Skid wheel brake control method and device and vehicle

Abstract

The invention discloses a slipping wheel braking control method and device and a vehicle, and is applied to the technical field of vehicle running control, and the method comprises the steps that under the condition that the vehicle is controlled to start a braking torque control function, according to the wheel speed deviation value of a target slipping wheel, the initial braking torque of the target slipping wheel or the brake torque of the vehicle is combined, and the braking torque of the target slipping wheel is controlled; obtaining a candidate braking torque of the target slipping wheel; the candidate braking torque is limited, and the target braking torque of the target slipping wheel is obtained; and according to the target braking torque, braking control is conducted on the target slipping wheel. According to the technical scheme of the embodiment of the invention, the accuracy of the braking torque of the wheel can be effectively improved, so that the braking control precision of the slipping wheel is effectively improved, and the driving safety and the driving stability of the vehicle during slipping are ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle driving control, and in particular to a skidding wheel braking control method, device and vehicle. Background Art

[0002] A split road refers to a road with a significantly different adhesion coefficient on the left and right sides. When a vehicle is traveling on a split road, the same driving force is applied to the wheels on both sides of the drive axle. However, due to the different adhesion coefficients on the left and right sides, the wheel with the lower adhesion coefficient is more likely to slip during a high-throttle start. A high-throttle start is when the driver presses the accelerator hard, causing the engine to output power at high speed, driving the wheels rapidly.

[0003] In response to this, related technologies, when vehicle slip is detected, determine the slip ratio of the wheel experiencing drive slip and calculate the braking torque for that wheel based on this ratio. Braking control is then applied to that wheel based on the calculated braking torque, thereby ensuring vehicle stability during slip. However, these related technologies rely solely on the wheel slip ratio to determine the braking torque used to control the wheel, which fails to fully reflect the objective situation of wheel drive slip. This results in low accuracy in braking torque, and consequently, low precision in braking control of the slipping wheel. Summary of the Invention

[0004] The embodiments of the present application provide a method, device and vehicle for controlling braking of a slipping wheel, which are used to improve the accuracy of the braking torque of the wheel when drive slip occurs, thereby effectively improving the braking control accuracy of the slipping wheel.

[0005] In one aspect, an embodiment of the present application provides a method for controlling braking of a slipping wheel, comprising the following steps: When the braking torque control function is enabled on the vehicle, a candidate braking torque of the target slipping wheel is obtained according to the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle; performing a limiting process on the candidate braking torque to obtain a target braking torque of the target slipping wheel; The target slipping wheel is braked and controlled according to the target braking torque.

[0006] Optionally, in one embodiment, the candidate braking torque of the target slipping wheel is obtained based on the wheel speed deviation value of the target slipping wheel in combination with the starting braking torque of the target slipping wheel or the brake torque of the vehicle, including: obtaining a proportional control item and an integral control step according to the wheel speed deviation value; obtaining an integral control item according to the starting braking torque or other control data; wherein the other control data includes the proportional control item and the brake torque; obtaining the candidate braking torque according to the proportional control item, the integral control step and the integral control item. Optionally, in one embodiment, the integral control item is obtained based on the starting braking torque or other control data, including: obtaining the starting braking torque based on the brake torque and the drive shaft torque of the vehicle; if the current control cycle is the first control cycle, the starting braking torque is determined as the integral control item, otherwise the integral control item is obtained based on the other control data.

[0007] Optionally, in one embodiment, the method according to the brake torque and the drive shaft torque of the vehicle includes: obtaining the driving torque of the target slipping wheel according to the drive shaft torque; obtaining the effective driving torque of the target slipping wheel according to the driving torque and the brake torque; and performing table lookup processing on the effective driving torque to obtain the starting braking torque.

[0008] Optionally, in one embodiment, the candidate braking torque is limited to obtain the target braking torque of the target slipping wheel, including: obtaining the maximum braking torque of the target slipping wheel based on the historical braking torque of the target slipping wheel; wherein the historical braking torque represents the target braking torque of the target slipping wheel in the previous control cycle; and the candidate braking torque is limited according to the maximum braking torque to obtain the target braking torque.

[0009] Optionally, in one embodiment, the limiting processing of the candidate braking torque according to the maximum braking torque to obtain the target braking torque includes: selecting the minimum value of the braking torques between the candidate braking torques and the maximum braking torque as the target braking torque.

[0010] Optionally, in one embodiment, the controlling the vehicle to enable the braking torque control function includes: when the vehicle is detected to be slipping and the vehicle has not enabled the braking torque control function, obtaining a slipping wheel speed deviation value based on the reference vehicle speed, left axle wheel speed and right axle wheel speed of the vehicle, combined with the slip speed of the target slipping wheel; if the slipping wheel speed deviation value is greater than the activation threshold and the first duration reaches a first duration threshold, controlling the vehicle to enable the braking torque control function; wherein, the first duration is the duration during which the wheel speed deviation value is greater than the activation threshold.

[0011] Optionally, in one embodiment, after the vehicle is controlled to enable the braking torque control function, the method further includes the following steps: if the target braking torque is less than the torque threshold and the second duration reaches a second duration threshold, the vehicle is controlled to turn off the braking torque control function; wherein, the second duration is the duration during which the target braking torque is less than the torque threshold.

[0012] On the other hand, an embodiment of the present application provides a skidding wheel brake control device, comprising: a first processing module, configured to obtain, when the braking torque control function of the vehicle is enabled, a candidate braking torque of the target slipping wheel based on the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle; a second processing module, configured to perform a limiting process on the candidate braking torque to obtain a target braking torque of the target slipping wheel; A control module is used to perform braking control on the target slipping wheel according to the target braking torque.

[0013] In another aspect, an embodiment of the present application provides a vehicle, comprising: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-mentioned slipping wheel braking control method.

