Wheel control methods, electronic equipment and vehicles

Abstract

This disclosure relates to the field of vehicle control, providing a wheel control method, electronic device, and vehicle. When braking on a road surface with adhesion below a preset adhesion threshold, wheel lock-up is detected. The current braking force of the vehicle is determined, and a target braking emergency level is determined based on the current braking force. A target front axle control force and a target rear axle control force are determined based on the target braking emergency level. The front wheels of the vehicle are controlled based on the target front axle control force, and the rear wheels are controlled based on the target rear axle control force. In other words, when wheel lock-up occurs on a low-friction road surface, the corresponding target front axle control force and target rear axle control force are determined based on the emergency braking situation, making the target front axle control force and target rear axle control force more closely matched with the vehicle's current braking force. Simultaneously, braking does not rely entirely on the anti-lock braking system (ABS), thereby reducing the impact of low-friction road surfaces on the ABS, shortening the braking distance, and improving driving safety.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control, and more particularly to a method for controlling wheels, electronic equipment, and a vehicle. Background Technology

[0002] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. During vehicle use, wheel lock-up may occur during braking.

[0003] When wheel lock-up occurs, an anti-lock braking system (ABS) is typically used to control the wheels. However, because the ABS changes the braking pressure on the wheels by altering the slip ratio, and its response speed is relatively slow, this leads to an increased braking distance, thus threatening safe driving. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to provide a wheel control method, electronic equipment and vehicle to solve the problem that the current anti-lock braking system changes the braking pressure of the wheel by changing the slip ratio, but its response speed is slow, resulting in a longer vehicle braking distance and thus threatening the safe driving of the vehicle.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a method for controlling a wheel, the method comprising:

[0006] When braking on a road surface with adhesion below a preset adhesion threshold and wheel lock-up is detected, the current braking force of the vehicle is determined, and the target braking emergency level is determined based on the current braking force.

[0007] The target front axle control force and target rear axle control force corresponding to the vehicle are determined based on the target braking emergency level.

[0008] The front wheels of the vehicle are controlled by the target front axle control force, and the rear wheels of the vehicle are controlled by the target rear axle control force.

[0009] Based on the same inventive concept, a second aspect of this disclosure provides a wheel control device, the device comprising:

[0010] The braking emergency level determination module is configured to determine the current braking force of the vehicle when braking on a road surface with adhesion below a preset adhesion threshold and detecting wheel lock-up, and determine the target braking emergency level based on the current braking force.

[0011] The control force determination module is configured to determine the target front axle control force and the target rear axle control force corresponding to the vehicle based on the target braking emergency level.

[0012] The wheel control module is configured to control the movement of the vehicle's front wheels based on the target front axle control force and to control the movement of the vehicle's rear wheels based on the target rear axle control force.

[0013] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the wheel control method described above.

[0014] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute the wheel control method described above.

[0015] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle including the wheel control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0016] As can be seen from the above, this disclosure proposes a wheel control method, electronic equipment, and vehicle. When braking on a road surface with adhesion below a preset adhesion threshold, the available lateral and longitudinal adhesion coefficients of the wheels on the low-adhesion surface are very low, causing the slip ratio control of the anti-lock braking system to fluctuate, thus leading to an extended braking distance. When wheel lock-up is detected, the current braking force of the vehicle is determined, and a target braking emergency level is determined based on the current braking force, so that the wheels can be precisely controlled according to the target braking emergency level. The target front axle control force and target rear axle control force of the vehicle are determined according to the target braking emergency level. The front wheels of the vehicle are controlled according to the target front axle control force, and the rear wheels of the vehicle are controlled according to the target rear axle control force. That is, when wheel lock-up occurs on a low-adhesion surface, the corresponding target front axle control force and target rear axle control force are determined according to the emergency braking, so that the target front axle control force and target rear axle control force are more matched with the current braking force of the vehicle. At the same time, braking does not rely entirely on the anti-lock braking system, thereby reducing the impact of the low-adhesion surface on the anti-lock braking system, shortening the braking distance, and improving driving safety. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a wheel control method according to an embodiment of the present disclosure;

[0019] Figure 2 This is a structural block diagram of the wheel control device according to an embodiment of the present disclosure;

[0020] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0022] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar words used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0023] The following are definitions of terms used in this disclosure:

[0024] ABS: Anti-lock braking system, which maintains maximum braking force when the driver presses the brake pedal to prevent the brake components of the car from locking up.

