Vehicle control method and device, and vehicle

Abstract

A vehicle control method and device, and a vehicle. The method is applied to an electronic control unit of a vehicle. The vehicle comprises an electro-hydraulic brake system (130), an electronic parking brake system (160), and at least one driving motor. The electro-hydraulic brake system (130) comprises a brake pedal (200) and a pedal feel simulation system. The method comprises: acquiring a brake pedal (200) stroke; and when the electro-hydraulic brake system (130) is ineffective, if the brake pedal (200) stroke is less than or equal to a first stroke threshold, on the basis of the brake pedal (200) stroke, controlling the pedal feel simulation system to operate, and performing at least one of the following: controlling the at least one driving motor to output a feedback braking torque, or controlling the electronic parking brake system (160) to operate.

Description

Vehicle control method, device and vehicle

[0001] The present application claims priority to Chinese Patent Application No. 202411010836.X, filed on July 26, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of electric vehicle control, and in particular to a vehicle control method, device and vehicle. BACKGROUND

[0003] Currently, with the development of the electric vehicle industry, since the electronic hydraulic braking system (EHBS) uses electrical signals for control, its braking control is relatively simple, the braking response is rapid, and the braking precision is also relatively easy to control, which can meet the braking performance requirements in emergency braking situations, so that the electronic hydraulic braking system has also developed rapidly. SUMMARY

[0004] Some embodiments of the present disclosure provide a vehicle control method, device and vehicle to solve at least one of the following problems:

[0005] (1) To solve the adverse phenomena of pedal hardening or pedal being too soft, non-linear stepping, etc. after the failure of the electro-hydraulic braking system of the related technology;

[0006] (2) To solve the problem that the braking ability is greatly discounted after the failure of the electro-hydraulic braking system of the related technology, which cannot meet the normal braking needs of the driver, and to avoid the occurrence of dangerous situations such as longer braking distance and unbrakeable vehicle after braking failure.

[0007] In a first aspect, a vehicle control method is provided, applied to an electronic control unit of a vehicle, the vehicle comprising an electronic hydraulic braking system, an electronic parking brake system and at least one drive motor, the electronic hydraulic braking system comprising a brake pedal and a pedal feel simulation system;

[0008] The method comprises:

[0009] Obtaining a brake pedal stroke;

[0010] In the case where the electronic hydraulic braking system fails, if the brake pedal stroke is less than or equal to a first stroke threshold, controlling the pedal feel simulation system to operate according to the brake pedal stroke, and performing at least one of the following: controlling the at least one drive motor to output a feedback braking torque, or controlling the electronic parking brake system to operate.

[0011] In some embodiments, the control method, wherein the electrically controlled hydraulic brake system further comprises a mechanical master cylinder, the brake pedal is connected with the mechanical master cylinder, the pedal feel simulation system comprises a pedal feel simulator and a simulator solenoid valve, the pedal feel simulator is communicated with the mechanical master cylinder through an oil path, and the simulator solenoid valve is arranged on the oil path connecting the pedal feel simulator and the mechanical master cylinder.

[0012] The control of the pedal feel simulation system comprises:

[0013] The simulator solenoid valve is controlled to be opened, and the pedal feel simulator is controlled to be operated.

[0014] In some embodiments, the control method further comprises:

[0015] In the case that the electrically controlled hydraulic brake system fails, if the brake pedal stroke is greater than the first stroke threshold, the simulator solenoid valve and the pedal feel simulator are controlled to be closed, the at least one drive motor is controlled to output a feedback brake torque upper limit value, and the electronic parking brake system is controlled to output a brake torque upper limit value.

[0016] In some embodiments, the control method, wherein the control of the pedal feel simulator according to the brake pedal stroke, the control of the pedal feel simulation system, and the execution of at least one of the following: the control of the at least one drive motor to output the feedback brake torque, and / or the control of the electronic parking brake system to operate, comprise:

[0017] In the case that the brake pedal stroke is less than or equal to a second stroke threshold, the at least one drive motor is controlled to output the feedback brake torque according to the brake pedal stroke; the second stroke threshold is less than the first stroke threshold.

[0018] In the case that the brake pedal stroke is greater than the second stroke threshold and less than or equal to the first stroke threshold, the at least one drive motor is controlled to output a feedback brake torque upper limit value, and the electronic parking brake system is controlled to output a brake torque according to the brake pedal stroke.

[0019] In some embodiments, the control method, wherein the control of the at least one drive motor to output the feedback brake torque according to the brake pedal stroke comprises:

[0020] A first brake torque is determined according to the brake pedal stroke in a preset relationship curve; the preset relationship curve is a relationship curve between the brake pedal stroke and the brake torque.

[0021] The at least one drive motor is controlled to output the feedback brake torque according to the first brake torque.

[0022] In some embodiments, the controlling the electronic parking brake system to output the brake torque according to the brake pedal stroke comprises:

[0023] determining a second brake torque according to the brake pedal stroke and the preset relationship curve;

[0024] controlling the electronic parking brake system to output the brake torque according to the difference between the second brake torque and the upper limit of the feedback brake torque.

[0025] In some embodiments, the method further comprises:

[0026] controlling the simulator solenoid valve to open, and controlling the pedal feel simulator to operate according to the brake pedal stroke and determining a third brake torque according to the preset relationship curve, in the case that the electric hydraulic brake system is not failed.

[0027] controlling the electric hydraulic brake system to output brake torque according to the third brake torque.

[0028] In a second aspect, a vehicle control device is provided, which is applied to an electronic control unit of a vehicle, the vehicle comprising an electric hydraulic brake system, an electronic parking brake system and at least one drive motor, the electric hydraulic brake system comprising a brake pedal and a pedal feel simulator, the device comprising an acquisition module and a control module.

[0029] The acquisition module is configured to acquire a brake pedal stroke.

[0030] The control module is configured to, in the case that the electric hydraulic brake system is failed, if the brake pedal stroke is less than or equal to a first stroke threshold, control the pedal feel simulation system to operate according to the brake pedal stroke, and perform at least one of the following: controlling the at least one drive motor to output a feedback brake torque, or controlling the electronic parking brake system to operate.

[0031] In some embodiments, the device, the electric hydraulic brake system further comprises a mechanical master cylinder, the brake pedal is connected with the mechanical master cylinder, the pedal feel simulation system comprises the pedal feel simulator and a simulator solenoid valve, the pedal feel simulator is communicated with the mechanical master cylinder through an oil path, and the simulator solenoid valve is arranged on the connecting oil path between the pedal feel simulator and the mechanical master cylinder.

[0032] In some embodiments, the first control module comprises a control submodule. The control submodule is configured to, in the case of failure of the electrically controlled hydraulic braking system, if the brake pedal stroke is less than or equal to a first stroke threshold, control the simulator solenoid valve to open, and control the pedal feel simulator to operate according to the brake pedal stroke.