[0014] According to a skidding wheel braking control method, device and vehicle provided in an embodiment of the present application, full consideration is given to the fact that multi-dimensional factors such as vehicle braking intention and wheel braking condition jointly affect the wheel drive skidding condition. First, on the basis of the wheel speed deviation value used to indicate the wheel drive skidding condition, combined with any one of the starting braking torque used to indicate the wheel braking condition or the brake torque used to indicate the vehicle braking intention, an initial value of the braking torque for controlling the target skidding wheel, i.e., the candidate braking torque, is obtained. In this way, the accuracy of the braking torque of the wheel can be effectively improved; then, the initial value of the braking torque is obtained by limiting the initial value of the above-mentioned braking torque. To the final value of the braking torque used to control the target slipping wheel, that is, the target braking torque, in this way, the value of the braking torque can be limited to the normal range, reducing the risk of vehicle shaking, vehicle deviation and other phenomena caused by excessive braking torque, and further improving the accuracy of the wheel braking torque; finally, the braking control of the target slipping wheel is realized on the basis of the target braking torque. In this way, the control force of the wheel braking torque can be effectively adjusted, and the vehicle drive anti-skid adjustment is achieved according to the actual situation of the wheel drive skidding, thereby effectively improving the braking control accuracy of the slipping wheel and ensuring the driving safety and stability of the vehicle when skidding.

[0015] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present application. The purposes and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a flow chart of the skidding wheel braking control method provided by the present application; Figure 2 This is a flowchart of activating or deactivating the braking torque control function provided by this application; Figure 3 is a flow chart for determining candidate braking torques provided by the present application; Figure 4 is a flow chart for determining integral control items provided by this application; Figure 5 is an example diagram of the torque mapping data provided in this application; Figure 6 It is a flow chart of the restriction processing provided by this application; Figure 7 This is a diagram of a specific implementation process of the skidding wheel braking control method provided by this application; Figure 8 is a structural diagram of the skidding wheel brake control device provided by the present application; Figure 9 is an example diagram of a vehicle provided in this application. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0018] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the present application. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0019] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0021] A split road refers to a road with a significant difference in adhesion coefficients on the left and right sides. Simply put, the adhesion coefficient on one side of a split road is higher, while the adhesion coefficient on the other side is lower. When a vehicle travels on a split road, the same driving force is input to the wheels on the left and right sides of the drive shaft. Due to the different adhesion coefficients on the left and right sides, the wheels on the side with the lower adhesion coefficient are more likely to experience drive slip during a high-throttle start. A high-throttle start refers to a situation where the driver presses the accelerator hard, causing the engine to output power at high speed and drive the wheels rapidly. Increasing the accelerator stroke at this time increases the grip of the wheel on the high-adhesion side, exacerbating the drive slip and potentially causing driving safety issues such as vehicle yaw and loss of control. Reducing the accelerator stroke at this time can alleviate the drive slip, but this will significantly reduce the vehicle's acceleration performance, causing unnecessary disruptions to daily traffic and a poor driving experience for the driver.

[0022] In response to this, related technologies, when vehicle slip is detected, determine the slip ratio of the wheel experiencing drive slip and calculate the braking torque for that wheel based on this information. The wheel is then controlled based on the calculated braking torque to ensure vehicle stability during slip. However, related technologies rely solely on the wheel slip ratio to determine the braking torque used to control the wheel, which fails to fully reflect the objective situation of wheel drive slip. This results in low accuracy in the braking torque, and consequently, low precision in braking control of the slipping wheel.

[0023] In view of this, the embodiments of the present application provide a slipping wheel braking control method, device and vehicle, aiming to improve the accuracy of the braking torque of the wheel when drive slip occurs, thereby effectively improving the braking control accuracy of the slipping wheel and ensuring the driving safety and stability of the vehicle.

[0024] First, a skidding wheel braking control method provided by an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0025] A method for controlling braking of a slipping wheel provided in an embodiment of the present application can be applied to a terminal, a server, or software running in a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. In addition, the server can also be a node server in a blockchain network, but is not limited thereto. Blockchain is a new application model for computer technologies such as distributed data storage, point-to-point transmission, consensus mechanisms, and encryption algorithms.

[0026] Reference Figure 1 The skidding wheel braking control method may include the following steps S101-S103: S101, when the vehicle is controlled to enable the braking torque control function, a candidate braking torque of the target slipping wheel is obtained according to the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle.

[0027] In this step, if any wheel of the vehicle is detected experiencing drive slip, the vehicle is determined to be slipping, and the Brake Torque Control (BTC) function is activated. For ease of understanding, this embodiment of the application defines any wheel experiencing drive slip as a target slipping wheel, and the Brake Torque Control function is used to precisely control the braking of this target slipping wheel.

[0028] Specifically, when the vehicle has the braking torque control function enabled, for the current control cycle, first, the wheel speed deviation value and starting braking torque of the target slipping wheel, as well as the vehicle's brake torque, are obtained. The wheel speed deviation value is used to indicate the wheel speed difference between the target slipping wheel and the other wheels, which directly reflects the actual situation of wheel drive slip; the starting braking torque is used to indicate the braking torque value of the target slipping wheel when the braking torque control function is enabled, which directly reflects the braking condition of the wheel during drive slip; and the brake torque indicates the braking torque value output by the vehicle brake, which directly reflects the braking condition of the vehicle during slip and indirectly reflects the braking intention. Subsequently, based on the wheel speed deviation value, combined with the starting braking torque or brake torque, a candidate braking torque for the target slipping wheel is determined, which is the initial value of the braking torque used to control the target slipping wheel.

[0029] Optionally, the method for detecting whether a wheel is experiencing drive slip can be configured based on actual circumstances and is not specifically limited in this embodiment of the present application. For example, the wheel slip ratio can be calculated using the estimated reference vehicle speed. If the wheel slip ratio is greater than a preset slip ratio threshold, it is determined that the wheel is experiencing drive slip; otherwise, it is determined that the wheel is not experiencing drive slip, but the present invention is not limited thereto.

[0030] Alternatively, the interval of the control cycle of the braking torque control function can be set according to actual conditions, which is not limited in this embodiment. For example, the interval of the control cycle of the braking torque control function can be 10ms, but is not limited thereto.

[0031] S102: Limit the candidate braking torque to obtain a target braking torque for the target slipping wheel.