[0025] With the rapid development of vehicle technology, vehicles have become an important means of transportation in people's daily lives. During vehicle use, wheel lock-up may occur during braking. When wheel lock-up occurs, an anti-lock braking system (ABS) is typically used to control the wheels.

[0026] However, on low-friction surfaces, the available lateral and longitudinal adhesion coefficients of the wheels are very low. ABS control technology alters the slip ratio by controlling the pressure increase and decrease of the wheel cylinders through the inlet and outlet valves of the hydraulic system at the wheel cylinder end. However, the hydraulic system suffers from slow response and low pressure adjustment accuracy of the pressure increase and decrease valves. Under low-friction conditions, ABS slip ratio control is fluctuating, and the wheels have a control cycle for releasing braking force (braking force interruption). Therefore, the braking distance of the wheels is significantly extended under low-friction conditions, thus threatening safe driving.

[0027] Based on the above description, this embodiment proposes a wheel control method, such as... Figure 1 As shown, the method includes:

[0028] Step 101: When braking on a road surface with adhesion below a preset adhesion threshold and wheel lock-up is detected, determine the vehicle's current braking force and determine the target braking emergency level based on the current braking force.

[0029] In practice, when a vehicle is braking on a surface with adhesion below the adhesion threshold, if wheel lock-up is detected, the vehicle's current braking force is obtained. This current braking force is the braking force corresponding to the driver's braking control. If the user triggers a braking request by pressing the brake pedal, the current braking force is the braking force corresponding to the brake pedal opening degree.

[0030] Different braking forces correspond to different braking emergency levels. The database pre-stores the correspondence between braking forces and braking emergency levels. This correspondence can take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a histogram relationship. The database is searched based on the current braking force to determine the target braking emergency level corresponding to that force.

[0031] Road surfaces with adhesion below a preset adhesion threshold can be considered low-adhesion roads. The process of determining whether a vehicle is currently on a low-adhesion road specifically includes:

[0032] The current adhesion force on the road surface where the vehicle is located is obtained, and the current adhesion force is compared with an adhesion force threshold. If the current adhesion force is less than the adhesion force threshold, it indicates that the vehicle is on a low-adhesion road surface. If the current adhesion force is greater than or equal to the adhesion force threshold, it indicates that the vehicle is on a high-adhesion road surface.

[0033] For example, low-adhesion pavement is a wet or icy pavement, while high-adhesion pavement is a dry asphalt pavement.

[0034] Step 102: Determine the target front axle control force and target rear axle control force corresponding to the vehicle based on the target braking emergency level.

[0035] In practice, based on the determined target braking emergency level corresponding to the current braking force, the target front axle control force corresponding to the front wheels of the vehicle and the target rear axle control force corresponding to the rear wheels of the vehicle are determined respectively. The control force type of the target front axle control force can be either driving force or braking force, and the control force type of the target rear axle control force can be either driving force or braking force.

[0036] Step 103: Control the front wheels of the vehicle to run according to the target front axle control force, and control the rear wheels of the vehicle to run according to the target rear axle control force.

[0037] In practice, the front wheels of the vehicle are controlled according to the determined target front axle control force, and the rear wheels of the vehicle are controlled according to the determined target rear axle control force, thereby achieving control of the vehicle wheels when wheel lock-up occurs during braking on low-friction surfaces.

[0038] The above scheme addresses the issue of wheel slip ratio fluctuations on roads with adhesion below a preset threshold. This results in very low lateral and longitudinal adhesion coefficients for the wheels, leading to prolonged braking distances. When wheel lock-up is detected, the current braking force is determined, and a target braking emergency level is established. This allows for precise wheel control based on the target braking emergency level. The target front and rear axle control forces are then determined based on the target braking emergency level. The front wheels are controlled using the target front axle control force, and the rear wheels using the target rear axle control force. In other words, when wheel lock-up occurs on low-friction surfaces, the target front and rear axle control forces are determined based on the emergency braking situation, ensuring a better match between these forces and the vehicle's current braking force. Furthermore, braking is not entirely reliant on the anti-lock braking system (ABS), reducing the impact of low-friction surfaces on the ABS, shortening braking distances, and improving driving safety.

[0039] In some embodiments, step 102 specifically includes:

[0040] Step 1021: Determine the target front axle control force value and the target rear axle control force value based on the target braking emergency level.

