Automobile braking control method and device, electronic equipment and automobile

Abstract

The application provides a kind of automobile brake control method, device, electronic equipment and automobile, it is related to automobile technical field.The automobile brake control method includes the following steps: obtaining brake failure information;According to brake failure information, determine brake failure wheel and brake normal wheel, and enter brake failure mode;According to the brake instruction received in brake failure mode, obtain the brake target value corresponding to each brake normal wheel, and the anti-drag target value corresponding to each brake failure wheel;According to the brake target value corresponding to each brake normal wheel obtained, control wheel brake mechanism to apply brake force to corresponding brake normal wheel, and according to the anti-drag target value corresponding to each brake failure wheel obtained, control wheel drive mechanism to apply anti-drag force to corresponding brake failure wheel.The automobile brake control method, device, electronic equipment and automobile provided by the application can make the automobile with wheel brake mechanism failure brake smoothly, and the structure is relatively simple.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to automotive braking control methods, devices, electronic equipment, and automobiles. Background Technology

[0002] Automobiles are a common means of transportation. They are equipped with wheel braking mechanisms to apply braking force to the wheels and keep the car from stopping. If the wheel braking mechanism malfunctions, the car may become unstable or lose control.

[0003] To improve vehicle safety and reduce safety risks caused by wheel braking mechanism failures, some related technologies equip vehicles with two sets of wheel braking mechanisms. If one set of wheel braking mechanisms fails, the other set of wheel braking mechanisms will switch to work.

[0004] However, in the related technologies, setting up two sets of wheel braking mechanisms in automobiles would lead to a complex automobile structure, which is not conducive to the lightweight design of automobiles. Summary of the Invention

[0005] The present invention aims to provide a vehicle braking control method, device, electronic device, and vehicle to solve the problem that the structure of a vehicle with good safety performance is relatively complex after the failure of the wheel braking mechanism in the prior art.

[0006] On one hand, the present invention provides a vehicle braking control method, the method comprising:

[0007] Obtain braking fault information.

[0008] Based on the braking fault information, identify the wheels with failed braking and the wheels with normal braking, and enter the braking fault mode.

[0009] Based on the braking command received in the braking failure mode, the braking target value corresponding to each wheel with normal braking and the anti-drag target value corresponding to each wheel with failed braking are obtained.

[0010] The wheel braking mechanism is controlled to apply braking force to the corresponding normally braking wheel based on the obtained braking target value for each normally braking wheel, and the wheel drive mechanism is controlled to apply anti-drag force to the corresponding normally braking wheel based on the obtained anti-drag target value for each brake-failed wheel, so as to brake the vehicle.

[0011] Optionally, the method further includes:

[0012] The first operating parameters of the vehicle are obtained, wherein the first operating parameters are the operating parameters of the vehicle when a braking command is received in the braking failure mode.

[0013] The vehicle's driving conditions are determined based on the first operating parameters, which include turning conditions and straight-line driving conditions.

[0014] If the method further includes the following steps if the vehicle is determined to be turning based on the first operating parameter:

[0015] Based on the first operating parameters and the braking target value corresponding to each wheel with normal braking and the anti-drag target value corresponding to each wheel with failed braking, the damping adjustment target value corresponding to each damping mechanism of the active suspension is obtained.

[0016] The damping of the corresponding damping mechanism of the active suspension is adjusted according to the damping adjustment target value corresponding to each damping mechanism of the active suspension.

[0017] Optionally, the vehicle's operating conditions are determined based on the first operating parameters, specifically including:

[0018] Based on the first operating parameters, the first actual centroid sideslip angle and the first actual yaw rate are obtained.

[0019] If the first actual center of gravity sideslip angle is greater than the first threshold and the first actual yaw rate is greater than the second threshold, then the car is in a turning condition.

[0020] Optionally, based on the first operating parameters and the obtained braking target value for each normally braking wheel and the anti-drag target value for each wheel with failed braking, the damping adjustment target value for each damping mechanism of the active suspension is obtained, specifically including:

[0021] Based on the first operating parameters and the obtained braking target value corresponding to each normally braking wheel, the required road surface adhesion force at each normally braking wheel during braking is obtained; and based on the first operating parameters and the obtained anti-drag target value corresponding to each brake failure wheel, the required road surface adhesion force at each brake failure wheel during braking is obtained.

[0022] Based on the road surface adhesion required at each normal braking point during braking, and the road surface adhesion required at each wheel where braking fails during braking, the damping adjustment target value corresponding to each damping mechanism of the active suspension is obtained.

[0023] Optionally, the method further includes:

[0024] The second operating parameters of the vehicle are obtained, wherein the second operating parameters are the operating parameters of the vehicle when the wheel braking mechanism is controlled to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and the wheel drive mechanism is controlled to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel.

[0025] The stability state of the vehicle is determined based on the second operating parameter, wherein the stability state includes the unstable state and the non-unstable state.

[0026] If the vehicle is determined to be in an unstable state based on the second operating parameter, the method also includes:

[0027] The steering mechanism is controlled according to the second operating parameter to adjust the steering angle so that the car is in an unstable state.

[0028] Optionally, the stability state of the vehicle is determined based on the second operating parameter, specifically including:

[0029] Based on the second operating parameters, the second actual centroid sideslip angle, the second actual yaw rate, the desired centroid sideslip angle, and the desired yaw rate are obtained.

[0030] If the difference between the second actual sideslip angle and the desired sideslip angle is greater than the third threshold, and the difference between the second actual yaw rate and the desired yaw rate is greater than the fourth threshold, then the car is in an unstable state.

[0031] Optionally, the braking commands received in the brake failure mode include the braking target values ​​for each wheel that is braking normally and each wheel that has failed to brake.

[0032] Based on the braking commands received in the braking failure mode, the target braking value for each wheel with normal braking and the target anti-drag value for each wheel with failed braking are obtained, specifically including:

[0033] Obtain the braking target value corresponding to each normally braked wheel in the braking command received in the braking failure mode; and obtain the anti-drag target value corresponding to each brake-failed wheel based on the braking target value of each brake-failed wheel in the braking command received in the braking failure mode.

[0034] On the other hand, the present invention provides an automotive braking control device, comprising:

[0035] The acquisition module is used to acquire braking fault information.

[0036] The determination module is used to identify the wheels with failed braking and the wheels with normal braking based on the braking fault information, and then enter the braking fault mode.

