Vehicle Braking Control Method, Device, Vehicle and Storage Medium

Abstract

The present disclosure provides a vehicle braking control method, device, vehicle, and storage medium, relating to the technical field of vehicles. The method includes: when the vehicle is in a drift mode, obtaining the braking pedal travel and operating parameters corresponding to the vehicle; determining the braking force to be distributed according to the braking pedal travel; determining the motion state corresponding to the vehicle according to the braking pedal travel and operating parameters; based on the motion state, distributing the braking force to be distributed to obtain a first braking force corresponding to the front axle of the vehicle and a second braking force corresponding to the rear axle of the vehicle; and based on the first braking force and the second braking force, performing braking control on the front axle and the rear axle of the vehicle. Thus, according to different motion states of the vehicle, different braking force distribution strategies are adopted to determine the braking forces corresponding to the front axle and the rear axle of the vehicle, so that the vehicle can drift at a bend and the braking performance of the vehicle can be ensured when the vehicle does not drift in the drift mode, improving the safety of driving the vehicle in the drift mode.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and in particular, to a vehicle braking control method, device, vehicle, and storage medium. Background Art

[0002] The drift mode of a vehicle is a special driving mode that allows a driver to cause the vehicle to skid during driving through specific control techniques.

[0003] In the related art, when the vehicle is in the drift mode, the braking force is completely distributed to the rear axle, causing the rear wheels to lose traction when turning, thereby achieving the vehicle drift effect. However, it may result in insufficient braking performance when the driver intends to decelerate, posing a safety hazard. Therefore, how to control the vehicle braking in the drift mode has become a key research direction. Summary of the Invention

[0004] To overcome the problems in the related art, the present disclosure provides a vehicle braking control method.

[0005] According to a first aspect of an embodiment of the present disclosure, a vehicle braking control method is provided, including:

[0006] When the vehicle is in the drift mode, obtaining the braking pedal travel and operating parameters corresponding to the vehicle;

[0007] Determining the braking force to be distributed according to the braking pedal travel;

[0008] Determining the motion state corresponding to the vehicle according to the braking pedal travel and the operating parameters;

[0009] Based on the motion state, distributing the braking force to be distributed to obtain the first braking force corresponding to the front axle of the vehicle and the second braking force corresponding to the rear axle;

[0010] Based on the first braking force and the second braking force, performing braking control on the front axle and the rear axle of the vehicle.

[0011] According to a second aspect of an embodiment of the present disclosure, a vehicle braking control device is provided, including:

[0012] A first obtaining module, configured to obtain the braking pedal travel and operating parameters corresponding to the vehicle when the vehicle is in the drift mode;

[0013] A first determining module, configured to determine the braking force to be distributed according to the braking pedal travel;

[0014] A second determining module, configured to determine the motion state corresponding to the vehicle according to the braking pedal travel and the operating parameters;

[0015] A second acquisition module, configured to allocate the to-be-allocated braking force based on the motion state, so as to acquire a first braking force corresponding to the front axle of the vehicle and a second braking force corresponding to the rear axle of the vehicle;

[0016] A control module, configured to perform braking control on the front axle and the rear axle of the vehicle based on the first braking force and the second braking force.

[0017] According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle, including: a processor; a memory for storing processor-executable instructions; wherein, the processor is configured to: perform the steps of the vehicle braking control method proposed in the first aspect of the embodiments of the present disclosure.

[0018] According to a third aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium, when the instructions in the storage medium are executed by a processor of a mobile terminal, enabling the mobile terminal to perform the steps of the vehicle braking control method proposed in the first aspect of the embodiments of the present disclosure.