[0032] In this step, for the current control cycle, after obtaining the candidate braking torque, the candidate braking torque is restricted to ensure that the value of the braking torque is within the normal range, thereby obtaining the target braking torque of the target slipping wheel, which is the final value of the braking torque used to control the target slipping wheel.

[0033] S103: Perform braking control on the target slipping wheel according to the target braking torque.

[0034] In this step, after obtaining the target braking torque for the current control cycle, braking control is implemented on the target slipping wheel by applying the target braking torque to the target slipping wheel. It should be understood that after the current control cycle ends, the system will jump to the next control cycle, and this cycle of control will be implemented until no drive slip is detected on all wheels of the vehicle, that is, until braking control is terminated.

[0035] It can be seen that the embodiment of the present application fully considers that multi-dimensional factors such as vehicle braking intention and wheel braking condition jointly affect the wheel drive slip condition. First, on the basis of the wheel speed deviation value used to indicate the wheel drive slip condition, combined with the starting braking torque used to indicate the wheel braking condition or any one of the brake torques used to indicate the vehicle braking intention, the initial value of the braking torque for controlling the target slipping wheel, that is, the candidate braking torque, is obtained. In this way, the accuracy of the wheel braking torque can be effectively improved; then, the initial value of the braking torque for controlling the target slipping wheel is obtained by limiting the initial value of the above-mentioned braking torque. The final value of the braking torque of the wheel, that is, the target braking torque, can limit the value of the braking torque to a normal range, reduce the risk of vehicle shaking, vehicle deviation, etc. caused by excessive braking torque, and further improve the accuracy of the braking torque of the wheel; finally, based on the target braking torque, the braking control of the target slipping wheel is realized. In this way, the control force of the braking torque of the wheel can be effectively adjusted to ensure that the vehicle drive anti-skid adjustment is realized according to the actual situation of the wheel drive slip, thereby effectively improving the braking control accuracy of the slipping wheel and ensuring the driving safety and stability of the vehicle when slipping.

[0036] The above steps will be further explained below.

[0037] In some embodiments, reference Figure 2 In the above step S101, controlling the vehicle to enable the braking torque control function may include the following steps S201-S202.

[0038] S201, when vehicle slip is detected and the braking torque control function is not enabled, a slip wheel speed deviation value is obtained based on the vehicle's reference speed, left axle wheel speed, and right axle wheel speed, combined with the slip speed of the target slip wheel.

[0039] It should be noted that the reference vehicle speed refers to the vehicle speed value determined by integrating multiple vehicle speed estimation values, which is used to accurately reflect the actual driving state of the vehicle; the slip speed refers to the speed of the wheel slipping, which is along the direction of wheel travel; the left axle speed refers to the wheel speed of the left wheel of the target axle, and the right wheel speed refers to the wheel speed of the right wheel of the target axle. The target drive shaft refers to any axle. In simple terms, the left axle speed and the right axle speed respectively refer to the wheel speeds of the left and right wheels on the same axis.

[0040] It can be understood that the slipping wheel speed deviation value refers to the wheel speed deviation value of the target slipping wheel when vehicle slip is detected and the braking torque control function is not enabled.

[0041] In this step, when vehicle slip is detected and the braking torque control function is not enabled, the slip speed of the target slipping wheel is first obtained, along with the vehicle's reference speed, left axle wheel speed, and right axle wheel speed. These data are obtained when vehicle slip is detected and the braking torque control function is not enabled. Then, based on the reference speed and slip speed, a target wheel speed of the target slipping wheel is obtained, indicating the actual wheel speed level of the target slipping wheel. Furthermore, based on the left axle wheel speed and right axle wheel speed, a geometric wheel speed of the vehicle is obtained, indicating the actual wheel speed level of the wheel coaxial with the target slipping wheel. Subsequently, based on the target wheel speed and geometric wheel speed, a slipping wheel speed deviation value is obtained, indicating the wheel speed difference between the target slipping wheel and the other wheels.

[0042] Among them, when calculating the slip wheel speed deviation value, the sum of the reference vehicle speed and the slip speed is determined as the target wheel speed, the average of the left axle wheel speed and the right axle wheel speed is determined as the geometric wheel speed, and the difference between the geometric wheel speed and the target wheel speed is determined as the slip wheel speed deviation value. Here, due to the influence of the slip speed, the wheel speed of the target slip wheel is usually higher than the reference vehicle speed. The actual wheel speed level of the target slip wheel can be accurately determined by the sum of the reference vehicle speed and the slip speed; the actual wheel speed level of the wheel coaxial with the target slip wheel can be comprehensively reflected by the average of the left and right wheel speeds; and the wheel speed difference between the target slip wheel and its coaxial wheels can be accurately determined. For ease of understanding, the slip wheel speed deviation value can be expressed as the following formula (1): (1); In formula (1), Indicates the slipping wheel speed deviation value; Indicates the right axle wheel speed; Indicates the left axle wheel speed; Indicates the reference vehicle speed; Indicates the slip speed. For example, if the target wheel speed is 70 km / h and the geometric wheel speed is 55 km / h, the slip speed deviation is 15 km / h.

[0043] S202: If the slipping wheel speed deviation value is greater than the activation threshold and the first duration reaches the first duration threshold, control the vehicle to enable the braking torque control function; wherein the first duration is the duration during which the slipping wheel speed deviation value is greater than the activation threshold.

[0044] In this step, if vehicle slip is detected and the braking torque control function is not enabled, the first step is to determine whether the slipping wheel speed deviation value is greater than a preset activation threshold. If not, the speed difference between the target slipping wheel and the other wheels is normal or too small, and the slip level of the target slipping wheel is controllable. In this case, braking control of the target slipping wheel is not required, and the process returns to step S201 to complete the loop determination. If so, the speed difference between the target slipping wheel and the other wheels may be too large, and the slip level of the target slipping wheel may be uncontrollable. At this point, it cannot be fully determined whether the target slipping wheel requires braking control.