[0037] The processing module is used to obtain the braking target value corresponding to each wheel with normal braking and the anti-drag target value corresponding to each wheel with failed braking, based on the braking command received in the braking failure mode.

[0038] The control module is used to control the wheel braking mechanism to apply braking force to the corresponding normally braking wheel according to the obtained braking target value for each normally braking wheel, and to control the wheel drive mechanism to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value for each brake failure wheel, so as to brake the vehicle.

[0039] In another aspect, the present invention provides an electronic device including a processor and a memory, wherein the processor and the memory are communicatively connected.

[0040] The memory stores computer instructions, and the processor executes the computer instructions to implement the vehicle braking control method in any of the above embodiments.

[0041] In another aspect, the present invention provides an automobile including a wheel drive mechanism, a wheel braking mechanism, and electronic equipment as described in any of the above embodiments.

[0042] Both the wheel drive mechanism and the wheel braking mechanism are connected in communication with the processor of the electronic equipment.

[0043] In another aspect, the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle braking control method in any of the above embodiments.

[0044] The present invention provides a vehicle braking control method, device, electronic device, and vehicle. The vehicle braking control method includes the following steps: acquiring braking fault information; determining the wheels with failed braking and the wheels with normal braking based on the braking fault information, and entering a braking fault mode; obtaining a braking target value corresponding to each wheel with normal braking and a reverse drag target value corresponding to each wheel with failed braking based on the braking command received in the braking fault mode; controlling the wheel braking mechanism to apply braking force to the corresponding wheel with normal braking based on the obtained braking target value corresponding to each wheel with normal braking, and controlling the wheel drive mechanism to apply reverse drag force to the corresponding wheel with failed braking based on the obtained reverse drag target value corresponding to each wheel with failed braking, so as to brake the vehicle.

[0045] With the above setup, after a failure of the wheel braking mechanism, the wheel drive can be controlled according to the braking command to generate corresponding counter-draft force to brake one or more wheels that cannot be braked by the wheel braking mechanism. This facilitates a coordinated reduction in the rotational speed of each wheel, reducing the risk of brake failure or instability / loss of control during braking. Vehicles with malfunctioning wheel braking mechanisms exhibit higher stability and better safety performance during braking. Furthermore, utilizing the counter-draft force generated by the wheel drive mechanism to brake the wheels without braking force after a wheel braking mechanism failure further improves the vehicle's safety performance. It eliminates the need for two sets of wheel braking mechanisms, simplifying the vehicle's structure, reducing manufacturing costs, and facilitating lightweight design. Additionally, the target braking value for each normally braking wheel and the target counter-draft value for each wheel with brake failure are obtained from the braking command. The wheel braking mechanism and wheel drive mechanism control the corresponding normally braking wheels and wheel with brake failure using these target values, respectively. This provides precise braking control for each wheel, further reducing the risk of instability / loss of control during braking. Furthermore, wheels that are in normal braking condition are braked by the braking force applied by the wheel braking mechanism, while wheels that have failed to brake are braked by the counter-dragging force applied by the wheel drive mechanism. The coordination and coupling between the wheel braking mechanism and the wheel drive mechanism are good, and the possibility of conflict between the wheel braking mechanism and the wheel drive mechanism is small. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 A system architecture diagram of an automotive braking control system provided in this application embodiment;

[0048] Figure 2 A flowchart of an automobile braking control method provided in this application embodiment;

[0049] Figure 3 A flowchart of yet another automobile braking control method provided in the embodiments of this application;

[0050] Figure 4 This is a schematic diagram of a car traveling in a straight line.

[0051] Figure 5 This is a diagram illustrating a car in a turning position.

[0052] Figure 6 A schematic diagram of an automotive braking control device provided in an embodiment of this application;

[0053] Figure 7 This is a schematic diagram of an electronic device provided in an embodiment of this application.

[0054] Explanation of reference numerals in the attached figures:

[0055] 100. Integrated control unit; 200. Wheel drive mechanism; 300. Wheel braking mechanism; 400. Active suspension; 410. Vibration damping mechanism; 500. Steering mechanism; 600. Data acquisition module; 610. Inertial sensor; 620. Wheel speed sensor; 630. Torque sensor; 640. Steering wheel angle sensor; 700. Memory; 800. Processor; 910. First acquisition module; 920. First determination module; 930. First processing module; 940. First control module. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0058] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0059] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0060] In the above description, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0061] Automobiles are a common means of transportation, and they are typically equipped with wheel braking mechanisms. During driving, upon receiving a braking command, the vehicle controls these mechanisms to apply corresponding braking force to each wheel to bring it to a stop. If the wheel braking mechanism malfunctions, it may fail to apply braking force to one or more wheels after receiving a braking command. When the wheel braking mechanism cannot apply braking force to the wheels of a particular part of the vehicle, the wheel speed of the wheel with applied braking force will decrease significantly, while the wheel speed of the wheel without applied braking force will change less. This can easily lead to instability and loss of control. For example, in a four-wheeled vehicle with left front wheels, right front wheels, left rear wheels, and right rear wheels, if the wheel braking mechanism malfunctions and cannot apply braking force to the right front wheel and left rear wheel, upon receiving a braking command, the wheel braking mechanism will apply corresponding braking force to the left front wheel and right rear wheel. The wheel speed of the left front wheel and right rear wheel will be reduced, while the wheel speed of the right front wheel and the other two wheels will change less, maintaining a relatively high rotational speed. In this situation, the rear of the vehicle is prone to swinging to the left, causing instability and loss of control. When the wheel braking mechanism is unable to apply braking force to all wheels of a car, it will lead to brake failure, which poses a significant safety hazard.

[0062] To improve vehicle safety and reduce safety risks caused by wheel braking mechanism failures, some related technologies incorporate two sets of wheel braking mechanisms. These two sets can independently apply braking force to each wheel. During operation, one set of wheel braking mechanisms is the primary mechanism, while the other serves as a backup. If the primary wheel braking mechanism fails, the system switches to the backup mechanism, ensuring that all wheels can be braked even if the primary mechanism malfunctions.

[0063] However, in related technologies, automobiles with two sets of wheel braking mechanisms have a more complex structure, higher manufacturing costs, and are not conducive to lightweight design.

