Vehicle and vehicle braking method

Abstract

The invention relates to the technical field of intelligent transportation, in particular to a vehicle and a vehicle braking method. The method comprises the steps of obtaining a current driving state of a vehicle and a braking state of a vehicle pedal; if the emergency braking event is determined to be triggered according to the current driving state and the braking state, a reverse driving signal for controlling the rotating speed of wheels of the vehicle is generated; superposing the reverse driving signal with a driving force output by a vehicle power unit of the current vehicle to generate a reverse driving force; controlling the wheel rotating speed; wherein under the action of the reverse driving force, the rotating speed of the wheels is reduced so as to realize rapid braking of the automobile.

Description

Technical Field

[0001] The present application relates to the field of intelligent transportation technology, and in particular to a vehicle and a vehicle braking method. Background Art

[0002] As vehicle technology matures, it can achieve acceleration performance of over 100 kilometers per hour in seconds, which requires corresponding deceleration performance under such acceleration conditions.

[0003] In the related art, vehicles generally use brake calipers to brake the vehicle. However, the brake caliper is used to brake the vehicle by generating friction through the contact between the brake caliper and the brake disc of the vehicle, so that the brake disc slows down or stops rotating. Since the brake disc slows down or stops rotating, the wheels slow down or stop rotating, thereby achieving the effect of slowing down or stopping the vehicle. However, this method of braking the vehicle cannot brake the vehicle quickly when the vehicle is at a high acceleration performance, so that the vehicle is still at a high driving speed for a certain period of time, which is easy to cause traffic hazards.

[0004] Therefore, a method for achieving rapid braking of a vehicle is urgently needed. Summary of the invention

[0005] The purpose of the present application is to provide a vehicle and a vehicle braking method for achieving rapid braking of a vehicle.

[0006] In a first aspect, the present application provides a vehicle, the vehicle comprising an on-board control unit, a wheel torque controller, a vehicle power unit, and wheels;

[0007] The vehicle-mounted control unit is used to obtain the current driving state of the vehicle and the braking state of the vehicle pedal; if it is determined that an emergency braking event is triggered according to the current driving state and the braking state, an emergency braking notification signal is sent to the wheel torque controller;

[0008] The vehicle power unit is used to provide driving force to the wheel torque controller;

[0009] The wheel torque controller is used to generate a reverse drive signal after receiving the emergency braking notification signal, and superimpose the reverse drive signal with the driving force provided by the vehicle power unit to generate a reverse drive force; according to the reverse drive force, the wheel speed is controlled; wherein under the action of the reverse drive force, the wheel speed is reduced.

[0010] In one possible implementation,

[0011] The vehicle-mounted control unit is specifically used to: after determining that an emergency braking event is triggered, obtain the current driving speed and driving acceleration of the vehicle; determine a driving variable for controlling the vehicle power unit according to the obtained driving speed and driving acceleration, and transmit the driving variable to the vehicle power unit;

[0012] The vehicle power unit is specifically configured to generate a driving force provided to the wheel torque controller according to the driving variable.

[0013] In a possible implementation manner, the vehicle-mounted control unit is specifically used to:

[0014] According to a preset reference speed, determining a speed difference between the driving speed and the reference speed;

[0015] Inputting the speed difference into a speed loop PI controller to obtain a reference acceleration output by the speed loop PI controller;

[0016] determining an acceleration difference between the reference acceleration and a traveling acceleration of the vehicle;

[0017] The acceleration difference is input into the acceleration loop PI controller to obtain a driving variable output by the acceleration PI controller.

[0018] In a possible implementation manner, the vehicle-mounted control unit is further used for:

[0019] When at least one of the following conditions is met, the emergency braking state is determined to be exited:

[0020] Determining that the current driving speed of the vehicle is less than a preset speed threshold;

[0021] Determining that a pedal braking amount corresponding to the braking state of the vehicle pedal is less than a preset pedal braking threshold;

[0022] It is determined that a steering wheel steering angle of the vehicle is greater than a preset steering threshold.

[0023] In a possible implementation manner, if it is determined that the steering wheel steering angle of the vehicle is greater than a steering threshold, the on-board control unit is further configured to:

[0024] Periodically obtaining a steering wheel steering angle of the vehicle;

[0025] Determining, according to the steering wheel steering angle obtained each time, a period ratio representing that the brake caliper of the vehicle is in a braking state;

[0026] The braking duration is determined according to the cycle proportion, and the brake caliper of the vehicle is controlled to brake the wheel within the braking duration.

[0027] In a possible implementation manner, the on-board control unit is further configured to: after determining an exit emergency braking event, send an exit emergency braking notification signal to the wheel torque controller, and send a stop signal to the vehicle power unit;

[0028] The wheel torque controller is further configured to: upon receiving the emergency brake exit notification signal, adjust the reverse drive signal to a forward drive signal;

[0029] The vehicle power unit is further configured to stop providing driving force to the wheel torque controller after receiving the stop signal.

[0030] In a possible implementation manner, the vehicle-mounted control unit is further used for:

[0031] When the vehicle pedal is in a braking state, obtaining a yaw angle of the vehicle;

[0032] If the difference between the obtained yaw angle and the target yaw angle is not within a preset range, it is determined that a vehicle skidding event is triggered; the target yaw angle is the yaw angle of the vehicle most recently obtained before the vehicle pedal of the vehicle is in a braking state.

[0033] In a possible implementation manner, the vehicle-mounted control unit is further configured to: after determining that a vehicle skidding event is triggered, send a notification signal indicating an increase in driving force to the vehicle power unit;

[0034] The vehicle power unit is specifically used to: after receiving the notification signal, increase the driving force provided to the wheel torque controller;

[0035] The wheel torque controller is specifically used to generate an increased reverse driving force according to the increased driving force provided by the vehicle power unit, and adjust the yaw angle of the vehicle according to the increased reverse driving force.