[0041] Step 1022: Determine the target front axle control force type and the target rear axle control force type based on the target braking emergency level.

[0042] Step 1023: Determine the target front axle control force based on the target front axle control force value and the target front axle control force type; determine the target rear axle control force based on the target rear axle control force value and the target rear axle control force type.

[0043] In practice, the database can pre-store the first correspondence between the target braking emergency level and the target front axle control force value and the target rear axle control force value. The form of the first correspondence may include at least one of the following: relation table, function relation, curve relation, key-value pair relation and bar chart relation.

[0044] Based on the determined target braking emergency level, the first correspondence is searched to obtain the target front axle control force value and the target rear axle control force value. The target front axle control force value represents the numerical magnitude of the target front axle control force, and the target rear axle control force value represents the numerical magnitude of the target rear axle control force.

[0045] The database can pre-store a second correspondence between the target braking emergency level and the target front axle control force type and the target rear axle control force type. The form of the second correspondence may include at least one of the following: a relation table, a function relation, a curve relation, a key-value pair relation, and a bar chart relation.

[0046] Based on the determined target braking emergency level, a second correspondence is found to obtain the target front axle control force type and the target rear axle control force type. The control force type of the target front axle control force is either driving force or braking force, and the control force type of the target rear axle control force is either driving force or braking force.

[0047] The target front axle control force is determined based on the target front axle control force value and the target front axle control force type, and the target rear axle control force is determined based on the target rear axle control force value and the target rear axle control force type.

[0048] For example, if the target front axle control force value is 3000N and the target front axle control force type is braking force, then the target front axle control force is a braking force of 3000N.

[0049] The above scheme determines the corresponding target front axle control force value, target rear axle control force value, target front axle control force type, and target rear axle control force type based on the target braking emergency level, making the determined target front axle control force and target rear axle control force more accurate.

[0050] In some embodiments, step 1021 specifically includes:

[0051] Step 10211: Determine the target slip ratio corresponding to the target braking emergency level.

[0052] Step 10212: Determine the target front axle control force value and the target rear axle control force value based on the target slip ratio.

[0053] In practice, different braking emergency levels correspond to different slip ratios. The relationship between braking emergency levels and slip ratios is pre-stored, and this relationship can take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a histogram relationship. The target braking emergency level is determined by searching the database to obtain the corresponding target slip ratio.

[0054] The target front axle control force and target rear axle control force are calculated based on the target slip ratio.

[0055] Specifically, determining the target slip ratio corresponding to the target braking emergency level includes:

[0056] In response to the target braking emergency level being level one, the target slip ratio is determined to be a first slip ratio threshold; or,

[0057] In response to the target braking emergency level being level two, a target slip ratio is determined to be a second slip ratio threshold, wherein the second slip ratio threshold is less than or equal to the first slip ratio threshold; or...

[0058] In response to the target braking emergency level being level three, the target slip ratio is determined to be a third slip ratio threshold, wherein the third slip ratio threshold is less than the second slip ratio threshold.

[0059] For example, with the first level being low, the second level being medium, and the third level being high, the target slip ratio is 130% to 300% when the target braking emergency level is low. The target slip ratio is 130% to 300% when the target braking emergency level is medium. The target slip ratio is 20% to 30% when the target braking emergency level is high.

[0060] According to the above scheme, a higher braking emergency level indicates a worse road surface condition on low-friction surfaces, making vehicle braking more difficult. Therefore, to ensure braking stability, a higher braking emergency level corresponds to a lower target slip ratio, resulting in a smaller proportion of slippage during vehicle movement, thus reducing vehicle slippage and improving driving safety.

[0061] In some embodiments, step 10212 specifically includes:

[0062] Step A: Determine the target control force value based on the target slip ratio.

[0063] Step B: Obtain the front and rear axle control ratio of the vehicle, and determine the target front axle control force value and the target rear axle control force value based on the target control force value and the front and rear axle control ratio of the vehicle.

[0064] In practice, the target control force value is determined based on the target slip ratio, wherein the target control force value is the total control force value of the front axle and the rear axle.

[0065] In this embodiment, the target control force value corresponding to the target slip ratio can be determined according to PID (Proportional-Integral-Derivative) control. Specifically, the current actual slip ratio is obtained, a preset PID model is obtained, the actual slip ratio and the target slip ratio are input into the PID model, and after processing by the PID model, the target control force value corresponding to the target slip ratio and the actual slip ratio is output.