[0064] To address the aforementioned technical problems, the vehicle braking control method provided in this application includes the following steps: acquiring braking fault information; determining the wheels with failed braking and the wheels with normal braking based on the braking fault information, and entering a braking fault mode; obtaining a braking target value corresponding to each wheel with normal braking and a reverse drag target value corresponding to each wheel with failed braking based on the braking command received in the braking fault mode; controlling the wheel braking mechanism to apply braking force to the corresponding wheel with normal braking based on the obtained braking target value corresponding to each wheel with normal braking, and controlling the wheel drive mechanism to apply reverse drag force to the corresponding wheel with failed braking based on the obtained reverse drag target value corresponding to each wheel with failed braking, so as to brake the vehicle.

[0065] This configuration allows for the generation of counter-draft force in the wheel drive system to brake one or more wheels that cannot be braked by the wheel braking mechanism after a failure of the wheel braking system. This facilitates a coordinated reduction in the rotational speed of each wheel, reducing the risk of brake failure or instability / loss of control during braking. Vehicles with malfunctioning wheel braking systems exhibit higher stability and better safety when braking. Furthermore, utilizing the counter-draft force generated by the wheel drive system to brake the wheels without braking force after a wheel braking system failure eliminates the need for two sets of wheel braking systems, simplifying the vehicle's structure, reducing manufacturing costs, and enabling lightweight design. Additionally, the target braking value for each normally braking wheel and the counter-draft target value for each wheel that has failed braking are obtained from the braking command. The wheel braking and wheel drive systems control the corresponding normally braking and failed braking wheels using these target values, respectively, resulting in more precise braking control of each wheel and further reducing the risk of instability / loss of control during braking. Furthermore, wheels that are in normal braking condition are braked by the braking force applied by the wheel braking mechanism, while wheels that have failed to brake are braked by the counter-dragging force applied by the wheel drive mechanism. The coordination and coupling between the wheel braking mechanism and the wheel drive mechanism are good, and the possibility of conflict between the wheel braking mechanism and the wheel drive mechanism is small.

[0066] The following detailed description of the automobile braking control method, device, electronic equipment, and automobile provided in this application, with reference to specific embodiments, is provided in detail.

[0067] Figure 1 This is a system architecture diagram of an automotive braking control system provided in an embodiment of this application.

[0068] like Figure 1 As shown, the system architecture of the automotive braking control system provided in this application embodiment may include a processor 800, a wheel drive mechanism 200, a wheel braking mechanism 300, an active suspension 400, a steering mechanism 500, and a data acquisition module 600. The wheel drive mechanism 200, the wheel braking mechanism 300, the active suspension 400, the steering mechanism 500, and the data acquisition module 600 are all communicatively connected to the processor 800.

[0069] It is understandable that the wheel drive mechanism 200, wheel braking mechanism 300, active suspension 400, steering mechanism 500, and data acquisition module 600 can communicate with the processor 800 via wired connection such as a controller area network (CAN) bus, or via wireless connection.

[0070] The wheel drive mechanism 200 can be used to apply a driving force to the wheels to make them rotate, so that the vehicle moves forward or backward. The wheel drive mechanism 200 can also apply a counter-draft force to the wheels to stop their rotation, so that the vehicle slows down or stops. For example, the wheel drive mechanism 200 can apply a driving force to the wheels to make them rotate in the forward direction, or it can apply a driving force to the wheels to make them rotate in the reverse direction. The wheel drive mechanism 200 can also apply a counter-draft force to the rotating wheels to reduce their rotational speed or even stop them from rotating. The wheel drive mechanism 200 can independently control each wheel, applying different driving forces or counter-draft forces to different wheels. The wheel drive mechanism 200 can be an electric drive mechanism, a fuel drive mechanism, or a hybrid drive mechanism.

[0071] The wheel braking mechanism 300 is used to apply braking force to the wheels to decelerate or stop the vehicle. The wheel braking mechanism can independently control each wheel, applying different braking forces to different wheels. This ensures that if the braking of one wheel fails, the braking of the other wheels is not affected. The wheel braking mechanism 300 can be a hydraulic braking mechanism, a mechanical braking mechanism, etc., for example, an electro-hydraulic braking mechanism or an electro-mechanical braking mechanism.

[0072] The steering mechanism 500 is used to change the steering angle, thereby changing the direction of the vehicle. The steering mechanism 500 can be an electric power steering mechanism, a steer-by-wire mechanism, etc. It can be an all-wheel steering mechanism or a front-axle steering mechanism.

[0073] The active suspension 400 connects the wheels and body of a vehicle. For example, it can be an electric motor-driven active suspension or a dual-control air suspension system. The active suspension 400 may include a damping mechanism 410, with both ends of the damping mechanism 410 securely connected to the body and wheels respectively. The damping mechanism 410 provides vibration damping, and its damping is adjustable. For example, the damping mechanism 410 may be an air spring or a hydraulic shock absorber. The active suspension 400 may include multiple damping mechanisms 410 located at different positions on the vehicle body, and the damping of each damping mechanism 410 can be adjusted independently. For example, the active suspension 400 may include a left front damping mechanism, a right front damping mechanism, a left rear damping mechanism, and a right rear damping mechanism. The left front damping mechanism may be located at the left front of the vehicle, the right front damping mechanism at the right front of the vehicle, the left rear damping mechanism at the left rear of the vehicle, and the right rear damping mechanism at the right rear of the vehicle.

[0074] The data acquisition module 600 can be used to collect the vehicle's operating parameters. The data acquisition module 600 may include one or more of the following: an inertial measurement unit (IMU) 610, a wheel speed sensor 620, a torque sensor 630, a vertical acceleration sensor, a height sensor, a steering wheel angle sensor 640, a steering angle sensor, a throttle opening sensor, and a brake pedal travel sensor. Operating parameters may include one or more of the following: actual yaw rate, steering wheel angle, wheel speed, vehicle speed, lateral acceleration, vertical acceleration, vehicle height, steering angle, actual driving force, throttle opening, and brake pedal travel.

[0075] The vehicle may include an integrated control unit 100, which may include a processor 800, a wheel drive mechanism 200, a wheel braking mechanism 300, an active suspension 400, a steering mechanism 500, and a data acquisition module 600, which may be communicatively connected to the processor 800 of the integrated control unit 100.