[0036] In a possible implementation, the vehicle further includes a brake caliper control unit;

[0037] The vehicle-mounted control unit is specifically used to: after determining that a vehicle sideslip event is triggered, determine a target pedal control amount of the vehicle pedal according to an angle difference between the target yaw angle and the yaw angle; and send the target pedal control amount to the brake caliper control unit;

[0038] The brake caliper control unit is specifically used to adjust the yaw angle of the vehicle by controlling the braking force of the brake caliper on the wheels of the vehicle according to the target pedal control amount.

[0039] In a second aspect, an embodiment of the present application provides a vehicle braking method, which is applied to a vehicle, and the method includes:

[0040] Acquiring the current driving state of the vehicle and the braking state of the vehicle pedal;

[0041] If, according to the current driving state and the braking state, it is determined that an emergency braking event is triggered, and a reverse driving signal for controlling the wheel speed of the vehicle is generated;

[0042] superimposing the reverse driving signal with the driving force currently output by the vehicle power unit of the vehicle to generate a reverse driving force;

[0043] The wheel speed is controlled; wherein under the action of the reverse driving force, the wheel speed is reduced.

[0044] In a third aspect, an embodiment of the present application provides a vehicle braking device, comprising:

[0045] An acquisition module, used to acquire the current driving state of the vehicle and the braking state of the vehicle pedal;

[0046] a determination module, configured to determine, based on the current driving state and the braking state, that an emergency braking event is triggered, and generate a reverse driving signal for controlling the wheel speed of the vehicle;

[0047] A generating module, configured to superimpose the reverse driving signal with the driving force currently output by the vehicle power unit of the vehicle to generate a reverse driving force;

[0048] A control module is used to control the rotation speed of the wheel; wherein under the action of the reverse driving force, the rotation speed of the wheel is reduced.

[0049] In a fourth aspect, an embodiment of the present application provides a computer storage medium, wherein the computer storage medium stores computer instructions, and when the computer instructions are executed on a computer, the computer executes the steps of any method described in the second aspect.

[0050] In a fifth aspect, an embodiment of the present application provides a computer program product, comprising a computer program, wherein the computer program is stored in a computer-readable storage medium; when a processor of an electronic device reads the computer program from the computer-readable storage medium, the processor executes the computer program, so that the electronic device performs the steps of any method described in the second aspect.

[0051] The embodiment of the present application provides a vehicle and a vehicle braking method. When it is determined that an emergency braking event is triggered, a reverse drive signal is generated to control the wheel speed of the vehicle, and the driving force output by the vehicle power unit of the current vehicle is superimposed on the reverse drive signal to generate a reverse drive force. Under the action of the reverse drive force, the wheel speed is rapidly reduced, so as to achieve the effect of controlling the rapid braking of the vehicle, thereby effectively ensuring traffic safety. On the other hand, the reverse drive force is used to enable the vehicle to brake rapidly. Compared with the method of controlling vehicle braking by brake calipers in related technologies, the wear problem of the brake caliper can be effectively reduced, and the cost problem caused by brake pad damage for users can be reduced, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0053] Figure 1 A vehicle according to an embodiment of the present application;

[0054] Figure 2 This is a flow chart of a vehicle braking method according to an embodiment of the present application;

[0055] Figure 3 This is a flow chart of an embodiment of the present application for determining a triggering emergency braking event;

[0056] Figure 4 This is a schematic diagram of wheel rotation according to an embodiment of the present application;

[0057] Figure 5 A schematic diagram of a wheel torque controller according to an embodiment of the present application;

[0058] Figure 6 A flow chart of determining the driving force output by a vehicle power unit according to an embodiment of the present application;

[0059] Figure 7 A schematic diagram of a cascade PI control method according to an embodiment of the present application;

[0060] Figure 8 This is a schematic diagram of a vehicle braking embodiment of the present application;

[0061] Fig. 9 This is a schematic diagram of a wheel according to an embodiment of the present application;

[0062] Fig.10 This is a flow chart of determining braking duration according to an embodiment of the present application;

[0063] Fig.11 This is a schematic diagram of a control brake caliper according to an embodiment of the present application;

[0064] Fig.12 This is a flow chart of determining a triggering vehicle sideslip event according to an embodiment of the present application;

[0065] Fig.13 This is a flow chart of adjusting the yaw angle of a vehicle according to an embodiment of the present application;

[0066] Fig.14 This is a flow chart of adjusting the yaw angle of a vehicle according to an embodiment of the present application;

[0067] Fig.15 This is a schematic diagram of adjusting the yaw angle of a vehicle according to an embodiment of the present application;

[0068] Fig.16 This is a flow chart of determining a filter according to an embodiment of the present application;

[0069] Fig.17 This is a flow chart of obtaining the pitch angle, roll angle and yaw angle of a vehicle according to an embodiment of the present application;

[0070] Fig.18 This is a schematic structural diagram of a vehicle braking device according to an embodiment of the present application. DETAILED DESCRIPTION

[0071] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Among them, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0072] Furthermore, in the description of the embodiments of the present application, unless otherwise specified, “and” means or. For example, A / B can mean A or B. The “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “plurality” means two or more than two.

[0073] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more.

[0074] In order to facilitate understanding of the image processing method, device and apparatus for endoscopic images provided in the embodiments of the present application, some terms in the embodiments of the present application are explained below to facilitate understanding by those skilled in the art.

[0075] In order to make the purpose, technical solution and beneficial effects of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0076] like Figure 1 The vehicle 10 shown includes an onboard control unit 101 , a wheel torque controller 102 , a vehicle power unit 103 , and wheels 104 ;

[0077] The vehicle may further include: a CAN network communication module 105 and a posture sensor 106;

[0078] The CAN network communication module 105 is used to obtain the current driving state of the vehicle 10 and the braking state of the vehicle pedal, and transmit the data to the vehicle control unit 101 through CAN communication;

[0079] The vehicle control unit 101 is used to obtain the current driving state of the vehicle 10 and the braking state of the vehicle pedal; if it is determined that an emergency braking event is triggered according to the current driving state and braking state, an emergency braking notification signal is sent to the wheel torque controller 102;

[0080] A vehicle power unit 103, used to provide driving force to the wheel torque controller 102;

[0081] The wheel torque controller 102 is used to generate a reverse drive signal after receiving an emergency braking notification signal, and superimpose the reverse drive signal with the driving force provided by the vehicle power unit 103 to generate a reverse drive force; according to the reverse drive force, the rotation speed of the wheel 104 is controlled; wherein under the action of the reverse drive force, the rotation speed of the wheel 104 is reduced.

