Brake assist control method and related apparatus

Abstract

A brake assist control method and apparatus, and a computer-readable storage medium and a vehicle. The method comprises: when a vehicle is under a braking working condition, determining a target steering angle of a left rear wheel and a target steering angle of a right rear wheel on the basis of steering information, sideslip information and motion state information of the vehicle, wherein the motion state information of the vehicle comprises the speed of the vehicle, the slip ratio of the left rear wheel and the slip ratio of the right rear wheel; and controlling the steering of the left rear wheel on the basis of the target steering angle of the left rear wheel, and / or controlling the steering of the right rear wheel on the basis of the target steering angle of the right rear wheel, so as to increase the braking deceleration of the vehicle.

Description

An auxiliary braking control method and related device

[0001] This application claims priority to Chinese Patent Application No. 202410698677.0, filed on May 31, 2024, entitled "An Auxiliary Braking Control Method and Related Device", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control technology, and in particular to an auxiliary braking control method and related device. Background Technology

[0003] With the advancement of industrial technology and the improvement of people's living standards, vehicles are playing an increasingly important role in people's daily lives as a means of transportation. Consumers' demands for vehicles are also increasing, and users are gradually beginning to pay attention to vehicle safety performance, such as braking performance. Currently, vehicle braking is mainly controlled by the vehicle's braking system or braking system control unit to decelerate or stop the vehicle. However, as vehicles become more functional and their control systems become more complex, braking systems are prone to malfunction or failure, which can lead to loss of braking ability and, in severe cases, loss of vehicle control, seriously endangering the safety of the vehicle and its passengers.

[0004] Therefore, certain auxiliary braking control methods are needed to assist braking when the vehicle's braking system malfunctions, thereby improving the safety of the user driving the vehicle.

[0005] Public content

[0006] With the advancement of industrial technology and the improvement of people's living standards, vehicles are playing an increasingly important role in people's daily lives as a means of transportation. Consumers' demands for vehicles are also increasing, and users are gradually beginning to pay attention to vehicle safety performance, such as braking performance. Currently, vehicle braking is mainly controlled by the vehicle's braking system or braking system control unit to decelerate or stop the vehicle. However, as vehicles become more functional and their control systems become more complex, braking systems are prone to malfunction or failure, which can lead to loss of braking ability and, in severe cases, loss of vehicle control, seriously endangering the safety of the vehicle and its passengers.

[0007] Therefore, certain auxiliary braking control methods are needed to assist braking when the vehicle's braking system malfunctions, thereby improving the safety of the user driving the vehicle. Attached Figure Description

[0008] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0009] Figure 1 is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application;

[0010] Fig. 2 is a flow chart of an auxiliary braking control method according to an embodiment of the present application;

[0011] Fig. 3 is a schematic diagram of a straight-line braking auxiliary method according to an embodiment of the present application;

[0012] Fig. 4 is a schematic diagram of a curve of lateral force varying with side slip angle according to an embodiment of the present application;

[0013] Fig. 5 is a schematic diagram of another straight-line braking auxiliary method according to an embodiment of the present application;

[0014] Fig. 6 is a schematic diagram of a function curve according to an embodiment of the present application;

[0015] Fig. 7 is a schematic diagram of a steering braking auxiliary method according to an embodiment of the present application;

[0016] Fig. 8 is a schematic diagram of a processing device according to an embodiment of the present application;

[0017] Fig. 9 is a schematic diagram of another processing device according to an embodiment of the present application. DETAILED DESCRIPTION

[0018] The embodiments of the present application will be described in detail below with reference to the drawings.

[0019] The system architecture to which the embodiments of the present application are applied will be described below. It should be noted that the system architecture and business scenarios described herein are for the purpose of more clearly illustrating the technical solutions of the present application, and do not constitute a limitation on the technical solutions provided by the present application. Those skilled in the art can know that, as the system architecture evolves and new business scenarios appear, the technical solutions provided by the present application are also applicable to similar technical problems.

[0020] Please refer to FIG. 1, which is a schematic diagram of an architecture of a vehicle according to an embodiment of the present application. As shown in FIG. 1, the vehicle 10 comprises a processing device 105 and a plurality of wheels. The plurality of wheels can be distributed along both sides of the vehicle in the direction of travel, i.e. left wheels and right wheels. For example, the left front wheel 101, the right front wheel 102, the left rear wheel 103 and the right rear wheel 104. The steering direction of the wheels can be adjusted. For example, the processing device 105 can control the left rear wheel 103 to steer, and / or control the right rear wheel 104 to steer. Since the left front wheel 101 and the right front wheel 102 of the vehicle are used to control the travel direction of the vehicle, if the braking efficiency of the vehicle is increased by controlling the left front wheel 101 and the right front wheel 102 to steer, the vehicle will generate a larger deviation, which can cause the vehicle to be in an unstable state and the safety of the user cannot be guaranteed. The left rear wheel 103 and the right rear wheel 104 of the vehicle have a lower impact on the travel direction of the vehicle. By controlling the left rear wheel 103 and the right rear wheel 104 to steer, the balance state of the rear axle can be changed, which can increase the braking deceleration of the vehicle while maintaining the stability of the vehicle.

[0021] The processing device 105 is a module with data processing and control capabilities, which is used to process the related data of the vehicle 10 and control the vehicle 10 to complete the related functions. For example, the processing device 105 can determine the target steering angle of the left rear wheel 103 and the target steering angle of the right rear wheel 104 according to the steering information of the vehicle, the side slip information of the vehicle and the motion state information of the vehicle, and control the left rear wheel 103 to steer based on the target steering angle of the left rear wheel 103 and / or control the right rear wheel 104 to steer based on the target steering angle of the right rear wheel 104, so as to increase the braking deceleration of the vehicle 10.

[0022] As a possible implementation, the processing apparatus 105 can be a physical device, for example, the processing apparatus 105 can include one or more of the following modules: a central processing unit (CPU), a microprocessor unit (MPU), an application specific-integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a co-processor (assisting the central processing unit to complete corresponding processing and applications), a microcontroller unit (MCU), an electronic control unit (ECU), and / or the like. Of course, the above is described by taking the processing apparatus 105 as an example of a vehicle-mounted device, and in some schemes, the processing apparatus 105 can be a physical device disposed outside the vehicle, for example, a server, a cloud, or a host, and / or the like. As a possible implementation, the processing apparatus 105 can be a software module, for example, a virtual machine, software, program code, or a container, and / or the like.