[0033] In some embodiments, the device further comprises a second control module. The second control module is configured to, in the case of failure of the electrically controlled hydraulic braking system, if the brake pedal stroke is greater than the first stroke threshold, control the simulator solenoid valve and the pedal feel simulator to close, control the drive motor to output a feedback braking torque upper limit value, and control the electronic parking brake system to output a braking torque upper limit value.

[0034] In a third aspect, an electronic device is provided, comprising a processor, a communication interface, a memory, and a communication bus; the processor, the communication interface, and the memory complete communication with each other through the communication bus;

[0035] The memory is configured to store a computer program;

[0036] The processor is configured to execute the computer program stored on the memory, thereby implementing the vehicle control method of the first aspect.

[0037] In a fourth aspect, a computer readable storage medium is provided, which stores a computer program. The computer program is executed by a processor to implement the vehicle control method of the first aspect.

[0038] In a fifth aspect, a vehicle is provided, which comprises the vehicle control device or the electronic device described above.

[0039] In some embodiments of the present disclosure, in the case of failure of the electrically controlled hydraulic braking system, if the brake pedal stroke is less than or equal to a first stroke threshold, the pedal feel simulation system is controlled to operate according to the brake pedal stroke, and the drive motor is controlled to output a feedback braking torque, and / or the electronic parking brake system is controlled to operate. In the case of failure of the electrically controlled hydraulic braking system, the pedal feel simulation system is controlled to operate according to the brake pedal stroke, so that the driver has the same braking foot feeling as when the electrically controlled hydraulic braking system is not failed, ensuring braking comfort and facilitating the driver's perception of the current braking effect. In addition, the drive motor is controlled to output a feedback braking torque and / or the electronic parking brake system is controlled to operate according to the brake pedal stroke, ensuring overall braking capability, thereby effectively meeting braking requirements and effectively alleviating problems such as longer braking distance and inability to stop the vehicle due to failure of the electrically controlled hydraulic braking system. In addition, the above control method can be executed without adding new components, greatly reducing development costs.

[0040] The above description is only a summary of the technical solutions of the present disclosure. In order to make the technical means of the present disclosure more clearly understood, and to enable the above and other purposes, characteristics and advantages of the present disclosure to be more apparent and easy to understand, the specific embodiments of the present disclosure will be described in detail below. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in some embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced as follows.

[0042] FIG. 1 is a flowchart of a vehicle control method according to some embodiments;

[0043] FIG. 2 is a schematic diagram of a vehicle system according to some embodiments;

[0044] FIG. 3 is a schematic diagram of an electronic hydraulic brake system according to some embodiments;

[0045] FIG. 4 is another flowchart of a vehicle control method according to some embodiments;

[0046] FIG. 5 is still another flowchart of a vehicle control method according to some embodiments;

[0047] FIG. 6 is still another flowchart of a vehicle control method according to some embodiments;

[0048] FIG. 7 is still another flowchart of a vehicle control method according to some embodiments;

[0049] FIG. 8 is still another flowchart of a vehicle control method according to some embodiments;

[0050] FIG. 9 is still another flowchart of a vehicle control method according to some embodiments;

[0051] FIG. 10 is a schematic diagram of the principle of outputting brake torque in stages according to brake pedal stroke according to some embodiments;

[0052] FIG. 11 is a schematic diagram of the principle of vehicle brake control according to some embodiments;

[0053] FIG. 12 is a schematic diagram of a vehicle control device according to some embodiments;

[0054] FIG. 13 is a block diagram of an electronic device according to some embodiments. DETAILED DESCRIPTION

[0055] Exemplary embodiments of the present disclosure will be described in greater detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0056] In the related art, the electrically controlled hydraulic brake system is prone to electric control failure. When the electrically controlled hydraulic brake system fails, the electronic assistance is lost, and the driver can only press the brake pedal to directly pressurize the mechanical master cylinder, and then transmit the mechanical master cylinder pressure to the brake for braking. In this way, not only the braking comfort is affected, but also the driver is not convenient to judge the current braking situation. In addition, the braking ability of the entire brake system is poor, which is prone to cause long braking distance, brake failure and other dangers.

[0057] To solve the above problems, some embodiments of the present disclosure provide a vehicle control method, which is applied to an electronic control unit (ECU) of a vehicle, for example, can be applied to a chassis domain controller (CDC). The vehicle includes an electrically controlled hydraulic brake system, an electronic parking brake (EPB) system and at least one drive motor, the electrically controlled hydraulic brake system includes a brake pedal and a pedal feel simulation system, as shown in FIG. 1, the method includes steps 101 and 102.

[0058] The vehicle control method provided by some embodiments of the present disclosure is suitable for a vehicle with a drive motor, which can be a two-wheel drive vehicle or a four-wheel drive vehicle. The two-wheel drive vehicle can be a pure electric vehicle or a hybrid vehicle driven by a single drive motor. The four-wheel drive vehicle can be a pure electric vehicle or a hybrid vehicle driven by independent drive motors respectively. The four-wheel drive vehicle can also be a pure electric vehicle or a hybrid vehicle driven by front and rear three drive motors, that is, the front axle is driven by one drive motor and the rear axle is driven by two wheel edge motors, or the rear axle is driven by one drive motor and the front axle is driven by two wheel edge motors.

[0059] Some embodiments of the present disclosure take a four-wheel drive vehicle driven by independent drive motors respectively as an example for detailed description.

[0060] In some embodiments, as shown in FIG. 2, the vehicle 100 comprises at least one drive motor, an electrically controlled hydraulic braking system 130, an electronic parking brake system 160, and an electronic control unit 150, the electronic control unit 150 being electrically connected to the drive motor, the electrically controlled hydraulic braking system 130, and the electronic parking brake system 160, so that the drive motor, the electrically controlled hydraulic braking system 130, and the electronic parking brake system 160 can all receive instructions sent by the electronic control unit 150 for operation control.

[0061] In some embodiments, the electrically controlled hydraulic braking system 130 comprises a brake pedal system 120.

[0062] In some embodiments, the at least one drive motor comprises a left front wheel side motor 111 connected to the left front wheel of the vehicle, a right front wheel side motor 112 connected to the right front wheel of the vehicle, a left rear wheel side motor 113 connected to the left rear wheel of the vehicle, and a right rear wheel side motor 114 connected to the right rear wheel of the vehicle. In some embodiments, a four-wheel side motor driving system composed of the left front wheel side motor 111, the right front wheel side motor 112, the left rear wheel side motor 113, and the right rear wheel side motor 114 is described to output feedback torque through each wheel side motor to brake and stop the vehicle after brake failure.