[0045] To further accurately determine whether the slip level of the target slipping wheel is controllable and to implement braking control accordingly, upon determining that the slipping wheel speed deviation value is greater than the activation threshold, a control timer begins to determine a first duration, i.e., the duration during which the slipping wheel speed deviation value is greater than the activation threshold, and then detects whether the first duration has reached a first duration threshold. If the first duration reaches the first duration threshold, and if the slipping wheel speed deviation value remains greater than the activation threshold during the detection period, it indicates that the wheel speed difference between the target slipping wheel and the other wheels is excessively large for an extended period of time. In this case, it can be determined that the slip level of the target slipping wheel is uncontrollable and requires braking control. At this point, the vehicle is controlled to activate the braking torque control function.

[0046] If it is detected that the first duration reaches the first duration threshold, but the slipping wheel speed deviation value is less than the activation threshold during the detection period, it indicates that the slip degree of the target slipping wheel has changed. In this case, it is necessary to re-determine whether braking control is required. In this case, the vehicle is not controlled to activate the braking torque control function, and the process returns to step S201 above to complete the loop detection. If it is not detected that the first duration reaches the first duration threshold, the vehicle is not controlled to activate the braking torque control function, and the process returns to the step of detecting whether the first duration reaches the first duration threshold to complete the loop detection.

[0047] Here, when the vehicle is detected to be slipping and the braking torque control function is not enabled, if the slipping wheel speed deviation value is greater than the preset activation threshold, and the duration of the slipping wheel speed deviation value being greater than the activation threshold reaches a first duration threshold, it is determined that the wheel speed difference between the target slipping wheel and the other wheels is too large for a long time. At this time, the vehicle will be controlled to enable the braking torque control function to achieve braking control of the target slipping wheel. In this way, the timing of enabling the braking control can be accurately determined, ensuring that braking control is performed in a timely manner when the wheel drive slip occurs, meeting the real-time requirements of vehicle driving control, and reducing the risks of false activation and missed activation, thereby helping to improve the braking control accuracy of the slipping wheel. For example, the activation threshold is defined as 3m / s, and the first duration threshold is defined as 0.5 seconds. When the slipping wheel speed deviation value is greater than 3m / s and lasts for 0.5 seconds, the vehicle is controlled to enable the braking torque control function, otherwise the vehicle is not controlled to enable the braking torque control function. Optionally, the activation threshold and the first duration threshold can be set based on actual circumstances, and this embodiment does not impose any restrictions thereon. For example, the activation threshold is 3 m / s, but is not limited thereto. For another example, the first mapping data may record multiple preset reference speeds and the corresponding waiting times for each preset reference speed. The waiting time corresponding to the current reference speed is retrieved from the first mapping data as the first duration threshold. The first mapping data may be in the form of a chart or a table, but is not limited thereto.

[0048] In some embodiments, reference Figure 2 After controlling the vehicle to enable the braking torque control function in step S101, the method may further include the following step S203: S203: If the target braking torque is less than the torque threshold and the second duration reaches the second time threshold, control the vehicle to turn off the braking torque control function; wherein the second duration is the duration during which the target braking torque is less than the torque threshold.

[0049] In this embodiment, after the vehicle is controlled to activate the braking torque control function, the target braking torque for the target slipping wheel in the current control cycle is obtained. In this case, it is first determined whether the target braking torque is less than a preset torque threshold. If not, it indicates that the slip level of the target slipping wheel is still uncontrollable, in which case braking control of the target slipping wheel must continue, and the vehicle is controlled to maintain the braking torque control function. If it is, it indicates that the slip level of the target slipping wheel may be controllable, but it is not certain whether the target slipping wheel still needs to be braked.

[0050] To further accurately determine whether the slip level of the target slipping wheel is controllable and accordingly terminate braking control, if the target braking torque is determined to be less than a torque threshold, a timer is controlled to begin timing to determine a second duration (i.e., the duration during which the target braking torque is less than the torque threshold) and to detect whether the second duration reaches a second duration threshold. If it is detected that the second duration reaches the second duration threshold and the target braking torque remains less than the torque threshold during the detection period, it indicates that the target slip torque is completely normal or too small, and the slip level of the target slipping wheel is controllable. In this case, braking control of the target slipping wheel can be terminated, and the vehicle is controlled to disable the braking torque control function. If it is detected that the second duration reaches the second duration threshold, but the target braking torque exceeds the torque threshold during the detection period, it indicates that the target slip torque has changed. In this case, it is necessary to re-determine whether to terminate braking control. The vehicle is controlled to maintain the braking torque control function and jump to the next control cycle, thus completing a loop determination. If it is not detected that the second duration reaches the second duration threshold, the vehicle is controlled to maintain the braking torque control function and return to the step of detecting whether the second duration reaches the second duration threshold, thus completing a loop determination.

[0051] Here, when it is detected that the target braking torque is less than the preset torque threshold, and the duration of the target braking torque being less than the torque threshold reaches the second duration threshold, it is determined that the slippage of the target slipping wheel is controllable. At this time, the vehicle will be controlled to turn off the braking torque control function to end the braking control of the target slipping wheel. In this way, the timing of turning off the braking control can be accurately determined, ensuring that the braking control is ended in time when the wheel drive slip is controllable, reducing the load on the vehicle control end, and reducing the risks of false closure and missed closure, thereby helping to improve the braking control accuracy of the slipping wheel. For example, the torque threshold is defined as 50Nm, and the second duration threshold is 1 second. When the target braking torque is less than 50Nml and lasts for 1 second, the vehicle is controlled to turn off the braking torque control function, otherwise the vehicle is controlled to maintain the braking torque control function.

[0052] Optionally, the torque threshold and the second duration threshold can be set based on actual circumstances, and this embodiment does not impose any limitations thereon. For example, the torque threshold may be 50 Nm₁, but is not limited thereto. For another example, the second mapping data may record multiple preset reference speeds and the corresponding closing times for each preset reference speed. The closing time corresponding to the current reference speed is retrieved from the second mapping data as the second duration threshold. The second mapping data may be in the form of a chart or table, but is not limited thereto.

[0053] In some embodiments, reference Figure 3In the above step S101, the candidate braking torque of the target slipping wheel is obtained according to the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle, which may include the following steps S301-S303.