[0023] It is mentioned in the foregoing manner that the processing apparatus 105 can be disposed outside the vehicle. It should be understood that, in the case where the processing apparatus 105 is disposed outside the vehicle 10, the vehicle 10 and the processing apparatus 105 can be communicatively connected, for example, the two are directly connected through a wired communication manner, such as a tangible medium of metal wire, optical fiber, and / or the like, or indirectly connected through a wireless communication manner, such as ultra-wideband (UWB) technology, long term evolution (LTE) communication technology, 5th generation mobile networks or 5th generation wireless systems (5th-Generation, 5G or 5G technology for short), global system for mobile communications (GSM), general packet radio service (GPRS), or universal mobile telecommunications system (UMTS), and / or the like.

[0024] Optionally, the foregoing is to facilitate understanding of an exemplary vehicle provided by the present solution, and is not intended to limit the application scenarios of the present solution. The solution provided by the present application is also applicable to similar devices with the ability to travel using wheeled devices and the ability to process data, such as logistics robots and the like. In addition, the number of wheels of the vehicle 10 shown in FIG. 1 is also exemplary. In a specific implementation, the vehicle 10 can include a larger (for example, six wheels, eight wheels) or smaller (for example, three wheels) number of wheels.

[0025] In addition, the present application does not limit the use, power supply mode, classification, model, etc. of the vehicle 10. For example, the vehicle 10 can be a passenger car, a bus, a truck, a rescue vehicle, a special vehicle (such as a mud tank truck, an oil tank truck, a water truck, a fire truck, etc.). For another example, the vehicle 10 can be a pure electric vehicle, a fuel vehicle, a hybrid vehicle, etc.

[0026] The scenarios of the embodiments of the present application are described below.

[0027] In some scenarios, the braking of the vehicle is mainly controlled by the braking system or the braking system control unit of the vehicle to slow down or stop the vehicle. However, as the functions of the vehicle become more and more complex, the control becomes more and more complex, and the braking system is prone to failure or failure, which can cause the vehicle to lose braking ability, and in severe cases, can also cause the vehicle to lose control, seriously endangering the safety of the vehicle and passengers.

[0028] Therefore, the present application provides a regulating method and related device. The processing device 105 can determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the steering information of the vehicle 10, the side slip information of the vehicle 10, and the motion state information of the vehicle 10, which can improve the accuracy of the determined target steering angle.

[0029] In an embodiment, the processing device 105 controls the left rear wheel to steer based on the target steering angle of the left rear wheel, and / or controls the right rear wheel to steer based on the target steering angle of the right rear wheel, so as to increase the braking deceleration of the vehicle 10. In this way, when the vehicle 10 is in a braking working condition, the steering angles of the left rear wheel and the right rear wheel of the vehicle 10 are distributed to change the balance state of the rear axle, the braking deceleration of the vehicle 10 is increased by the longitudinal component of the deflection force, and the stability of the vehicle 10 is adjusted by the transverse component of the deflection force. In this way, the braking efficiency of the vehicle 10 is improved, and the stability of the vehicle 10 during braking is ensured. Moreover, if the braking system of the vehicle 10 fails, the braking deceleration of the vehicle 10 is increased by this method, so as to brake, which can improve the safety of the user driving the vehicle.

[0030] The method of the embodiments of the present application is described in detail below.

[0031] Referring to FIG. 2, FIG. 2 is a flow diagram of a method of auxiliary brake control according to an embodiment of the present application. Optionally, the method can be applied to a vehicle, for example, the method can be applied to the vehicle 10 shown in FIG. 1, for example, the method can be executed by the processing device 105 in the vehicle 10.

[0032] The adjustment method shown in FIG. 2 can include a plurality of steps in steps S201-S202. It should be understood that the present application is described in this order for the sake of convenience, and is not intended to limit the execution in the above order. The present application does not limit the order of execution, the time of execution, the number of executions, etc. of one or more steps described above. Steps S201-S202 are as follows:

[0033] Step S201: The processing device determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the steering information of the vehicle, the side slip information of the vehicle, and the motion state information of the vehicle.

[0034] The processing device is a device with data processing capability, communication capability and control capability, which can be arranged inside the vehicle or integrated into the vehicle, such as a micro control unit (MCU) and / or an electronic control unit (ECU). In some schemes, the processing device can also be arranged outside the vehicle, such as a server, a cloud, or a host, and can also be a virtual device, such as a virtual machine, software, program code, or container. Optionally, when the processing device is installed on the vehicle, the function realized by the processing device can also be regarded as realized by the vehicle. Specifically, when the processing device is installed on the vehicle, it can be a functional module, for example, the processing device can be the processing device 105 in FIG. 1, which can be integrated into the central domain controller of the vehicle.

[0035] The steering information of the vehicle is used to indicate the steering condition of the vehicle, for example, including one or more of the steering angle of the vehicle, the steering angular velocity of the vehicle, etc.

[0036] The side slip information of the vehicle is used to indicate the offset condition of the vehicle, for example, including one or more of the side slip angle of the vehicle, the offset direction of the vehicle, etc. Optionally, the processing device obtains the side slip angle of the vehicle through a side slip sensor (such as an inclination sensor).

[0037] The motion state information of the vehicle is used to indicate the motion state of the vehicle in the braking condition, including but not limited to one or more of the vehicle speed, the slip rate of the left rear wheel, and the slip rate of the right rear wheel, etc.

[0038] Due to different driving processes, the driver can have different braking intentions, which will affect the braking effect of the vehicle. For example, when the driver wants to maintain straight-line braking, the braking process of the vehicle needs to ensure braking efficiency while controlling the vehicle to maintain stability during braking. For another example, when the driver turns the steering wheel during braking to maintain steering braking, the braking process of the vehicle needs to ensure braking efficiency while controlling the vehicle to achieve the target steering angle required by the driver. Therefore, the present application determines the steering angles of the wheels on both sides of the vehicle in combination with the steering information, the side slip information and the motion state information of the vehicle, and performs braking.

[0039] As a possible implementation manner, the steering information of the vehicle indicates the steering condition of the vehicle, so that the driving trend of the vehicle can be determined, and different driving trends correspond to different braking assistance modes. Therefore, the processing device can determine the braking assistance mode of the vehicle based on the steering information of the vehicle, and determine the steering angles of the wheels on both sides of the vehicle based on at least the braking assistance mode of the vehicle, the side slip information and the motion state information of the vehicle.