[0063] In some embodiments, the pedal feel simulation system is a system for providing brake pedal foot feel feedback to the driver.

[0064] In some embodiments, the electrically controlled hydraulic braking system 130 further comprises a mechanical master cylinder, the brake pedal being connected to the mechanical master cylinder, and the pedal feel simulation system comprises a pedal feel simulator and a simulator solenoid valve, the pedal feel simulator being in communication with the mechanical master cylinder through an oil circuit, and the simulator solenoid valve being arranged on the connecting oil circuit of the pedal feel simulator and the mechanical master cylinder.

[0065] For example, as shown in FIG. 3, the electrically controlled hydraulic braking system 130 comprises a brake pedal 200, a mechanical master cylinder 210, a brake fluid pot 220, an electrically controlled piston pump 230, an assist motor 240, a first piston pump solenoid valve 251, a second piston pump solenoid valve 252, a pedal feel simulator 261, a simulator solenoid valve 262, a first mechanical master cylinder solenoid valve 271, a second mechanical master cylinder solenoid valve 272, a left front wheel cylinder solenoid valve 281, a right rear wheel cylinder solenoid valve 282, a right front wheel cylinder solenoid valve 283, a left rear wheel cylinder solenoid valve 284, a left front brake 291, a right rear brake 292, a right front brake 293, and a left rear brake 294.

[0066] The mechanical master cylinder 210, the brake fluid pot 220 and the electric control piston pump 230 are sequentially connected through an oil circuit to form a loop, and the mechanical master cylinder 210 and the electric control piston pump 230 are connected through a first oil circuit and a second oil circuit, the first piston pump electromagnetic valve 251 and the first mechanical master cylinder electromagnetic valve 271 are sequentially arranged on the first oil circuit, and the second piston pump electromagnetic valve 252 and the second mechanical master cylinder electromagnetic valve 272 are sequentially arranged on the second oil circuit.

[0067] The left front brake 291 is arranged at the left front wheel, and the right rear brake 292 is arranged at the right rear wheel, the left front brake 291 is connected to the oil circuit between the first piston pump electromagnetic valve 251 and the first mechanical master cylinder electromagnetic valve 271 through the left front wheel cylinder electromagnetic valve 281, and the right rear brake 292 is connected to the oil circuit between the first piston pump electromagnetic valve 251 and the first mechanical master cylinder electromagnetic valve 271 through the right rear wheel cylinder electromagnetic valve 282.

[0068] The right front brake 293 is arranged at the right front wheel, and the left rear brake 294 is arranged at the left rear wheel, the right front brake 293 is connected to the oil circuit between the second piston pump electromagnetic valve 252 and the second mechanical master cylinder electromagnetic valve 272 through the right front wheel cylinder electromagnetic valve 283, and the left rear brake 294 is connected to the oil circuit between the second piston pump electromagnetic valve 252 and the second mechanical master cylinder electromagnetic valve 272 through the left rear wheel cylinder electromagnetic valve 284.

[0069] The power-assisted motor 240 is arranged at the electric control piston pump 230 and is configured to rotate to pressurize the electric control piston pump 230.

[0070] In some embodiments of the present disclosure, the electric control hydraulic brake system 130 further comprises a pedal stroke sensor arranged at the brake pedal 200, and the pedal stroke sensor is configured to detect a pedal stroke signal of the brake pedal; and the brake pedal 200 and the pedal stroke sensor jointly constitute the brake pedal system 120 in FIG. 2.

[0071] When the electric control hydraulic brake system 130 is normally working, the first piston pump electromagnetic valve 251 and the second piston pump electromagnetic valve 252 are both opened, and the pressure loop of the electric control piston pump 230 is connected; the first mechanical master cylinder electromagnetic valve 271 and the second mechanical master cylinder electromagnetic valve 272 are both closed, and the pressure loop of the mechanical master cylinder is disconnected; the driver steps on the brake pedal 200, triggers the pedal stroke sensor to send a pedal stroke signal, and the electronic control unit receives the pedal stroke signal, controls the power-assisted motor 240 to rotate to pressurize the electric control piston pump 230, and then pressurizes the left front brake 291, the right rear brake 292, the right front brake 293 and the left rear brake 294 through the left front wheel cylinder electromagnetic valve 281, the right rear wheel cylinder electromagnetic valve 282, the right front wheel cylinder electromagnetic valve 283 and the left rear wheel cylinder electromagnetic valve 284 respectively, so as to generate a braking force and enable the vehicle to brake, decelerate or stop.

[0072] When the electric control hydraulic brake system fails, the first piston pump solenoid valve 251 and the second piston pump solenoid valve 252 are closed, the electric control piston pump 230 cannot build pressure, and the pressure transmission route of the electric control piston pump 230 is blocked. At this time, in order to enable the driver to open the first mechanical master cylinder solenoid valve 271 and the second mechanical master cylinder solenoid valve 272 through the pressure of the mechanical master cylinder 210, the simulator solenoid valve 262 and the pedal feel simulator 261 need to be closed to avoid diverting the pressure of the mechanical master cylinder 210 to the pedal feel simulator 261, so that the pressure generated by the mechanical master cylinder 210 is transmitted to the left front brake 291, the right rear brake 292, the right front brake 293 and the left rear brake 294 to brake the vehicle. The closing of the simulator solenoid valve 262 will cause the pedal feel simulator 261 to fail, so that when the driver steps on the brake pedal, the pedal becomes hard and the stroke change is not linear and comfortable enough.

[0073] As shown in FIG. 1, some embodiments of the present disclosure provide a vehicle control method comprising steps 101 and 102.

[0074] Step 101, obtaining a brake pedal stroke.

[0075] In this step, after the brake pedal receives the input force of the driver, the stroke signal of the brake pedal is detected by the pedal stroke sensor, and the stroke signal is fed back to the electronic control unit, so as to obtain the above-mentioned brake pedal stroke.

[0076] Step 102, in the case that the electric control hydraulic brake system fails, if the brake pedal stroke is less than or equal to a first stroke threshold, according to the brake pedal stroke, controlling the pedal feel simulation system to operate, and controlling the driving motor to output a feedback brake torque, and / or controlling the electronic parking brake system to operate.

[0077] In this step, the failure of the electric control hydraulic brake system refers to the case that the electric control hydraulic brake system cannot provide mechanical assistance for vehicle braking, for example, the failure of the electric control hydraulic brake system can be that the booster motor 240 cannot work normally, the first piston pump solenoid valve 251 and the second piston pump solenoid valve 252 are closed, the electric control piston pump 230 cannot build pressure, or the pressure transmission route of the electric control piston pump 230 is blocked.