[0082] In implementation, the attitude sensor 106 is used to obtain accelerometer, gyroscope, magnetometer data and yaw angle.

[0083] It should be noted that the on-board control unit 101 in the embodiment of the present application may be a computing unit CPU, the vehicle power unit 103 may be an engine or a motor, and the posture sensor 106 may be an MPU6050.

[0084] The vehicle-mounted control unit 101 can read the data collected by the attitude sensor 106 through the IIC bus.

[0085] It should be noted that the method provided in the embodiment of the present application is not limited to Figure 1 The application scenario shown can also be used in other possible application scenarios, which are not limited in the embodiments of the present application.

[0086] like Figure 2 As shown, a flow chart of a vehicle braking method according to an embodiment of the present application is applied to a vehicle, and the specific steps are as follows:

[0087] Step S201, obtaining the current driving state of the vehicle and the braking state of the vehicle pedal;

[0088] Among them, the embodiment of the present application obtains the current driving state of the vehicle and the braking state of the vehicle pedal through the vehicle control unit;

[0089] Optionally, the embodiment of the present application can obtain the current driving status of the vehicle and the braking status of the vehicle pedal through the CAN network communication module, and transmit them to the vehicle control unit through CAN communication.

[0090] It should be noted that the braking state of the vehicle pedal can be expressed as: the degree to which the vehicle brake pedal is depressed when the user depresses the vehicle brake pedal.

[0091] In the embodiment of the present application, the degree to which the vehicle brake pedal is depressed can be expressed as: the distance the pedal position moves after the vehicle brake pedal is depressed, as a percentage of the total distance that the vehicle brake pedal can move.

[0092] Optionally, in an embodiment of the present application, the current driving state may include at least one of the following: the current driving speed and driving acceleration of the vehicle.

[0093] Step S202: if an emergency braking event is triggered according to the current driving state and braking state, a reverse driving signal for controlling the wheel speed of the vehicle is generated;

[0094] Optionally, in the embodiment of the present application, when it is determined that the following conditions are met, the vehicle control unit determines that an emergency braking event is triggered:

[0095] Condition 1: When it is determined that the current driving state of the vehicle is greater than the emergency driving threshold;

[0096] Exemplarily, the current driving speed of the vehicle is greater than the emergency driving threshold.

[0097] It should be noted that the emergency driving threshold is pre-set.

[0098] Condition 2: When it is determined that the braking state of the vehicle pedal is greater than the emergency braking threshold;

[0099] Exemplarily, the percentage of the vehicle pedal being depressed is greater than the emergency braking threshold.

[0100] It should be noted that the emergency braking threshold is pre-set and can be set when the vehicle leaves the factory.

[0101] Based on the above conditions, the present application embodiment provides Figure 3 The flowchart for determining the triggering of an emergency braking event is shown, and the specific steps are as follows:

[0102] Step S301, obtaining the braking state of the current vehicle pedal in real time;

[0103] Wherein, step S301 and step S201 can be completed in the same step.

[0104] Step S302, determine whether the braking state is greater than the emergency braking threshold; if so, execute step S303, if not, execute step S301;

[0105] Exemplarily, in the embodiment of the present application, the emergency braking threshold may be 70%.

[0106] Step S303, obtaining the current vehicle speed in real time;

[0107] Wherein, step S303 and step S201 can be completed in the same step.

[0108] Step S304, determine whether the driving speed is greater than the emergency driving threshold; if so, execute step S305, if not, execute step S301;

[0109] Step S305: Determine whether an emergency braking event is triggered.

[0110] During implementation, after the on-board control unit determines that an emergency braking event is triggered, the on-board control unit determines an emergency braking notification signal and sends the emergency braking notification signal to the wheel torque controller, so that the wheel torque controller generates a reverse drive signal.

[0111] In an embodiment of the present application, when the vehicle is moving forward, the rotation direction of the wheel is forward, and the present application generates a reverse drive signal through a wheel torque controller, and changes the rotation direction of the wheel according to the reverse drive signal, so that the rotation direction of the wheel is controlled to be reverse, thereby reducing the control of the wheel speed.

[0112] For example, if the vehicle is moving forward and the wheel is rotating clockwise, after the on-board control unit determines that an emergency braking event is triggered, the wheel torque controller generates a reverse drive signal, and adjusts the rotation direction of the wheel to counterclockwise according to the reverse drive signal, for example. Figure 4 As shown, when the vehicle is moving forward, the rotation direction of the wheel is clockwise. When the wheel torque controller receives the emergency brake notification signal, it generates a reverse drive signal to adjust the rotation direction of the wheel to counterclockwise.

[0113] It should be noted that although the rotation direction of the wheel is adjusted to counterclockwise, the actual rotation direction of the wheel cannot be changed immediately due to inertia. Therefore, although the rotation direction of the wheel is adjusted to counterclockwise in the embodiment of the present application, the actual rotation direction of the wheel will not be temporarily changed to counterclockwise.

[0114] like Figure 5 As shown, a schematic diagram of a wheel torque controller according to an embodiment of the present application. Figure 5 In the embodiment, after receiving the emergency braking notification signal, the wheel torque controller can control the rotation direction of the vehicle's wheels by generating a reverse driving signal.

[0115] When the vehicle is moving forward, the rotation direction of the wheel is forward. According to the reverse drive signal generated by the wheel torque controller, the rotation direction of the wheel is adjusted to reverse.

[0116] It should be noted that in the embodiment of the present application, if a wheel torque controller is set, the four wheels of the vehicle can be controlled separately by the wheel torque controller, or four wheel torque controllers can be set, with one wheel torque controller controlling one wheel. The present application does not limit the number of wheel torque controllers.