[0066] The vehicle's front and rear axle control ratio is obtained, where the front and rear axle control ratio is the proportional relationship between the vehicle's front axle control force and rear axle control force. The target control force value is multiplied by the vehicle's front and rear axle control ratio to obtain the target front axle control force value and the target rear axle control force value.

[0067] For example, the front and rear axle control ratio of the vehicle is 4:6. If the target control force value is 2000N, then the target front axle control force value is 800N and the target rear axle control force value is 1200N.

[0068] The above scheme determines the corresponding target control force value based on the target slip ratio, making the target control force value more accurate and aligned with the target slip ratio. Furthermore, the target control force value is allocated according to the control ratio of the front and rear axles, ensuring that the control force received by each axle is more precisely matched to the actual situation of the vehicle.

[0069] In some embodiments, step 1022 specifically includes:

[0070] Step 10221: In response to the target braking emergency level being the first level, determine that both the target front axle control force type and the target rear axle control force type are driving forces opposite to the vehicle's direction of travel.

[0071] or,

[0072] Step 10222: In response to the target braking emergency level being the second or third level, determine that the target front axle control force type is a braking force opposite to the vehicle's direction of travel, and the target rear axle control force type is a driving force opposite to the vehicle's direction of travel.

[0073] In practice, if the target braking emergency level is level one, the ABS hydraulic braking force is canceled on both the front and rear axles. The target front axle control force type is a driving force in the opposite direction of vehicle travel, and the target rear axle control force type is a driving force in the opposite direction of vehicle travel.

[0074] For example, if the first level is low, then when the target emergency braking level is low, both the front and rear axles use a driving force in the opposite direction of the vehicle's travel and perform reverse drive slip ratio control.

[0075] If the target braking emergency level is level two or three, the front axle uses ABS hydraulic braking force, while the rear axle does not. The target front axle control force type is a braking force in the opposite direction of vehicle travel, and the target rear axle control force type is a driving force in the opposite direction of vehicle travel.

[0076] For example, if the second level is medium, then when the target emergency braking level is medium, the front axle uses the original hydraulic braking force of the ABS, and the rear axle uses the driving force in the opposite direction of the vehicle's travel and performs reverse drive slip ratio control.

[0077] In another example, if the third level is high, then when the target emergency braking level is high, the front axle uses the original ABS hydraulic braking force, and the rear axle uses the driving force in the opposite direction of the vehicle's travel and performs reverse drive slip ratio control.

[0078] Specifically, in this embodiment, the vehicle is a dual-axle, dual-motor vehicle. If the target front axle control force is a driving force opposite to the vehicle's direction of travel, a first control command is sent to the front axle drive motor so that the front axle drive motor outputs a target front axle driving force equal to the target front axle control force value. That is, when the ABS hydraulic braking force on the front axle is canceled, the front axle drive motor is controlled to output a target front axle driving force equal to the target front axle control force value.

[0079] If the target front axle control force is a braking force opposite to the vehicle's direction of travel, a second control command is sent to the front axle hydraulic system so that the front axle hydraulic system outputs a target front axle braking force equal to the target front axle control force value. In other words, when the front axle uses ABS hydraulic braking, the hydraulic system controlling the front axle outputs a target front axle braking force equal to the target front axle control force value.

[0080] If the target rear axle control force is a driving force opposite to the vehicle's direction of travel, a third control command is sent to the rear axle drive motor to output a target rear axle driving force equal to the target rear axle control force value. That is, when the rear axle ABS hydraulic braking force is deactivated, the rear axle drive motor is controlled to output a target rear axle driving force equal to the target rear axle control force value.

[0081] Based on the above description, a specific example is as follows:

[0082] When the target emergency braking level is low, the ABS hydraulic braking force is cancelled on both the front and rear axles. Instead, an equivalent driving force in the opposite direction of vehicle speed is used, and reverse drive slip ratio control is implemented. To ensure maximum driving force and continuous reverse driving force, the target reverse drive slip ratio control is 130%-300%. The highest target slip ratio is achieved based on the maximum driving torque capacity of that axle, that is, the maximum reverse slip ratio that the driving capacity can maintain under that road surface condition. This ensures that when the target emergency braking level is low, the front and rear axles can provide reverse driving force without torque reduction and the force output is continuous.