[0078] In some embodiments, whether the electric control hydraulic brake system fails can be determined by signals such as the piston pump pressure, the booster motor torque, the booster motor fault code, etc. sent by the electric control hydraulic brake system 130. For example, as shown in FIG. 2, a brake failure determination module 140 is arranged in the electronic control unit 150, and the brake failure determination module 140 is configured to determine whether the electric control hydraulic brake system 130 is in a failure state.

[0079] In this step, the first stroke threshold is the sum of the upper limit of the feedback braking torque that the drive motor can provide and the upper limit of the braking torque that the electronic parking brake system can provide, corresponding to the brake pedal stroke; when the brake pedal stroke is less than or equal to the first stroke threshold, it indicates that the feedback braking torque output by the drive motor and the braking torque provided by the electronic parking brake system can meet the braking demand of the driver, so the drive motor is controlled to output the corresponding feedback braking torque according to the brake pedal stroke, and / or the electronic parking brake system is controlled to operate, thereby braking the vehicle.

[0080] In this step, because when the brake pedal stroke is less than or equal to the first stroke threshold, the feedback braking torque output by the drive motor and / or the braking torque provided by the electronic parking brake system through the control of the caliper clamping can meet the braking demand of the driver, in addition, the brake pedal feel simulation system is controlled to operate according to the brake pedal stroke at this time, thereby achieving better foot feel feedback and avoiding adverse phenomena such as pedal stiffness or pedal being too soft and not linear when stepping on the pedal.

[0081] Some embodiments of the present disclosure control the brake pedal feel simulation system to operate according to the brake pedal stroke in the case of failure of the electrically controlled hydraulic brake system, so that the driver has the same braking foot feel as when the electrically controlled hydraulic brake system is not failed, ensuring braking comfort and facilitating the driver to perceive the current braking effect; in addition, the drive motor is controlled to output the feedback braking torque and / or the electronic parking brake system is controlled to operate according to the brake pedal stroke, ensuring the overall braking ability, thereby effectively meeting the braking demand and effectively alleviating problems such as longer braking distance and not stopping the vehicle caused by the failure of the electrically controlled hydraulic brake system; in addition, the above control method can be executed without adding new parts, greatly reducing the development cost.

[0082] In one embodiment, as shown in FIG. 3, the electrically controlled hydraulic brake system further includes a mechanical master cylinder 210, the brake pedal 200 is connected with the mechanical master cylinder 210, the brake pedal feel simulation system includes a pedal feel simulator 261 and a simulator electromagnetic valve 262, the pedal feel simulator 261 is in communication with the mechanical master cylinder 210 through an oil path, and the simulator electromagnetic valve 262 is arranged on the connecting oil path of the pedal feel simulator 261 and the mechanical master cylinder 210; for example, the brake pedal 200 can be connected with the piston rod of the mechanical master cylinder 210.

[0083] In some embodiments, controlling the brake pedal feel simulation system to operate includes:

[0084] controlling the simulator electromagnetic valve to open and controlling the pedal feel simulator to operate.

[0085] In this embodiment, because the feedback brake torque output by the drive motor and / or the brake torque provided by the electronic parking brake system through the control of the caliper clamping can meet the driver's braking demand when the brake pedal stroke is less than or equal to the first stroke threshold, the driver does not need to directly pressurize the mechanical master cylinder through the brake pedal to brake the brake, at this time, the control simulator solenoid valve is opened, the pressure of the mechanical master cylinder can enter the pedal feel simulator through the solenoid valve to realize the establishment of the pedal feel simulation system, and the pedal feel simulator is controlled to operate according to the brake pedal stroke, so that better foot feeling feedback is realized, and adverse phenomena such as pedal hardening or pedal being too soft and being not linear when stepping on the pedal do not occur.

[0086] In an embodiment, the control method provided by some embodiments of the present disclosure further includes:

[0087] In the case where the electrically controlled hydraulic brake system is not failed, the first feedback torque is determined according to the second relationship curve of the brake pedal stroke, and the pedal feel simulator is controlled to operate according to the first feedback torque.

[0088] In the case where the electrically controlled hydraulic brake system is failed, the pedal feel simulator is controlled to operate according to the brake pedal stroke, including: the second feedback torque is determined according to the second relationship curve of the brake pedal stroke, and the pedal feel simulator is controlled to operate according to the second feedback torque.

[0089] In some embodiments, the second relationship curve can be a straight line, that is, a positive proportional relationship between the brake pedal stroke and the feedback torque provided by the pedal feel simulator is defined.

[0090] In this embodiment, in the case where the electrically controlled hydraulic brake system is failed and the brake pedal stroke is less than or equal to the first stroke threshold, the pedal feel simulator is controlled to operate according to the same second relationship curve as when the electrically controlled hydraulic brake system is not failed, that is, the same feedback torque is output, so that the same brake foot feeling as when the electrically controlled hydraulic brake system is not failed is obtained, so that the driver has no feeling of the failure of the electrically controlled hydraulic brake system, that is, better foot feeling feedback can be maintained after the failure of the electrically controlled hydraulic brake system, and adverse phenomena such as pedal hardening or pedal being too soft and being not linear when stepping on the pedal do not occur.

[0091] In an embodiment, as shown in FIG. 4, the control method provided by some embodiments of the present disclosure further includes step 103:

[0092] Step 103, in the case of failure of the electrically controlled hydraulic brake system, if the brake pedal stroke is greater than the first stroke threshold, the pedal feel simulation system is controlled to be closed, the brake torque is output by the mechanical master cylinder, the upper limit value of the feedback brake torque is output by the drive motor, and the upper limit value of the brake torque is output by the electronic parking brake system.

[0093] In this embodiment, when the electrically controlled hydraulic brake system fails and the brake pedal stroke is greater than the first stroke threshold, the sum of the upper limit value of the feedback brake torque output by the drive motor and the upper limit value of the brake torque output by the electronic parking brake system is still less than the brake torque corresponding to the brake pedal stroke, that is, the drive motor and the electronic parking brake system cannot meet the actual braking demand together, so the upper limit value of the feedback brake torque output by the drive motor is controlled, the upper limit value of the brake torque output by the electronic parking brake system is controlled, the pedal feel simulation system is controlled to be closed, so that the driver directly pressurizes the mechanical master cylinder by pressing the brake pedal, and then the pressure of the mechanical master cylinder is transmitted to the brake, thereby applying additional brake torque to the wheels, thereby meeting the actual braking demand.

[0094] In the above embodiment, controlling the pedal feel simulation system to be closed can be simultaneously controlling the simulator solenoid valve and the pedal feel simulator to be closed, so that the pressure of the mechanical master cylinder cannot enter the pedal feel simulator through the solenoid valve, thereby ensuring that the pressure of the mechanical master cylinder is completely transmitted to the brake, thereby prioritizing the braking demand.