[0019] The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects:

[0020] In the embodiments of the present disclosure, when the vehicle is in a drift mode, the braking pedal stroke and operating parameters corresponding to the vehicle are acquired, and then the to-be-allocated braking force is determined according to the braking pedal stroke, the motion state corresponding to the vehicle is determined according to the braking pedal stroke and the operating parameters, and further, based on the motion state, the to-be-allocated braking force is allocated to acquire a first braking force corresponding to the front axle of the vehicle and a second braking force corresponding to the rear axle of the vehicle. Finally, based on the first braking force and the second braking force, braking control is performed on the front axle and the rear axle of the vehicle. Thus, when the vehicle is in a drift mode, the motion state of the vehicle can be determined according to the braking pedal stroke and the operating parameters, and different braking force distribution strategies can be adopted according to different motion states to determine the braking forces corresponding to the front axle and the rear axle of the vehicle, so that the vehicle can drift at a bend and the braking performance of the vehicle can be ensured when the vehicle does not drift in the drift mode, improving the safety of driving the vehicle in the drift mode.

[0021] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present disclosure and used together with the specification to explain the principles of the present disclosure.

[0023] Figure 1 is a schematic flowchart of a vehicle braking control method shown according to some embodiments of the present disclosure;

[0024] Figure 2 is a schematic flowchart of a vehicle braking control method shown according to some embodiments of the present disclosure;

[0025] Figure 3 is a schematic structural diagram of a vehicle braking control device shown according to some embodiments of the present disclosure;

[0026] Figure 4 is a schematic functional block diagram of a vehicle shown according to an exemplary embodiment. Detailed implementation manners

[0027] Here, some embodiments of the present disclosure will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. Various changes, modifications, and equivalents of the methods, devices, and / or systems described herein will become apparent after understanding the present disclosure. For example, the order of the operations described herein is merely an example and is not limited to those set forth herein, but may be changed as will be apparent after understanding the present disclosure, except for operations that must be performed in a specific order. Additionally, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.

[0028] The implementation manners described in some embodiments of the present disclosure below do not represent all implementation manners consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0029] Figure 1 is a flowchart of a vehicle braking control method shown according to some embodiments of the present disclosure. As Figure 1 shown, the vehicle braking control method is used in a terminal and includes the following steps:

[0030] Step 101, when the vehicle is in a drift mode, obtain the braking pedal travel and operating parameters corresponding to the vehicle.

[0031] Among them, the drift mode is a driving mode of the vehicle. In some embodiments, the vehicle can provide multiple driving modes (for example, a default mode, an off-road mode, a drift mode, etc.) for the driver to select. Therefore, the driving mode selected by the driver can be directly read to determine whether the vehicle is currently in the drift mode.

[0032] In some embodiments, the operating parameters may include at least one of a vehicle sideslip angle, a lateral acceleration, and a steering wheel angle.

[0033] In some embodiments, the lateral speed and longitudinal speed of the vehicle can be obtained, and then the ratio of the lateral speed to the longitudinal speed is determined as the sideslip angle of the vehicle.

[0034] Wherein, the lateral speed of the vehicle is the speed of the vehicle in the direction perpendicular to the driving direction; the longitudinal speed is the speed of the vehicle in the driving direction. In some embodiments, the lateral speed and longitudinal speed of the vehicle can be obtained through the Global Positioning System (GPS).

[0035] Wherein, the lateral acceleration is the acceleration of the vehicle in the direction perpendicular to the driving direction. In some embodiments, the lateral acceleration of the vehicle can be obtained through an acceleration sensor.

[0036] Wherein, the steering wheel angle refers to the angle by which the position of the steering wheel is deflected relative to the initial horizontal position at this time, with a clockwise deflection being positive and a counterclockwise deflection being negative. In some embodiments, the steering wheel angle of the vehicle can be obtained through a sensor.

[0037] Step 102, determine the braking force to be distributed according to the brake pedal travel.

[0038] Wherein, the braking force to be distributed is the braking force generated by the driver stepping on the brake pedal. Since different braking forces will be generated due to the brake pedal travel caused by the driver stepping on the brake pedal, the present disclosure can determine the braking force to be distributed through the brake pedal travel.

[0039] In some embodiments, based on the brake pedal travel, a braking force mapping table corresponding to the drift mode can be queried to obtain the braking force to be distributed. Wherein, the braking force mapping table can include the braking force to be distributed corresponding to each brake pedal travel in the drift mode.