[0083] When the target braking emergency level is medium, the front axle uses the original ABS system control method to control the braking slip ratio and maximize steering ability during braking. The rear axle eliminates the ABS hydraulic braking force, replacing it with an equivalent driving force in the opposite direction of vehicle speed, and controls the reverse driving slip ratio. To ensure maximum driving force and continuous reverse driving force, the target reverse driving slip ratio is 130%-300%. This maximum slip ratio is achieved based on the maximum driving torque capacity, i.e., the maximum reverse slip ratio that the driving capacity can maintain under this road surface condition. This allows the rear axle to provide reverse driving force without reducing torque and ensures continuous force output.

[0084] When the target braking emergency level is high, the front axle uses the original ABS system control method to control the braking slip ratio and maximize steering ability during braking. The rear axle eliminates the ABS hydraulic braking force, replacing it with an equivalent driving force in the opposite direction of vehicle speed, and controls the reverse driving slip ratio. To ensure maximum driving force and continuous reverse driving force, the reverse driving slip ratio is targeted at 20%-30%. The reverse driving force is discontinuous, ensuring a certain lateral force on the wheels. However, the reverse driving force is controlled by motor torque, and the torque response speed and control accuracy are better than the ABS hydraulic control system. The average braking force is still better than the ABS method.

[0085] Based on the above scheme, when the braking emergency level is low, due to the low safety risk, the primary consideration is controlling the braking distance. ABS hydraulic braking force is eliminated on both the front and rear axles, and a driving force opposite to the vehicle's direction of travel is used. When the braking emergency level is medium, braking stability and braking distance need to be considered comprehensively. The front axle uses the original ABS system control method, and the rear axle uses a driving force opposite to the vehicle's direction of travel. When the braking emergency level is high, due to the high safety risk, the primary consideration is controlling braking stability. The front axle uses the original ABS system control method, and the rear axle uses a driving force opposite to the vehicle's direction of travel, while controlling the target slip ratio to be lower than the target slip ratio for the medium braking emergency level.

[0086] In some embodiments, the correspondence between current braking force, vehicle speed, and steering wheel angle and braking emergency level is stored in advance in the database. The form of the correspondence may include at least one of the following: relation table, function relation, curve relation, key-value pair relation, and bar chart relation.

[0087] The vehicle speed and steering wheel angle are obtained, and the target braking emergency level is obtained by searching the database based on the current braking force, vehicle speed, and steering wheel angle.

[0088] The above scheme determines the target braking emergency level by searching the database, making the target braking emergency level more closely match the current vehicle speed, the current steering wheel angle, and the current braking force, thus making the determination of the target braking emergency level more accurate.

[0089] Based on the same inventive concept, another embodiment of this disclosure provides a wheel control method applied to a dual-axle, dual-motor driven vehicle, specifically including:

[0090] The system detects a vehicle braking on a low-friction surface and exhibiting a tendency to wheel lock-up. Based on the driver's input braking force, vehicle speed, and steering wheel angle, a braking emergency level is determined from a table, categorized as low, medium, and high. A higher target braking force request results in a higher braking emergency level. Higher vehicle speeds also result in a higher braking emergency level, but this level stops increasing above a certain threshold. A larger steering wheel angle results in a lower braking emergency level.

[0091] If the emergency level is low, the primary consideration is controlling braking distance. ABS hydraulic braking force is eliminated on both the front and rear axles, replaced by an equivalent driving force (equivalent to the driver's target braking force) in the opposite direction of vehicle speed, with reverse drive slip ratio control implemented. Simultaneously, to ensure maximum driving force and continuous reverse driving force, the reverse drive slip ratio control target is 130%-300%. This maximum slip ratio is achieved based on the maximum driving torque capacity of that axle, i.e., the maximum reverse slip ratio that the driving capacity can maintain under this road surface condition. This allows for continuous reverse driving force output without torque reduction on either the front or rear axles.

[0092] If the emergency level is medium, both braking stability and braking distance must be considered. The front axle uses the original ABS system control method to control the braking slip ratio and maximize steering ability during braking. The rear axle eliminates the ABS hydraulic braking force and replaces it with an equivalent driving force (equivalent to the driver's target braking force) in the opposite direction of vehicle speed, and performs reverse drive slip ratio control. To ensure maximum driving force and continuous reverse driving force, the reverse drive slip ratio control target is 130%-300%. The highest target slip ratio is achieved based on the maximum driving torque capacity, that is, the maximum reverse slip ratio that the driving capacity can maintain under this road surface condition, which allows the rear axle to provide reverse driving force without reducing torque and with continuous force output.