[0095] In an embodiment, as shown in FIG. 5, according to the brake pedal stroke, the pedal feel simulator is controlled to operate, the drive motor is controlled to output the feedback brake torque, and / or the electronic parking brake system is controlled to operate, including steps 201-202:

[0096] Step 201, in the case that the brake pedal stroke is less than or equal to the second stroke threshold, according to the brake pedal stroke, the drive motor is controlled to output the feedback brake torque; the second stroke threshold is less than the first stroke threshold.

[0097] In this step, the second stroke threshold is the brake pedal stroke corresponding to the upper limit value of the feedback brake torque that the drive motor can provide; when the brake pedal stroke is less than or equal to the second stroke threshold, it means that only the feedback brake torque output by the drive motor can meet the braking demand of the driver, so according to the brake pedal stroke, the drive motor is controlled to output the corresponding feedback brake torque, thereby braking the vehicle.

[0098] Step 202. When the brake pedal stroke is greater than the second stroke threshold and less than or equal to the first stroke threshold, controlling the drive motor to output a regenerative braking torque upper limit value, and controlling the electronic parking brake system to output a braking torque according to the brake pedal stroke.

[0099] In this step, when the brake pedal stroke is greater than the second stroke threshold and less than or equal to the first stroke threshold, it means that the regenerative braking torque output by the drive motor alone cannot meet the braking demand of the driver, but the regenerative braking torque output by the drive motor and the braking torque provided by the electronic parking brake system can meet the braking demand of the driver, so the drive motor is controlled to operate to output the regenerative torque according to the regenerative braking torque upper limit value. In addition, the electronic parking brake system is controlled to operate according to the brake pedal stroke, so that the actual braking torque generated on the vehicle is the sum of the regenerative braking torque upper limit value and the braking torque output by the electronic parking brake system, thereby effectively braking the vehicle.

[0100] In this embodiment, when the electrically controlled hydraulic brake system fails, the drive motor is controlled to output the regenerative braking torque to brake the vehicle when the braking torque demand is small, and the electronic parking brake system is controlled to intervene in braking only when the regenerative braking torque output by the drive motor cannot meet the braking demand, which not only takes full advantage of the large braking capacity of the drive motor, but also realizes kinetic energy recovery. Moreover, compared with the electrically controlled hydraulic brake system, the regenerative braking torque output by the drive motor is more accurate and delicate, making the vehicle braking more comfortable and continuous.

[0101] In one embodiment, as shown in FIG. 6, the step 201 of controlling the drive motor to output the regenerative braking torque according to the brake pedal stroke includes steps 2011 and 2012.

[0102] Step 2011. Determining a first braking torque according to the brake pedal stroke according to a first relationship curve; the first relationship curve is a relationship curve between the brake pedal stroke and the braking torque.

[0103] In this step, because the first relationship curve (a preset relationship curve) defines the relationship between the brake pedal stroke and the braking torque, the corresponding first braking torque can be determined after the brake pedal stroke is obtained.

[0104] For example, the first relationship curve can be a straight line, i.e., it is stipulated that the brake pedal stroke and the braking torque are in a positive proportional relationship.

[0105] Step 2012. Controlling the drive motor to output the regenerative braking torque according to the first braking torque.

[0106] In this step, the control drives the motor to output the feedback braking torque to reach the first braking torque, that is, the vehicle is effectively braked by the feedback braking torque output by the motor.

[0107] In this embodiment, the relationship between the brake pedal stroke and the braking torque is established in advance, and then when the feedback braking torque output by the motor is controlled, the first relationship curve is used to quickly determine the braking torque corresponding to the brake pedal stroke and output, so as to effectively brake the vehicle.

[0108] In one embodiment, as shown in FIG. 7, in step 202, the electronic parking brake system is controlled to output the braking torque according to the brake pedal stroke, including steps 2021-2022.

[0109] In step 2021, the second braking torque is determined according to the brake pedal stroke and the first relationship curve.

[0110] In this step, because the first relationship curve defines the relationship between the brake pedal stroke and the braking torque, after the brake pedal stroke is obtained, the corresponding second braking torque can be determined.

[0111] In step 2022, the electronic parking brake system is controlled to output the braking torque according to the difference between the second braking torque and the upper limit of the feedback braking torque.

[0112] In this step, the difference between the second braking torque and the upper limit of the feedback braking torque output by the motor is determined first, and then the electronic parking brake system is controlled to output the braking torque to reach the difference, that is, the additional braking torque is output by the electronic parking brake system, and the upper limit of the feedback braking torque output by the motor, so as to effectively brake the vehicle.

[0113] In this embodiment, when the feedback braking torque output by the motor and the braking torque output by the electronic parking brake system are controlled, the first relationship curve is used to determine the braking torque corresponding to the brake pedal stroke, so that when the electronic parking brake system and the motor are used to brake the vehicle, the change of the braking torque with the brake pedal stroke is the same as when the motor is used to brake the vehicle alone, so that the brake experience remains linear.

[0114] In another embodiment, as shown in FIG. 8, the pedal feel simulator is controlled to operate, and the motor is controlled to output the feedback braking torque, and / or the electronic parking brake system is controlled to operate according to the brake pedal stroke, including steps 203-204:

[0115] Step 203, in the case that the brake pedal stroke is less than or equal to the third stroke threshold, controlling the electronic parking brake system to output a brake torque according to the brake pedal stroke; the third stroke threshold is less than the first stroke threshold.

[0116] In this step, the third stroke threshold is the brake pedal stroke corresponding to the upper limit of the brake torque that the electronic parking brake system can provide; when the brake pedal stroke is less than or equal to the third stroke threshold, it means that the brake torque output by the electronic parking brake system alone can meet the driver's braking demand, so the electronic parking brake system is controlled to output a corresponding brake torque according to the specific brake pedal stroke, thereby braking the vehicle.

[0117] Step 204, in the case that the brake pedal stroke is greater than the third stroke threshold and less than or equal to the first stroke threshold, controlling the electronic parking brake system to output an upper limit of brake torque, and controlling the drive motor to output a regenerative brake torque according to the brake pedal stroke.

[0118] In this step, when the brake pedal stroke is greater than the third stroke threshold and less than or equal to the first stroke threshold, it means that the regenerative brake torque output by the electronic parking brake system alone cannot meet the driver's braking demand, but the regenerative brake torque output by the drive motor and the brake torque provided by the electronic parking brake system can meet the driver's braking demand, so the electronic parking brake system is controlled to operate to output a brake torque according to the upper limit of the brake torque that the electronic parking brake system can output. In addition, the drive motor is controlled to operate according to the brake pedal stroke, so that the actual brake torque generated by the vehicle is the sum of the actual regenerative brake torque output by the drive motor and the upper limit of the brake torque that the electronic parking brake system can output, thereby effectively braking the vehicle.