[0076] The vehicle's operating parameters collected by the data acquisition module 600 can be sent to the processor 800 of the integrated control unit 100. The processor 800 of the integrated control unit 100 can process the acquired vehicle operating parameters in a unified manner to improve data processing efficiency and reduce the risk of data conflicts.

[0077] The actuators such as the wheel drive mechanism 200, wheel braking mechanism 300, active suspension 400, and steering mechanism 500 can all be controlled by the processor 800 of the integrated control unit 100, so as to facilitate the coordinated operation of the actuators such as the wheel drive mechanism 200, wheel braking mechanism 300, active suspension 400, and steering mechanism 500.

[0078] It is understood that the wheel drive mechanism 200, wheel braking mechanism 300, active suspension 400 and steering mechanism 500 are all actuators, and each may only include the actuator components without the corresponding control unit. The wheel drive mechanism 200, wheel braking mechanism 300, active suspension 400 and steering mechanism 500 may all be controlled by the processor 800 of the integrated control unit 100.

[0079] The vehicle braking control method provided in this embodiment can be used in automobiles, specifically in automobiles including an integrated control unit 100, which can be used to execute the method.

[0080] Understandably, the vehicle can be a gasoline-powered vehicle, an electric vehicle (EV), a hybrid electric vehicle (HEV), or another new energy vehicle. For example, it could be a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), or a plug-in hybrid electric vehicle (PHEV).

[0081] The vehicle braking control method provided in this embodiment can be understood to be used in both autonomous driving systems and manual driving systems.

[0082] Figure 2 This is a flowchart of an automotive braking control method provided in an embodiment of this application.

[0083] like Figure 2 As shown, and see Figure 1 The vehicle braking control method provided in this embodiment includes:

[0084] S100: Obtain brake fault information.

[0085] It is understood that the data acquisition module 600 may include a brake monitoring sensor located at the wheel braking mechanism 300. The brake monitoring sensor is used to monitor the working status of the wheel braking mechanism 300. If the brake monitoring sensor detects a fault in the wheel braking mechanism 300, it can send corresponding brake fault information to the processor 800. Alternatively, brake fault information can be obtained from the vehicle's operating parameters such as wheel speed and yaw rate collected by the data acquisition module 600.

[0086] S200: Based on the braking fault information, identify the wheels with failed braking and the wheels with normal braking, and enter the braking fault mode.

[0087] In this way, identifying the wheel with brake failure and the wheel with normal braking facilitates the control of the wheel drive mechanism 200 to control the corresponding wheel with brake failure, thereby reducing the risk of conflict between the actions of the wheel braking mechanism 300 and the wheel drive mechanism 200.

[0088] It is understandable that a brake failure wheel refers to a wheel to which the wheel braking mechanism 300 cannot apply braking force after a failure; a brake functioning wheel refers to a wheel to which the wheel braking mechanism 300 can apply braking force after a failure.

[0089] The braking fault information includes the number and location of wheels with failed braking and wheels with normal braking.

[0090] The number of wheels with failed braking is an integer greater than or equal to 1, and the number of wheels with normal braking is an integer greater than or equal to 0. The sum of the number of wheels with failed braking and the number of wheels with normal braking is the total number of wheels of the car.

[0091] S300: Obtain vehicle operating parameters.

[0092] Understandably, the vehicle's operating parameters can be acquired periodically through the data acquisition module 600. In other words, the vehicle can periodically execute step S300. The vehicle's operating parameters can be acquired at preset time intervals, such as 1 second, 2 seconds, 3 seconds, 5 seconds, etc. The operating parameters may include one or more parameters such as actual yaw rate, steering wheel angle, wheel speed, vehicle speed, lateral acceleration, vertical acceleration, vehicle height, steering angle, actual driving force, throttle opening, and brake pedal travel.

[0093] S400: Based on the braking command received in the braking failure mode, obtain the braking target value corresponding to each wheel with normal braking and the anti-drag target value corresponding to each wheel with failed braking.

[0094] Understandably, the braking target value refers to the braking force that needs to be applied to the wheels that are functioning normally under the current braking command; the anti-drag target value refers to the anti-drag force that needs to be applied to the wheels that have failed to brake under the current braking command.

[0095] The target braking values ​​for different wheels with normal braking can be the same or different; the target anti-drag values ​​for different wheels with failed braking can be the same or different.

[0096] In the multiple steps S300 executed periodically, one of them is step S310: obtaining the first operating parameters of the vehicle, wherein the first operating parameters are the operating parameters of the vehicle when receiving a braking command in the braking failure mode.

[0097] S500: Determine the vehicle's driving conditions based on the first operating parameters, wherein the driving conditions include turning conditions and straight-line driving conditions.

[0098] This allows for the adoption of different braking control methods based on different driving conditions, resulting in more precise braking control of the vehicle.

[0099] It is understandable that when a car is going straight, it is in a straight-going condition; when a car is turning, it is in a turning condition. Turning a car includes both turning left and turning right.

[0100] If the vehicle is determined to be in a straight-moving condition based on the first operating parameters, the vehicle braking control method provided in this embodiment further includes:

[0101] S610: Control the wheel braking mechanism 300 to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and control the wheel drive mechanism 200 to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel, so as to brake the vehicle.

[0102] Understandably, the processor 800 can send corresponding control commands to the wheel drive mechanism 200 and the wheel braking mechanism 300 respectively to control the wheel drive mechanism 200 and the wheel braking mechanism 300.

[0103] When the number of normally braked wheels is 0, the wheel braking mechanism 300 can be discontinued, and only the wheel drive mechanism 200 can be controlled to apply a counter-dragging force to the corresponding brake-failed wheel.

[0104] Braking a car means reducing its speed. When braking a car, the speed can be reduced to 0 or it can remain at 0.

