Vehicle control method, storage medium, vehicle-mounted controller, and vehicle

Abstract

A vehicle control method, a storage medium, a vehicle-mounted controller, and a vehicle. The vehicle control method comprises: controlling, when it is determined that a vehicle is in a floating state and a first braking request is received, a braking system not to execute the first braking request, and controlling, on the basis of the first braking request, an electric motor to rotate reversely, so as to drive wheels of the vehicle to rotate reversely, thereby achieving floating braking. The method can achieve effective braking of the vehicle in the floating state.

Description

Vehicle control method, storage medium, vehicle-mounted controller and vehicle

[0001] The present application claims priority to Chinese Patent Application No. 202411040532.8, filed on July 31, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a vehicle control method, a storage medium, a vehicle-mounted controller and a vehicle. BACKGROUND

[0003] The vehicle braking system is an important part of vehicle performance. Its main function is to slow down or stop and increase stability and controllability under various driving conditions. SUMMARY

[0004] The present disclosure aims to at least partially solve one of the technical problems in the related art. To this end, the present disclosure proposes a vehicle control method, a storage medium, a vehicle-mounted controller and a vehicle to achieve effective braking of a vehicle in a floating state.

[0005] In a first aspect, a vehicle control method is provided, comprising: determining that a vehicle is in a floating state; when it is determined that the vehicle is in the floating state and a first braking request is received, controlling a braking system not to execute the first braking request, and controlling a motor to reverse according to the first braking request to control a wheel of the vehicle to reverse, thereby achieving floating water braking.

[0006] According to some embodiments of the present disclosure, when it is determined that the vehicle exits the floating state and a second braking request is received, the braking system is controlled to execute the second braking request.

[0007] According to some embodiments of the present disclosure, the determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state according to at least one of a road surface type of a road surface on which the vehicle is located, a water wading depth of the vehicle and an actual suspension height of the vehicle.

[0008] According to some embodiments of the present disclosure, the determination that the vehicle is in the floating state comprises: when the water wading depth of the vehicle exceeds a target depth threshold, determining that the vehicle is in the floating state.

[0009] According to some embodiments of the present disclosure, the target depth threshold is determined based on at least one of a mass, a volume of the vehicle and a density of a medium.

[0010] According to some embodiments of the present disclosure, the wading depth is determined based on a self-mounting height of the water depth sensor and a detected height, wherein the detected height is a distance between the water depth sensor and a water surface.

[0011] According to some embodiments of the present disclosure, the determining that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the suspensions of the vehicle are in the free-falling state and actual suspension heights of the suspensions exceed a target height threshold.

[0012] According to some embodiments of the present disclosure, the determining that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when at least two of the actual suspension heights of the four suspensions of the vehicle exceed the target height threshold.

[0013] According to some embodiments of the present disclosure, the determining that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is a wading road section and a wading depth exceeds a target depth threshold.

[0014] According to some embodiments of the present disclosure, the determining that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is a wading road section and an actual suspension height exceeds a target suspension height threshold.

[0015] According to some embodiments of the present disclosure, the determining that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is a wading road section, the wading depth exceeds the target depth threshold, and the actual suspension height exceeds the target height threshold.

[0016] According to some embodiments of the present disclosure, the controlling the motor to reverse according to the first braking request comprises: obtaining a brake pedal depth corresponding to the first braking request, and obtaining a vehicle speed and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0017] According to some embodiments of the present disclosure, the obtaining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle comprises: determining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle in combination with a preset relationship.

[0018] According to some embodiments of the present disclosure, the preset relationship is a preset corresponding relationship between a brake pedal depth, a vehicle speed, a steering wheel angle and a torque.

[0019] According to some embodiments of the present disclosure, the preset relationship is a preset corresponding relationship between a braking pedal depth, a vehicle speed, and a steering wheel angle interval data and a torque.

[0020] According to some embodiments of the present disclosure, the controlling the motor to reverse according to the first braking request comprises: obtaining a braking pedal depth corresponding to the braking request, and obtaining a vehicle speed, a longitudinal acceleration, and a steering wheel angle of the vehicle; obtaining a target braking torque according to the braking pedal depth, the vehicle speed, the longitudinal acceleration, and the steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0021] According to some embodiments of the present disclosure, the vehicle comprises a plurality of motors, and each of the plurality of motors drives two wheels; and the controlling the motor to reverse according to the target braking torque comprises: controlling the plurality of motors to drive the two wheels to reverse according to the target braking torque.

[0022] According to some embodiments of the present disclosure, the vehicle comprises a first motor and a second motor, the first motor drives two first wheels, and the second motor drives two second wheels; and the controlling the motor to reverse according to the target braking torque comprises: controlling the first motor to reverse according to a first sub-braking torque, and controlling the second motor to reverse according to a second sub-braking torque, wherein the target braking torque is a sum of the first sub-braking torque and the second sub-braking torque.

[0023] According to some embodiments of the present disclosure, the vehicle comprises a first motor and a second motor, the first motor drives a left wheel, and the second motor drives a right wheel, the left wheel and the right wheel belong to front wheels or rear wheels; and the controlling the motor to reverse according to the target braking torque comprises: controlling the first motor to reverse according to a first sub-braking torque, and controlling the second motor to reverse according to a second sub-braking torque, wherein the target braking torque is a sum of the first sub-braking torque and the second sub-braking torque.

[0024] According to some embodiments of this disclosure, the vehicle includes a first motor, a second motor, and a third motor. The first motor is configured to drive two wheels at a first end of the vehicle, the second motor is configured to drive a first side wheel at a second end of the vehicle, and the third motor is configured to drive a second side wheel at a second end of the vehicle. Controlling the motors to reverse according to the target braking torque includes: controlling the first motor to reverse according to the target braking torque when the target braking torque does not exceed the maximum output torque of the first motor; controlling the second motor and the third motor to reverse according to the target braking torque when the target braking torque exceeds the maximum output torque of the first motor and does not exceed the sum of the maximum output torques of the first motor and the second motor; and controlling the first motor, the second motor, and the third motor to reverse according to the target braking torque when the target braking torque exceeds the sum of the maximum output torques of the first motor and the second motor.