[0093] If the emergency level is high, the focus is on braking stability. The front axle uses the original ABS system control method to control the braking slip ratio and maximize steering ability during braking. The rear axle eliminates the ABS hydraulic braking force and replaces it with an equivalent driving force in the opposite direction of vehicle speed, with reverse drive slip ratio control. To ensure maximum driving force and continuous reverse drive force, the reverse drive slip ratio control target is 20%-30%. The reverse drive force is discontinuous, which can ensure a certain lateral force on the wheels. However, the reverse drive force is controlled by motor torque, and the response speed and control accuracy of the lifting torque are better than the ABS hydraulic control system. The average braking force is still better than the ABS method.

[0094] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0095] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0096] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a wheel control device.

[0097] refer to Figure 2 , Figure 2 The wheel control device of the embodiment includes:

[0098] The braking emergency level determination module 201 is configured to determine the current braking force of the vehicle when braking on a road surface with adhesion below a preset adhesion threshold and detecting wheel lock-up, and determine the target braking emergency level based on the current braking force.

[0099] The control force determination module 202 is configured to determine the target front axle control force and the target rear axle control force corresponding to the vehicle based on the target braking emergency level.

[0100] The wheel control module 203 is configured to control the vehicle's movement based on the target front axle control force and to control the movement of the vehicle's rear wheels based on the target rear axle control force.

[0101] In some embodiments, the control force determination module 202 specifically includes:

[0102] The numerical determination unit is configured to determine the target front axle control force value and the target rear axle control force value based on the target braking emergency level.

[0103] The type determination unit is configured to determine the target front axle control force type and the target rear axle control force type based on the target braking emergency level.

[0104] The control force determination unit is configured to determine a target front axle control force based on the target front axle control force value and the target front axle control force type, and to determine a target rear axle control force based on the target rear axle control force value and the target rear axle control force type.

[0105] In some embodiments, the numerical determination unit specifically includes:

[0106] A slip ratio determination subunit is configured to determine a target slip ratio corresponding to the target braking emergency level;

[0107] The numerical determination subunit is configured to determine the target front axle control force value and the target rear axle control force value based on the target slip ratio.

[0108] In some embodiments, the slip ratio determination subunit is specifically configured as follows:

[0109] In response to the target braking emergency level being level one, the target slip ratio is determined to be a first slip ratio threshold; or,

[0110] In response to the target braking emergency level being level two, a target slip ratio is determined to be a second slip ratio threshold, wherein the second slip ratio threshold is less than or equal to the first slip ratio threshold; or...

[0111] In response to the target braking emergency level being level three, the target slip ratio is determined to be a third slip ratio threshold, wherein the third slip ratio threshold is less than the second slip ratio threshold.

[0112] In some embodiments, the numerical determination subunit is specifically configured as follows:

[0113] The target control force value is determined based on the target slip ratio;

[0114] Obtain the front and rear axle control ratio of the vehicle, and determine the target front axle control force value and the target rear axle control force value based on the target control force value and the front and rear axle control ratio of the vehicle.

[0115] In some embodiments, the type determination unit is specifically configured to:

[0116] In response to the target braking emergency level being Level 1, it is determined that both the target front axle control force type and the target rear axle control force type are driving forces opposite to the vehicle's direction of travel; or,

[0117] In response to the target braking emergency level being level two or three, the target front axle control force type is determined to be a braking force opposite to the vehicle's direction of travel, and the target rear axle control force type is a driving force opposite to the vehicle's direction of travel.

[0118] In some embodiments, the control force determination unit is specifically configured as follows:

[0119] In response to the target front axle control force being a driving force opposite to the vehicle's direction of travel, a first control command is sent to the front axle drive motor, causing the front axle drive motor to output a target front axle driving force equal to the target front axle control force value; or,

[0120] In response to the target front axle control force being a braking force opposite to the vehicle's direction of travel, a second control command is sent to the front axle hydraulic system, causing the front axle hydraulic system to output a target front axle braking force equal to the target front axle control force value; or,

[0121] In response to the target rear axle control force being a driving force opposite to the vehicle's direction of travel, a third control command is sent to the rear axle drive motor so that the rear axle drive motor outputs a target rear axle driving force equal to the target rear axle control force value.

[0122] In some embodiments, the braking emergency level determination module 201 is configured to:

[0123] Get vehicle speed and steering wheel angle;

[0124] The target braking emergency level is determined based on the current braking force, the vehicle speed, and the steering wheel angle.