[0105] In this way, when the wheel braking mechanism 300 malfunctions and the vehicle needs to brake while traveling straight, the braking command can be used to control the wheel drive to generate corresponding counter-draft force, thereby braking one or more wheels that cannot be braked by the wheel braking mechanism 300. This reduces the risk of brake failure or instability / loss of control during braking after the wheel braking mechanism 300 malfunctions. Vehicles with malfunctioning wheel braking mechanisms 300 exhibit higher stability and better safety performance during braking. Furthermore, after a malfunction of the wheel braking mechanism 300, the counter-draft force generated by the wheel drive mechanism 200 is used to brake the wheels without braking force, further improving the vehicle's safety performance. The elimination of the need for two sets of wheel braking mechanisms 300 simplifies the vehicle's structure, reduces manufacturing costs, and facilitates lightweight design. Furthermore, the target braking value for each normally braking wheel and the target anti-drag value for each wheel with failed braking are both obtained from the braking command. The wheel braking mechanism 300 and the wheel drive mechanism 200 control the corresponding normally braking wheels and wheels with failed braking through the target braking values ​​and anti-drag values, respectively. This provides relatively precise braking control for each wheel and can further reduce the risk of vehicle instability and loss of control during braking. Moreover, the normally braking wheels are braked by the braking force applied by the wheel braking mechanism 300, while the wheels with failed braking are braked by the anti-drag force applied by the wheel drive mechanism. The coordination and coupling between the wheel braking mechanism 300 and the wheel drive mechanism 200 are good, and the possibility of conflict between them is small.

[0106] If the vehicle is determined to be in a turning condition based on the first operating parameter, the vehicle braking control method provided in this embodiment further includes:

[0107] S620: Based on the first operating parameters and the obtained braking target value corresponding to each normally braked wheel and the anti-drag target value corresponding to each brake-failed wheel, the damping adjustment target value corresponding to each damping mechanism 410 of the active suspension 400 is obtained.

[0108] It is understandable that the damping adjustment target value refers to the damping value that the corresponding damping mechanism 410 needs to adjust to or change under the first operating parameters and the current braking command. The damping adjustment target values ​​of different damping mechanisms 410 may be the same or different.

[0109] S630: Control the active suspension 400 to adjust the damping of the corresponding damping mechanism 410 according to the damping adjustment target value of each damping mechanism 410 of the active suspension 400.

[0110] This helps improve the stability of the car when braking while turning, making braking smoother and reducing the likelihood of fishtailing or rollover.

[0111] Understandably, the processor 800 can send corresponding control commands to the active suspension 400 to control the active suspension 400.

[0112] When braking while the vehicle is turning, the damping of the damping mechanism 410 on the side opposite to the turning direction can be increased, while the damping of the damping mechanism 410 on the side in the same turning direction can remain unchanged, increase, or decrease. For example, when the vehicle is turning left and braking, the damping of the damping mechanism 410 located on the right side of the vehicle can be increased, while the damping of the damping mechanism 410 located on the left side of the vehicle can remain unchanged, increase, or decrease.

[0113] S610: Control the wheel braking mechanism 300 to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and control the wheel drive mechanism 200 to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel, so as to brake the vehicle.

[0114] In this way, when the wheel brake mechanism 300 malfunctions and the vehicle needs to brake while turning, the braking command can be used to control the wheel drive to generate corresponding counter-draft force, thereby braking one or more wheels that cannot be braked by the wheel brake mechanism 300. This reduces the risk of brake failure or instability / loss of control during braking after the wheel brake mechanism 300 malfunctions. Vehicles with malfunctioning wheel brake mechanisms 300 exhibit higher stability and better safety performance during braking. Furthermore, after a malfunction of the wheel brake mechanism 300, the counter-draft force generated by the wheel drive mechanism 200 is used to brake the wheels without braking force, further improving the vehicle's safety performance. The elimination of the need for two sets of wheel brake mechanisms 300 simplifies the vehicle's structure, reduces manufacturing costs, and facilitates lightweight design. Furthermore, the target braking value for each normally braking wheel and the target anti-drag value for each wheel with failed braking are both obtained from the braking command. The wheel braking mechanism 300 and the wheel drive mechanism 200 control the corresponding normally braking wheels and wheels with failed braking through the target braking values ​​and anti-drag values, respectively. This provides relatively precise braking control for each wheel and can further reduce the risk of vehicle instability and loss of control during braking. Moreover, the normally braking wheels are braked by the braking force applied by the wheel braking mechanism 300, while the wheels with failed braking are braked by the anti-drag force applied by the wheel drive mechanism. The coordination and coupling between the wheel braking mechanism 300 and the wheel drive mechanism 200 are good, and the possibility of conflict between them is small.

[0115] The vehicle braking control method provided in this embodiment includes multiple steps S300 executed periodically, one of which is step S320: obtaining the second operating parameters of the vehicle, wherein the second operating parameters are the operating parameters of the vehicle when the wheel braking mechanism 300 is controlled to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and the wheel drive mechanism 200 is controlled to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel.

[0116] The vehicle braking control method provided in this embodiment further includes S700: determining the vehicle's stability state based on the second operating parameters, wherein the stability state includes an unstable state and an unstable state.

[0117] This allows us to assess the car's stability during braking.

[0118] If the second operating parameter determines that the vehicle is in an unstable state, braking control can be terminated.

[0119] If the method further includes the following steps if the vehicle is determined to be in an unstable state based on the second operating parameter:

[0120] S800: Controls the steering mechanism 500 to adjust the steering angle according to the second operating parameters, so that the car is converted to a non-instability state.

[0121] Understandably, braking control can be terminated once the steering angle is adjusted by controlling the steering mechanism 500 to bring the car into a non-instability state.

[0122] The processor 800 can send corresponding control commands to the steering mechanism 500 to control the steering mechanism 500. In a car where the steering of each wheel can be controlled independently, the steering mechanism 500 can be controlled to adjust different steering angles for different wheels.

[0123] In this way, if the car is unstable during braking, the stability can be improved by adjusting the steering angle, thus transforming the car from an unstable state to a stable state. After applying counter-dragging force to the wheel with failed braking and braking force to the wheel with normal braking, if the car is still unstable, adjusting the steering angle will ensure that the actuators operate in an orderly manner and are less likely to conflict.

[0124] In some possible implementations, operating parameters may include actual yaw rate, steering wheel angle, vehicle speed, and lateral acceleration.

[0125] In this way, it is easy to determine the vehicle's driving conditions and stability status through operating parameters.

[0126] Understandably, the actual yaw rate and lateral acceleration can be collected by the inertial sensor 610 and sent to the processor 800, the steering wheel angle can be collected by the steering wheel angle sensor 640 and sent to the processor 800, and the vehicle speed can be collected by the wheel speed sensor 620 and sent to the processor 800.

[0127] The first operating parameters may include the first actual yaw rate and the first lateral acceleration.

