth hydraulic brake torque of the second shaft when an electronic brake force distribution (EBD) function is triggered; The hydraulic brake of the first shaft is controlled to output a seventh hydraulic braking torque and the hydraulic brake of the second shaft stops increasing the hydraulic braking torque output, wherein the seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

5. The method according to any one of claims 1 to 4, characterized in that Therefore, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

6. The method according to any one of claims 1 to 5, characterized in that The first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

7. The method according to claim 6, characterized in that The method comprises: Sending first electric brake recovery request information to the vehicle controller VCU according to the brake demand torque, wherein the first electric brake recovery request information includes information of the third electric brake recovery torque; When the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, a second electric braking recovery request message is sent to the VCU based on the difference and the braking demand torque, and the second electric braking recovery request message includes information on the fourth electric braking recovery torque. The actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

8. The method according to claim 7, characterized in that The method further comprises: The first signal is acquired when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

9. The method according to claim 8, characterized in that Before acquiring the first signal, the method further includes: The information of the maximum electric braking recovery torque sent by the VCU is obtained.

10. A control device, characterized in that: include: An acquisition unit is used to acquire a first electric braking recovery torque of a first shaft and a second electric braking recovery torque of a second shaft of the vehicle, wherein the first A ratio of the first electric brake recovery torque to the second electric brake recovery torque is less than a preset distribution ratio; a determination unit, configured to determine a first hydraulic braking torque according to a first braking torque and the first electric braking recovery torque when acquiring a first signal, wherein the first braking torque is determined by the preset distribution ratio and the second electric braking recovery torque, and the first signal is used to indicate a compensation hydraulic braking torque; A control unit is used to control the operation of the hydraulic brake of the first shaft according to the first hydraulic braking torque.

11. The device according to claim 10, characterized in that The determining unit is used for: When the sum of the first braking torque and the second electric braking recovery torque is greater than the braking requirement torque, the first hydraulic braking torque is determined according to the braking requirement torque, the first electric braking recovery torque, and the second electric braking recovery torque.

12. The device according to claim 10, characterized in that The determining unit is used for: When the sum of the first braking torque and the second electric braking recovery torque is less than the braking requirement torque, determining a second hydraulic braking torque according to the braking requirement torque, the second electric braking recovery torque and the first braking torque; determining a third hydraulic braking torque and a fourth hydraulic braking torque according to the preset distribution ratio and the second hydraulic braking torque; determining the first hydraulic braking torque according to the third hydraulic braking torque and the fifth hydraulic braking torque, wherein the fifth hydraulic braking torque is determined by a difference between the first braking torque and the first electric brake recovery torque; Wherein, the control unit is used for: The hydraulic brake of the first shaft is controlled to output a first hydraulic brake torque and the hydraulic brake of the second shaft is controlled to output the fourth hydraulic brake torque.

13. The device according to claim 12, characterized in that The acquisition unit is further used to acquire the sixth hydraulic braking torque of the second shaft when the electronic brake force distribution EBD function is triggered; The control unit is also used to control the hydraulic brake of the first shaft to output a seventh hydraulic braking torque and stop increasing the hydraulic braking torque output by the hydraulic brake of the second shaft. The seventh hydraulic braking torque is determined by the third hydraulic braking torque, the fifth hydraulic braking torque, and the difference between the fourth hydraulic braking torque and the sixth hydraulic braking torque.

14. The device according to any one of claims 10 to 13, characterized in that Therefore, the first signal indicates that the vehicle has reached the maximum electric braking regenerative torque.

15. The device according to any one of claims 10 to 14, characterized in that The first electric braking recovery torque is the actual recovery torque of the first shaft, and the second electric braking recovery torque is the actual recovery torque of the second shaft.

16. The device according to claim 15, characterized in that The device also includes: A sending unit, configured to send first electric brake recovery request information to a vehicle controller VCU according to a braking demand torque, wherein the first electric brake recovery request information includes information of a third electric brake recovery torque; The sending unit is also used to send second electric braking recovery request information to the VCU based on the difference and the braking demand torque when the difference between the third electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to a first preset difference, the second electric braking recovery request information includes information on the fourth electric braking recovery torque, and the actual recovery torque of the vehicle is the sum of the actual recovery torque of the first shaft and the actual recovery torque of the second shaft.

17. The device according to claim 16, characterized in that The acquisition unit is used to: The first signal is acquired when the difference between the fourth electric braking recovery torque and the maximum electric braking recovery torque of the vehicle is less than or equal to the second preset difference, and the difference between the fourth electric braking recovery torque and the actual recovery torque of the vehicle is greater than or equal to the first preset difference.

18. The device according to claim 17, characterized in that The acquisition unit is further used for: Before acquiring the first signal, information of the maximum electric braking recovery torque sent by the VCU is acquired.

19. A control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 9.

20. A brake controller, characterized in that: Comprising a control device as claimed in any one of claims 10 to 19.

21. A vehicle, characterized in that: The method comprises a control device as claimed in any one of claims 10 to 19, or a brake controller as claimed in claim 20.

22. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a computer, the method according to any one of claims 1 to 9 is implemented.

23. A chip, characterized in that: include: A circuit for executing the method according to any one of claims 1 to 9.

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