[0040] In some schemes, the braking assistance mode includes straight-line braking assistance, steering braking assistance, etc. For example, the processing device can obtain the steering wheel angle of the vehicle. In the case where the steering wheel angle falls within a first range, the driving trend of the vehicle is straight-line driving. In the case where the steering wheel angle exceeds the first range and the duration of the steering wheel angle exceeding the first range is less than a first threshold, the driving trend of the vehicle is straight-line driving. In other words, the vehicle needs to brake in the case of straight-line driving, and the corresponding braking assistance mode is straight-line braking assistance. In an embodiment, in the case where the steering wheel angle exceeds the first range and the duration of the steering wheel angle exceeding the first range is greater than the first threshold, the driving trend of the vehicle is steering driving, and the corresponding braking assistance mode is steering braking assistance.

[0041] The first range and the first threshold are predefined or predetermined. For example, the first range can be a value between -20° and 20°, such as 10°, 12°, etc. The positive and negative are used to indicate the turning direction of the steering wheel, for example, a positive angle indicates that the turning direction is clockwise, and a negative angle indicates that the turning direction is counterclockwise. Optionally, the first range can be related to the model of the vehicle, the tire structure of the wheel, the tread pattern of the wheel, the tire material of the wheel, the mass of the vehicle, etc. The first threshold can be a value greater than 20s, such as 25s, 30s, etc. In this way, in the case where the duration of the steering wheel angle exceeding a certain range exceeds the threshold, it is determined that there is a steering requirement during the braking process of the vehicle, and the braking assistance mode is steering braking assistance, which reduces the possibility of misjudgment of the braking assistance mode of the vehicle caused by the steering wheel angle deviation of the steering wheel due to the accidental touch of the driver, and improves the accuracy of determining the braking assistance mode.

[0042] In an embodiment, the processing device determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the braking assistance mode, the vehicle side slip information and the vehicle motion state information. For the convenience of understanding, several embodiments of determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel under different braking assistance modes are introduced below.

[0043] In an embodiment, when the braking assistance mode is the straight-line braking assistance and the vehicle side slip information indicates that the vehicle has a small degree of deviation, for example, the vehicle side slip information includes a vehicle side slip angle, and the vehicle side slip angle falls within a second range, the processing device considers that the vehicle has a small degree of deviation, that is, the vehicle is stable during braking and has no lateral stability requirement. At this time, the left rear wheel and the right rear wheel can be controlled to deflect by the same angle inward or outward at the same time, so that the lateral component forces of the deflection forces of the left rear wheel and the right rear wheel cancel each other out, the vehicle remains stable, the longitudinal component forces of the deflection forces of the left rear wheel and the right rear wheel are superimposed, and the braking deceleration of the vehicle is increased, so that the braking efficiency of the vehicle can be improved.

[0044] In an embodiment, the vehicle side slip information includes a vehicle side slip angle, and the processing device determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the vehicle motion state information when the braking assistance mode of the vehicle is the straight-line braking assistance and the vehicle side slip angle falls within a second range. The deflection angles of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel are the same and the deflection directions are opposite. The second range is predefined or pre-specified. For example, the second range can be a value between -30° and 30°, such as 20°, 23°, etc. The positive and negative are used to indicate the deflection direction of the vehicle relative to the vehicle body longitudinal axis. For example, a positive angle indicates that the deflection direction of the vehicle relative to the vehicle body longitudinal axis is deflected to the right side of the vehicle body longitudinal axis (i.e., clockwise), and a negative angle indicates that the deflection direction of the vehicle relative to the vehicle body longitudinal axis is deflected to the left side of the vehicle body longitudinal axis (i.e., counterclockwise). Optionally, the second range can be related to the model of the vehicle, the tire structure of the wheel, the tread pattern of the wheel, the tire material of the wheel, the mass of the vehicle, etc.

[0045] Exemplarily, please refer to FIG. 3, which is a schematic diagram of a straight-line braking assistance method provided in an embodiment of the present application. As shown in FIG. 3, β1 represents the deflection angle of the left rear wheel relative to the vehicle body longitudinal axis, and β2 represents the deflection angle of the right rear wheel relative to the vehicle body longitudinal axis. During braking of the vehicle, the lateral force acting on the wheel is perpendicular to the tire, and the longitudinal component force direction is opposite to the driving direction. Optionally, the lateral force acting on the wheel can be calculated by the following formula. y,f = C f β

[0046] wherein, Cf For cornering stiffness, C f The value of C is the slope of the curve of lateral force versus side slip angle function when the side slip angle is 0°. Please refer to FIG. 4, which is a curve diagram of lateral force versus side slip angle according to an embodiment of the present application.

[0047] For example, F L1 is the lateral force on the left rear wheel, F R1 is the lateral force on the right rear wheel, F L1 is calculated according to the above formula. R1 F L1 = C f F R1 = C f F

[0048] F Ly1 is the lateral force on the left rear wheel, F Ry1 is the lateral force on the right rear wheel, F Lx1 is the lateral force on the left rear wheel, F Rx1 is the lateral force on the right rear wheel, wherein F Ly1 , F Ry1 , F Lx1 , and F Rx1 are calculated as follows: F Ly1 = F L1 cos β1 = C f β1 cos β1 F Ry1 = F R1 cos β2 = C f β2 cos β2 F Lx1 = F L1 sin β1 = C f β1 sin β1 F Rx1 = F R1 sin β2 = C f β2 sin β2

[0049] In some scenarios, if the vehicle is running on a low adhesion road surface such as a rainy or snowy road surface, the adhesion coefficient of the road surface is smaller than that of a dry road surface, so that the braking friction between the tire and the road surface is reduced. When the vehicle brakes, the braking deceleration will be smaller than that on a normal dry road surface, resulting in an increase in braking distance and an increased risk of traffic accidents. Therefore, when the driver has no obvious steering intention and the vehicle is stable during braking, F Lx1 and F Rx1 calculated above can be used as additional braking force to participate in the braking process to increase the braking deceleration, as shown in the following formula: Ma plus = F Lx1 + F Rx1

[0050] wherein a plus is the additional braking deceleration, M is the mass of the vehicle. When the driver has no obvious steering intention and the vehicle is stable during braking, β1 and β2 can be controlled to be the same angle but in opposite directions. plus which can be simplified as follows:

[0051] wherein β is the deflection angle of the left and right rear wheels relative to the longitudinal axis of the vehicle body.