[0128] The second operating parameters may include the second actual yaw rate, steering wheel angle, vehicle speed, and second lateral acceleration.

[0129] Figure 3 A flowchart of another automobile braking control method provided in the embodiments of this application. Figure 4 This is a schematic diagram of a car traveling in a straight line. Figure 5 This is a schematic diagram of a car turning. In the diagram, G is the car's center of gravity, β is the sideslip angle, and γ is the yaw angle.

[0130] like Figures 3-5 As shown, and see Figure 1 In some possible implementations, step S500 specifically includes:

[0131] S510: Based on the first operating parameters, obtain the first actual centroid sideslip angle and the first actual yaw rate.

[0132] This makes it easier to determine the vehicle's operating conditions simply and accurately.

[0133] Understandably, when receiving a braking command in braking failure mode, the inertial sensor 610 can send the first actual yaw rate it has collected to the processor 800. The first actual center of gravity sideslip angle can be calculated from the first lateral acceleration and the first actual yaw rate collected by the inertial sensor 610.

[0134] S520: Determine whether the first actual centroid sideslip angle is greater than the first threshold and whether the first actual yaw rate is greater than the second threshold.

[0135] If the first actual center of gravity sideslip angle is greater than the first threshold and the first actual yaw rate is greater than the second threshold, then the car is in a turning condition.

[0136] It is understandable that both the first and second thresholds are preset threshold values.

[0137] This allows for a more accurate assessment of whether a car is turning, reducing the risk of misjudging a car traveling straight as turning, causing the active suspension to engage and affecting the comfort of the driver and passengers.

[0138] If the first actual center of gravity sideslip angle is less than or equal to the first threshold, and / or the first actual yaw rate is less than or equal to the second threshold, then the vehicle is in a straight-line driving condition.

[0139] like Figure 1 , Figure 3 As shown, in some possible implementations, step S620 specifically includes:

[0140] S621: Based on the first operating parameters and the obtained braking target value corresponding to each normally braking wheel, obtain the road surface adhesion required at each normally braking wheel during braking; and based on the first operating parameters and the obtained anti-drag target value corresponding to each brake failure wheel, obtain the road surface adhesion required at each brake failure wheel during braking.

[0141] In this way, the required road adhesion at each properly braked wheel and each wheel with failed braking can be obtained more accurately.

[0142] S622: Based on the road surface adhesion required at each normal braking point during braking and the road surface adhesion required at each brake failure wheel during braking, the damping adjustment target value corresponding to each damping mechanism 410 of the active suspension 400 is obtained.

[0143] In this way, the damping adjustment target value corresponding to each damping mechanism 410 can be allocated according to the road adhesion required for braking of each wheel with failed braking and the wheel with normal braking. This allows the active suspension 400 to adjust the damping of each damping mechanism 410 according to the corresponding damping adjustment target value, resulting in more precise control of vehicle stability. In addition, the damping of each damping mechanism 410 can be adjusted independently according to different initial operating parameters and different braking commands, making the braking of the vehicle more stable when turning in all directions.

[0144] In some possible implementations, step S700 specifically includes:

[0145] S710: Based on the second operating parameters, obtain the second actual centroid sideslip angle, the second actual yaw rate, the desired centroid sideslip angle, and the desired yaw rate.

[0146] This makes it easier to determine the stability of a car simply and accurately.

[0147] Understandably, when the wheel braking mechanism 300 is controlled to apply braking force to the corresponding normally braking wheel based on the obtained braking target value corresponding to each normally braking wheel, and the wheel drive mechanism 200 is controlled to apply anti-drag force to the corresponding normally braking wheel based on the obtained anti-drag target value corresponding to each brake failure wheel, the inertial sensor 610 can send the collected second actual yaw rate to the processor 800. The desired yaw rate can be calculated by the steering wheel angle collected by the current steering wheel angle sensor 640 and the vehicle speed collected by the wheel speed sensor 620. The second actual center of gravity sideslip angle can be calculated by the second lateral acceleration and the second actual yaw rate collected by the current inertial sensor 610. The desired center of gravity sideslip angle can be calculated by the second lateral acceleration collected by the current inertial sensor 610 and the calculated desired yaw rate.

[0148] S720: Determine whether the difference between the second actual centroid sideslip angle and the expected centroid sideslip angle is greater than the third threshold, and whether the difference between the second actual yaw rate and the expected yaw rate is greater than the fourth threshold.

[0149] It is understandable that both the third and fourth thresholds are pre-set threshold values.

[0150] If the difference between the second actual sideslip angle and the desired sideslip angle is greater than the third threshold, and the difference between the second actual yaw rate and the desired yaw rate is greater than the fourth threshold, then the car is in an unstable state.

[0151] This allows for a more accurate assessment of the vehicle's stability, reducing the risk of the vehicle being misjudged as unstable, causing the steering mechanism to malfunction and resulting in deviation from the vehicle's intended direction, as well as affecting the driver's operation.

[0152] If the difference between the second actual sideslip angle and the desired sideslip angle is less than or equal to the third threshold, and / or the difference between the second actual yaw rate and the desired yaw rate is less than or equal to the fourth threshold, then the vehicle is in an unstable state.

[0153] In some possible implementations, the braking commands received in the braking failure mode include the braking target values ​​for each wheel that is braking normally and for each wheel that has failed to brake.

[0154] Step S400 specifically includes:

[0155] Obtain the braking target value corresponding to each normally braked wheel in the braking command received in the braking failure mode; and obtain the anti-drag target value corresponding to each brake-failed wheel based on the braking target value of each brake-failed wheel in the braking command received in the braking failure mode.

[0156] It is understandable that, regardless of whether the braking failure mode is in effect, the received braking command includes the target braking value for each wheel, and the target braking value for each wheel included in the braking command does not change due to whether the braking failure mode is in effect.

[0157] This facilitates improved coupling with braking control when the vehicle is not in a braking failure mode, making it easier to obtain the anti-drag target value for each brake-failed wheel.

[0158] Figure 6 This is a schematic diagram of an automotive braking control device provided in an embodiment of this application.

[0159] like Figure 6 As shown, and see Figures 1-5 On the other hand, the vehicle braking control device provided in this application embodiment includes:

[0160] The first acquisition module 910 is used to acquire braking fault information.