[0054] S301: Obtain a proportional control term and an integral control step size according to the wheel speed deviation value.

[0055] It should be noted that the proportional control term (P term) is the control variable used to quickly respond to the current error; the integral control step size (I term step size) refers to the single-step increment of the integral control term within each cycle of the traction control system (TCS). It is the contribution of the current error to the integral control term and is used to gradually update the total output of the integral control term.

[0056] It is understood that this wheel speed deviation value is specific to the current control cycle and is calculated based on the vehicle's current reference speed, current left axle wheel speed, and current right axle wheel speed, combined with the current slip speed of the target slipping wheel. For a detailed description of its implementation, please refer to the description of the slipping wheel speed deviation value in the aforementioned embodiment. Unlike the slipping wheel speed deviation value in the aforementioned embodiment, the current reference vehicle speed, current left axle wheel speed, current right axle wheel speed, and current slip speed used to calculate the wheel speed deviation value are all data for the current control cycle.

[0057] In this step, the wheel speed deviation and proportional coefficient are calculated for the current control cycle to obtain the proportional control term. Simultaneously, the wheel speed deviation, integral coefficient, and cycle interval are calculated to obtain the integral control step size. The cycle interval refers to the cycle interval of the traction control system (TCS). In this way, determining the proportional control term based on the speed difference between the target slipping wheel and other wheels allows for rapid and accurate capture of the proportional control amount. Determining the integral control step size based on the speed difference between the target slipping wheel and other wheels and the traction control system cycle allows for rapid and accurate capture of the single-step increment of the integral control within each cycle.

[0058] When calculating the proportional control term and the integral control step, the product of the wheel speed deviation and the proportional coefficient is used as the proportional control term, and the product of the wheel speed deviation, the integral coefficient, and the period interval is used as the integral control step. For ease of understanding, the proportional control term and the integral control step can be expressed as the following formula (2): , (2); In formula (2), Represents a proportional control term; represents the proportionality coefficient; represents the integral control step size; represents the integral coefficient; Indicates the period interval.

[0059] Optionally, the proportional control coefficient and the integral control coefficient can be set based on actual conditions, which is not limited in this embodiment. For example, the third mapping data pre-stores a plurality of preset operating conditions and the proportional control coefficient and integral control coefficient corresponding to each preset operating condition, and the fourth mapping data pre-stores a plurality of preset operating conditions and the gain coefficient corresponding to each preset operating condition. These data are all pre-calibrated data. Based on this, the vehicle operating condition is obtained, and the proportional control coefficient and the integral control coefficient corresponding to the current operating condition are searched from the third mapping data. Simultaneously, the gain coefficient corresponding to the current operating condition is searched from the fourth mapping data. The product of the searched proportional control coefficient and the searched gain coefficient is then calculated as the proportional coefficient, and the product of the searched integral control coefficient and the searched gain coefficient is calculated as the integral coefficient.

[0060] Alternatively, the periodic interval may be set according to actual conditions, which is not limited in this embodiment. For example, the periodic interval may be 0.02 seconds, but is not limited thereto.

[0061] S302 : Obtain an integral control item according to the initial braking torque or other control data; wherein the other control data includes a proportional control item and a brake torque.

[0062] It should be noted that the integral control term (I term) refers to the total output of the integral control and is the accumulated result of historical errors.

[0063] In this step, for the current control cycle, the proportional control term and brake torque are defined as other control data. A determination is then made as to whether the current control cycle is the first cycle. Based on this information, the integral control term is combined with the initial braking torque or other control data to determine the integral control term. In this manner, the integral control term is determined based on the wheel's braking conditions or other control conditions (i.e., the proportional control term and the vehicle's braking intent). This accurately captures the integral control term, taking into account multiple factors related to the integral control term, including the actual wheel braking conditions, the proportional control amount, and the vehicle's braking intent. This effectively improves the braking control's responsiveness, prevents overshoot, and ensures that the wheel's braking torque remains stable within a normal range.

[0064] S303 : Obtain a candidate braking torque according to the proportional control term, the integral control step, and the integral control term.

[0065] In this step, after obtaining the proportional control term, integral control step, and integral control term for the current control cycle, torque calculation is performed based on these values to obtain a candidate braking torque, which serves as the initial value of the braking torque used to control the target slipping wheel. This introduces proportional-integral-derivative (PID) control, using only the proportional control term, integral control term, and integral control step to determine the initial value of the braking torque used to control the target slipping wheel. The proportional control term enables rapid response and reduces dynamic deviation in braking control. The combination of the integral control step and the integral control term effectively corrects the control residual of braking control and prevents overshoot. Determining the initial value of the braking torque used to control the target slipping wheel based on these parameters effectively improves the accuracy of the wheel's braking torque, while balancing rapid response and long-term stability in braking control, thereby enhancing braking control precision for the slipping wheel.

[0066] When calculating the candidate braking torque, the sum of the proportional control term, the integral control step, and the integral control term is determined as the candidate braking torque, as shown in the following formula (3): (3); In formula (3), represents the candidate braking torque; Represents the integral control term.

[0067] In some embodiments, reference Figure 4 In the above step S302, the integral control term is obtained according to the initial braking torque or other control data, which may include the following steps S401-S402: S401, obtaining an initial braking torque based on the brake torque and the vehicle's drive shaft torque; S402: If the current control cycle is the first control cycle, the initial braking torque is determined as an integral control item; otherwise, the integral control item is obtained according to other control data.

[0068] In this embodiment, for the current control cycle, the vehicle's drive shaft torque is first acquired. This refers to the rotational torque exerted by the drive shaft during power transmission. Then, a torque calculation is performed based on the drive shaft torque and the brake torque representing the vehicle's braking intent to obtain the initial braking torque, which directly reflects the braking condition of the wheel during drive slip. This effectively improves the accuracy of determining the vehicle's braking condition, thereby helping to improve the accuracy of braking control for slipping wheels. Next, a determination is made as to whether the current control cycle is the first control cycle, i.e., the first cycle in which the braking torque control function begins.