[0025] According to some embodiments of this disclosure, controlling the first motor, the second motor, and the third motor to reverse according to the target braking torque includes: controlling the first motor to reverse at its maximum output torque, and controlling the second motor and the third motor to reverse according to the remaining torque, wherein the target braking torque is the sum of the maximum output torque and the remaining torque.

[0026] According to some embodiments of this disclosure, controlling the first motor, the second motor, and the third motor to reverse according to the target braking torque includes: controlling the second motor and the third motor to reverse at their maximum output torque, and controlling the first motor to reverse according to the remaining torque, wherein the target braking torque is the sum of the maximum output torque and the remaining torque.

[0027] According to some embodiments of this disclosure, the vehicle includes four motors, each of the four motors corresponding to some wheels; the step of controlling the motors to reverse according to the target braking torque includes: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

[0028] According to some embodiments of this disclosure, controlling the motor to reverse according to the target braking torque includes: controlling the motor output torque according to the target torque growth rate until the target braking torque is reached.

[0029] According to some embodiments of this disclosure, before controlling the motor to reverse according to the first braking request, the method further includes: when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance, the target braking distance being determined based on the distance between the obstacle and the vehicle; the step of controlling the motor to reverse according to the first braking request includes: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the braking request, thereby braking the vehicle within the target braking distance.

[0030] According to some embodiments of this disclosure, after determining that the vehicle is in a floating state, the method further includes: when a steering request is received, controlling at least some motors on one side of the vehicle to reverse, and the motors on the other side to rotate forward or be in a non-working state, so as to realize the floating steering function.

[0031] According to some embodiments of this disclosure, after determining that the vehicle is in a floating state, the method further includes: when a drive request is received, controlling at least two motors to reverse according to the drive request to achieve a floating drive function, wherein the at least two motors are two coaxial motors.

[0032] In a second aspect, a computer-readable storage medium is proposed, on which a computer program is stored, which, when executed by a processor, implements the vehicle control method described in the first aspect embodiment above.

[0033] Thirdly, an on-board controller is proposed, comprising: at least one processor; a memory communicatively connected to at least one processor; the memory storing a computer program executable by at least one processor, wherein the at least one processor executes the computer program to implement the vehicle control method described in the above embodiments.

[0034] Fourthly, a vehicle is proposed, comprising: the vehicle controller described in the embodiments of the third aspect above.

[0035] This disclosure discloses a vehicle control method, storage medium, vehicle controller, and vehicle in some embodiments. When it is determined that the vehicle is in a floating state and a first braking request is received, the braking system is controlled not to execute the first braking request, and the vehicle's motor is controlled to reverse according to the first braking request, so as to drive the vehicle's wheels to reverse, thereby achieving effective braking of the vehicle in a floating state. Attached Figure Description

[0036] Figure 1 is a flowchart of a vehicle control method according to some embodiments of the present disclosure;

[0037] Figure 2 is an architecture diagram of a system for implementing a vehicle control method according to some embodiments of the present disclosure;

[0038] Figure 3 is an interaction diagram of a system for implementing a vehicle control method according to some embodiments of the present disclosure;

[0039] Figure 4 is another flowchart of a vehicle control method according to some embodiments of the present disclosure;

[0040] Figure 5 is another flowchart of a vehicle control method according to some embodiments of the present disclosure;

[0041] Figure 6 is a block diagram of an in-vehicle controller according to some embodiments of the present disclosure;

[0042] Figure 7 is a block diagram of a vehicle according to some embodiments of the present disclosure. Detailed Implementation

[0043] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0044] In related technologies, when a vehicle is floating, if the driver presses the brake pedal, the vehicle's braking system will generate hydraulic pressure, causing the wheels to lock up. At this time, the braking deceleration is entirely provided by the resistance of the water, which cannot meet the driver's need for rapid stopping.

[0045] To address the aforementioned problems, some embodiments of this disclosure provide a vehicle control method, a storage medium, an on-board controller, and a vehicle.

[0046] The following description, with reference to the accompanying drawings, outlines some embodiments of a vehicle control method, storage medium, on-board controller, and vehicle.

[0047] Figure 1 illustrates a vehicle control method according to some embodiments of the present disclosure. This method can be executed by a controller, such as a vehicle control unit (VCU). As shown in Figures 2 and 3, the VCU, as the control core, can communicate with various execution components (such as the electronic control systems of each wheel-side motor) and data acquisition components (such as camera sensing modules, water depth sensors, vehicle speed sensors, steering wheel angle sensors, brake pedal depth sensors, etc.).

[0048] As shown in Figure 1, the vehicle control method includes S11.

[0049] In S11, when it is determined that the vehicle is in a floating state and a first braking request is received, the braking system is controlled not to execute the first braking request, and the motor is controlled to reverse according to the first braking request, so as to control the vehicle's wheels to reverse and achieve floating braking.

[0050] For example, a vehicle's floating state can be determined based on one or a combination of the road surface type, the vehicle's wading depth, and the vehicle's actual suspension height.

[0051] In some embodiments, determining that a vehicle is floating includes: determining that the vehicle is floating when its wading depth exceeds a target depth threshold. The wading depth can be determined based on the installation height of the depth sensor and the acquired detection height, where the detection height is the distance between the depth sensor and the water surface; the target depth threshold can be determined based on at least one of the vehicle's mass, volume, and the density of the medium (such as ordinary water, turbid water, seawater, etc.), and can be obtained through a vehicle floating experiment.