[0125] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0126] The apparatus of the above embodiments is used to implement the corresponding wheel control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0127] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the wheel control method described in any of the above embodiments.

[0128] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0129] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0130] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0131] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0132] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0133] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0134] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0135] The electronic devices described above are used to implement the corresponding wheel control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0136] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the wheel control method as described in any of the above embodiments.

[0137] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0138] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the wheel control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0139] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the wheel control device in the above embodiments, the electronic device in the above embodiments, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the wheel control method described in any of the above embodiments.

[0140] The vehicle described in the above embodiments is used to implement the wheel control method described in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0141] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0142] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0143] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0144] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0145] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0146] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuitry) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure may be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0147] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0148] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A control method of a vehicle wheel, characterized by, The method comprises: when braking on a road surface with adhesion lower than a preset adhesion threshold and detecting that the vehicle has wheel lock, determining a current braking force of the vehicle, determining a target braking emergency level according to the current braking force; determining target front axle control force and target rear axle control force corresponding to the vehicle according to the target braking emergency level; controlling the front wheels of the vehicle according to the target front axle control force and controlling the rear wheels of the vehicle according to the target rear axle control force; determining target front axle control force and target rear axle control force corresponding to the vehicle according to the target braking emergency level comprises: determining target front axle control force value and target rear axle control force value according to the target braking emergency level; determining target front axle control force type and target rear axle control force type according to the target braking emergency level; determining target front axle control force according to the target front axle control force value and the target front axle control force type and determining target rear axle control force according to the target rear axle control force value and the target rear axle control force type; determining target front axle control force value and target rear axle control force value according to the target braking emergency level comprises: determining target slip ratio corresponding to the target braking emergency level; determining target front axle control force value and target rear axle control force value according to the target slip ratio.

2. The method of claim 1, wherein, determining target slip ratio corresponding to the target braking emergency level comprises: in response to the target braking emergency level being a first level, determining the target slip ratio to be a first slip ratio threshold; or, in response to the target braking emergency level being a second level, determining the target slip ratio to be a second slip ratio threshold, wherein the second slip ratio threshold is less than or equal to the first slip ratio threshold; or, in response to the target braking emergency level being a third level, determining the target slip ratio to be a third slip ratio threshold, wherein the third slip ratio threshold is less than the second slip ratio threshold.

3. The method of claim 1, wherein, determining target front axle control force value and target rear axle control force value according to the target slip ratio comprises: determining target control force value according to the target slip ratio; obtaining vehicle front-rear axle control proportion, and determining target front axle control force value and target rear axle control force value according to the target control force value and the vehicle front-rear axle control proportion.

4. The method of claim 1, wherein, determining target front axle control force type and target rear axle control force type according to the target braking emergency level comprises: in response to the target braking emergency level being a first level, determining the target front axle control force type and the target rear axle control force type to be driving force opposite to the driving direction of the vehicle; or, in response to the target braking emergency level being a second level or a third level, determining the target front axle control force type to be braking force opposite to the driving direction of the vehicle and determining the target rear axle control force type to be driving force opposite to the driving direction of the vehicle.

5. The method of claim 1, wherein, determining target front axle control force according to the target front axle control force value and the target front axle control force type and determining target rear axle control force according to the target rear axle control force value and the target rear axle control force type comprises: In response to the target front axle control force type being driving force opposite to the driving direction of the vehicle, a first control instruction is sent to the front axle driving motor, so that the front axle driving motor outputs target front axle driving force with a size of the target front axle control force value; or, In response to the target front axle control force type being braking force opposite to the driving direction of the vehicle, a second control instruction is sent to the front axle hydraulic system, so that the front axle hydraulic system outputs target front axle braking force with a size of the target front axle control force value; or, In response to the target rear axle control force type being driving force opposite to the driving direction of the vehicle, a third control instruction is sent to the rear axle driving motor, so that the rear axle driving motor outputs target rear axle driving force with a size of the target rear axle control force value.

6. The method of claim 1, wherein, The target braking emergency level is determined according to the current braking force, comprising: acquiring a vehicle speed and a steering wheel angle; determining a target braking emergency level according to the current braking force, the vehicle speed and the steering wheel angle.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any one of claims 1 to 6 when executing the program.

8. A vehicle characterized by comprising: The electronic device of claim 7.

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