[0069] When the current control cycle is the first, the braking torque control function is in its initial state and has not yet accumulated any historical error data. If accumulation were to begin from zero, the braking torque would rise slowly, failing to meet the rapid response requirements of braking control. To address this, this embodiment directly sets the integral control term as the starting braking torque. This quickly provides a baseline braking torque, shortening the transition time from no control to effective control, reducing the risk of excessive wheel slip or brake failure caused by lag in the integral control term, and meeting the rapid response requirements of braking control.

[0070] When the current control cycle is not the first, the braking torque control function is not in its initial state and has accumulated a certain amount of historical error data. In traditional PID control, the integral control term will continue to accumulate errors. If the error persists for a long time, such as when insufficient braking force causes continuous wheel slip, the integral control term may tend to increase indefinitely, leading to braking torque overshoot or, for example, excessive braking torque causing wheel lock. To address this issue, this embodiment determines the integral control term based on the proportional control term and the brake torque. Specifically, the difference between the brake torque and the proportional control term is used as the integral control term. Because the brake torque reflects the actual braking intent, this is equivalent to using the actual control demand to infer the integral control term, thereby reducing the risk of braking torque overshoot caused by error accumulation and ensuring smooth braking torque adjustment. Furthermore, in steady state, the proportional control term tends to approach zero. In this case, the integral control term can assume the primary braking torque output, thereby correcting the control residual of the braking control through the accumulation of historical errors.

[0071] For ease of understanding, the integral control term can be expressed as the following formula (4): (4); In formula (4), Indicates the initial braking torque; Indicates the brake torque.

[0072] In some embodiments, the above step S401 may include the following steps S501-S503 according to the brake torque and the drive shaft torque of the vehicle.

[0073] S501: Obtain the driving torque of the target slipping wheel according to the driving shaft torque.

[0074] It should be noted that the driving torque indicates the torque value of the engine distributed to the target slipping wheel.

[0075] In this step, for the current control cycle, calculations are performed based on the drive shaft torque to obtain the driving torque of the target slipping wheel. When calculating the driving torque of the target slipping wheel, the mean value of the drive shaft torque is determined as the driving torque of the target slipping wheel. Here, the driving torque of the target slipping wheel is the average value of the drive shaft torque, rather than the instantaneous value. This can smooth transient torque fluctuations, such as torque oscillations caused by sudden changes in engine torque or road bumps, and can more realistically capture the driving force requirements of the target slipping wheel, thereby improving the efficiency and accuracy of obtaining the driving torque. For ease of understanding, the driving torque of the target slipping wheel can be expressed as the following formula (5): (5); In formula (5), represents the driving torque; Indicates the drive shaft torque.

[0076] S502: Obtain the effective driving torque of the target slipping wheel according to the driving torque and the brake torque.

[0077] It should be noted that the effective driving torque indicates the effective torque value distributed to the engine of the target slipping wheel.

[0078] In this step, for the current control cycle, calculations are performed based on the driving torque and the brake torque to obtain the effective driving torque of the target slipping wheel. When calculating the effective driving torque of the target slipping wheel, the difference between the driving torque and the brake torque is determined as the effective driving torque of the target slipping wheel. Here, taking into account the influence of the brake torque on the driving force demand allocated to the target slipping wheel, the effective driving torque of the target slipping wheel is determined by measuring the difference between the driving torque and the brake torque, that is, the net driving torque, which reflects the torque that the target slipping wheel can actually use for driving, thereby improving the efficiency and accuracy of obtaining the effective driving torque. For ease of understanding, the effective driving torque of the target slipping wheel can be expressed as the following formula (6): (6); In formula (6), Indicates the effective driving torque.

[0079] S503: Look up the effective driving torque in a table to obtain the initial braking torque.

[0080] In this step, for the current control cycle, the preset torque mapping data is retrieved based on the effective driving torque. The torque mapping data stores multiple preset driving torques and the braking torque corresponding to each preset driving torque. The braking torque corresponding to the effective driving torque can be obtained through the retrieval and determined as the starting braking torque. Here, based on the effective driving torque of the target slipping wheel, the starting braking torque of the target slipping wheel can be quickly retrieved through the torque mapping data, thereby improving the efficiency of obtaining the starting braking torque and meeting the rapid response requirements of the braking control. Since the torque mapping data is pre-calibrated with a "driving torque-braking torque" correspondence, the correspondence is accurate data. The starting braking torque of the target slipping wheel can be accurately determined through the torque mapping data, thereby improving the accuracy of the starting braking torque.

[0081] Optionally, the form of the torque mapping data can be set according to actual conditions, and this embodiment does not specifically limit this. Figure 5 The figure shows an example of torque mapping data. The torque mapping data is in the form of a chart. The horizontal axis represents the preset driving torque and the vertical axis represents the braking torque. In this chart, the driving torque and the braking torque show a linear relationship. Specifically, Through this linear relationship, the braking torque corresponding to the current effective driving torque can be quickly found and used as the starting braking torque.

[0082] In some embodiments, reference Figure 6 In the above step S102, the candidate braking torque is restricted to obtain the target braking torque of the target slipping wheel, which may include the following steps S601-S602.

[0083] S601, obtaining a maximum braking torque of the target slipping wheel according to a historical braking torque of the target slipping wheel; wherein the historical braking torque represents the target braking torque of the target slipping wheel in the previous control cycle.

[0084] It should be noted that the maximum braking torque indicates the maximum value of the braking torque allowed to be applied in the current control cycle.

[0085] In this step, for the current control cycle, first, the target braking torque of the target slipping wheel in the previous control cycle is obtained and defined as the historical braking torque. Then, a slope limit is introduced. The slope limit refers to the ratio of the difference between the braking torque of the next control cycle and the braking torque of the current control cycle to the period interval of the braking torque control function. This is equivalent to the slope of a slope line, which is used to limit the rate of change of the braking torque at each moment to prevent a sudden change in the braking torque. For example, a braking torque of 10 Nm is applied in the current control cycle, and a braking torque of 100 Nm is suddenly applied in the next control cycle. The sudden application of excessive braking torque will cause the vehicle to pitch too much, while affecting the driving comfort and safety. The slope limit is used to alleviate this sudden change problem. Afterwards, the maximum braking torque of the target slipping wheel is calculated based on the historical braking torque and combined with the slope limit. Among them, when calculating the maximum braking torque, the sum of the historical braking torque and the slope limit is determined as the maximum braking torque, as shown in the following formula (7): (7); In formula (7), Indicates the maximum braking torque; represents the historical braking torque; Indicates the slope limit. The slope limit can be set according to actual conditions and is not limited in this embodiment. For example, the slope limit can be 10 Nm, but is not limited thereto.