[0119] In this embodiment, when the electrically controlled hydraulic brake system fails, the electronic parking brake system is controlled to output a brake torque to brake the vehicle when the brake torque demand is small, and the drive motor is controlled to intervene in braking when the brake torque output by the electronic parking brake system cannot meet the braking demand, thereby effectively braking the vehicle.

[0120] In an embodiment, as shown in FIG. 9, the control method provided by some embodiments of the present disclosure further includes steps 104-105:

[0121] Step 104, in the case that the electrically controlled hydraulic brake system is not failed, controlling the pedal feel simulation system to operate according to the brake pedal stroke, and determining a third brake torque according to the first relationship curve.

[0122] In this step, when the electric control hydraulic brake system is not failed, the control simulator solenoid valve is opened, and the pedal feel simulator is controlled to operate according to the brake pedal stroke, so that better foot feel feedback is achieved. In addition, when the driver steps on the brake pedal, the pedal stroke sensor is triggered to send a pedal stroke signal, and the electronic control unit determines the corresponding third brake torque according to the first relationship curve after receiving the pedal stroke signal.

[0123] Step 105, according to the third brake torque, controlling the electric control hydraulic brake system to output brake torque.

[0124] In this step, according to the third brake torque, the booster motor in the electric control hydraulic brake system is controlled to rotate to pressurize the electric control piston pump, and then the left front wheel cylinder solenoid valve, the right rear wheel cylinder solenoid valve, the right front wheel cylinder solenoid valve and the left rear wheel cylinder solenoid valve are controlled to pressurize the left front brake, the right rear brake, the right front brake and the left rear brake respectively, so as to generate brake force, so that the vehicle can brake and slow down or stop, that is, the vehicle can be effectively braked.

[0125] In this embodiment, the same first relationship curve is used to determine the brake pedal stroke corresponding brake torque when the electric control hydraulic brake system is failed and not failed, so that the change of brake torque with brake pedal stroke when the electronic parking brake system and / or the superimposed drive motor brakes the vehicle is the same as when the electric control hydraulic brake system alone brakes the vehicle, so that the brake experience remains linear. After the electric control hydraulic brake system fails, the driver's "foot feel" when stepping on the pedal is still good.

[0126] The vehicle control method provided by some embodiments of the present disclosure uses a method of outputting brake torque in stages according to brake pedal stroke, so that after the brake system fails, the vehicle can still ensure sufficient braking ability, and the braking ability in the full pedal stroke domain can be comparable to the braking ability before the failure, so that the vehicle can still brake and slow down or stop normally after the brake system fails. In addition, after the brake system fails, the driver has better foot feel feedback when stepping on the pedal, and there is no adverse phenomenon such as hard pedal or too soft pedal, non-linear stepping, etc.

[0127] As shown in FIG. 10, according to the depth of the brake pedal stepped by the driver, i.e. the demand input of the driver to the brake system, the failed brake process is divided into three stages. When the brake pedal stroke is in the interval [0, S1], the failed brake is in the first stage; when the brake pedal stroke is in the interval (S1, S2], the failed brake is in the second stage; and when the brake pedal stroke is in the interval (S2, S3], the failed brake is in the third stage. S1 corresponds to the second stroke threshold value, S2 corresponds to the first stroke threshold value, and S3 is the brake pedal stroke corresponding to the upper limit value of the brake torque provided by directly pressurizing the mechanical master cylinder by stepping on the brake pedal.

[0128] In the first stage of failure braking, the failure braking torque of the vehicle is composed of region ①, which is provided by the feedback braking torque generated by the four wheel edge motors. The maximum braking torque in this stage is T1, which is the upper limit of the feedback torque. In the second stage of failure braking, the failure braking torque of the vehicle is composed of region ② and region ③. Region ② corresponds to the feedback braking torque generated by the four wheel edge motors, and region ③ corresponds to the EPB clamping torque generated by the EPB system. The maximum braking torque in this stage can reach T2, which is the sum of the upper limit of the feedback torque and the upper limit of the braking torque output by the EPB system. In the third stage of failure braking, the failure braking torque of the vehicle is composed of region ④, region ⑤, and region ⑥. Region ④ corresponds to the feedback braking torque generated by the four wheel edge motors, region ⑤ corresponds to the EPB clamping torque generated by the EPB system, and region ⑥ corresponds to the mechanical braking torque generated by the mechanical master cylinder. The maximum braking torque in this stage can reach T3, which is the sum of the upper limit of the feedback torque, the upper limit of the braking torque output by the EPB system, and the upper limit of the mechanical braking torque.

[0129] Please refer to FIG. 11, which shows a schematic diagram of the principle of vehicle braking control in some embodiments of the present disclosure.

[0130] As shown in FIG. 11, in step 501, the electronic control unit determines whether the electric hydraulic braking system is failed according to the current state parameters of the vehicle. If yes, it enters step 502, otherwise it enters step 513.

[0131] In step 502, the current driver's brake pedal stroke signal is obtained.

[0132] In step 503, the failure braking stage is determined according to the brake pedal stroke signal. If the vehicle is in the first stage of failure braking, it enters step 504, otherwise it enters step 506.

[0133] In step 504, the electronic control unit controls the electric hydraulic braking system to enter the "insensitive mode". The "insensitive mode" is a mode in which the pedal feel simulator works normally and can provide good pedal feel feedback to the driver.

[0134] In step 505, the four wheel edge motors are controlled to generate feedback braking torque to brake the vehicle.

[0135] In step 506, it is determined whether the vehicle is in the second stage of failure braking. If yes, it enters step 507, otherwise it enters step 510.

[0136] In step 507, the chassis domain controller controls the electric hydraulic braking system to enter the "insensitive mode".

[0137] In step 508, the four wheel-side motors are controlled to intervene to generate a feedback braking torque;

[0138] In step 509, the EPB calipers are controlled to clamp to generate an EPB braking torque, and the vehicle is braked by both the feedback braking torque and the EPB braking torque;

[0139] In step 510, it is determined that the vehicle is in the third phase of failed braking, and the electronic control unit controls the four wheel-side motors to intervene to generate a feedback braking torque;

[0140] In step 511, the EPB calipers are controlled to clamp to generate an EPB braking torque;

[0141] In step 512, the mechanical brake is controlled to intervene to generate a mechanical braking torque, so that the electronically controlled hydraulic braking system exits the "insensitive mode", and the vehicle is braked by the feedback braking torque, the EPB braking torque, and the mechanical braking torque;

[0142] In step 513, the electronic hydraulic braking system of the vehicle is normally operated to brake the vehicle.

[0143] By executing the above steps 501-513, sufficient braking force can be provided to the vehicle after failure of the electronically controlled hydraulic braking system, and the braking failure is "insensitive", that is, problems such as hard pedal, too soft pedal, and non-linear pedal are not caused.