[0052] It should be understood that when the vehicle's mass, volume, and the density of the medium are constant, the vehicle's floating position in the water (i.e., wading depth) is also constant. In experiments, the vehicle can be placed in different water levels to obtain multiple floating positions (e.g., when the vehicle is stable). Statistical analysis can then be performed on these multiple floating positions, such as by taking the average, to determine the target depth threshold corresponding to the vehicle's floating position. This threshold could be a value less than the average value, with a small difference from the average value, and the difference being less than the target difference threshold (which could be close to 0).

[0053] For example, when a vehicle is wading through water, as shown in Figure 3, a water depth sensor (such as an ultrasonic radar) can determine the wading depth based on its installation height and the detected height above the water surface. For instance, if the water depth sensor is installed below the side mirrors on both sides of the vehicle, using the ultrasonic principle, the difference ΔT between the time T1 when the sound wave travels from the sensor to the water surface and the time T2 when it is received can be calculated. Based on ΔT, the height H1 of the water depth sensor above the water surface can be calculated, i.e., H1 = c × ΔT / 2, where c is the speed of the sound wave. Combining this with the installation height of the water depth sensor (e.g., the height of the sensor above the ground) H2, the wading depth H0 of the vehicle can be obtained, i.e., H0 = H2 - H1. The installation height of the water depth sensor can also be calculated, using the same principle as calculating H1; it can also be determined through prior measurement.

[0054] After calculating the wading depth, the wading depth is sent to the VCU (Vehicle Control Unit). The VCU compares the wading depth with a target depth threshold. If the wading depth does not exceed the target depth threshold, it means there is little water on the ground, the wheels will not leave the ground, and the vehicle will not float on the water; the vehicle can drive normally on land. If the wading depth exceeds the target depth threshold, it means there is a lot of water on the ground, the wheels will leave the ground, and the vehicle will float in the water; the vehicle cannot drive normally on land, and is therefore determined to be in a floating state. Thus, the system determines whether a vehicle is floating based on the relationship between its wading depth and a target depth threshold.

[0055] In some embodiments, determining that the vehicle is in a floating state includes: when the vehicle's suspension is in a free-fall state (which may mean that the suspension is only subjected to its own weight) and the actual suspension height exceeds a target height threshold, the vehicle is determined to be in a floating state. The target height threshold may be determined according to the actual situation.

[0056] For example, when a vehicle's suspension height exceeds a target height threshold, it indicates that the wheels have left the ground. The vehicle's suspension, affected by its own weight, is in a free-fall state, and its suspension height will increase compared to when it's on the ground. This can be achieved, for instance, by using a Hall effect vehicle height sensor mounted on the chassis to detect the suspension height in real time and send the detected height to the Vehicle Control Unit (VCU). When the suspension height exceeds the target height threshold, the VCU can determine that the vehicle is floating. Conversely, when the vehicle's suspension height does not exceed the target height threshold, it means the wheels have not left the ground, and the vehicle's suspension height has not changed due to its weight; in other words, the vehicle is not floating.

[0057] In some embodiments, as shown in Figures 2 and 3, the vehicle can be a four-wheel drive vehicle, with each of the four drive wheels (Front Left (FL), Front Right (FR), Rear Left (RL), and Rear Right (RR)) equipped with a corresponding suspension to form an active suspension system. To improve the accuracy of the determination, the VCU can determine that the vehicle is in a floating state when at least two of the actual suspension heights of the four active suspensions exceed a target height threshold.

[0058] In some embodiments, determining that a vehicle is in a floating state includes: determining that the vehicle is in a floating state when the road surface type is a flooded section and the flooding depth exceeds a target depth threshold. For example, as shown in Figures 2 and 3, the road surface type can be obtained from road surface images collected by the vehicle's camera perception module.

[0059] In some embodiments, to improve the accuracy of the judgment, the vehicle's location on the road surface and the wading depth can be determined simultaneously. Referring to Figure 2, there can be two camera sensing modules, such as one at the front and one at the rear of the vehicle. When both camera sensing modules determine that the vehicle is in a wading section based on the road surface images, the VCU determines that the road surface type is water. Simultaneously, when the wading depth exceeds a target depth threshold, the VCU determines that the vehicle is floating. Therefore, compared to judging solely by wading depth, determining whether the vehicle is floating by considering both the road surface and the wading depth improves the accuracy and reliability of the judgment.

[0060] In some embodiments, determining that a vehicle is in a floating state includes: determining that a vehicle is in a floating state when the road surface type is a flooded section and the actual suspension height exceeds a target suspension height threshold.

[0061] Compared to judging solely by the actual suspension height, determining whether a vehicle is floating by considering both the road surface and the actual suspension height improves the accuracy and reliability of the assessment.

[0062] In some embodiments, determining that a vehicle is in a floating state includes: determining that a vehicle is in a floating state when the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold.

[0063] For example, when the wading depth exceeds a target depth threshold and the suspension height exceeds a target height threshold (e.g., all four suspension heights exceed the target height threshold), the VCU determines that the vehicle is floating. Compared to the above method of determining whether a vehicle is floating based on one or two of the road surface type, wading depth, and actual suspension height, determining whether a vehicle is floating based on all three factors further improves the accuracy and reliability of the determination.

[0064] The first braking request can be input via a button (e.g., a rotary button, where the degree of braking can be determined by the rotation angle), a control (such as a braking control on the vehicle terminal braking interface, where a quantitative value representing the degree of braking can be input via the braking control), or via the vehicle's brake pedal. For example, when the brake pedal depth exceeds a target depth threshold, it is determined that a braking request has been received. The target depth threshold can be set as needed, and the brake pedal depth can be detected by a brake pedal depth sensor installed in the braking system (which can be integrated into the electronic stability system shown in Figures 2 and 3).