[0117] Step S203, superimposing the reverse driving signal with the driving force output by the vehicle power unit of the current vehicle to generate a reverse driving force;

[0118] In the embodiment of the present application, when the vehicle is moving forward, a driving force is provided for the forward rotation direction of the wheel, so that the vehicle can be controlled to move forward. In the embodiment of the present application, the rotation direction of the wheel is adjusted to reverse through a reverse drive signal, and a driving force is provided in the reverse rotation direction of the wheel to generate a reverse driving force.

[0119] It should be noted that in the embodiment of the present application, the rotation direction of the wheel is adjusted to reverse, which actually means that the wheel torque controller changes the direction of the driving force transmitted to the wheel according to the reverse driving signal. Therefore, after receiving the driving force, the wheel can be controlled to rotate according to the changed direction.

[0120] like Figure 6 As shown, a flow chart of determining the driving force output by a vehicle power unit according to an embodiment of the present application, the specific steps are as follows:

[0121] Step S601: After determining that an emergency braking event is triggered, the vehicle control unit obtains the current driving speed and driving acceleration of the vehicle; and determines a driving variable for controlling the vehicle power unit according to the obtained driving speed and driving acceleration;

[0122] Step S602: the vehicle-mounted control unit transmits a driving variable to the vehicle power unit;

[0123] Optionally, in an embodiment of the present application, the on-board control unit may determine the driving variable through a cascade PI control method.

[0124] like Figure 7 As shown, a schematic diagram of the cascade PI control method of the embodiment of the present application. In the embodiment of the present application, the vehicle's driving speed is obtained, and the speed difference between the driving speed and the reference speed is determined according to the preset reference speed; the speed difference is input into the speed loop PI controller to obtain the reference acceleration output by the speed loop PI controller; the vehicle's driving acceleration is obtained through the attitude sensor, and the acceleration difference between the reference acceleration and the vehicle's driving acceleration is determined; the acceleration difference is input into the acceleration loop PI controller to obtain the driving variable output by the acceleration PI controller; the driving variable is input into the vehicle power unit.

[0125] The vehicle body information includes the vehicle's driving speed and the vehicle's driving acceleration, and the vehicle's power unit and attitude sensor may be located at the chassis of the vehicle.

[0126] Optionally, the posture sensor may also be located on the body of the vehicle, level with the body of the vehicle. The embodiment of the present application does not limit the position of the posture sensor.

[0127] In the embodiment of the present application, the vehicle's driving speed can be obtained through the CAN network communication module and transmitted to the vehicle control unit through CAN communication.

[0128] It should be noted that, since the current speed of the vehicle is much higher than the preset reference speed when the emergency braking event is triggered, the difference between the two is a negative value, that is, vset-v<0. Among them, vset represents the preset reference speed, and v represents the current speed of the vehicle. The reference acceleration (aset) output after passing through the speed loop PI controller is also a negative value. Since the longitudinal acceleration (a) collected at the moment of braking is a positive value, the difference between the two is aset-a<0. Its value is input into the acceleration loop PI controller, and the output is the drive variable, which controls the power output power. The greater the power, the greater the reverse driving force.

[0129] The driving variable may also be referred to as a power control variable, and the reverse driving force may also be referred to as a reverse torque.

[0130] In the embodiment of the present application, the current speed of the vehicle is obtained from the vehicle body by the above-mentioned CAN network communication module, and the longitudinal acceleration of the vehicle body is obtained after filtering by the attitude sensor.

[0131] During implementation, after the reverse driving force is output, the wheels will gradually stop rotating. Through the friction between the wheels and the ground, the current driving speed of the vehicle will drop significantly, the interpolation between the reference speed and the current driving speed of the vehicle will decrease, and the output of the speed loop PI controller will also decrease, but the reference acceleration is still a negative value. At this time, the current driving acceleration of the vehicle will also be a negative value.

[0132] In the embodiment of the present application, after multiple rounds of iterations based on the above process, the current speed v approaches vset, the input of the speed loop PI controller approaches 0 but is less than 0, and the given acceleration aset<0, then the current acceleration a also approaches aset, and the drive variable output decreases.

[0133] Step S603: The vehicle power unit generates a driving force provided to the wheel torque controller according to the driving variable.

[0134] During implementation, the wheel torque controller generates a reverse driving force based on the driving force provided by the vehicle power unit and superimposed on the reverse driving signal.

[0135] It should be noted that, in the embodiment of the present application, the wheel torque controller generates a reverse driving force by superimposing the generated reverse driving signal with the driving force according to the driving force provided to the wheel torque controller by the vehicle power unit.

[0136] That is, the wheel torque controller can provide driving force in the adjusted wheel rotation direction according to the generated reverse driving force, so that the rotation speed of the controlled wheel is reduced.

[0137] Step S204, controlling the wheel speed;

[0138] Under the action of the reverse driving force, the rotation speed of the wheel is reduced.

[0139] In the embodiment of the present application, the wheel torque controller controls the wheel speed according to the reverse driving force.

[0140] It should be noted that, in the embodiment of the present application, the wheel torque controller can quickly control the wheel speed according to the reverse driving force, so that the wheel speed is quickly reduced.

[0141] In the embodiment of the present application, during the process of reducing the rotation speed of the wheel, if the actual rotation direction of the wheel changes to the reverse direction, the vehicle will be driven in the direction of the rear end, affecting the normal driving process of the vehicle and easily causing danger. Therefore, the present application needs to determine in real time whether the wheel has a tendency to reverse when the vehicle is in a braking state.

[0142] Optionally, the embodiment of the present application determines that the wheels of the current vehicle have a tendency to reverse when it is determined that at least one of the following conditions is met:

[0143] Condition 1: Determine that the current speed of the vehicle is not greater than a preset reversal speed threshold;

[0144] Condition 2: Determine that the wheel speed is not greater than a preset speed threshold.

[0145] In the embodiment of the present application, when it is determined that the wheel has a tendency to reverse, the on-board control unit sends a stop signal to the vehicle power unit, causing the vehicle power unit to stop providing driving force to the wheel torque controller.

[0146] Optionally, the embodiment of the present application detects the change in wheel speed through a CAN network communication module, and can also detect the rotation direction of the wheel.