[0161] The first determination module 920 is used to determine the wheels with failed braking and the wheels with normal braking based on the braking fault information, and to enter the braking fault mode.

[0162] The first processing module 930 is used to obtain the braking target value corresponding to each wheel with normal braking and the anti-drag target value corresponding to each wheel with failed braking, based on the braking command received in the braking failure mode.

[0163] The first control module 940 is used to control the wheel braking mechanism 300 to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and to control the wheel drive mechanism 200 to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel, so as to brake the vehicle.

[0164] In some possible implementations, the device further includes:

[0165] The second acquisition module is used to acquire the first operating parameters of the vehicle, wherein the first operating parameters are the operating parameters of the vehicle when receiving a braking command in the braking fault mode.

[0166] The second processing module is used to determine the driving conditions of the vehicle based on the first operating parameters, wherein the driving conditions include turning conditions and straight-line conditions.

[0167] The third processing module is used to determine the damping adjustment target value of each damping mechanism 410 of the active suspension 400 based on the first operating parameters, the first operating parameters, the braking target value corresponding to each normally braking wheel, and the anti-drag target value corresponding to each wheel with failed braking, when the vehicle is determined to be in a turning condition based on the first operating parameters.

[0168] The second control module is used to control the active suspension 400 to adjust the damping of the corresponding damping mechanism 410 according to the obtained damping adjustment target value of each damping mechanism 410 of the active suspension 400.

[0169] In some possible implementations, the second processing module includes:

[0170] The first processing submodule is used to obtain the first actual centroid sideslip angle and the first actual yaw rate based on the first operating parameters.

[0171] The first determination submodule is used to determine that the car is in a turning condition when the first actual center of gravity sideslip angle is greater than a first threshold and the first actual yaw rate is greater than a second threshold.

[0172] In some possible implementations, the third processing module includes:

[0173] The second processing submodule is used to obtain the road surface adhesion required at each normally braking wheel during braking based on the first operating parameters and the obtained braking target value corresponding to each normally braking wheel; and to obtain the road surface adhesion required at each normally braking wheel during braking based on the first operating parameters and the obtained anti-drag target value corresponding to each brake failure wheel.

[0174] The third processing submodule is used to obtain the damping adjustment target value corresponding to each damping mechanism 410 of the active suspension 400 based on the road surface adhesion required at each normal braking point during braking and the road surface adhesion required at each brake failure wheel during braking.

[0175] In some possible implementations, the device further includes:

[0176] The third acquisition module is used to acquire the second operating parameters of the vehicle. The second operating parameters are the operating parameters of the vehicle when the wheel braking mechanism 300 is controlled to apply braking force to the corresponding normally braking wheel according to the obtained braking target value corresponding to each normally braking wheel, and the wheel drive mechanism 200 is controlled to apply anti-drag force to the corresponding normally braking wheel according to the obtained anti-drag target value corresponding to each brake failure wheel.

[0177] The second determining module is used to determine the stability state of the vehicle based on the second operating parameters, wherein the stability state includes an unstable state and an unstable state.

[0178] The third control module is used to control the steering mechanism 500 to adjust the steering angle according to the second operating parameters when it is determined that the car is in an unstable state, so as to convert the car into an unstable state.

[0179] In some possible implementations, the second determining module includes:

[0180] The fourth processing submodule is used to obtain the second actual centroid sideslip angle, the second actual yaw rate, the desired centroid sideslip angle, and the desired yaw rate based on the second operating parameters.

[0181] The second determination submodule is used to determine that the car is in an unstable state when the difference between the second actual centroid sideslip angle and the desired centroid sideslip angle is greater than a third threshold, and the difference between the second actual yaw rate and the desired yaw rate is greater than a fourth threshold.

[0182] In some possible implementations, the braking commands received in the braking failure mode include the braking target values ​​for each wheel that is braking normally and each wheel that has failed to brake.

[0183] The first processing module 930 is specifically used to obtain the braking target value corresponding to each normally braking wheel in the braking command received in the braking failure mode; and to obtain the anti-drag target value corresponding to each brake failure wheel based on the braking target value of each brake failure wheel in the braking command received in the braking failure mode.

[0184] It should be noted that the vehicle braking control device proposed in this application embodiment can execute the vehicle braking control method in any of the above embodiments, and the specific implementation and technical effects are similar, so they will not be described again here.

[0185] It is understood that the division of the various modules and sub-modules of the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules and sub-modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules or sub-modules can be implemented by processing element calls to software, while others are implemented in hardware. For example, the first acquisition module 910 can be a separately established processing element, or it can be integrated into a chip in the above device. Alternatively, it can be stored as program code in the memory of the above device, and its functions can be called and executed by a processing element of the above device. The implementation of other modules and sub-modules is similar. Moreover, these modules and sub-modules can be fully or partially integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules and sub-modules can be completed through the integrated logic circuits in the hardware of the processor 800 element or through software instructions.

[0186] Figure 7 This is a schematic diagram of an electronic device provided in an embodiment of this application.

[0187] like Figure 7 As shown, in another aspect, the electronic device provided in the embodiments of this application includes a processor 800 and a memory 700, with the processor 800 and the memory 700 being communicatively connected.

[0188] The memory 700 stores computer instructions, and the processor 800 executes the computer instructions to implement the vehicle braking control method in any of the above embodiments.

[0189] Understandably, the memory 700 can be either standalone or integrated with the processor 800.

[0190] When the memory 700 is a device independent of the processor 800, the electronic device may also include a bus, through which the processor 800 and the memory 700 can communicate and connect. The bus can be an industry-standard architecture (ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not imply that there is only one bus or one type of bus.

[0191] When the memory 700 and the processor 800 are integrated on a single chip, the memory 700 and the processor 800 can communicate with each other through an internal interface.

[0192] Communication interfaces can also be provided on the processor 800 and memory 700 for communicating with other devices. These communication interfaces may include interfaces for data transmission and display or user interfaces for human-computer interaction.

[0193] The processor 800 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. An electronic device may include one or more processors 800, which may be processors of the same type, such as one or more CPUs; or they may be processors of different types, such as one or more CPUs and one or more ASICs.

[0194] The memory 700 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage.

[0195] On the other hand, the vehicle provided in the embodiments of this application can be a gasoline-powered vehicle, an electric vehicle (EV), a hybrid electric vehicle (HEV), or other new energy vehicles. For example, it can be a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), etc.