[0052] It can be seen that, when the driver has no obvious steering intention and the vehicle is stable during braking, β can be appropriately increased to increase a plus , so as to increase the deceleration during braking to reduce the braking distance.

[0053] In an embodiment, the processing device obtains the vehicle speed U x , the slip rate s L2 of the left rear wheel, and the slip rate s R2 of the right rear wheel, and the processing device obtains the steering angle β required by the rear wheels through fuzzy calculation according to U x , s L2 , and s R2 . In embodiment one, the deflection angle of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel calculated by the processing device is the same, i.e., both are β, but the deflection directions of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel are opposite. For example, the left rear wheel deflects clockwise by β, and the right rear wheel deflects counterclockwise by β. For another example, the left rear wheel deflects counterclockwise by β, and the right rear wheel deflects clockwise by β. In this way, the lateral components of the deflection forces of the left and right rear wheels cancel each other out, the vehicle remains stable, the longitudinal components of the deflection forces of the left and right rear wheels are superimposed, the deceleration of the vehicle during braking is increased, and the braking efficiency of the vehicle can be improved.

[0054] In embodiment two, when the braking assistance mode is straight-line braking assistance, and the vehicle side slip information indicates that the vehicle has a large degree of deflection, for example, the vehicle side slip information includes a vehicle side slip angle, and the vehicle side slip angle exceeds a second range, i.e., the vehicle deflects to one side, the processing device considers that the vehicle has a large degree of deflection, i.e., the vehicle is not very stable during braking, and there is a demand for lateral stability. At this time, the left and right rear wheels can be controlled to steer, and the deflection angle of the rear wheel on the outside of the deflection direction can be increased. The vehicle obtains a deflection angular velocity, which cancels out the vehicle side slip angle to maintain the stability of the vehicle. The longitudinal components of the deflection forces of the left and right rear wheels are superimposed, the deceleration of the vehicle during braking is increased, and the braking efficiency of the vehicle can be improved.

[0055] In an embodiment, the side slip information of the vehicle comprises a side slip angle of the vehicle, and the processing device determines the offset amplitude and the slip degree of the vehicle according to the side slip information of the vehicle and the motion state information of the vehicle, and determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the offset amplitude and the slip degree of the vehicle, when the braking assistance mode of the vehicle is the straight-line braking assistance and the side slip angle of the vehicle exceeds the second range. Optionally, the greater the offset amplitude is, the greater the deflection angle of the rear wheel on the outside of the offset direction is. Optionally, the side slip information of the vehicle indicates the offset direction of the vehicle, and when the braking assistance mode of the vehicle is the straight-line braking assistance, if the offset degree of the vehicle is large, the processing device determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the side slip information of the vehicle and the motion state information of the vehicle, so that the vehicle offsets the offset in the offset direction to maintain the stability of the vehicle.

[0056] For example, referring to FIG. 5, FIG. 5 is a schematic diagram of another straight-line braking assistance method provided by the embodiment of the application. As shown in FIG. 5, when the vehicle is affected by environmental factors such as uneven road surface and large transverse wind speed during braking, the vehicle generates a side slip angle β0 in the clockwise direction. At this time, the processing device controls the rear wheel on the outside of the offset direction (i.e., the left rear wheel) to deflect β3 in the clockwise direction, and controls the rear wheel on the inside of the offset direction (i.e., the right rear wheel) to deflect β4 in the counterclockwise direction. At this time, the deflection angle β3 of the left rear wheel is greater than the deflection angle β4 of the right rear wheel. For example, in FIG. 5, F L2 is the lateral force on the left rear wheel, and F R2 is the lateral force on the right rear wheel. According to the above formula, F L2 and F R2 are calculated. L2 f β3 F R2 and β4 F f are calculated.

[0057] At this time, the lateral resultant force of the two-wheel deflection forces on the rear axle can be represented by the following formula: F R0 = F Ly2 -F Ry2 = C f (β3cosβ3-β4cosβ4)

[0058] wherein F R0 is the lateral resultant force of the two-wheel deflection forces on the rear axle, F Ly2 is the lateral component of the lateral force on the left rear wheel, and F Ry2 is the lateral component of the lateral force on the right rear wheel. At this time, let f(x) = xcos(x), then F R0 = C f ​(f(β3)-f(β4)), where the values ​​of β3 and β4 fall within the range of the rear wheel steering angle from 0 to the maximum permissible steering angle. Please refer to Figure 6, which is a schematic diagram of a function curve provided in an embodiment of this application. As shown in Figure 6, the value of the function f(x) increases with the increase of x. Since the left rear wheel steering angle β3 is greater than the right rear wheel steering angle β4, it can be seen that F... R0 F is a positive number R0 The direction is the same as the lateral component of the lateral force of the left rear wheel. It is equivalent to the road surface applying a horizontal rightward deflection force perpendicular to the direction of travel at the rear axle of the vehicle. When applied to the vehicle body, this manifests as a counterclockwise angular velocity ω1.

[0059] Furthermore, since the left rear wheel deflection angle β3 is greater than the right rear wheel deflection angle β4, the left rear wheel experiences the longitudinal component of the lateral force from the road surface (i.e., F). Lx2 It is also greater than the longitudinal component of the lateral force exerted on the right rear wheel by the road surface (i.e., F). Rx2 This can be seen as the road surface applying a braking force to the left half of the vehicle, opposite to the direction of travel. This force manifests as a counterclockwise angular velocity ω2 on the vehicle body. The resultant angular velocity of ω1 and ω2 (i.e., ω) is counterclockwise and opposite to the direction of the vehicle's current sideslip angle β0. This can reduce β0 to a certain extent and restore the stability of the vehicle's braking process.

[0060] It is evident that when the driver does not have a clear intention to steer and the vehicle is not very stable during braking, the deflection angle of the outer rear wheel in the direction of deviation can be appropriately increased to counteract the vehicle's sideslip angle, thereby maintaining vehicle stability and enhancing the vehicle's braking performance.