[0086] S602: Limit the candidate braking torques according to the maximum braking torque to obtain a target braking torque.

[0087] In this step, for the current control cycle, the initial value of the braking torque used to control the target slipping wheel is limited based on the maximum allowable braking torque. This results in a final value of the braking torque used to control the target slipping wheel, i.e., the target braking torque. Here, the maximum braking torque is used to limit the braking torque value to within a normal range, reducing the risk of vehicle jerking or swerving due to excessive braking torque, and further improving the accuracy of the wheel's braking torque. This facilitates adjusting the control strength of the wheel's braking torque during subsequent braking control, ensuring that vehicle drive anti-slip adjustment is implemented based on the actual wheel drive slip situation, thereby effectively improving the braking control accuracy of the slipping wheel.

[0088] In some embodiments, in step S602, limiting the candidate braking torque according to the maximum braking torque to obtain the target braking torque may include: Among the candidate braking torques and the maximum braking torque, the minimum value of the braking torques is selected as the target braking torque.

[0089] In this embodiment, the smaller of the initial value of the braking torque for controlling the target slipping wheel and the maximum value of the braking torque allowed to be applied in the current control cycle is used to obtain the final value of the braking torque for controlling the target slipping wheel, i.e., the target braking torque, as shown in the following formula (8): (8); In formula (8), Indicates the target braking torque.

[0090] Here, by taking the smaller of the candidate braking torque and the maximum braking torque, the value of the braking torque is limited to the normal range, reducing the risk of vehicle shaking, vehicle deviation, etc. caused by excessive braking torque, and further improving the accuracy of the wheel braking torque. This will help to adjust the control force of the wheel braking torque in subsequent braking control, ensure that the vehicle drive anti-skid adjustment is implemented according to the actual situation of wheel drive slip, thereby effectively improving the braking control accuracy of the slipping wheel.

[0091] In order to facilitate the understanding of the above-mentioned skidding wheel braking control method of the present application, the actual application scenario of the above-mentioned skidding wheel braking control method of the present application is used as an example. Figure 7 In this scenario, any wheel that experiences drive slip is defined as the target slip wheel. The main process of controlling the target slip wheel is as follows: S701, calculate the slip wheel speed deviation value: when the vehicle is slipping and the braking torque control function is not enabled, the sum of the reference vehicle speed and the slip speed is determined as the target wheel speed, the average of the left axle wheel speed and the right axle wheel speed is determined as the geometric wheel speed, and the difference between the geometric wheel speed and the target wheel speed is determined as the slip wheel speed deviation value, as shown in the above formula (1).

[0092] S702, activating the braking torque control function: If the slipping wheel speed deviation value is greater than the preset activation threshold and the first duration reaches the first duration threshold, the braking torque control function is activated; otherwise, the braking torque control function is not activated, and the judgment is repeated in a loop.

[0093] S703, perform braking control of the current control cycle, as shown in the following steps S7031-7035: S7031, calculate the wheel speed deviation value: determine the sum of the current reference vehicle speed and the current slip speed as the current target wheel speed, determine the average of the current left axle wheel speed and the current right axle wheel speed as the current geometric wheel speed, and determine the difference between the current geometric wheel speed and the current target wheel speed as the wheel speed deviation value, as shown in the above formula (1).

[0094] S7032, calculate the starting braking torque of the target slipping wheel when the braking torque control function is in operation: First, determine the average value of the drive shaft torque as the driving torque of the target slipping wheel, as shown in the above formula (5). Then, determine the difference between the driving torque and the brake torque as the effective driving torque of the target slipping wheel, as shown in the above formula (6). Thereafter, retrieve the preset torque mapping data, which stores multiple preset driving torques and the braking torque corresponding to each preset driving torque. Through the retrieval, the braking torque corresponding to the effective driving torque can be obtained and determined as the starting braking torque.

[0095] S7033, PID control: First, based on the different operating conditions of the vehicle, the corresponding proportional control coefficient, integral control coefficient, and gain coefficient are selected, all of which are pre-calibrated values. The product of the proportional control coefficient and the gain coefficient is calculated as the proportional coefficient, and the product of the integral control coefficient and the gain coefficient is calculated as the integral coefficient. Then, the product of the wheel speed deviation value and the proportional coefficient is determined as the proportional control term, and the product of the wheel speed deviation value, the integral coefficient, and the cycle interval is determined as the integral control step, as shown in the above formula (2). At the same time, if the current control cycle is the first cycle of the braking torque control function, the integral control term is set to the starting braking torque. Otherwise, the difference between the brake torque and the proportional control term is determined as the integral control term. Thereafter, the sum of the proportional control term, the integral control step, and the integral control term is determined as the candidate braking torque, as shown in the above formula (3).

[0096] S7034, Torque Limit: First, the sum of the historical braking torque and the slope limit is determined as the maximum braking torque, as shown in the above formula (7). Then, the minimum value of the braking torque between the candidate braking torque and the maximum braking torque is selected as the target braking torque, as shown in the above formula (8).

[0097] S7035, Braking control: Apply target braking torque to the target slipping wheel to achieve control.

[0098] S704, for the current control cycle, determine whether to turn off the braking torque control function: if the target braking torque is less than the preset torque threshold and the second duration is greater than the second duration threshold, turn off the braking torque control function and end the process; otherwise, control the vehicle to maintain the braking torque control function, jump to the next control cycle, and return to the above step S703.

[0099] It should be understood that the above process is applicable to all wheels that produce drive slip. When multiple wheels produce drive slip, the above process can be used simultaneously to perform braking control on all wheels that produce drive slip. Of course, braking control can also be performed sequentially, and there is no restriction on this.