[0196] The automobile provided in this application includes a wheel drive mechanism 200, a wheel braking mechanism 300, and electronic equipment in any of the above embodiments.

[0197] Both the wheel drive mechanism 200 and the wheel braking mechanism 300 are communicatively connected to the processor 800 of the electronic device.

[0198] In some possible implementations, the vehicle also includes an active suspension 400, which is communicatively connected to a processor 800 of an electronic device.

[0199] In some possible implementations, the vehicle also includes a steering mechanism 500, which is communicatively connected to a processor 800 of an electronic device.

[0200] The computer-readable storage medium provided in this application embodiment stores a computer program. When the computer program is executed by a processor, it implements the vehicle braking control method in any of the above embodiments.

[0201] It is understood that the computer-readable storage medium may include various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), disks, or optical discs.

[0202] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling vehicle braking, characterized in that, include: Obtain braking fault information; Based on the braking fault information, identify the wheels with failed braking and the wheels with normal braking, and enter the braking fault mode; Based on the braking command received in the braking failure mode, the braking target value corresponding to each of the normally braking wheels and the anti-drag target value corresponding to each of the brake-failed wheels are obtained. The wheel braking mechanism is controlled to apply braking force to the corresponding wheel with normal braking according to the obtained braking target value, and the wheel drive mechanism is controlled to apply anti-drag force to the corresponding wheel with brake failure according to the obtained anti-drag target value, so as to brake the vehicle. The first operating parameters of the vehicle are obtained, wherein the first operating parameters are the operating parameters of the vehicle when the braking command is received in the braking failure mode; The driving conditions of the vehicle are determined based on the first operating parameters, wherein the driving conditions include turning conditions and straight driving conditions; If the vehicle is determined to be in the turning condition based on the first operating parameters, the method further includes: Based on the first operating parameters and the obtained braking target value corresponding to each of the normally braking wheels and the anti-drag target value corresponding to each of the brake-failed wheels, the damping adjustment target value corresponding to each damping mechanism of the active suspension is obtained; The damping of the active suspension is adjusted according to the damping adjustment target value corresponding to each damping mechanism of the active suspension.

2. The method according to claim 1, characterized in that, Determining the vehicle's operating conditions based on the first operating parameters specifically includes: Based on the first operating parameters, the first actual centroid sideslip angle and the first actual yaw rate are obtained; If the first actual center of gravity sideslip angle is greater than the first threshold and the first actual yaw rate is greater than the second threshold, then the vehicle is in the turning condition.

3. The method according to claim 1, characterized in that, The step of obtaining the damping adjustment target value for each damping mechanism of the active suspension based on the first operating parameters and the obtained braking target value for each of the normally braking wheels and the anti-drag target value for each of the brake-failed wheels specifically includes: Based on the first operating parameters and the obtained braking target value corresponding to each of the normally braking wheels, the road surface adhesion required at each of the normally braking wheels during braking is obtained; and based on the first operating parameters and the obtained anti-drag target value corresponding to each of the brake-failed wheels, the road surface adhesion required at each of the brake-failed wheels during braking is obtained. Based on the road surface adhesion required at each of the normally braking points during braking and the road surface adhesion required at each of the brake-failed wheels during braking, the damping adjustment target value corresponding to each of the damping mechanisms of the active suspension is obtained.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: The second operating parameters of the vehicle are obtained, wherein the second operating parameters are the operating parameters of the vehicle when the wheel braking mechanism is controlled to apply braking force to the corresponding wheel with normal braking according to the braking target value corresponding to each wheel with normal braking, and the wheel drive mechanism is controlled to apply anti-drag force to the corresponding wheel with failed braking according to the anti-drag target value corresponding to each wheel with failed braking; The stability state of the vehicle is determined based on the second operating parameters, wherein the stability state includes an unstable state and an unstable state. If the vehicle is determined to be in the unstable state based on the second operating parameter, the method further includes: The steering mechanism is controlled to adjust the steering angle according to the second operating parameters so that the vehicle is switched to the non-instability state.

5. The method according to claim 4, characterized in that, Determining the stability state of the vehicle based on the second operating parameter specifically includes: Based on the second operating parameters, the second actual centroid sideslip angle, the second actual yaw rate, the desired centroid sideslip angle, and the desired yaw rate are obtained; If the difference between the second actual sideslip angle and the desired sideslip angle is greater than a third threshold, and the difference between the second actual yaw rate and the desired yaw rate is greater than a fourth threshold, then the vehicle is in the unstable state.

6. The method according to any one of claims 1-3, characterized in that, The braking command received in the braking failure mode includes the braking target value for each of the normally braking wheels and each of the brake-failed wheels; The step of obtaining the braking target value corresponding to each normally braking wheel and the anti-drag target value corresponding to each brake-failed wheel based on the braking command received in the braking failure mode specifically includes: Obtain the braking target value corresponding to each of the normally braking wheels in the braking command received in the braking failure mode; and obtain the anti-drag target value corresponding to each of the brake-failed wheels based on the braking target value of each of the brake-failed wheels in the braking command received in the braking failure mode.

7. An automotive braking control device for implementing the automotive braking control method as described in any one of claims 1-6, characterized in that, include: The acquisition module is used to acquire braking fault information; The determination module is used to determine the wheels with failed braking and the wheels with normal braking based on the braking fault information, and to enter the braking fault mode. The processing module is used to obtain the braking target value corresponding to each of the normally braking wheels and the anti-drag target value corresponding to each of the brake-failed wheels based on the braking command received in the braking failure mode. The control module is configured to control the wheel braking mechanism to apply braking force to the corresponding wheel with normal braking according to the obtained braking target value for each wheel with normal braking, and to control the wheel drive mechanism to apply anti-drag force to the corresponding wheel with failed braking according to the obtained anti-drag target value for each wheel with failed braking, so as to brake the vehicle.

8. An electronic device, characterized in that, It includes a processor and a memory, wherein the processor and the memory are communicatively connected; The memory stores computer instructions, and the processor executes the computer instructions to implement the vehicle braking control method as described in any one of claims 1-6.

9. A car, characterized in that, Includes a wheel drive mechanism, a wheel braking mechanism, and the electronic equipment as described in claim 8; Both the wheel drive mechanism and the wheel braking mechanism are communicatively connected to the processor of the electronic device.

Images