[0147] Optional. In the embodiment of the present application, when it is determined that at least one of the following conditions is met, the emergency braking state is determined to be exited:

[0148] Condition 1: Determine that the current speed of the vehicle is not greater than a preset speed threshold;

[0149] In the embodiment of the present application, the preset speed threshold can be set to a lower speed value, and when the current driving speed is not greater than the preset speed threshold, the emergency braking state is exited.

[0150] It should be noted that the preset speed threshold may be the same as or different from the preset reverse speed threshold.

[0151] Condition 2: Determine that the pedal braking amount corresponding to the braking state of the vehicle pedal is not greater than a preset pedal braking threshold;

[0152] Condition 3: Determine whether the steering wheel steering angle of the vehicle is greater than a preset steering threshold.

[0153] In the embodiment of the present application, a steering threshold may be set. For example, if the steering threshold is 0, the emergency braking state is exited when it is determined that the steering wheel steering angle of the vehicle is greater than 0.

[0154] It should be noted that after the on-board control unit determines to exit the emergency braking state, it sends an emergency braking exit notification signal to the wheel torque controller, and the wheel torque controller generates a forward drive signal to adjust the rotation direction of the wheel from reverse to forward.

[0155] Optionally, in an embodiment of the present application, when the on-board control unit determines to exit the emergency braking state, a stop signal is sent to the vehicle power unit, and after receiving the stop signal, the vehicle power unit stops providing driving force to the wheel torque controller.

[0156] Among them, after exiting the emergency braking state, the on-board control unit stops determining the driving variables through the cascade PI.

[0157] Optionally, after exiting the emergency braking state, the embodiment of the present application can brake the vehicle through a brake caliper according to the degree to which the user presses the vehicle's brake pedal.

[0158] like Figure 8 As shown, a schematic diagram of vehicle braking in an embodiment of the present application shows that when the vehicle is driving normally, the wheels move in a clockwise direction. If an emergency braking event is determined to be triggered when the vehicle starts to trigger braking, a reverse driving force is generated based on the superposition of the driving force and the reverse driving signal, so that the wheel speed of the vehicle is rapidly reduced, thereby achieving rapid braking of the vehicle. After determining to exit the emergency braking state, braking is performed through the braking mechanism (for example, the vehicle is braked by a brake caliper). If the vehicle finally stops, the distance from the position where the vehicle starts to trigger braking to the position where the vehicle stops is the braking distance of the vehicle.

[0159] It should be noted that when the user steps on the vehicle's brake pedal, the vehicle is in a state of triggering braking.

[0160] During implementation, when the brake caliper brakes the wheel, it may cause the wheel to lock. When the wheel locks, the vehicle is prone to lose control. That is, the user cannot control the direction of the vehicle after turning the steering wheel. The vehicle can only maintain the direction when the vehicle is about to lose control. Therefore, it is very dangerous if the vehicle is out of control.

[0161] For example, Fig. 9 As shown in FIG. 1 , when the wheel is not locked, the steering angle of the vehicle's steering wheel will affect the steering angle of the wheel. The steering angle of the wheel can be Fig. 9 As shown, during the vehicle's driving, the wheels have Fig. 9 If the current wheel is locked, the wheel will remain as Fig. 9 Because the brake calipers stop the wheels from turning, all wheels have no rotation direction vector, so due to inertia, the vehicle will move in the following direction: Fig. 9 The vehicle slides in the direction of the steering angle of the wheel shown in the figure until it stops. During this period, the wheel is out of control and the user cannot change the steering angle of the wheel.

[0162] In the embodiment of the present application, when it is determined that the steering wheel steering angle of the vehicle is greater than the steering threshold, the braking time for the brake caliper to brake the wheel is determined according to the steering wheel steering angle of the vehicle.

[0163] Exemplarily, the turning threshold of the embodiment of the present application may be 0.

[0164] It should be noted that when the steering wheel angle is 0, the vehicle is traveling in a straight line.

[0165] like Fig.10 As shown, a flowchart of determining the braking duration in an embodiment of the present application, the specific steps are as follows:

[0166] Step S1001: The vehicle control unit obtains the steering angle of the vehicle's steering wheel;

[0167] Optionally, in the embodiment of the present application, the steering wheel steering angle may be periodically acquired.

[0168] Step S1002: The vehicle control unit determines a period ratio representing that the brake caliper of the vehicle is in a braking state according to the acquired steering wheel steering angle;

[0169] Optionally, the embodiment of the present application can determine the cycle proportion by calculating: 1-steeringangle*k1;

[0170] Among them, steeringangle represents the steering angle of the vehicle's steering wheel, and k1 represents the relationship coefficient.

[0171] It should be noted that the relationship coefficient can be preset.

[0172] Step S1003: The vehicle control unit determines the braking duration according to the cycle proportion, and controls the brake caliper of the vehicle to brake the wheel within the braking duration.

[0173] Among them, Fig.10 The method shown for determining the braking duration may be determined by an on-board control unit.

[0174] like Fig.11 As shown, the brake caliper is activated during a certain braking time period, so that the brake caliper is in a braking state to brake the wheel, and the brake caliper is released during other time periods in the cycle, and the wheel is not braked.

[0175] Based on the above method for determining the braking duration, the embodiment of the present application can adjust the braking duration of the brake caliper braking the wheel according to the steering angle of the steering wheel, effectively avoiding wheel locking and enabling the vehicle to still be controlled when in a braking state.

[0176] For example, when the vehicle is in a braking state, if the steering angle of the vehicle steering wheel is large, the braking time of the brake caliper is shortened according to the steering angle, which facilitates the vehicle to adjust the vehicle's driving direction more quickly according to the steering angle of the steering wheel, and can also ensure that the vehicle's wheel speed is reduced; if the steering angle of the vehicle steering wheel is small, the braking time of the brake caliper is longer according to the steering angle, which facilitates the vehicle to reduce the wheel speed more quickly, and can also ensure that the vehicle can adjust the vehicle's driving direction according to the steering angle of the steering wheel.

[0177] Based on the above process, the wheel locking phenomenon can be effectively solved.