[0061] In one embodiment, the processing device acquires the vehicle speed U x The slip ratio s of the left rear wheel L2 slip ratio s of the right rear wheel R2 The processing device uses the vehicle's lateral deviation information and U... x s L2 and s R2 The system extracts the vehicle's offset magnitude and slip degree through fuzzy calculations. Based on these parameters, it determines the target steering angles for the left and right rear wheels using fuzzy calculations. For example, a larger offset magnitude results in a larger yaw angle for the outer rear wheel in the offset direction. For instance, if the vehicle exhibits a clockwise sideslip angle, the clockwise yaw angle of the left rear wheel is increased to counteract the sideslip, maintaining vehicle stability and enhancing braking performance. Similarly, if the vehicle exhibits a counterclockwise sideslip angle, the counterclockwise yaw angle of the right rear wheel is increased to counteract the sideslip, maintaining vehicle stability and enhancing braking performance.

[0062] In the third embodiment, when the brake assist mode is the steering brake assist, i.e., the steering wheel angle of the vehicle changes greatly and lasts for a certain time, it is determined that the driver operates the steering of the vehicle during braking. The processing device needs to determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel in combination with the driver's demand for steering during braking, so as to increase the brake deceleration of the vehicle, strengthen the brake efficiency of the vehicle, control the vehicle to achieve the target angle, and improve the user experience.

[0063] In an embodiment, the side slip information of the vehicle includes a side slip angle of the vehicle, and the processing device determines a target angle of the vehicle according to the steering wheel angle of the vehicle and a steering ratio of the vehicle when the brake assist mode of the vehicle is the steering brake assist, and determines the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the side slip angle of the vehicle, the motion state information of the vehicle, and the target angle of the vehicle. Optionally, the processing device determines the steering angles of the left rear wheel and the right rear wheel again and resets the steering angles of the left rear wheel and the right rear wheel to 0° when the brake assist mode of the vehicle is the steering brake assist. The steering ratio of the vehicle is related to the model information of the vehicle, etc.

[0064] For example, if the target angle of the vehicle deviates slightly from the side slip angle of the vehicle, the rear wheel posture of "inner eight" can be used for braking, i.e., the left rear wheel is steered clockwise and the right rear wheel is steered counterclockwise. As can be seen from the analysis process of the foregoing second embodiment, the lateral and longitudinal components of the lateral force of the rear wheels provide a yaw rate to the vehicle, and the yaw directions of the left rear wheel and the right rear wheel are opposite, so that the vehicle obtains a yaw rate by appropriately increasing the yaw angle of one side, so as to make the roll angle of the vehicle deviate and achieve the target angle of the vehicle.

[0065] For example, if the target angle of the vehicle deviates greatly from the side slip angle of the vehicle, and even the speed direction of the vehicle and the target angle direction are on both sides of the vehicle body axis. For example, refer to FIG. 7, which is a schematic diagram of a steering brake assist method provided by an embodiment of the present application. As shown in FIG. 7, X is the direction of the vehicle head, x is the speed direction of the vehicle, and x' is the target angle of the vehicle calculated according to the steering wheel angle and the steering ratio. x and x' are respectively on both sides of X. That is, the current direction of the vehicle head is X, the speed direction of the vehicle is x, and the vehicle will deviate to x direction after the vehicle, and the driver wants to turn the vehicle to x'. As shown in FIG. 7, the processing device adjusts the rear wheel posture to the same steering direction, i.e., the left rear wheel is steered clockwise and the right rear wheel is steered clockwise, and the yaw angle (β5) of the left rear wheel is greater than the yaw angle (β6) of the right rear wheel. The lateral component of the lateral force of the original two rear wheels is reduced to the increasing state, i.e., the resultant force (F R1 ) of the lateral components of the lateral force of the two rear wheels is the lateral component of the lateral force of the left rear wheel (i.e., F Ly3 ) and the lateral component of the lateral force of the right rear wheel (i.e., F Ry3The sum of these forces increases the vehicle's yaw rate (ω3), and the left rear wheel experiences a lateral force from the road surface (F). L3 The longitudinal component of the force (i.e., F) Lx3 It is also greater than the lateral force (F) exerted on the right rear wheel by the road surface. R3 The longitudinal component of the force (i.e., F) Rx3 This can be seen as the road surface applying a braking force to the left half of the vehicle, opposite to the direction of travel. This force acts on the vehicle body as a counterclockwise angular velocity, which can also increase the vehicle's yaw rate (i.e., ω3), thereby enabling the vehicle to reach the target turning angle.

[0066] It is evident that when the driver intends to turn, the yaw angles of the left and right rear wheels can be adjusted appropriately to increase the vehicle's yaw rate, enabling the vehicle to reach the target turning angle. This enhances the vehicle's braking performance while allowing the vehicle to be controlled to achieve the target turning angle.

[0067] In one embodiment, when the vehicle's braking assist mode is steering brake assist, the processing device determines the vehicle's target steering angle based on the vehicle's steering wheel angle and steering ratio, and then determines the target steering angle based on the vehicle's slip angle, the target steering angle, and the vehicle's speed U. x The slip ratio s of the left rear wheel L2 slip ratio s of the right rear wheel R2 The system uses fuzzy calculations to determine the vehicle's current driving condition, specifically whether a relatively large or relatively small yaw rate is required to achieve the final target turning angle. For example, if a relatively large yaw rate is required, the rear wheel attitude needs to be adjusted so that both wheels steer in the same direction—either the left and right rear wheels steer clockwise simultaneously, or both steer counter-clockwise simultaneously—to achieve a larger yaw rate. Conversely, if a relatively small yaw rate is required, the rear wheel attitude needs to be adjusted so that both wheels steer in opposite directions—one left rear wheel steers clockwise and the other counter-clockwise—to achieve a smaller yaw rate.

[0068] In one embodiment, the required yaw rate is determined by combining the aforementioned factors, specifically whether it is relatively large or relatively small, and based on the vehicle's sideslip angle, the target steering angle, and the vehicle speed U. x The slip ratio s of the left rear wheel L2 slip ratio s of the right rear wheel R2 The target steering angles of the left and right rear wheels are further determined through fuzzy calculation.

[0069] It should be noted that the above-mentioned embodiment one, embodiment two and embodiment three are applicable to the range of the inward turning angle of the rear wheel from 0 to the maximum allowable turning angle value. Alternatively, the above-mentioned embodiment one, embodiment two and embodiment three are applicable to the range of the outward turning angle of the rear wheel from 0 to the maximum allowable turning angle value.