[0040] In some embodiments, when the brake pedal travel is less than the fifth threshold, for the same brake pedal travel, the braking force to be distributed corresponding to the drift mode is less than the braking force to be distributed corresponding to the non-drift mode. Thus, in the drift mode, it can be ensured that finer adjustment can be achieved with a small brake pedal travel.

[0041] Wherein, the fifth threshold can be 50%, that is, half of the maximum brake pedal travel.

[0042] For example, if the fifth threshold is 50%, the braking force to be distributed corresponding to a brake pedal travel of 25% in the drift mode is less than the braking force to be distributed corresponding to a brake pedal travel of 25% in the non-drift mode.

[0043] Step 103, determine the motion state corresponding to the vehicle according to the brake pedal travel and operating parameters.

[0044] In some embodiments, the motion state can be divided into a steady-state cornering motion state and a non-steady-state cornering motion state. Further, the non-dynamic cornering motion state can be further divided into a straight-line motion state and a dynamic cornering motion state.

[0045] Among them, the steady-state cornering motion state is a way to achieve drifting when passing through a corner. In this state, the driver makes the vehicle pass through the corner in a skidding manner through specific operations. This usually involves rapid steering and coordinated control of the accelerator and brakes to keep the vehicle in a skidding state at a certain speed. Other states except the steady-state cornering motion state are non-steady-state cornering operation states.

[0046] Among them, the dynamic cornering motion state is the motion state of the vehicle when the driver finds that the vehicle dynamics are too large when passing through a corner and there may be a risk of losing control, and brakes forcefully to decelerate the vehicle.

[0047] Among them, the straight-line motion state is that the vehicle travels in a straight line. During the straight-line driving process of the vehicle, the steering wheel angle is small and the lateral angular velocity is also small.

[0048] Thus, the present disclosure can accurately determine the corresponding motion state of the vehicle based on the brake pedal stroke and operating parameters.

[0049] Step 104: Based on the motion state, distribute the to-be-distributed braking force to obtain the first braking force corresponding to the front axle of the vehicle and the second braking force corresponding to the rear axle.

[0050] In the embodiments of the present disclosure, different braking force distribution strategies can be set for different motion states to distribute the to-be-distributed braking force. For example, in order to achieve the drifting effect in the steady-state cornering motion state, the to-be-distributed braking force can be fully distributed to the rear wheels to make the rear wheels lose traction and achieve the drifting effect. In the non-steady-state cornering motion state, in order to make the vehicle drive stably, the to-be-distributed braking force can be distributed to the front wheels and the rear wheels, and avoid fully distributing the to-be-distributed braking force to the rear wheels, which may cause safety hazards due to the driver stepping on the brake pedal during driving and being unable to provide sufficient braking efficiency.

[0051] In some embodiments, in the non-dynamic steady-state cornering motion state, the braking force distribution strategies corresponding to the straight-line motion state and the dynamic cornering motion state can be the same or different, and the present disclosure does not limit this.

[0052] Step 105: Based on the first braking force and the second braking force, perform braking control on the front axle and the rear axle of the vehicle.

[0053] In the embodiments of the present disclosure, after determining the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle, braking control can be performed on the front axle and the rear axle of the vehicle.

[0054] In an embodiment of the present disclosure, when the vehicle is in a drift mode, the brake pedal travel and operating parameters corresponding to the vehicle are obtained. Then, according to the brake pedal travel, the braking force to be distributed is determined. According to the brake pedal travel and the operating parameters, the motion state of the vehicle is determined. Furthermore, based on the motion state, the braking force to be distributed is distributed to obtain the first braking force corresponding to the front axle of the vehicle and the second braking force corresponding to the rear axle of the vehicle. Finally, based on the first braking force and the second braking force, braking control is performed on the front axle and the rear axle of the vehicle. Thus, when the vehicle is in a drift mode, the motion state of the vehicle can be determined according to the brake pedal travel and the operating parameters, and different braking force distribution strategies can be adopted according to different motion states to determine the braking forces corresponding to the front axle and the rear axle of the vehicle. Therefore, it is possible to achieve drifting of the vehicle at a bend and ensure the braking performance of the vehicle when it does not drift in the drift mode, improving the safety of driving the vehicle in the drift mode.