[0100] In addition, refer to Figure 8 , an embodiment of the present application further provides a skidding wheel brake control device, which may include: The first processing module 801 is configured to obtain a candidate braking torque for the target slipping wheel based on the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle when the braking torque control function is enabled on the vehicle; The second processing module 802 is configured to perform a limiting process on the candidate braking torque to obtain a target braking torque of the target slipping wheel; The control module 803 is used to perform braking control on the target slipping wheel according to the target braking torque.

[0101] The contents of the above method embodiments are all applicable to the present device embodiments. The functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] Finally, refer to Figure 9 , an embodiment of the present application further provides a vehicle, which may include: at least one processor 901; At least one memory 902, configured to store at least one program; When at least one program is executed by at least one processor 901, the at least one processor 901 implements the above-mentioned slipping wheel braking control method.

[0103] The above-mentioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs) or pickup trucks, or commercial vehicles, such as vans, buses, small trucks or large trailers, or gasoline vehicles or new energy vehicles such as hybrid and pure electric vehicles.

[0104] The above-mentioned memory 902 is a non-transient network system that can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 902 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory 902 optionally includes a memory 902 remotely arranged relative to the processor 901, and these remote memories 902 can be connected to the processor 901 via a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0105] The memory 902 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called by the processor 901 to execute the methods of the embodiments of this application.

[0106] The processor 901 may be implemented as a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and may be used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application.

[0107] In some embodiments, the vehicle may further include: Input / output interface, used to realize information input and output; Communication interface, used to realize communication interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.); A bus that transmits information between various components of the device (e.g., processor 901, memory 902, input / output interfaces, and communication interfaces); The processor 901 , the memory 902 , the input / output interface, and the communication interface can be communicatively connected to each other within the device via a bus.

[0108] The contents of the above method embodiments are all applicable to the present vehicle embodiment. The functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0109] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flow chart of the present application are provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0110] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present application. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the routine skills of an engineer. Therefore, a person skilled in the art can implement the present application as set forth in the claims using ordinary techniques without undue experimentation. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the appended claims and their equivalents.

[0111] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several programs for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0112] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable programs for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can retrieve and execute a program from a program execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, a program execution system, apparatus, or device.

[0113] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting, or processing it in another suitable manner as necessary, and then storing it in a computer memory.

[0114] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logical functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0115] In the above description of this specification, reference to the terms "one embodiment / example," "another embodiment / example," or "certain embodiments / examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0116] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0117] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A skidding wheel braking control method, characterized in that: The following steps are involved: When the braking torque control function is enabled on the vehicle, a candidate braking torque of the target slipping wheel is obtained according to the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle; performing a limiting process on the candidate braking torque to obtain a target braking torque of the target slipping wheel; The target slipping wheel is braked and controlled according to the target braking torque.

2. The method according to claim 1, characterized in that Obtaining a candidate braking torque for the target slipping wheel based on the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle includes: According to the wheel speed deviation value, a proportional control term and an integral control step length are obtained; Obtaining an integral control term according to the initial braking torque or other control data; wherein the other control data includes the proportional control term and the brake torque; The candidate braking torque is obtained according to the proportional control term, the integral control step and the integral control term.

3. The method according to claim 2, characterized in that Obtaining an integral control term according to the initial braking torque or other control data includes: Obtaining the initial braking torque according to the brake torque and the drive shaft torque of the vehicle; If the current control cycle is the first control cycle, the initial braking torque is determined as the integral control term; otherwise, the integral control term is obtained according to the other control data.

4. The method according to claim 3, characterized in that The determining of the braking torque and the driving shaft torque of the vehicle includes: Obtaining the driving torque of the target slipping wheel according to the driving shaft torque; Obtaining an effective driving torque of the target slipping wheel according to the driving torque and the brake torque; The effective driving torque is subjected to table lookup processing to obtain the initial braking torque.

5. The method according to claim 1, wherein The limiting process on the candidate braking torque to obtain the target braking torque of the target slipping wheel includes: Obtaining a maximum braking torque of the target slipping wheel according to the historical braking torque of the target slipping wheel; wherein the historical braking torque represents the target braking torque of the target slipping wheel in the previous control cycle; The candidate braking torque is limited according to the maximum braking torque to obtain the target braking torque.

6. The method according to claim 5, characterized in that The limiting processing of the candidate braking torque according to the maximum braking torque to obtain the target braking torque includes: Among the candidate braking torques and the maximum braking torque, the minimum value of the braking torques is selected as the target braking torque.

7. The method according to claim 1, characterized in that The controlling the vehicle to enable the braking torque control function includes: When the vehicle is detected to be slipping and the braking torque control function is not enabled, a slipping wheel speed deviation value is obtained based on the reference vehicle speed, the left axle wheel speed, and the right axle wheel speed of the vehicle and the slip speed of the target slipping wheel; If the slipping wheel speed deviation value is greater than the activation threshold and the first duration reaches a first duration threshold, the vehicle is controlled to enable the braking torque control function; wherein the first duration is the duration during which the wheel speed deviation value is greater than the activation threshold.

8. The method according to claim 1, characterized in that After controlling the vehicle to enable the braking torque control function, the method further includes the following steps: If the target braking torque is less than the torque threshold and the second duration reaches a second time threshold, the vehicle is controlled to turn off the braking torque control function; wherein the second duration is the duration during which the target braking torque is less than the torque threshold.

9. A skidding wheel brake control device, characterized in that: include: a first processing module, configured to obtain, when the braking torque control function of the vehicle is enabled, a candidate braking torque of the target slipping wheel based on the wheel speed deviation value of the target slipping wheel and the initial braking torque of the target slipping wheel or the brake torque of the vehicle; a second processing module, configured to perform a limiting process on the candidate braking torque to obtain a target braking torque of the target slipping wheel; A control module is used to perform braking control on the target slipping wheel according to the target braking torque.

10. A vehicle, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the slipping wheel braking control method according to any one of claims 1 to 8.

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