[0065] As shown in Figure 3, when the VCU determines that the vehicle is in a floating state and receives the first braking request, such as obtaining the brake pedal depth sent by the electronic stability system and the brake pedal depth exceeding the target depth threshold, considering that the vehicle is currently in a floating state, if the braking system adopts a traditional control strategy (i.e., unshielded brake decompression), the wheel cylinders will generate brake hydraulic pressure, which can easily cause the wheels to lock up and prevent the motor torque from reversing. This means that the braking deceleration is entirely provided by the resistance of the water, which cannot meet the driver's expectations and has problems such as high losses and low efficiency.

[0066] To address this, some embodiments of this disclosure employ an innovative and efficient braking strategy when the vehicle is in a floating state and requires braking: the braking system (such as a hydraulic braking system) is controlled to refrain from executing the first braking request (at which point the braking system can be considered to be in a non-operating state), and the vehicle's motor is precisely controlled to reverse, thereby driving the wheel ends to produce a corresponding reverse action, thus quickly achieving waterborne braking to meet the driver's expectations. This motor reverse braking method not only has a rapid response speed, but also, under extreme conditions such as floating, it is more reliable than the hydraulic braking system in related technologies, achieving more effective braking. This design not only improves the vehicle's safety in emergency situations but also demonstrates the advanced achievements of some embodiments of this disclosure in vehicle braking technology.

[0067] Corresponding to braking in a floating state, in some embodiments of this disclosure, when it is determined that the vehicle has exited the floating state and a second braking request is received, the braking system is controlled to execute the second braking request.

[0068] The method for obtaining the second braking request is the same as the method for obtaining the first braking request described above.

[0069] Corresponding to the non-operating state, the braking system can also be divided into a standby state and an execution state. When it is determined that the vehicle is in a non-floating state (such as switching from a floating state to land driving), the braking system can be controlled to be in a standby state. If a second braking request is received at this time, the braking system can quickly enter the execution state, that is, respond to the second braking request.

[0070] By keeping the braking system in standby mode while it is not floating, the braking system can quickly respond to a second braking request, thus avoiding driving safety issues when the braking system cannot respond to the braking request in a timely manner.

[0071] In some embodiments, the step of controlling the motor to reverse according to the first braking request includes: obtaining the brake pedal depth corresponding to the first braking request, and obtaining the vehicle speed and steering wheel angle; obtaining the target braking torque based on the brake pedal depth, vehicle speed and steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0072] The brake pedal depth can be detected by the brake pedal depth sensor or determined based on the braking degree mentioned above; the vehicle speed can be detected by the vehicle speed sensor or by the wheel speed detected by the wheel speed sensor combined with the position detected by the Global Positioning System (GPS) (see Figures 2 and 3); the steering wheel angle can be detected by the steering wheel angle sensor set in the steering system.

[0073] In some embodiments, the target braking torque can be determined based on the brake pedal depth, vehicle speed, and steering wheel angle, combined with a preset relationship.

[0074] The preset relationship can be a pre-defined correspondence between brake pedal depth, vehicle speed, and steering wheel angle and torque; or it can be a pre-defined interval data of brake pedal depth, vehicle speed, and steering wheel angle and the correspondence between torque.

[0075] For example, the aforementioned preset relationships can be obtained in advance through experiments and stored in tabular form. During the experiment, the vehicle is in a floating state. After the brake pedal depth, vehicle speed, and steering wheel angle are determined and kept constant, the deceleration and braking time under different target torques is obtained. The target torque, which is set to be less than or equal to the target time and meets other requirements, such as economic requirements, is stored in the table. Then, one of the brake pedal depth, vehicle speed, and steering wheel angle is changed (within the corresponding range), and the aforementioned process is continued until a table covering various floating conditions is obtained to meet the braking requirements under floating conditions. To reduce table lookup time and table size, the data in the table can be transformed. For example, the correspondence between points (brake pedal depth, vehicle speed, and steering wheel angle) and points (target torque) in the table can be converted into a correspondence between ranges (brake pedal depth, vehicle speed, and steering wheel angle) and points (target torque).

[0076] After obtaining the table, it can be saved. Later, during actual driving, if the vehicle is in a floating state and the brake pedal depth exceeds the target depth threshold, the target braking torque can be obtained by looking up the table based on the brake pedal depth, vehicle speed, and steering wheel angle.

[0077] In some embodiments, the brake pedal depth, vehicle speed, and steering wheel angle can be input into a pre-established model to obtain the target braking torque.

[0078] In this implementation, the correspondence between different brake pedal depths, vehicle speeds, and steering wheel angles and the target torque can be obtained through the aforementioned table lookup experiment. This correspondence can then be modeled, resulting in a ternary function (i.e., brake pedal depth, vehicle speed, and steering wheel angle). In use, the VCU can call this ternary function to obtain the target braking torque based on the brake pedal depth, vehicle speed, and steering wheel angle.

[0079] In some embodiments, to improve control stability, the longitudinal acceleration of the vehicle can also be obtained, and the target braking torque can be obtained based on the brake pedal depth, vehicle speed, longitudinal acceleration, and steering wheel angle.

[0080] For example, referring to Figures 2 and 3, the longitudinal acceleration of the vehicle can be acquired through an Inertial Measurement Unit (IMU) (e.g., a yaw rate sensor). After confirming that the first braking request has been received, the target braking torque can be obtained based on the brake pedal depth, vehicle speed, longitudinal acceleration, and steering wheel angle. The method for obtaining the target braking torque here can refer to the methods described above for obtaining the target braking torque based on brake pedal depth, vehicle speed, and steering wheel angle, such as looking up a table or using a pre-established model. Referring to Figure 2, the IMU can be integrated into the VCU.