[0055] Figure 2 is a flowchart of a vehicle braking control method shown according to some embodiments of the present disclosure. As Figure 2 shown, the vehicle braking control method is used in a terminal and includes the following steps:

[0056] Step 201, when the vehicle is in a drift mode, obtain the brake pedal travel and operating parameters corresponding to the vehicle.

[0057] In some embodiments, the operating parameters may include at least one of a vehicle sideslip angle, a lateral acceleration, and a steering wheel angle.

[0058] Step 202, determine the braking force to be distributed according to the brake pedal travel.

[0059] Among them, for the specific implementation forms of step 201 to step 202, reference may be made to the detailed descriptions in other embodiments of the present disclosure, and details are not described herein again.

[0060] Step 203, determine the motion state of the vehicle according to the brake pedal travel and the operating parameters.

[0061] In some embodiments, when the steering wheel angle is less than a first threshold and the absolute value of the lateral acceleration is less than a second threshold, the motion state is determined to be a straight-line motion state.

[0062] Among them, the first threshold may be 30 degrees, 20 degrees, etc., and the present disclosure does not limit this.

[0063] Among them, the second threshold may be 1 meter per second squared (m / s 2 ), 1.5 m / s 2 etc. The present disclosure does not limit this.

[0064] It should be noted that when the steering wheel angle is less than the first threshold and the absolute value of the lateral acceleration is less than the second threshold, it indicates that the vehicle does not make a large turn during driving, and this state is determined as a straight-line motion state.

[0065] In some embodiments, when the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, the brake pedal stroke is less than the third threshold, and the vehicle sideslip angle is less than the fourth threshold, the motion state is determined as a steady-state cornering motion state.

[0066] Among them, the third threshold can be 50%, 45%, etc. The present disclosure does not limit this.

[0067] Among them, the fourth threshold can be 60 degrees, 50 degrees, etc. The present disclosure does not limit this.

[0068] It should be noted that when the steering wheel angle is greater than or equal to the first threshold and the absolute value of the lateral acceleration is greater than or equal to the second threshold, it indicates that the vehicle is in a turning state. If the brake pedal stroke is less than the third threshold and the vehicle sideslip angle is less than the fourth threshold, it indicates that the driver does not perform actions such as sudden braking or emergency steering during the turning process, and is in a steady-state cornering motion state.

[0069] In some embodiments, when the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the brake pedal stroke is greater than or equal to the third threshold, or when the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the vehicle sideslip angle is greater than or equal to the fourth threshold, the motion state is determined as a dynamic cornering motion state.

[0070] It should be noted that when the steering wheel angle is greater than or equal to the first threshold and the absolute value of the lateral acceleration is greater than or equal to the second threshold, it indicates that the vehicle is in a turning state. If the brake pedal stroke is greater than or equal to the third threshold or the vehicle sideslip angle is greater than or equal to the fourth threshold, it indicates that the driver performs actions such as sudden braking or emergency steering during the turning process, which will cause a large dynamic change in the vehicle during the turning process, and is in a dynamic cornering motion state.

[0071] Thus, based on the relationship between at least one of the vehicle sideslip angle, lateral acceleration, and steering wheel angle and the corresponding threshold, the motion state of the vehicle can be accurately determined.

[0072] Step 204, in the case where the motion state is a straight-line motion state, distribute the to-be-distributed braking force according to the first preset distribution ratio corresponding to the front axle and the rear axle to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle.

[0073] Among them, the first preset distribution ratio can be a preset ratio, such as 7:3, 7:4, etc. The present disclosure does not limit this.