[0070] Optionally, in the above-mentioned embodiments, determining the brake assist mode is an intermediate process in the scheme of the present application. In actual use, the processing device can directly select the corresponding brake strategy according to the turning information of the vehicle, and determine the target turning angle of the left rear wheel and the target turning angle of the right rear wheel according to the side slip information and the motion state information of the vehicle. For example, the turning information of the vehicle includes the steering wheel turning angle of the vehicle. When the steering wheel turning angle of the vehicle meets certain conditions, the processing device directly determines the target turning angle of the left rear wheel and the target turning angle of the right rear wheel according to the side slip information and the motion state information of the vehicle.

[0071] As a possible embodiment, before step S201, the processing device acquires the vehicle brake signal. When the vehicle is in the braking working condition, the turning angles of the left rear wheel and the right rear wheel of the vehicle are set to 0°, thereby ensuring the stable control of the posture of the left rear wheel and the right rear wheel when controlling the turning of the left rear wheel and the right rear wheel in the subsequent step S202, and improving the accuracy of controlling the turning of the left rear wheel and the right rear wheel.

[0072] Step S202: The processing device controls the turning of the left rear wheel based on the target turning angle of the left rear wheel, and / or controls the turning of the right rear wheel based on the target turning angle of the right rear wheel, so as to increase the braking deceleration of the vehicle.

[0073] As a possible embodiment, the processing device controls the turning of the left rear wheel based on the target turning angle of the left rear wheel, thereby changing the turning angle of the left rear wheel, so that the left rear wheel realizes the target turning angle of the left rear wheel, and / or the processing device controls the turning of the right rear wheel based on the target turning angle of the right rear wheel, thereby changing the turning angle of the right rear wheel, so that the right rear wheel realizes the target turning angle of the right rear wheel.

[0074] Optionally, the left rear wheel and the right rear wheel can be deflected selectively. For example, in the case of left turning of the vehicle, the rear wheel opposite to the turning direction, i.e. the right rear wheel, is selected to be deflected, so as to increase the braking deceleration of the vehicle and strengthen the braking efficiency of the vehicle. Preferably, the processing device controls the left rear wheel and the right rear wheel of the vehicle to be deflected, so that the left rear wheel realizes the target turning angle of the left rear wheel, and the right rear wheel realizes the target turning angle of the right rear wheel, thereby increasing the braking deceleration of the vehicle and strengthening the braking efficiency of the vehicle.

[0075] Optionally, during the process that the processing device controls the vehicle to perform the straight-line braking assistance, if it is detected that the driver has a steering intention, i.e., the steering wheel angle exceeds the first range and the duration that the steering wheel angle exceeds the first range is greater than the first threshold, the processing device controls the straight-line braking assistance to be paused or stopped, and the braking assistance mode of the vehicle is determined again.

[0076] Optionally, if the side slip angle of the vehicle after the first deflection does not achieve the target angle, the foregoing steps are repeated, the target steering angle of the left rear wheel and the target steering angle of the right rear wheel of the next deflection process are continuously provided and modified, so that the left rear wheel and the right rear wheel of the vehicle are deflected again, and finally the change of the track of the vehicle in the braking process and the achievement of the target deflection angle are achieved.

[0077] In the embodiment shown in FIG. 2, the processing device can determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the steering information of the vehicle and the motion state information of the vehicle, which can improve the accuracy of the determined target steering angle, and because the side slip state of the vehicle is considered, the vehicle can be more stable during braking, and the stability of the user driving the vehicle is improved.

[0078] In an embodiment, the processing device controls the left rear wheel to steer based on the target steering angle of the left rear wheel, and controls the right rear wheel to steer based on the target steering angle of the right rear wheel, so that the braking deceleration of the vehicle is increased. In this way, when the vehicle is in a braking working condition, the steering angles of the left rear wheel and the right rear wheel of the vehicle are distributed and deflected, the balance state of the rear axle is changed, the braking deceleration of the vehicle is increased by the longitudinal component force of the deflection force, and the stability of the vehicle is adjusted by the transverse component force of the deflection force, so that the braking efficiency of the vehicle is improved while the stability of the vehicle during braking is ensured. In some cases, if the braking system of the vehicle fails, the braking deceleration of the vehicle is increased by this way, and braking is performed, which can improve the safety of the user driving the vehicle.

[0079] The above describes the method of the embodiments of the present application in detail, and the device of the embodiments of the present application is provided below.

[0080] Please refer to FIG. 8, which is a structural schematic diagram of a processing device provided by an embodiment of the present application. The processing device 80 is included in a vehicle, the vehicle includes a left rear wheel and a right rear wheel, and the processing device 80 can include a processing part 801 and a control part 802. The processing device 80 is used to implement the foregoing auxiliary braking control method, such as the auxiliary braking control method in the embodiment shown in FIG. 2.

[0081] It should be noted here that the division of the above multiple parts is only a logical division according to functions, and does not limit the specific structure of the processing device 80. In specific implementation, some functional modules can be subdivided into more detailed functional modules, and some functional modules can also be combined into one functional module.

[0082] In a possible implementation, the processing unit 801 is configured to determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the steering information of the vehicle, the cornering information of the vehicle, and the motion state information of the vehicle when the vehicle is in the braking mode, the motion state information of the vehicle including the vehicle speed of the vehicle, the slip ratio of the left rear wheel, and the slip ratio of the right rear wheel, and the control unit 802 is configured to control the left rear wheel to steer based on the target steering angle of the left rear wheel and / or control the right rear wheel to steer based on the target steering angle of the right rear wheel, so that the braking deceleration of the vehicle is increased.

[0083] In a possible implementation, the processing unit 801 is further configured to determine the braking assistance mode according to the steering information of the vehicle, and determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the braking assistance mode, the cornering information of the vehicle, and the motion state information of the vehicle.

[0084] In a possible implementation, the steering information of the vehicle includes the steering wheel angle, the braking assistance mode is the straight-line braking assistance when the steering wheel angle falls within a first range, the braking assistance mode is the straight-line braking assistance when the steering wheel angle exceeds the first range and the duration of the steering wheel angle exceeding the first range is less than a first threshold, and the braking assistance mode is the steering braking assistance when the steering wheel angle exceeds the first range and the duration of the steering wheel angle exceeding the first range is greater than the first threshold.