[0178] Optionally, the embodiment of the present application may also provide the following process to solve the problem of vehicle skidding:

[0179] It should be noted that the braking effect of the road surface is different under different traction levels. When the left and right wheels are on different traction roads, the sliding friction between the left and right wheels and the road surface is different. Braking will generate torque and the vehicle will enter an uncontrollable rotation state, that is, side slip. This situation occurs because the braking distance generated by the left and right sides of the vehicle body is different, causing the vehicle body to deviate and further rotate.

[0180] In an embodiment of the present application, when the vehicle pedal is in a braking state, if the steering angle of the vehicle's steering wheel and the vehicle's yaw angle do not satisfy a matching relationship, it is determined that the vehicle has a tendency to skid, and then according to the type of the determined vehicle skidding event, the vehicle's yaw angle is adjusted to adjust the vehicle's driving state to a normal driving state.

[0181] Among them, since the user can control the yaw angle of the vehicle by changing the steering angle of the vehicle's steering wheel, there is a corresponding matching relationship between the vehicle's steering wheel and the vehicle's yaw angle.

[0182] When the embodiment of the present application detects that the steering wheel steering angle of the vehicle and the yaw angle of the vehicle do not satisfy a matching relationship, it is determined that the vehicle has a tendency to skid.

[0183] Exemplarily, if it is detected that the steering wheel of the current vehicle has no steering angle but has a yaw angle, it is determined that the matching relationship is not satisfied.

[0184] Among them, the yaw angle of the vehicle can be detected, the type of vehicle sideslip event triggered by the vehicle can be determined, and the yaw angle of the vehicle can be adjusted according to different types of vehicle sideslip events.

[0185] Optionally, the present application embodiment provides Fig.12 A flow chart for determining a triggering vehicle sideslip event is shown.

[0186] Step S1201, when the vehicle pedal is in a braking state, obtaining the yaw angle of the vehicle;

[0187] Optionally, the embodiment of the present application may periodically obtain the yaw angle of the vehicle.

[0188] Step S1202: If the difference between the acquired yaw angle and the target yaw angle is not within a preset range, it is determined that a vehicle sideslip event is triggered;

[0189] The target yaw angle is the yaw angle of the vehicle most recently acquired before the vehicle pedal of the vehicle is in a braking state.

[0190] In the embodiment of the present application, if it is determined that the yaw angle is less than the target yaw angle, the vehicle sideslip event type is determined to be a vehicle sideslip event to the left; if it is determined that the yaw angle is greater than the target yaw angle, the vehicle sideslip event type is determined to be a vehicle sideslip event to the right.

[0191] Optionally, in an embodiment of the present application, when it is determined that an event triggering the vehicle to slide to the left is occurred, the braking force of the right wheel of the vehicle is increased to reduce the braking distance of the right wheel of the vehicle, thereby increasing the yaw angle of the vehicle; when it is determined that an event triggering the vehicle to slide to the right is occurred, the braking force of the left wheel of the vehicle is increased to reduce the braking distance of the left wheel of the vehicle, thereby reducing the yaw angle of the vehicle.

[0192] The embodiments of the present application provide the following several implementation methods for adjusting the yaw angle of the vehicle by increasing the wheel braking force, as shown below:

[0193] In an optional implementation, the yaw angle of the vehicle is adjusted by increasing the braking force on the wheels through the vehicle power unit.

[0194] like Fig.13 As shown, a flowchart of adjusting the yaw angle of a vehicle in an embodiment of the present application, the specific steps are as follows:

[0195] Step S1301: After determining that a vehicle skidding event is triggered, the vehicle control unit sends a notification signal indicating an increase in driving force to the vehicle power unit;

[0196] Optionally, the notification signal sent by the on-board control unit to the vehicle power unit in the embodiment of the present application may also carry a target drive variable.

[0197] The target driving variable is determined by the on-board control unit according to the angle difference between the target yaw angle and the yaw angle after determining that a vehicle sideslip event is triggered.

[0198] The embodiment of the present application determines the target driving variable according to Formula 1:

[0199] Y=Abs(yawset-yaw)*K——Formula 1

[0200] Among them, Y represents the target driving variable, Abs represents the absolute value function, K represents the adjustment coefficient, yawset-yaw represents the angle difference between the target yaw angle and the yaw angle, yawset represents the target yaw angle, and yaw represents the yaw angle.

[0201] Step S1302: After receiving the notification signal, the vehicle power unit increases the driving force provided to the wheel torque controller;

[0202] In an embodiment of the present application, the vehicle power unit determines the required increased driving force to be provided to the wheel torque controller based on the target driving variable carried in the notification signal, and the vehicle power unit provides the increased driving force to the wheel torque controller based on the reference driving force and the required increased driving force.

[0203] Optionally, the reference driving force may be the driving force provided by the vehicle power unit to the wheel torque controller before the vehicle power unit determines that the driving force needs to be increased.

[0204] Step S1303: The wheel torque controller generates an increased reverse driving force according to the increased driving force provided by the vehicle power unit, and adjusts the yaw angle of the vehicle according to the increased reverse driving force.

[0205] In another optional implementation, the yaw angle of the vehicle is adjusted by increasing the braking force on the wheels through a brake caliper.

[0206] like Fig.14 As shown, a flowchart of adjusting the yaw angle of a vehicle in an embodiment of the present application, the specific steps are as follows:

[0207] Step S1401: After determining that a vehicle sideslip event is triggered, the vehicle control unit determines a target pedal control amount of the vehicle pedal according to the angle difference between the target yaw angle and the yaw angle;

[0208] Step S1402: the vehicle control unit sends a target pedal control amount to the brake caliper control unit;

[0209] Optionally, the embodiment of the present application may adjust the reference pedal control amount according to the angle difference between the target yaw angle and the yaw angle based on the current reference pedal control amount of the vehicle pedal, so as to determine the target pedal control amount of the vehicle pedal.

[0210] It should be noted that the reference pedal control amount represents the braking state of the vehicle pedal when the vehicle brake pedal is pressed, that is, the distance the pedal position moves when the vehicle brake pedal is pressed, as a percentage of the total distance that the vehicle brake pedal can move.