[0074] In some embodiments, the first preset distribution ratio can also be determined according to the first braking efficiency corresponding to the front axle and the second braking efficiency corresponding to the rear axle. Optionally, the effective radius of the first brake disc, the friction coefficient of the first brake friction lining, and the area of the first brake friction lining corresponding to the front axle can be obtained first, and the effective radius of the second brake disc, the friction coefficient of the second brake friction lining, and the area of the second brake friction lining corresponding to the rear axle. Then, the product of the effective radius of the first brake disc, the friction coefficient of the first brake friction lining, and the area of the first brake friction lining is used to determine the first braking efficiency corresponding to the front axle, and the product of the effective radius of the second brake disc, the friction coefficient of the second brake friction lining, and the area of the second brake friction lining is determined as the second braking efficiency corresponding to the rear axle. Finally, the ratio of the first braking efficiency to the second braking efficiency is determined as the first preset distribution ratio. Thus, the braking force can be reasonably distributed according to the braking efficiencies of the front axle and the rear axle, so that the vehicle can be braked more effectively during straight-line motion.

[0075] Among them, the effective radius of the brake disc refers to the distance from the inner side of the brake disc to the central axis. This parameter usually depends on the design of the vehicle manufacturer and may be affected by modification and repair behaviors. The calculation formula of the effective radius takes into account the geometric shape of the brake disc, such as the difference between the inner and outer radii, and the distribution of the frictional force.

[0076] Among them, the friction coefficient of the brake friction lining refers to the ratio of the frictional force between the brake friction lining and the brake disc to the normal pressure. It determines the magnitude and effect of the braking force and is an important parameter for calculating the braking torque and braking distance. The magnitude of the friction coefficient is affected by various factors, including the surface materials of the friction lining and the brake disc, temperature, and the state of the contact surface, etc.

[0077] Among them, the area of the brake friction lining is also an important factor affecting the braking performance. A larger friction lining area can provide a greater frictional force, thereby increasing the braking force. The calculation formula of the friction area of the brake lining usually takes into account factors such as the lining thickness, the diameter of the brake rotor, and the friction coefficient.

[0078] Step 205, in the case where the motion state is a dynamic cornering motion state, the to-be-distributed braking force is distributed according to the second preset distribution ratio corresponding to the front axle and the rear axle to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle, where the ratio of the second preset distribution ratio is greater than the ratio of the first preset distribution ratio.

[0079] Among them, the second preset ratio can be 4:1, 5:1, etc. The present disclosure does not limit this.

[0080] It should be noted that when the motion state is a dynamic cornering motion state, the rear axle fishtails, the adhesion of the rear axle is low, and the braking force allocated to the rear axle should be correspondingly reduced, so that the front axle has more braking force, thereby avoiding the waste of braking force caused by the rear axle being allocated more braking force, and thus achieving the best braking efficiency.

[0081] Step 206, when the motion state is a steady-state cornering motion state, determine that the first braking force corresponding to the front axle is 0, and the second braking force corresponding to the rear axle is the braking force to be allocated.

[0082] In the embodiments of the present disclosure, in order to achieve a drifting effect in the steady-state cornering motion state, the braking force to be allocated can be fully allocated to the rear wheels, so that the rear wheels lose grip, thereby achieving the drifting effect while ensuring safety.

[0083] Step 207, based on the first braking force and the second braking force, perform braking control on the front axle and the rear axle of the vehicle.

[0084] In the embodiments of the present disclosure, according to the braking pedal stroke and operating parameters, the motion state of the vehicle is divided into a steady-state cornering motion state, a straight-line motion state, and a dynamic cornering motion state. When the motion state is a straight-line motion state, according to the first preset allocation ratio corresponding to the front axle and the rear axle, the braking force to be allocated is allocated to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle; or when the motion state is a dynamic cornering motion state, according to the second preset allocation ratio corresponding to the front axle and the rear axle, the braking force to be allocated is allocated to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle, where the ratio of the second preset allocation ratio is greater than the ratio of the first preset allocation ratio; or when the motion state is a steady-state cornering motion state, determine that the first braking force corresponding to the front axle is 0, and the second braking force corresponding to the rear axle is the braking force to be allocated, and finally, based on the first braking force and the second braking force, perform braking control on the front axle and the rear axle of the vehicle. Thus, in the straight-line motion state, the front and rear brakes generate braking force simultaneously to ensure the braking efficiency of the vehicle. In the steady-state cornering motion state, only the rear axle generates braking force to make the vehicle drift; in the dynamic cornering motion state, less braking force is allocated to the rear axle to ensure the braking efficiency of the vehicle, so that the vehicle can be more accurately braked and controlled when the vehicle is in different motion states, ensuring the safety of driving the vehicle.