[0085] In a possible implementation, the cornering information of the vehicle includes the cornering angle of the vehicle, and the processing unit 801 is further configured to determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the motion state information of the vehicle when the braking assistance mode of the vehicle is the straight-line braking assistance and the cornering angle of the vehicle falls within a second range, the deflection angles of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel being the same and the deflection directions being opposite.

[0086] In a possible implementation, the cornering information of the vehicle includes the cornering angle of the vehicle, and the processing unit 801 is further configured to determine the offset amplitude and the slip degree of the vehicle according to the cornering information of the vehicle and the motion state information of the vehicle when the braking assistance mode of the vehicle is the straight-line braking assistance and the cornering angle of the vehicle exceeds the second range, and determine the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the offset amplitude and the slip degree of the vehicle. Optionally, the greater the offset amplitude, the greater the deflection angle of the rear wheel on the outside of the offset direction.

[0087] In a possible implementation, the side slip information of the vehicle includes a side slip angle of the vehicle, and the processing unit 801 is further configured to, in a case where the brake assist mode of the vehicle is a steering brake assist mode, determine a target steering angle of the vehicle according to a steering wheel angle of the vehicle and a steering ratio of the vehicle, and determine a target steering angle of the left rear wheel and a target steering angle of the right rear wheel according to the side slip angle of the vehicle, the motion state information of the vehicle, and the target steering angle of the vehicle.

[0088] It should be noted that each of the above modules (the processing unit 801 and the control unit 802) is configured to perform the related steps of the above method. For example, the processing unit 801 is configured to perform the related content of step S201, and the control unit 802 is configured to perform the related content of step S202.

[0089] FIG. 9 shows a structural schematic diagram of another processing apparatus provided by an embodiment of the present application. The processing apparatus is a device with processing capability. The device can be a physical device, such as a server (e.g., a rack-mounted server), a mainframe, etc., or a virtual device, such as a virtual machine, a container, etc.

[0090] As shown in FIG. 9, the processing apparatus 90 includes a processor 901, a memory 902, and one or more programs, and can include a communication interface 903. It should be understood that the number of processors and memories in the processing apparatus 90 is not limited in the present application.

[0091] The processor 901 is a module for performing operations, and can include a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a micro controller unit (MCU), or one or more integrated circuits for controlling execution of the above programs.

[0092] The memory 902 is configured to provide a storage space, in which application data, user data, an operating system, and computer instructions can be stored optionally. The memory 902 can include a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disk storage, a magnetic disk storage or other magnetic storage devices, or any other media that can be used to carry or store desired program codes in the form of instructions or data structures and that can be accessed by a computer, but is not limited to this.

[0093] The memory 902 can exist independently, and is connected to the processor 901 through a bus. The memory 902 can also be integrated with the processor 901.

[0094] The communication interface 903 is configured to provide information input or output for the at least one processor. And / or, the communication interface 903 can be configured to receive data sent by an external device and / or send data to an external device. The communication interface 903 can be a wired link interface including an Ethernet cable and the like, or a wireless link (Wi-Fi, Bluetooth, universal wireless transmission, and other wireless communication technologies) interface. Optionally, the communication interface 903 can further include a transmitter (such as a radio frequency transmitter, an antenna, and the like) or a receiver coupled to the interface, and the like.

[0095] In the embodiments of the present application, the one or more programs described above are stored in the memory 902 in the form of program codes, and are configured to be executed by the processor 901. The programs include instructions for implementing the steps in the auxiliary brake control method described above. For example, the auxiliary brake control method shown in FIG. 2. That is, the memory 902 stores executable instructions, and the processor 901 executes the executable instructions to implement the auxiliary brake control method described above, such as the auxiliary brake control method in the embodiment of FIG. 2. That is, the memory 902 stores instructions for executing the auxiliary brake control method.

[0096] Alternatively, the memory 902 stores executable instructions, and the processor 901 executes the executable instructions to implement the functions of one or more of the processing units and the control units described above (or devices), thereby implementing the auxiliary brake control method.

[0097] The embodiments of the present application also provide a vehicle comprising a left rear wheel, a right rear wheel and the aforementioned processing device 80 or the aforementioned processing device 90, which is used to implement the aforementioned auxiliary brake control method, such as the auxiliary brake control method in the embodiment of FIG. 2.

[0098] The embodiments of the present application also provide a computer program product comprising instructions. The computer program product can be a software or program product comprising instructions, which can be run on a computing device or stored in any available medium. The computer instructions are used to implement the aforementioned auxiliary brake control method, such as the auxiliary brake control method in the embodiment of FIG. 2.

[0099] The embodiments of the present application also provide a computer readable storage medium. The computer readable storage medium comprises instructions for implementing the aforementioned auxiliary brake control method, such as the auxiliary brake control method in the embodiment of FIG. 2.

[0100] The computer readable storage medium can be any available medium that the processing device can store, or a data storage device such as a data center comprising one or more available media. The available medium can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid state disk), etc.

[0101] In the embodiments of the present application, the word "exemplary" or "for example" is used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the word "exemplary" or "for example" is used to present concepts in a concrete manner.

[0102] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following (items)" or the like means any combination of the items, including a single item or a combination of multiple items. For example, at least one of a, b, or c can mean a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the association relationship between the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone, where A and B can be single or multiple. The character " / " generally means that the associated objects before and after it are in an "or" relationship.

[0103] In addition, unless otherwise specified, the ordinal numbers such as "first", "second", etc. used in the embodiments of the present application are used to distinguish the multiple objects, and are not used to represent the order, time sequence, priority or importance of the multiple objects. For example, the first range and the second range are only for the convenience of description, and are not used to represent the difference in the arrangement order, importance, etc. of the first range and the second range.

[0104] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or by program instructing relevant hardware to complete, and the program can be stored in a computer readable storage medium, such as a read-only memory, a magnetic disk or an optical disk.

[0105] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art can understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the protection scope of the technical solutions of the embodiments of the present application.

Claims

1. An auxiliary brake control method in which, The method is applied to a vehicle including a left rear wheel and a right rear wheel, and the method comprises: in response to the vehicle being in a braking mode, determining a target steering angle of the left rear wheel and a target steering angle of the right rear wheel according to steering information of the vehicle, side slip information of the vehicle, and motion state information of the vehicle, the motion state information of the vehicle including a vehicle speed of the vehicle, a slip ratio of the left rear wheel, and a slip ratio of the right rear wheel; and controlling the left rear wheel to steer based on the target steering angle of the left rear wheel, and / or controlling the right rear wheel to steer based on the target steering angle of the right rear wheel, so as to increase a braking deceleration of the vehicle.