[0081] After obtaining the target braking torque, the vehicle's motor can be reversed according to the target braking torque to drive the vehicle's wheels to reverse, thereby achieving the floating braking function.

[0082] In some embodiments of this disclosure, when the vehicle motor is reversed according to the target braking torque, the control method of the motor will be different if the vehicle's drive structure is different. The following five examples illustrate this.

[0083] In the first example, the vehicle includes a motor that drives both wheels simultaneously; the step of controlling the motor to reverse according to a target braking torque includes: controlling the motor to drive both wheels to reverse according to the target braking torque.

[0084] In this example, the vehicle is a two-wheel drive vehicle, and both drive wheels are controlled by the same motor located on the same drive axle. When the drive axle is the front axle, the vehicle is a front-wheel drive vehicle, and the motor can be controlled to reverse the two front wheels to achieve braking in a floating state based on the target braking torque; when the drive axle is the rear axle, the vehicle is a rear-wheel drive vehicle, and the motor can be controlled to reverse the two rear wheels to achieve braking in a floating state based on the target braking torque.

[0085] In the second example, the vehicle includes a first motor and a second motor. The first motor simultaneously drives two first wheels, and the second motor simultaneously drives two second wheels. The step of controlling the motor to reverse according to the target braking torque includes: controlling the first motor to reverse according to a first sub-braking torque, and controlling the second motor to reverse according to a second sub-braking torque, wherein the target braking torque is the sum of the first sub-braking torque and the second sub-braking torque.

[0086] In this example, the vehicle is a four-wheel drive vehicle powered by two motors. If the two first wheels are the two front wheels, then the two second wheels are the two rear wheels; if the two first wheels are the two rear wheels, then the two second wheels are the two front wheels. When controlling the motors to reverse according to the target braking torque, the target braking torque is divided into a first sub-braking torque and a second sub-braking torque (the two sub-braking torques can be equal). Simultaneously controlling the two motors to drive the four wheels to reverse can achieve balanced braking in a floating state.

[0087] In the third example, the vehicle includes a first motor and a second motor. The first motor drives the left wheel, and the second motor drives the right wheel. The left and right wheels are either front or rear wheels. The step of controlling the motor to reverse according to the target braking torque includes: controlling the first motor to reverse according to a first sub-braking torque, and controlling the second motor to reverse according to a second sub-braking torque. The target braking torque is the sum of the first and second sub-braking torques.

[0088] In this example, the vehicle is either front-wheel drive or rear-wheel drive, and the two drive wheels are controlled by different motors. Compared to the first example, this example allows for more flexible braking of the drive wheels, providing a more comprehensive braking experience while floating.

[0089] In the fourth example, the vehicle includes a first motor, a second motor, and a third motor. The first motor drives two wheels at a first end of the vehicle, the second motor drives a first wheel at a second end of the vehicle, and the third motor drives a second wheel at a second end of the vehicle. The step of controlling the motors to reverse according to the target braking torque includes: when the target braking torque does not exceed the maximum output torque of the first motor, controlling the first motor to reverse according to the target braking torque; when the target braking torque exceeds the maximum output torque of the first motor, and the target braking torque does not exceed the sum of the maximum output torques of the first and second motors, controlling the second and third motors to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the first and second motors, controlling the first, second, and third motors to reverse according to the target braking torque.

[0090] When controlling the first, second, and third motors to reverse according to the target braking torque, one implementation involves controlling the first motor to reverse at its maximum output torque, and controlling the second and third motors to reverse based on the remaining torque, where the target braking torque = maximum output torque + remaining torque. Another implementation involves controlling both the second and third motors to reverse at their maximum output torque, and controlling the first motor to reverse based on the remaining torque, where the target braking torque = maximum output torque + remaining torque.

[0091] In this example, the vehicle is a four-wheel drive vehicle, with two drive wheels controlled by the same motor and the other two drive wheels controlled by two separate motors. When controlling the motor to reverse based on the target braking torque, the target braking torque is compared with the maximum output torque of the motor at the same end of the vehicle, and the motor is controlled according to the comparison result. This allows for effective braking while maintaining safe motor control in a floating state.

[0092] In the fifth example, the vehicle includes four motors, each corresponding to one wheel, i.e., the vehicle is a four-wheel drive vehicle (and each wheel is driven independently); the step of controlling the motors to reverse according to the target braking torque includes: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle (such as the front or rear end of the vehicle), controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling all four motors to reverse according to the target braking torque.

[0093] The first end can be either the front-end or the back-end. It can be controlled by default, automatically or randomly, or selected by the user.

[0094] For example, the target braking torque may include two or four sub-braking torques. When the target braking torque does not exceed the sum of the maximum output torques of the two motors on the same end, the target braking torque includes two sub-braking torques. In this case, the two motors on the first end corresponding to each sub-braking torque can be controlled to reverse, and the target braking torque is the sum of the two sub-braking torques. When the target braking torque exceeds the sum of the maximum output torques of the two motors on the same end, the target braking torque includes four sub-braking torques. In this case, the motor corresponding to each sub-braking torque can be controlled to reverse, and the target braking torque is the sum of the four sub-braking torques.

[0095] When controlling the motor to reverse, as shown in Figure 3, on one hand, the VCU can send the target torque of the FL motor (target torque of the left front wheel motor) to the left front wheel motor microcontroller unit (FL_Microcontroller Unit, FL_MCU), so that the FL_MCU can control the FL motor according to the target torque and the actual torque of the FL motor; on the other hand, the FL_MCU can feed back the actual torque of the FL motor to the VCU, and the VCU can generate a control signal according to the target torque and the actual torque of the FL motor, so as to control the FL motor through the FL_MCU. Similarly, the VCU can control the right front wheel motor, the left rear wheel motor, and the right rear wheel motor, thereby enabling the vehicle to achieve a floating braking function and meet the driver's braking expectations. Furthermore, when the vehicle is floating, the deceleration generated by the reversal of the wheel motors significantly exceeds the deceleration generated when the brake hydraulic wheels lock up, which can greatly reduce the collision risk of the vehicle floating on water. Referring to Figure 3, each of the above wheel motors is indicated by M, and the target torque of each motor in Figure 3 refers to the sub-braking torque corresponding to each motor.