[0085] To implement the above embodiments, the present disclosure also proposes a vehicle braking control device.

[0086] Figure 3 It is a block diagram of a vehicle braking control device shown according to some embodiments of the present disclosure. Refer to Figure 3 and the device includes:

[0087] The first acquisition module 301 is configured to acquire the brake pedal stroke and operating parameters corresponding to the vehicle when the vehicle is in a drift mode;

[0088] The first determination module 302 is configured to determine the braking force to be distributed according to the brake pedal stroke;

[0089] The second determination module 303 is configured to determine the motion state corresponding to the vehicle according to the brake pedal stroke and the operating parameters;

[0090] The second acquisition module 304 is configured to distribute the braking force to be distributed based on the motion state to obtain the first braking force corresponding to the front axle of the vehicle and the second braking force corresponding to the rear axle;

[0091] The control module 305 is configured to perform braking control on the front axle and the rear axle of the vehicle based on the first braking force and the second braking force.

[0092] In some embodiments, the operating parameters include at least one of the following:

[0093] The vehicle sideslip angle, the lateral acceleration, and the steering wheel angle;

[0094] In some embodiments, the second determination module 303 is configured to:

[0095] When the steering wheel angle is less than the first threshold and the absolute value of the lateral acceleration is less than the second threshold, determine that the motion state is a straight-line motion state;

[0096] When the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, the brake pedal stroke is less than the third threshold, and the vehicle sideslip angle is less than the fourth threshold, determine that the motion state is a steady-state cornering motion state;

[0097] When the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the brake pedal stroke is greater than or equal to the third threshold, or when the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the vehicle sideslip angle is greater than or equal to the fourth threshold, determine that the motion state is a dynamic cornering motion state.

[0098] In some embodiments, the second acquisition module 304 is configured to:

[0099] When the motion state is a straight-line motion state, distribute the braking force to be distributed according to the first preset distribution ratio corresponding to the front axle and the rear axle to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle;

[0100] When the motion state is a dynamic cornering motion state, the braking force to be distributed is distributed according to the second preset distribution ratio corresponding to the front axle and the rear axle, so as to obtain the first braking force corresponding to the front axle and the second braking force corresponding to the rear axle, wherein the ratio of the second preset distribution ratio is greater than the ratio of the first preset distribution ratio;

[0101] When the motion state is a steady-state cornering motion state, it is determined that the first braking force corresponding to the front axle is 0, and the second braking force corresponding to the rear axle is the braking force to be distributed.

[0102] In some embodiments, the second acquisition module 304 is further configured to:

[0103] Obtain the effective radius of the first brake disc, the friction coefficient of the first brake lining, and the area of the first brake lining corresponding to the front axle, and the effective radius of the second brake disc, the friction coefficient of the second brake lining, and the area of the second brake lining corresponding to the rear axle;

[0104] Multiply the effective radius of the first brake disc, the friction coefficient of the first brake lining, and the area of the first brake lining to determine the first braking efficiency corresponding to the front axle;

[0105] Multiply the effective radius of the second brake disc, the friction coefficient of the second brake lining, and the area of the second brake lining, and determine it as the second braking efficiency corresponding to the rear axle;

[0106] Determine the ratio of the first braking efficiency to the second braking efficiency as the first preset distribution ratio.

[0107] In some embodiments, it further includes a third determination module, configured to:

[0108] Obtain the lateral speed and longitudinal speed of the vehicle;

[0109] Determine the ratio of the lateral speed to the longitudinal speed as the vehicle sideslip angle.

[0110] In some embodiments, when the braking pedal stroke is less than the fifth threshold, for the same braking pedal stroke, the braking force to be distributed in the drift mode is less than the braking force to be distributed in the non-drift mode.