[0144] FIG. 12 is a schematic diagram of a vehicle control device according to some embodiments, which is applied to an electronic control unit of a vehicle, the vehicle further comprising an electronically controlled hydraulic braking system, an electronic parking brake system, and at least one drive motor, the electronically controlled hydraulic braking system comprising a brake pedal and a pedal feel simulation system, the vehicle control device 400 comprising an acquisition module 61 and a first control module (control module) 62. The acquisition module 61 is configured to acquire a brake pedal stroke; the first control module 62 is configured to, in the case of failure of the electronically controlled hydraulic braking system, if the brake pedal stroke is less than or equal to a first stroke threshold, control the pedal feel simulation system to operate according to the brake pedal stroke, and control the drive motor to output a feedback braking torque, and / or control the electronic parking brake system to operate.

[0145] In some embodiments, in the vehicle control device 400, the electronically controlled hydraulic braking system further comprises a mechanical master cylinder, the brake pedal is connected to the mechanical master cylinder, the pedal feel simulation system comprises a pedal feel simulator and a simulator electromagnetic valve, the pedal feel simulator is in communication with the mechanical master cylinder through an oil path, and the simulator electromagnetic valve is arranged on the connecting oil path between the pedal feel simulator and the mechanical master cylinder;

[0146] In some embodiments, the first control module 62 comprises a first control submodule. The first control submodule is configured to, in the event of failure of the electrically controlled hydraulic brake system, if the brake pedal stroke is less than or equal to a first stroke threshold, control the simulator solenoid valve to open, and control the pedal feel simulator to operate according to the brake pedal stroke.

[0147] In some embodiments, the control device further comprises a second control module. The second control module is configured to, in the event of failure of the electrically controlled hydraulic brake system, if the brake pedal stroke is greater than the first stroke threshold, control the pedal feel simulation system to close, to output brake torque by the mechanical master cylinder, and to control the drive motor to output a feedback brake torque upper limit value, and to control the electric parking brake system to output a brake torque upper limit value.

[0148] In some embodiments, the control device, the first control module 62 comprises a second control submodule and a third control submodule.

[0149] The second control submodule is configured to, in the event of the brake pedal stroke being less than or equal to a second stroke threshold, control the drive motor to output a feedback brake torque according to the brake pedal stroke; wherein the second stroke threshold is less than the first stroke threshold.

[0150] The third control submodule is configured to, in the event of the brake pedal stroke being greater than the second stroke threshold and the brake pedal stroke being less than or equal to the first stroke threshold, control the drive motor to output a feedback brake torque upper limit value, and control the electric parking brake system to output brake torque according to the brake pedal stroke.

[0151] In some embodiments, the control device, the second control submodule comprises a first determination unit and a first control unit. The first determination unit is configured to, in the event of the brake pedal stroke being less than or equal to the second stroke threshold, determine a first brake torque according to the brake pedal stroke according to a first relationship curve; wherein the first relationship curve is a relationship curve between brake pedal stroke and brake torque; the first control unit is configured to control the drive motor to output a feedback brake torque according to the first brake torque.

[0152] In some embodiments, the control device, the third control submodule comprises a second determination unit and a second control unit.

[0153] The second determination unit is configured to, in the event of the brake pedal stroke being greater than the second stroke threshold and the brake pedal stroke being less than or equal to the first stroke threshold, determine a second brake torque according to the brake pedal stroke according to the first relationship curve;

[0154] The second control unit is configured to control the electronic parking brake system to output a brake torque according to a difference between the second brake torque and the upper limit value of the regenerative brake torque.

[0155] In some embodiments, the control device further comprises a third control module and a fourth control module.

[0156] The third control module is configured to, in the case that the electric-hydraulic brake system is not failed, control the simulator solenoid valve to open, control the pedal feel simulator to operate according to the brake pedal stroke, and determine a third brake torque according to the first relationship curve.

[0157] The fourth control module is configured to control the electric-hydraulic brake system to output a brake torque according to the third brake torque.

[0158] Some embodiments of the present disclosure further provide a vehicle 100 comprising the vehicle control device 400 as described above.

[0159] For the above-mentioned device and vehicle embodiments, since they are basically similar to the vehicle control method embodiments, the relevant parts are described in the method embodiments.

[0160] The vehicle control device 400 provided by some embodiments of the present disclosure, in the case that the electric-hydraulic brake system is failed, the brake pedal stroke is acquired by the acquisition module 61, and the pedal feel simulator is controlled to operate by the first control module 62 according to the brake pedal stroke, so that the driver has the same brake foot feeling as when the electric-hydraulic brake system is not failed, the brake comfort is ensured, and the driver can perceive the current braking effect; in addition, the regenerative brake torque is output by the driving motor and / or the electronic parking brake system is controlled to operate by the first control module 62 according to the brake pedal stroke, so as to ensure the overall braking ability, thereby effectively meeting the braking demand, effectively alleviating the problems of long braking distance and unbraking caused by the failure of the electric-hydraulic brake system; in addition, the above-mentioned control method can be executed without adding new components, which greatly reduces the development cost.

[0161] Some embodiments of the present disclosure further provide an electronic device 300 as shown in FIG. 13, which comprises a processor 701, a communication interface 702, a memory 703 and a communication bus 704, the processor 701, the communication interface 702 and the memory 703 complete mutual communication through the communication bus 704.

[0162] The memory 703 is configured to store a computer program.

[0163] The processor 701 is configured to execute the program stored in the memory 703 to implement the following steps:

[0164] acquiring a brake pedal stroke;

[0165] In the case of failure of the electrically controlled hydraulic brake system, if the brake pedal stroke is less than or equal to a first stroke threshold, the pedal feel simulation system is controlled to operate according to the brake pedal stroke, the drive motor is controlled to output a feedback brake torque, and / or the electronic parking brake system is controlled to operate.

[0166] The processor 701 can also implement other steps of the vehicle control method described above, which are not described here again.

[0167] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0168] The communication interface is used for communication between the above electronic device and other devices.

[0169] The memory can include a Random Access Memory (RAM) and can also include a Non-volatile Memory, such as at least one disk memory. In some embodiments, the memory can also be at least one storage device located away from the aforementioned processor.

[0170] The processor mentioned above can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; can also be a Digital Signal Processing (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

[0171] In some embodiments of the present disclosure, a computer-readable storage medium is also provided, which stores instructions when running on a computer, so as to enable the computer to execute the vehicle control method described in the above embodiments.

[0172] In some embodiments of the present disclosure, a computer program product containing instructions which, when executed on a computer, cause the computer to carry out the vehicle control method described in the above embodiments is also provided.