2. The method of claim 1, wherein, The determination of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the steering information of the vehicle, the side slip information of the vehicle, and the motion state information of the vehicle comprises: determining a braking assistance mode according to the steering information of the vehicle; and determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the braking assistance mode, the side slip information of the vehicle, and the motion state information of the vehicle.

3. The method of claim 2, wherein, The steering information of the vehicle includes a steering wheel angle, in response to the steering wheel angle falling within a first range, the braking assistance mode is a straight-line braking assistance; in response to the steering wheel angle exceeding the first range and a duration of the steering wheel angle exceeding the first range being less than a first threshold, the braking assistance mode is a straight-line braking assistance; or in response to the steering wheel angle exceeding the first range and a duration of the steering wheel angle exceeding the first range being greater than the first threshold, the braking assistance mode is a steering braking assistance.

4. The method of claim 2 or 3, wherein, The side slip information of the vehicle includes a side slip angle of the vehicle, and the determination of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the braking assistance mode, the side slip information of the vehicle, and the motion state information of the vehicle comprises: in response to the braking assistance mode of the vehicle being a straight-line braking assistance and the side slip angle of the vehicle falling within a second range, determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the motion state information of the vehicle, the target steering angle of the left rear wheel and the target steering angle of the right rear wheel having the same deflection angle and opposite deflection directions.

5. The method of claim 2 or 3, wherein, The side slip information of the vehicle includes a side slip angle of the vehicle, and the determination of the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the braking assistance mode, the side slip information of the vehicle, and the motion state information of the vehicle comprises: in response to the braking assistance mode of the vehicle being a straight-line braking assistance and the side slip angle of the vehicle exceeding the second range, determining a deviation amplitude and a slip degree of the vehicle according to the side slip information of the vehicle and the motion state information of the vehicle; and determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the deviation amplitude and the slip degree of the vehicle.

6. The method according to any one of claims 2-5, wherein, The side slip information of the vehicle comprises a side slip angle of the vehicle, and the target steering angles of the left and right rear wheels are determined based on at least the brake assist mode, the side slip information of the vehicle, and the motion state information of the vehicle, comprising: in response to the brake assist mode of the vehicle being steering brake assist, the target steering angle of the vehicle is determined according to the steering wheel angle of the vehicle and the steering ratio of the vehicle; and the target steering angles of the left and right rear wheels are determined according to the side slip angle of the vehicle, the motion state information of the vehicle, and the target steering angle of the vehicle.

7. A processing device, wherein, The processing device is included in a vehicle, the vehicle comprising left and right rear wheels, the processing device comprising a processing unit and a control unit, the processing unit is configured to determine the target steering angles of the left and right rear wheels according to the steering information of the vehicle, the side slip information of the vehicle, and the motion state information of the vehicle in response to the vehicle being in a braking condition, the motion state information of the vehicle comprising the vehicle speed, the slip ratio of the left rear wheel, and the slip ratio of the right rear wheel; and the control unit is configured to control the left rear wheel to steer based on the target steering angle of the left rear wheel, and / or control the right rear wheel to steer based on the target steering angle of the right rear wheel, so as to increase the braking deceleration of the vehicle.

8. The apparatus of claim 7, wherein, The determination of the target steering angles of the left and right rear wheels according to the steering information of the vehicle, the side slip information of the vehicle, and the motion state information of the vehicle comprises: determining the brake assist mode according to the steering information of the vehicle; and determining the target steering angles of the left and right rear wheels based on at least the brake assist mode, the side slip information of the vehicle, and the motion state information of the vehicle.

9. The apparatus of claim 8, wherein, The steering information of the vehicle comprises a steering wheel angle, in response to the steering wheel angle falling within a first range, the brake assist mode is straight-line brake assist; in response to the steering wheel angle exceeding the first range and the duration of the steering wheel angle exceeding the first range being less than a first threshold, the brake assist mode is straight-line brake assist; and in response to the steering wheel angle exceeding the first range and the duration of the steering wheel angle exceeding the first range being greater than the first threshold, the brake assist mode is steering brake assist.

10. The apparatus of claim 8 or 9, wherein, The side slip information of the vehicle comprises a side slip angle of the vehicle, and the target steering angles of the left and right rear wheels are determined based on at least the brake assist mode, the side slip information of the vehicle, and the motion state information of the vehicle, comprising: in response to the brake assist mode of the vehicle being straight-line brake assist and the side slip angle of the vehicle falling within a second range, the target steering angles of the left and right rear wheels are determined according to the motion state information of the vehicle, the target steering angles of the left and right rear wheels having the same deflection angle and opposite deflection directions.

11. The apparatus of claim 8 or 9, wherein, The side slip information of the vehicle comprises a side slip angle of the vehicle, and the determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the brake assist mode, the side slip information of the vehicle and the motion state information of the vehicle comprises: in response to the brake assist mode of the vehicle being the straight-line brake assist and the side slip angle of the vehicle exceeding the second range, determining a deviation amplitude and a slip degree of the vehicle according to the side slip information of the vehicle and the motion state information of the vehicle; and determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the deviation amplitude and the slip degree of the vehicle.

12. The apparatus of claim 8 or 9, wherein, The side slip information of the vehicle comprises a side slip angle of the vehicle, and the determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel based on at least the brake assist mode, the side slip information of the vehicle and the motion state information of the vehicle comprises: in response to the brake assist mode of the vehicle being the straight-line brake assist and the side slip angle of the vehicle exceeding the second range, determining a deviation amplitude and a slip degree of the vehicle according to the side slip information of the vehicle and the motion state information of the vehicle; and determining the target steering angle of the left rear wheel and the target steering angle of the right rear wheel according to the deviation amplitude and the slip degree of the vehicle.

13. A processing device, wherein, The processing device comprises a processor and a memory, and the memory stores a program, and the processor executes the program to enable the processing device to implement the method of any one of claims 1-6.

14. A vehicle, wherein, The vehicle comprises a left rear wheel, a right rear wheel and the processing device of any one of claims 7-12, or the processing device of claim 13, and is used to implement the method of any one of claims 1-6.

15. A computer readable storage medium, wherein, The computer readable storage medium is used to store computer instructions for executing the steps in the method of any one of claims 1-6.

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