[0096] In some embodiments of this disclosure, after obtaining the target braking torque, torque smoothing processing is also performed on the target braking torque. For example, the motor output torque can be controlled according to the target torque growth rate until the target braking torque is reached. The target torque growth rate can be set as needed to achieve smoothing of the target braking torque.

[0097] Torque smoothing can limit the rate of increase of the target torque to avoid poor ride comfort and reduced drivetrain life.

[0098] In some embodiments of this disclosure, controlling the braking system not to execute a first braking request includes: sending a request signal to the vehicle's braking system to disable the establishment of brake hydraulic function, and determining that a successful disabling signal for the request signal has been received from the braking system.

[0099] For example, the VCU can receive the brake pedal depth from the braking system in real time and determine whether the brake pedal depth exceeds a target depth threshold. If so, and the vehicle is in a floating state, the VCU sends a request signal to the braking system to disable the function of establishing brake hydraulic pressure. After receiving this request signal, the braking system, although detecting that the user has pressed the brake pedal, does not allow the four wheel cylinders to establish brake hydraulic pressure, and simultaneously feeds back the function disabling result status to the VCU, as shown in Figure 3. After receiving the disabling result status from the braking system, if the VCU determines that the braking system function disabling result is successful, it executes the subsequent step of controlling the vehicle's motor to reverse according to the first braking request.

[0100] Accordingly, if the braking system receives an empty request signal from the VCU to establish the brake hydraulic pressure function, or if the braking system still does not receive a request signal from the VCU after the duration of the brake pedal depth exceeding the target depth threshold reaches a certain threshold, the braking system will perform the normal braking function to establish the brake hydraulic pressure.

[0101] In some embodiments of this disclosure, prior to the step of controlling the motor of the vehicle to reverse according to the first braking request, the method further includes: when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance based on the distance between the obstacle and the vehicle.

[0102] In this embodiment, the step of controlling the motor of the vehicle to reverse according to the first braking request includes: controlling the motor to reverse according to the target braking distance and the vehicle speed to output the target braking torque corresponding to the braking request, so as to brake the vehicle within the target braking distance.

[0103] For example, the presence of obstacles in the vehicle's direction of travel can be detected using onboard camera sensors and radar. If obstacles are found, the distance between the vehicle and the obstacle is calculated to determine the target braking distance. To ensure safety, the target braking distance can be set to be less than the distance between the vehicle and the obstacle. Then, upon receiving a first braking request (indicating braking within the target braking distance), the motor is reversed based on the target braking distance and vehicle speed. For instance, the target braking torque can be obtained by looking up the target braking distance and vehicle speed in a table. The motor is then reversed based on the target braking torque to drive the wheel ends in reverse, achieving floating braking and preventing collisions with obstacles.

[0104] In some embodiments of this disclosure, after determining that the vehicle is in a floating state, the vehicle can also be controlled to perform water-floating steering, water-floating drive, etc., so that the vehicle can achieve more functions and meet more user needs.

[0105] For example, after determining that the vehicle is floating, upon receiving a steering request, at least one motor on one side of the vehicle is controlled to reverse, while the motor on the other side rotates forward or is in a non-operating state, to achieve a floating steering function. As another example, after determining that the vehicle is floating, upon receiving a drive request, at least two motors are controlled to reverse, to achieve a floating drive function; these at least two motors are coaxial.

[0106] Steering requests can be determined based on the steering wheel angle. When the steering wheel angle exceeds a target angle threshold and the turn is left, at least one motor on the left side of the vehicle can be controlled to reverse, while the motor on the right side rotates forward or is in a non-operating state. When the steering wheel angle exceeds the target angle threshold and the turn is right, at least one motor on the right side of the vehicle can be controlled to reverse, while the motor on the left side rotates forward or is in a non-operating state. Drive requests can be determined based on the accelerator pedal depth. When the accelerator pedal depth exceeds an accelerator depth threshold, two motors on the first axle can be controlled to reverse. The first axle can be either the front or rear axle.

[0107] In some embodiments of this disclosure, as shown in FIG4, the vehicle control method includes S41 to S44.

[0108] In S41, it is determined that the vehicle is in a floating state.

[0109] In S42, it is determined whether the vehicle's braking system, drive motor system, and electronic control system are all fault-free.

[0110] Taking a four-wheel drive vehicle as an example, the drive motor includes four wheel-side motors, and the drive motor system and its electronic control system include four wheel-side motor systems and their corresponding four electronic control systems. If there are no faults, step S43 is executed. Correspondingly, if the braking system fails, or if any wheel-side motor system or its electronic control system fails, step S44 is executed.

[0111] In S43, when a first braking request is received, the braking system is controlled not to execute the first braking request, and the motor is controlled to reverse according to the first braking request, so as to drive the vehicle wheels to reverse and achieve floating braking.

[0112] In S44, the vehicle is controlled to issue a warning message indicating that the floating brake deceleration function is limited.

[0113] For example, when the vehicle is floating, the VCU acquires the real-time status of the braking system, the four wheel-side motors, and the four corresponding electronic control systems. If the braking system is in a degraded state, or at least one wheel-side motor is in a fault state, or at least one electronic control system is in a fault state, it indicates that the floating brake function is faulty. The VCU can then control the vehicle's instrument panel to display a pop-up message, such as "Floating brake function is limited, please drive with caution."