[0111] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0112] The vehicle braking control device according to the embodiments of the present disclosure first obtains the braking pedal stroke and operating parameters corresponding to the vehicle when the vehicle is in a drift mode, then determines the braking force to be distributed according to the braking pedal stroke, determines the motion state corresponding to the vehicle according to the braking pedal stroke and operating parameters, and then distributes the braking force to be distributed based on the motion state to obtain the first braking force corresponding to the front axle of the vehicle and the second braking force corresponding to the rear axle of the vehicle. Finally, based on the first braking force and the second braking force, braking control is performed on the front axle and the rear axle of the vehicle. Thus, when the vehicle is in a drift mode, the motion state of the vehicle can be determined according to the braking pedal stroke and operating parameters, and different braking force distribution strategies can be adopted according to different motion states to determine the braking forces corresponding to the front axle and the rear axle of the vehicle, so that the vehicle can drift at a bend and the braking performance of the vehicle can be ensured when the vehicle does not drift in the drift mode, and the safety of driving the vehicle in the drift mode can be improved.

[0113] Figure 4 FIG. is a block diagram of a vehicle 400 shown according to an exemplary embodiment. For example, the vehicle 400 may be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 400 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0114] Referring to Figure 4 , the vehicle 400 may include various subsystems. For example, the infotainment system 410, the perception system 420, the decision control system 430, the drive system 440, and the computing platform 450. Among them, the vehicle 400 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 400 may be interconnected by wired or wireless means.

[0115] In some embodiments, the infotainment system 410 may include a communication system, an entertainment system, and a navigation system, etc. The perception system 420 may include several sensors for sensing information about the environment around the vehicle 400. For example, the perception system 420 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system, or other positioning systems), an inertial measurement unit (IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera device.

[0116] The decision-making control system 430 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system. The drive system 440 may include components that provide powered movement for the vehicle 400. In one embodiment, the drive system 440 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting the energy provided by the energy source into mechanical energy.

[0117] Some or all of the functions of the vehicle 400 are controlled by the computing platform 450. The computing platform 450 may include at least one processor 451 and a memory 452. The processor 451 may execute instructions 453 stored in the memory 452.

[0118] The processor 451 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0119] The memory 452 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0120] In addition to the instructions 453, the memory 452 may also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in the memory 452 may be used by the computing platform 450. In an embodiment of the present disclosure, the processor 451 may execute the instructions 453 to complete all or part of the steps of the vehicle braking control method described above.

[0121] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon, and when the program instructions are executed by a processor, the steps of the vehicle braking control method provided by the present disclosure are implemented.

[0122] In addition, as used herein, the word "exemplary" is used to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the word exemplary is intended to present concepts in a concrete fashion. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies A; X applies B; or X applies both A and B, then "X applies A or B" is satisfied under any one of the foregoing instances. Additionally, unless otherwise specified or clear from the context that it is referring to the singular form, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0123] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding the specification and the drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. Specifically with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. Additionally, although a particular feature of the present disclosure may have been disclosed with respect to only one of several implementations, such a feature may, as may be desired and advantageous for any given or particular application, be combined with one or more other features of other implementations. Further, with respect to the use of "comprises", "comprising", "has", "having", "includes", or variants thereof in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "including".

[0124] Other embodiments of the present disclosure will be readily apparent to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include known or customary techniques in the art that are not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the present disclosure are pointed out by the following claims.

[0125] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes may be made without departing from its scope. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: When the vehicle is in drift mode, obtaining a brake pedal stroke and operating parameters corresponding to the vehicle, wherein the operating parameters include at least one of the following: a vehicle sideslip angle, a lateral acceleration, and a steering wheel angle; determining the braking force to be distributed according to the brake pedal stroke; Determining a motion state corresponding to the vehicle according to the brake pedal stroke and the operating parameters, the motion state comprising at least one of the following: a straight-line motion state, a steady-state curve motion state, and a dynamic curve motion state; Based on the motion state, the braking force to be distributed is distributed to obtain a first braking force corresponding to a front axle of the vehicle and a second braking force corresponding to a rear axle; wherein, when the brake pedal stroke is less than a fifth threshold value, for the same brake pedal stroke, the braking force to be distributed corresponding to the drift mode is less than the braking force to be distributed corresponding to the non-drift mode; Based on the first braking force and the second braking force, braking control is performed on the front axle and the rear axle of the vehicle.