[0173] In the above embodiments, the implementation can be wholly or partially by software, hardware, firmware, or any combination thereof. When implemented by software, the implementation can be wholly or partially in the form of a computer program product. The computer program product contains one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in some embodiments of the present disclosure are wholly or partially generated.

[0174] The computer can be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatuses. The computer instructions can be stored in a computer readable storage medium or transferred from one computer readable storage medium to another computer readable storage medium, for example, the computer instructions can be transferred from one website, computer, server, or data center to another website, computer, server, or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) means.

[0175] The computer readable storage medium can be any available medium or a set of one or more available media that is accessible by a computer, or a data storage device such as a server, data center, etc. integrated with one or more available media. The available medium can be a magnetic medium (for example, floppy disk, hard disk, magnetic tape), an optical medium (for example, digital versatile disc (DVD)), or a semiconductor medium (for example, solid state disk (SSD)), etc.

[0176] It should be noted that in this document, relational terms such as first and second and the like can only be used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that processes, methods, articles or devices including a series of elements not only include those elements, but also include other elements not explicitly listed or inherent to such processes, methods, articles or devices. Without more limitations, the element defined by the statement "including a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0177] Each of the embodiments in the specification is described in a relevant manner, and the same or similar parts between the embodiments can be referred to each other. Each of the embodiments focuses on the difference from other embodiments. For the embodiments of the device, the electronic device, the computer-readable storage medium, and the computer program product containing instructions, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the method embodiments.

[0178] The above only describes the preferred embodiments of the present disclosure, and is not used to limit the protection scope of the present disclosure. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure is included in the protection scope of the present disclosure.

Claims

1. A vehicle control method applied to an electronic control unit of a vehicle, the vehicle comprising an electronically controlled hydraulic brake system, an electronic parking brake system and at least one drive motor, the electronically controlled hydraulic brake system comprising a brake pedal and a pedal feel simulation system, wherein, The method comprises: acquiring a brake pedal stroke; in the case of failure of the electrically-controlled hydraulic brake system, if the brake pedal stroke is less than or equal to a first stroke threshold, controlling the pedal feel simulator system to operate according to the brake pedal stroke, and performing at least one of the following: controlling the at least one drive motor to output a regenerative braking torque, or controlling the electronic parking brake system to operate.

2. The control method according to claim 1, wherein The electrically-controlled hydraulic brake system further comprises a mechanical master cylinder, the brake pedal is connected to the mechanical master cylinder, the pedal feel simulator system comprises a pedal feel simulator and a simulator solenoid valve, the pedal feel simulator is in communication with the mechanical master cylinder through an oil passage, and the simulator solenoid valve is arranged on a connecting oil passage between the pedal feel simulator and the mechanical master cylinder. The control of the pedal feel simulator system to operate comprises: controlling the simulator solenoid valve to open, and controlling the pedal feel simulator to operate.

3. The control method according to claim 2, further comprising: in the case of failure of the electrically-controlled hydraulic brake system, if the brake pedal stroke is greater than the first stroke threshold, controlling the pedal feel simulator system to be closed, so that the mechanical master cylinder outputs a braking torque, and controlling the at least one drive motor to output a regenerative braking torque upper limit value, and controlling the electronic parking brake system to output a braking torque upper limit value.

4. The control method according to any one of claims 1 to 3, wherein The control of the pedal feel simulator system to operate according to the brake pedal stroke, and the performing of at least one of the following: controlling the at least one drive motor to output a regenerative braking torque, or controlling the electronic parking brake system to operate, comprises: in the case of the brake pedal stroke being less than or equal to a second stroke threshold, controlling the at least one drive motor to output the regenerative braking torque according to the brake pedal stroke; wherein the second stroke threshold is less than the first stroke threshold; in the case of the brake pedal stroke being greater than the second stroke threshold and less than or equal to the first stroke threshold, controlling the at least one drive motor to output a regenerative braking torque upper limit value, and controlling the electronic parking brake system to output a braking torque according to the brake pedal stroke.

5. The control method according to claim 4, wherein The control of the at least one drive motor to output the regenerative braking torque according to the brake pedal stroke comprises: determining a first braking torque according to the brake pedal stroke according to a preset relationship curve; wherein the preset relationship curve is a relationship curve between the brake pedal stroke and a braking torque; controlling the at least one drive motor to output the regenerative braking torque according to the first braking torque.

6. The control method according to claim 5, wherein The control of the electronic parking brake system to output the braking torque according to the brake pedal stroke comprises: determining a second braking torque according to the brake pedal stroke according to the preset relationship curve; controlling the electronic parking brake system to output the braking torque according to a difference between the second braking torque and the regenerative braking torque upper limit value.

7. The control method according to claim 5 or 6, further comprising: In the case that the electric-hydraulic brake system is not failed, the pedal feel simulation system is controlled to operate according to the brake pedal stroke, and a third brake torque is determined according to the preset relationship curve; According to the third brake torque, the electric-hydraulic brake system is controlled to output a brake torque.

8. A vehicle control device applied to an electronic control unit of a vehicle, the vehicle further comprising an electronically controlled hydraulic brake system, an electronic parking brake system and at least one drive motor, the electronically controlled hydraulic brake system comprising a brake pedal and a pedal feel simulation system, wherein, The device comprises: An acquisition module configured to acquire a brake pedal stroke; A control module configured to, in the case that the electric-hydraulic brake system is failed, if the brake pedal stroke is less than or equal to a first stroke threshold, control the pedal feel simulation system to operate according to the brake pedal stroke, and perform at least one of the following: control the at least one drive motor to output a feedback brake torque, or control the electronic parking brake system to operate.

9. The vehicle control device according to claim 8, wherein The electric-hydraulic brake system further comprises a mechanical master cylinder, the brake pedal is connected with the mechanical master cylinder, the pedal feel simulation system comprises a pedal feel simulator and a simulator solenoid valve, the pedal feel simulator is in communication with the mechanical master cylinder through an oil path, and the simulator solenoid valve is arranged on a connecting oil path between the pedal feel simulator and the mechanical master cylinder. The control module comprises: A control submodule configured to, in the case that the electric-hydraulic brake system is failed, if the brake pedal stroke is less than or equal to a first stroke threshold, control the simulator solenoid valve to open, and control the pedal feel simulator to operate according to the brake pedal stroke.

10. An electronic device comprising: A processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory complete communication with each other through the communication bus; The memory is configured to store a computer program; The processor is configured to execute the computer program stored on the memory, and realize the vehicle control method according to any one of claims 1 to 7.

11. A computer readable storage medium having stored thereon a computer program, wherein, The computer program is executed by the processor, and the vehicle control method according to any one of claims 1 to 7 is realized.

12. A vehicle comprising the vehicle control device according to claim 8 or 9, or comprising the electronic equipment according to claim 10.

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