[0114] For ease of understanding, the vehicle control method of some embodiments of the present disclosure is described below with reference to FIG5. As shown in FIG5, the vehicle control flow includes S51 to S59.

[0115] In S51, begin.

[0116] In S52, obtain the road surface type, vehicle speed, and suspension height.

[0117] In S53, the vehicle's floating status is determined based on road surface type, vehicle speed, and suspension height.

[0118] If yes, proceed to step S54; otherwise, return to step S52.

[0119] In S54, it is determined whether the vehicle's braking system, wheel-side motor system, and electronic control system are all fault-free.

[0120] If there are no faults, proceed to step S55; otherwise, proceed to step S58.

[0121] In S55, it is determined whether the brake pedal depth exceeds (e.g., is greater than) the target depth threshold.

[0122] If yes, proceed to step S56; otherwise, it means that there is no need to activate the floating brake deceleration function, and proceed to S59.

[0123] In S56, the braking system is triggered to disable the brake press-up pressure requirement.

[0124] It should be noted that the order of steps S56 and S55 can be reversed. If step S56 is executed before step S55, the implementation time of the vehicle's buoyancy braking function can be reduced. If step S55 is executed before step S56, unnecessary control of the braking system can be avoided to some extent.

[0125] In S57, the sub-braking torque of each wheel-side motor is obtained by looking up a table based on the brake pedal depth, vehicle speed, longitudinal acceleration and steering wheel angle, and the reversal of each wheel-side motor is controlled based on the sub-braking torque.

[0126] In S58, a message indicates that the floating brake deceleration function is limited.

[0127] End in S59.

[0128] Based on the vehicle control method of the above embodiments, some embodiments of this disclosure also propose a computer-readable storage medium.

[0129] In this embodiment, a computer program is stored on the computer storage medium. When the computer program is executed by the processor, it implements the vehicle control method of the above embodiment.

[0130] Some embodiments of this disclosure also propose an on-board controller (i.e., the VCU mentioned in the above vehicle control method section) for executing the vehicle control method of the above embodiments.

[0131] In some embodiments, as shown in FIG6, the vehicle controller 600 includes a processor 601 and a memory 603. The number of processors 601 may be one or more (FIG. 6 shows one as an example), and the processor 601 and the memory 603 are communicatively connected, such as via a bus 602. In some embodiments, the vehicle controller 600 may also include a transceiver 604. It should be noted that in practical applications, the transceiver 604 is not limited to one, and the structure of the vehicle controller 600 does not constitute a limitation of this disclosure.

[0132] Processor 601 may be a central processing unit (CPU), a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. Processor 601 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0133] Bus 602 may include a pathway for transmitting information between the aforementioned components. Bus 602 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Bus 602 may be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in Figure 6, but this does not indicate that there is only one bus or one type of bus.

[0134] The memory 603 stores a computer program corresponding to the vehicle control method of the above embodiments of this disclosure, which is executed by the processor 601. The processor 601 executes the computer program stored in the memory 603 to implement the content shown in the foregoing method embodiments.

[0135] Figure 7 is a block diagram of a vehicle according to some embodiments of the present disclosure.

[0136] As shown in Figure 7, the vehicle 700 includes the vehicle controller 600 described in the above embodiment.

[0137] In some embodiments, referring to Figures 2 and 3, the vehicle 700 further includes: a left front wheel, a right front wheel, a left rear wheel, a right rear wheel, wheel-side motors and electronic control systems corresponding to each wheel, as well as a steering system, an electronic stability system, an active suspension system, a camera sensing module, a water depth sensor, a vehicle speed sensor, etc.

[0138] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples of computer-readable media (a non-exhaustive list) include the following: electrical connections having one or more wires (electronic devices), portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), fiber optic devices, and compact disc read-only memory (CDROM).

[0139] Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0140] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0141] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0142] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0143] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0144] In this disclosure, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0145] In this disclosure, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0146] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A control method of a vehicle, comprising: controlling a braking system not to perform a first braking request and controlling a motor to reverse when it is determined that the vehicle is in a floating state and the first braking request is received, so as to control wheels of the vehicle to reverse and achieve a floating water braking. 2.The control method of a vehicle according to claim 1, further comprising: controlling the braking system to perform a second braking request when it is determined that the vehicle exits the floating state and the second braking request is received.

3. The control method of a vehicle according to claim 1 or 2, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state according to at least one of a road surface type of a road surface on which the vehicle is located, a water wading depth of the vehicle, and an actual suspension height of the vehicle.

4. The control method of a vehicle according to claim 3, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the water wading depth of the vehicle exceeds a target depth threshold.

5. The control method of a vehicle according to claim 4, wherein The target depth threshold is determined based on at least one of a mass, a volume of the vehicle, and a density of a medium.

6. The control method of a vehicle according to any one of claims 3-5, wherein, The water wading depth is determined based on a self installation height of a water depth sensor and a detected height, wherein the detected height is a distance between the water depth sensor and a water surface.

7. The control method of a vehicle according to claim 3, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when a suspension of the vehicle is in a free-fall state and an actual suspension height of the suspension exceeds a target height threshold.

8. The control method of a vehicle according to claim 7, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when at least two of the actual suspension heights of four suspensions of the vehicle exceed the target height threshold.

9. The control method of a vehicle according to claim 3, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is a water wading road section and the water wading depth exceeds the target depth threshold.

10. The control method of a vehicle according to claim 3, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is the water wading road section and the actual suspension height exceeds a target suspension height threshold.

11. The control method of a vehicle according to claim 3, wherein The determination that the vehicle is in the floating state comprises: determining that the vehicle is in the floating state when the road surface type is the water wading road section, the water wading depth exceeds the target depth threshold, and the actual suspension height exceeds the target height threshold.