[0211] Exemplarily, when the vehicle brake pedal is not depressed, the reference pedal control amount is 0%, and when the vehicle brake pedal is fully depressed, the reference pedal control amount is close to 100%.

[0212] The embodiment of the present application determines the target pedal control amount by formula 2:

[0213] brake1=brake+k2*△yaw——Formula 2

[0214] Among them, brake1 represents the target pedal control amount, brake represents the reference pedal control amount, k2 represents the proportional coefficient, and △yaw represents the angle difference between the target yaw angle and the yaw angle;

[0215] The angle difference between the target yaw angle and the yaw angle is determined by formula three:

[0216] △yaw=yawset-yaw——Formula 3

[0217] Among them, yawset represents the target yaw angle, and yaw represents the yaw angle.

[0218] Step S1403: The brake caliper control unit adjusts the yaw angle of the vehicle by controlling the braking force of the brake caliper on the wheels of the vehicle according to the target pedal control amount.

[0219] Optionally, the embodiment of the present application can execute the following when the vehicle is in an emergency braking state: Fig.14 The process of adjusting the vehicle's yaw angle is shown in . When the vehicle is in a braking state and not in an emergency braking state, except for Fig.14 It can increase the braking force on the wheel on the middle side of the vehicle and reduce the braking force on the wheel on the other side of the vehicle.

[0220] For example, when determining that an event has triggered a vehicle slide to the left, in addition to increasing the braking force of the right wheels of the vehicle, the braking force of the left wheels of the vehicle can also be reduced to increase the yaw angle of the vehicle; when determining that an event has triggered a vehicle slide to the right, in addition to increasing the braking force of the left wheels of the vehicle, the braking force of the right wheels of the vehicle can also be reduced to reduce the yaw angle of the vehicle.

[0221] In the embodiment of the present application, the target pedal control amount for controlling the reduction of the braking force can be determined according to Formula 4:

[0222] brake2=brake-k3*△yaw——Formula 4

[0223] Among them, brake2 represents the target pedal control amount for controlling the reduction of braking force, brake represents the reference pedal control amount, k3 represents the proportional coefficient, △yaw represents the angle difference between the target yaw angle and the yaw angle; the process of determining △yaw refers to Formula 3.

[0224] It should be noted that the set k2 and k3 can be the same or different.

[0225] like Fig.15 As shown in FIG. 1 , a schematic diagram of adjusting the yaw angle of a vehicle according to an embodiment of the present application is shown. Fig.15If there is liquid on the ground at the left wheel position of the vehicle, the left and right wheels will be under different traction, and the vehicle will slide to the left. In this embodiment of the application, the braking force of the right wheel is increased to reduce the braking distance of the right wheel, thereby adjusting the yaw angle of the vehicle. Fig.15 The arrows under the wheels in the figure can respectively represent the braking force on the wheels on both sides. The braking force of the right wheel is greater than that of the left wheel.

[0226] It should be noted that in the process of measuring the accelerometer, gyroscope and magnetometer through the attitude sensor in this application, since the vibration of the vehicle during driving will have a great impact on its own sensor signal, it is necessary to filter the sensor signal. By measuring the static data of the accelerometer, gyroscope and magnetometer, the following conclusions are drawn:

[0227] (1) The accelerometer is sensitive to vibration signals, so the measured data still fluctuates in a static state, within the range of ±20LSB. After unit conversion, the fluctuation is within 0.00976g. Since the accelerometer does not need to be integrated, there will be no cumulative error. This shows that the accelerometer has good static characteristics and is suitable for measuring slowly changing signals.

[0228] (2) The gyroscope measurement value is not zero in static state, the data fluctuation is within ±4LSB, and the fluctuation after unit conversion is within 0.48828o / s. Although the static error is small and insensitive to vibration, there is obvious gyroscope drift, and there will be cumulative errors in the measurement of slowly changing signals, which need to be appropriately compensated.

[0229] (3) The output data of the magnetometer also fluctuates to a certain extent in static state, with a fluctuation range of 0.018 Gauss, and the static performance is good. Since the magnetometer does not require integration for attitude calculation, the accurate yaw angle can be obtained after filtering out the noise.

[0230] In fact, static measurement data can only serve as a reference and correction, because the rotation of the wheels during driving causes severe vibration of the chassis, and the high-frequency vibration of the chassis is the main interference.

[0231] In particular, the accelerometer and gyroscope are most seriously affected, and serious burrs appear in the waveform. This poses a hidden danger to the later attitude solution, so it is necessary to perform spectrum analysis on the source signal.

[0232] In the implementation, the spectrum analysis of the time domain signal is first performed. Through analysis, the signal energy value in the range of 0-1Hz is relatively high, so this frequency is the main distribution area of ​​the feedback signal, and other frequencies are mainly the frequencies where the interference signal is located.

[0233] Optionally, a filter design can be performed on the signal in the frequency domain by MATLAB. Considering the real-time performance of the embedded processing unit, the embodiment of the present application uses a filter for filtering.

[0234] The present application embodiment provides a Fig.16 The flowchart of determining the filter is shown in FIG. 1 , and the specific steps are as follows:

[0235] Step S1601, obtaining raw data of the attitude sensor;

[0236] Step S1602, performing spectrum analysis on the original data;

[0237] Optionally, the embodiment of the present application can import the raw data of the attitude sensor into MATLAB, use MATLAB to transform the time domain into the frequency domain, and perform spectrum analysis.

[0238] Step S1603, analyzing the signal in the frequency domain state to obtain the cutoff frequency of the noise;

[0239] Step S1604: design a filter and verify the effect;

[0240] Optionally, in consideration of the real-time performance of the embedded processing unit, the embodiment of the present application may design a FIR multi-stage filter for filtering. The 9-axis data after filtering is subjected to data fusion to obtain the pitch angle, roll angle and yaw angle of the vehicle.

[0241] Step S1605: Obtain a suitable filter.

[0242] Optionally, the embodiment of the present application selects a suitable filter according to the fused pitch angle, roll angle and yaw angle.