2. The method according to claim 1, characterized in that Determining the motion state corresponding to the vehicle according to the brake pedal stroke and the operating parameter includes any one of the following: When the steering wheel angle is less than a first threshold value and the absolute value of the lateral acceleration is less than a second threshold value, determining that the motion state is the linear motion state; When the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, the brake pedal stroke is less than a third threshold, and the vehicle slip angle is less than a fourth threshold, determining that the motion state is the steady-state curve motion state; When the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the brake pedal stroke is greater than or equal to the third threshold, or when the steering wheel angle is greater than or equal to the first threshold, the absolute value of the lateral acceleration is greater than or equal to the second threshold, and the vehicle slip angle is greater than or equal to a fourth threshold, the motion state is determined to be the dynamic curve motion state.

3. The method according to claim 2, characterized in that The step of allocating the braking force to be allocated based on the motion state to obtain a first braking force corresponding to a front axle and a second braking force corresponding to a rear axle of the vehicle includes: When the motion state is the linear motion state, the braking force to be distributed is distributed according to a first preset distribution ratio corresponding to the front axle and the rear axle to obtain a first braking force corresponding to the front axle and a second braking force corresponding to the rear axle; When the motion state is the dynamic curve motion state, the braking force to be distributed is distributed according to a second preset distribution ratio corresponding to the front axle and the rear axle to obtain a first braking force corresponding to the front axle and a second braking force corresponding to the rear axle, wherein the ratio of the second preset distribution ratio is greater than the ratio of the first preset distribution ratio; When the motion state is the steady-state curve motion state, it is determined that the first braking force corresponding to the front axle is 0, and the second braking force corresponding to the rear axle is the braking force to be distributed.

4. The method according to claim 3, characterized in that Also includes: Obtaining a first brake disc effective radius, a first brake friction pad friction coefficient, and a first brake friction pad area corresponding to the front axle, and a second brake disc effective radius, a second brake friction pad friction coefficient, and a second brake friction pad area corresponding to the rear axle; Determine the product of the effective radius of the first brake disc, the friction coefficient of the first brake friction pad and the area of ​​the first brake friction pad as the first braking efficiency corresponding to the front axle; The product of the effective radius of the second brake disc, the friction coefficient of the second brake friction pad and the area of ​​the second brake friction pad is determined as the second braking efficiency corresponding to the rear axle; The ratio of the first braking efficiency to the second braking efficiency is determined as the first preset allocation ratio.

5. The method according to claim 1, characterized in that Also includes: Obtain the lateral speed and longitudinal speed of the vehicle; The ratio of the lateral velocity to the longitudinal velocity is determined as the vehicle slip angle.

6. A vehicle braking control method and device, characterized in that: The device comprises: A first acquisition module is used to acquire a brake pedal stroke and an operating parameter corresponding to the vehicle when the vehicle is in a drift mode, wherein the operating parameter includes at least one of the following: a vehicle sideslip angle, a lateral acceleration, and a steering wheel angle; A first determination module, configured to determine a braking force to be distributed according to the brake pedal stroke; A second determination module is used to determine a motion state corresponding to the vehicle according to the brake pedal stroke and the operating parameters, wherein the motion state includes at least one of the following: a straight-line motion state, a steady-state curve motion state, and a dynamic curve motion state; a second acquisition module, configured to allocate the braking force to be allocated based on the motion state, so as to acquire a first braking force corresponding to a front axle and a second braking force corresponding to a rear axle of the vehicle; wherein, when the brake pedal stroke is less than a fifth threshold value, for the same brake pedal stroke, the braking force to be allocated corresponding to the drift mode is less than the braking force to be allocated corresponding to the non-drift mode; A control module is used to perform braking control on a front axle and a rear axle of the vehicle based on the first braking force and the second braking force.

7. A vehicle, characterized in that: include: processor; A memory for storing processor-executable instructions; wherein the processor is configured to: implement the steps of the method described in any one of claims 1-5.

8. A non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a processor of a mobile terminal, the mobile terminal is enabled to perform the steps of the method according to any one of claims 1 to 5.

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