12. The control method of a vehicle according to claim 1, wherein The controlling the motor to reverse according to the first braking request comprises: obtaining a brake pedal depth corresponding to the first braking request, and obtaining a vehicle speed and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle; controlling the motor to reverse according to the target braking torque.

13. The control method of a vehicle according to claim 12, wherein The obtaining the target braking torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle comprises: determining the target braking torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle, and a preset relationship. 14.The control method of a vehicle according to claim 13, wherein the preset relationship is a preset corresponding relationship between a brake pedal depth, a vehicle speed, a steering wheel angle, and a torque. 15.The control method of a vehicle according to claim 13, wherein The preset relationship is a preset corresponding relationship between a brake pedal depth, a vehicle speed, and a steering wheel angle interval data and a torque.

16. The control method of a vehicle according to claim 1, wherein The control of the motor reverse according to the first brake request comprises: obtaining a brake pedal depth corresponding to the first brake request, and obtaining a vehicle speed, a longitudinal acceleration, and a steering wheel angle of the vehicle; obtaining a target brake torque according to the brake pedal depth, the vehicle speed, the longitudinal acceleration, and the steering wheel angle; controlling the motor reverse according to the target brake torque.

17. The control method of a vehicle according to any one of claims 12-16, wherein, The vehicle comprises one motor, and the motor drives two wheels simultaneously. The control of the motor reverse according to the target brake torque comprises: controlling the motor to drive the two wheels to reverse according to the target brake torque.

18. The control method of a vehicle according to any one of claims 12-16, wherein, The vehicle comprises a first motor and a second motor, the first motor drives two first wheels simultaneously, and the second motor drives two second wheels simultaneously. The control of the motor reverse according to the target brake torque comprises: controlling the first motor to reverse according to a first sub-brake torque, and controlling the second motor to reverse according to a second sub-brake torque, wherein the target brake torque is a sum of the first sub-brake torque and the second sub-brake torque.

19. The control method of a vehicle according to any one of claims 12-16, wherein, The vehicle comprises a first motor and a second motor, the first motor drives left wheels, and the second motor drives right wheels, wherein the left wheels and the right wheels belong to front wheels or rear wheels. The control of the motor reverse according to the target brake torque comprises: controlling the first motor to reverse according to a first sub-brake torque, and controlling the second motor to reverse according to a second sub-brake torque, wherein the target brake torque is a sum of the first sub-brake torque and the second sub-brake torque.

20. The control method of a vehicle according to any one of claims 12-16, wherein, The vehicle comprises a first motor, a second motor, and a third motor, the first motor is configured to drive two wheels at a first end of the vehicle, the second motor is configured to drive a first side wheel at a second end of the vehicle, and the third motor is configured to drive a second side wheel at the second end of the vehicle. The control of the motor reverse according to the target brake torque comprises: when the target brake torque does not exceed a maximum output torque of the first motor, controlling the first motor to reverse according to the target brake torque; when the target brake torque exceeds the maximum output torque of the first motor and does not exceed a sum of maximum output torques of the first motor and the second motor, controlling the second motor and the third motor to reverse according to the target brake torque; when the target brake torque exceeds the sum of the maximum output torques of the first motor and the second motor, controlling the first motor, the second motor, and the third motor to reverse according to the target brake torque.

21. The control method of a vehicle according to claim 20, wherein The control of the first motor, the second motor, and the third motor to reverse according to the target brake torque comprises: controlling the first motor to reverse at a maximum output torque, and controlling the second motor and the third motor to reverse according to a residual torque, wherein the target brake torque = the maximum output torque + the residual torque.

22. The control method of a vehicle according to claim 20, wherein controlling the first motor, the second motor and the third motor to reverse according to the target braking torque comprises: controlling the second motor and the third motor to reverse at maximum output torque, and controlling the first motor to reverse according to a remaining torque, wherein the target braking torque = the maximum output torque + the remaining torque.

23. The control method of a vehicle according to any one of claims 12-15, wherein, the vehicle comprises four motors, each of the four motors corresponding to one wheel; controlling the motors to reverse according to the target braking torque comprises: when the target braking torque does not exceed the sum of the maximum output torques of two motors at the same end of the vehicle, controlling two motors at a first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

24. The control method of a vehicle according to any one of claims 12-15, wherein, controlling the motors to reverse according to the target braking torque comprises: controlling the motor output torque at a target torque growth rate until the target braking torque is reached.

25. The control method of a vehicle according to any one of claims 1 to 24, wherein, before the motor is controlled to reverse according to the first braking request, the method further comprises: when it is determined that there is an obstacle in the travel direction of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle; controlling the motor to reverse according to the first braking request comprises: controlling the motor to reverse according to the target braking distance and vehicle speed to output a target braking torque corresponding to the first braking request, so as to brake the vehicle within the target braking distance.

26. The control method of a vehicle according to any one of claims 1 to 25, wherein, after it is determined that the vehicle is in a floating state, the method further comprises: when a steering request is received, controlling at least one motor on one side of the vehicle to reverse, and the motor on the other side to be in a non-working state or to be in a forward rotation state according to the steering request, so as to realize a floating water steering function.

27. The control method of a vehicle according to any one of claims 1 to 26, wherein, after it is determined that the vehicle is in a floating state, the method further comprises: when a driving request is received, controlling at least two motors to reverse according to the driving request, so as to realize a floating water driving function, wherein the at least two motors are two coaxial motors.

28. A computer readable storage medium having stored thereon a computer program, wherein, the computer program is executed by a processor to implement the method according to any one of claims 1-27.

29. A vehicle-mounted controller, comprising: at least one processor; and a memory in communication connection with the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and the at least one processor executes the computer program to implement the control method of the vehicle according to any one of claims 1-27.

30. A vehicle comprising: The vehicle-mounted controller according to claim 29.

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