[0243] Optionally, the present application embodiment provides Fig.17 The flowchart for obtaining the vehicle pitch angle, roll angle and yaw angle is shown in the figure. The specific steps are as follows:

[0244] Step S1701, obtaining attitude sensor data;

[0245] Step S1702, filtering and outputting the acquired data;

[0246] Step S1703, performing complementary filtering fusion on the processed data;

[0247] Step S1704: Obtain the pitch angle, roll angle and yaw angle of the vehicle.

[0248] like Fig.18 As shown, a vehicle braking device according to an embodiment of the present application can be specifically applied to the vehicle in the above embodiment, including:

[0249] The acquisition module 1801 is used to acquire the current driving state of the vehicle and the braking state of the vehicle pedal;

[0250] A determination module 1802, configured to determine that an emergency braking event is triggered according to the current driving state and braking state, and generate a reverse driving signal for controlling the wheel speed of the vehicle;

[0251] A generating module 1803, configured to superimpose the driving force output by the vehicle power unit of the current vehicle and the reverse driving signal to generate a reverse driving force;

[0252] The control module 1804 is used to control the wheel speed; wherein the wheel speed is reduced under the action of the reverse driving force.

[0253] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0254] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0255] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0256] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0257] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A vehicle, characterized in that: The vehicle comprises an on-board control unit, a wheel torque controller, a vehicle power unit and wheels; The vehicle-mounted control unit is used to obtain the current driving state of the vehicle and the braking state of the vehicle pedal; if it is determined that an emergency braking event is triggered according to the current driving state and the braking state, an emergency braking notification signal is sent to the wheel torque controller; The vehicle power unit is used to provide driving force to the wheel torque controller; The wheel torque controller is used to generate a reverse driving signal after receiving the emergency brake notification signal, and superimpose the reverse driving signal with the driving force provided by the vehicle power unit to generate a reverse driving force; The wheel rotation speed is controlled according to the reverse driving force; wherein the wheel rotation speed is reduced under the action of the reverse driving force.

2. The vehicle according to claim 1, characterized in that The vehicle-mounted control unit is specifically used to: after determining that an emergency braking event is triggered, obtain the current driving speed and driving acceleration of the vehicle; determine a driving variable for controlling the vehicle power unit according to the obtained driving speed and driving acceleration, and transmit the driving variable to the vehicle power unit; The vehicle power unit is specifically configured to generate a driving force provided to the wheel torque controller according to the driving variable.

3. The vehicle according to claim 2, characterized in that The vehicle-mounted control unit is specifically used for: According to a preset reference speed, determining a speed difference between the driving speed and the reference speed; Inputting the speed difference into a speed loop PI controller to obtain a reference acceleration output by the speed loop PI controller; determining an acceleration difference between the reference acceleration and a traveling acceleration of the vehicle; The acceleration difference is input into the acceleration loop PI controller to obtain a driving variable output by the acceleration PI controller.

4. The vehicle according to claim 1, characterized in that The vehicle-mounted control unit is also used for: When at least one of the following conditions is met, the emergency braking state is determined to be exited: Determining that the current driving speed of the vehicle is not greater than a preset speed threshold; Determining that a pedal braking amount corresponding to the braking state of the vehicle pedal is not greater than a preset pedal braking threshold; It is determined that a steering wheel steering angle of the vehicle is greater than a preset steering threshold.

5. The vehicle according to claim 4, characterized in that If it is determined that the steering wheel steering angle of the vehicle is greater than the steering threshold, the vehicle-mounted control unit is further configured to: Obtaining a steering wheel steering angle of the vehicle; Determining, according to the acquired steering wheel steering angle, a period ratio representing that the brake caliper of the vehicle is in a braking state; The braking duration is determined according to the cycle proportion, and the brake caliper of the vehicle is controlled to brake the wheel within the braking duration.

6. The vehicle according to claim 4, characterized in that The on-vehicle control unit is further configured to: after determining an exit emergency braking event, send an exit emergency braking notification signal to the wheel torque controller, and send a stop signal to the vehicle power unit; The wheel torque controller is further configured to: upon receiving the emergency brake exit notification signal, adjust the reverse drive signal to a forward drive signal; The vehicle power unit is further configured to stop providing driving force to the wheel torque controller after receiving the stop signal.

7. The vehicle according to claim 1, characterized in that The vehicle-mounted control unit is also used for: When the vehicle pedal is in a braking state, obtaining a yaw angle of the vehicle; If the difference between the obtained yaw angle and the target yaw angle is not within a preset range, determining that a vehicle sideslip event is triggered; The target yaw angle is the yaw angle of the vehicle most recently acquired before the vehicle pedal of the vehicle is in a braking state.

8. The vehicle according to claim 7, characterized in that The vehicle-mounted control unit is further configured to: after determining that a vehicle skidding event is triggered, send a notification signal indicating an increase in driving force to the vehicle power unit; The vehicle power unit is specifically used to: after receiving the notification signal, increase the driving force provided to the wheel torque controller; The wheel torque controller is specifically used to generate an increased reverse driving force according to the increased driving force provided by the vehicle power unit, and adjust the yaw angle of the vehicle according to the increased reverse driving force.

9. The vehicle according to claim 7, characterized in that The vehicle also includes a brake caliper control unit; The vehicle-mounted control unit is specifically used to: after determining that a vehicle sideslip event is triggered, determine a target pedal control amount of the vehicle pedal according to an angle difference between the target yaw angle and the yaw angle; and send the target pedal control amount to the brake caliper control unit; The brake caliper control unit is specifically used to adjust the yaw angle of the vehicle by controlling the braking force of the brake caliper on the wheels of the vehicle according to the target pedal control amount.

10. A vehicle braking method, characterized in that: Applied to a vehicle, the method comprises: Acquiring the current driving state of the vehicle and the braking state of the vehicle pedal; If, according to the current driving state and the braking state, it is determined that an emergency braking event is triggered, and a reverse driving signal for controlling the wheel speed of the vehicle is generated; superimposing the reverse driving signal with the driving force currently output by the vehicle power unit of the vehicle to generate a reverse driving force; The wheel speed is controlled; wherein under the action of the reverse driving force, the wheel speed is reduced.

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