Brake assist method and device based on distributed wheel hub motor and storage medium

Abstract

This application discloses a braking assistance method, device, and storage medium based on a distributed hub motor, relating to the field of vehicle control technology. The disclosed braking assistance method includes: when the vehicle is started, obtaining a multi-dimensional lookup table of deflection angles from a vehicle networking platform and obtaining the vehicle's current speed on the road; when the current speed is greater than a speed threshold, obtaining the current obstacle distance and determining a target steering angle from the deflection angle multi-dimensional lookup table based on the current speed and the current obstacle distance; and controlling the vehicle's front guide wheels to deflect inwards by the target steering angle using a distributed hub motor to complete vehicle braking assistance. This can reduce vehicle slippage caused by insufficient friction, thereby effectively shortening the braking distance.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a braking assistance method, device and storage medium based on a distributed hub motor. Background Technology

[0002] The automotive braking system is a crucial component for safe vehicle operation, and its performance directly impacts driving safety. Traditional braking systems primarily use hydraulic or pneumatic pressure to act on brake discs or drums, generating braking force to decelerate or stop the wheels. However, this traditional braking method is prone to wheel lock-up or limited wheel steering angle on slippery surfaces or during emergency braking, leading to increased braking distance and failing to effectively prevent traffic accidents.

[0003] Existing technical solutions mainly improve the design and materials of brakes, increase the response speed and braking torque of the braking system, and use anti-lock braking systems (ABS) to prevent wheel lock-up. However, the braking distance will still be extended due to insufficient friction between the tires and the road surface.

[0004] How to reduce the increase in vehicle braking distance caused by insufficient friction between tires and road surface has become a technical problem to be solved.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this application is to provide a braking assistance method, device, and storage medium based on a distributed hub motor, aiming to solve the technical problem of how to reduce the increase in vehicle braking distance caused by insufficient friction between tires and road surface.

[0007] To achieve the above objectives, this application proposes a braking assistance method based on a distributed hub motor, the method comprising:

[0008] When the vehicle is started, a multi-dimensional lookup table of the deflection angle is obtained from the vehicle network platform, and the current speed of the vehicle on the road is obtained.

[0009] When the current vehicle speed is greater than the vehicle speed threshold, the current obstacle distance is obtained, and the target steering angle is determined from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance;

[0010] The vehicle's front guide wheels are controlled by distributed hub motors to deflect inward at the target steering angle, thereby enabling vehicle braking assistance.

[0011] In one embodiment, the step of obtaining the current obstacle distance when the current vehicle speed is greater than a vehicle speed threshold, and determining the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance, includes:

[0012] When the current vehicle speed is greater than the vehicle speed threshold, the current obstacle distance is obtained;

[0013] Upon receiving a braking command, the target steering angle is determined from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance.

[0014] In one embodiment, before the step of determining the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance upon receiving a braking command, the method includes:

[0015] Obtain the data synchronization frequency of the deflection angle multidimensional lookup table;

[0016] According to the data synchronization frequency, the vehicle network platform sends lookup table data maintenance information and receives the updated deflection angle multidimensional lookup table from the vehicle network platform based on the lookup table data maintenance information.

[0017] In one embodiment, before the steps of sending lookup table data maintenance information to the vehicle network platform according to the data synchronization frequency and receiving the updated deflection angle multidimensional lookup table fed back by the vehicle network platform based on the lookup table data maintenance information, the method further includes:

[0018] Collect at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear and tear data, and road surface status data;

[0019] Data processing is performed on at least two of the vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data to obtain lookup table data maintenance information.

[0020] In one embodiment, after the steps of sending lookup table data maintenance information to the vehicle network platform according to the data synchronization frequency and receiving the updated deflection angle multidimensional lookup table fed back by the vehicle network platform based on the lookup table data maintenance information, the method further includes:

[0021] Acquire road surface condition monitoring data;

[0022] When the road surface condition monitoring data meets the preset conditions, the road surface condition data is updated;

[0023] The updated road surface condition data is sent to the vehicle network platform, and the updated deflection angle multidimensional lookup table is received from the vehicle network platform based on the road surface condition data.

[0024] In one embodiment, the distributed hub motor includes a left hub motor and a right hub motor, and the front guide wheel includes a left guide wheel and a right guide wheel;

[0025] The step of controlling the front guide wheels of the vehicle to deflect inward at the target steering angle via distributed hub motors to complete vehicle braking assistance includes:

[0026] The left wheel hub motor controls the left guide wheel of the vehicle to deflect inward to the target steering angle;

[0027] The right wheel hub motor controls the right guide wheel of the vehicle to deflect inward at the target steering angle to complete vehicle braking assistance.

[0028] In one embodiment, the step of obtaining the deflection angle multidimensional lookup table from the vehicle network platform when the vehicle is started includes:

[0029] When the vehicle is started, the vehicle model information is sent to the vehicle networking platform;

[0030] The vehicle network platform receives a multi-dimensional lookup table of deflection angles based on the vehicle model information.

[0031] In one embodiment, the step of obtaining the deflection angle multidimensional lookup table from the vehicle network platform when the vehicle is started includes:

[0032] When the vehicle is started, road information, tire size information, and tire wear information are sent to the vehicle network platform.

[0033] The vehicle network platform receives a multi-dimensional lookup table of deflection angles based on the road surface information, tire size information, and tire wear information.

[0034] Furthermore, to achieve the above objectives, this application also proposes a braking assistance device based on a distributed hub motor, the braking assistance device based on the distributed hub motor comprising:

[0035] The vehicle speed monitoring module is used to obtain a multi-dimensional lookup table of deflection angles from the vehicle network platform when the vehicle is started, and to obtain the current vehicle speed on the road.

[0036] The parameter determination module is used to obtain the current obstacle distance when the current vehicle speed is greater than the vehicle speed threshold, and determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance;

[0037] The brake assist module is used to control the front guide wheels of the vehicle to deflect inward at the target steering angle via distributed hub motors, thereby assisting in vehicle braking.

[0038] Furthermore, to achieve the above objectives, this application also proposes a braking assistance device based on a distributed hub motor, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the braking assistance method based on a distributed hub motor as described above.

[0039] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the braking assistance method based on a distributed hub motor as described above.

[0040] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the braking assistance method based on a distributed hub motor as described above.

[0041] One or more technical solutions proposed in this application have at least the following technical effects:

[0042] When the vehicle starts, it retrieves a multi-dimensional lookup table of deflection angles from the vehicle-to-everything (V2X) platform and obtains the vehicle's current speed on the road. When the current speed exceeds a speed threshold, it obtains the current obstacle distance and determines the target steering angle from the multi-dimensional lookup table based on the current speed and obstacle distance. Distributed hub motors control the vehicle's front guide wheels to deflect inwards to achieve the target steering angle, thus assisting vehicle braking. By obtaining the multi-dimensional lookup table of deflection angles from the V2X platform and combining it with the vehicle's real-time speed and obstacle distance information, the system intelligently calculates the target angle that the vehicle's front guide wheels should deflect under specific conditions. When the speed exceeds a preset threshold, the system determines a suitable steering angle from the lookup table based on the speed and obstacle distance to optimize the vehicle's braking performance. By independently controlling the inward deflection of the front guide wheels, the tire's contact angle is changed during braking, increasing the contact friction with the road surface and reducing vehicle slippage due to insufficient friction. This effectively shortens the braking distance, improves the vehicle's handling and stability in emergency situations, and enhances driving safety. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating a first embodiment of the braking assistance method based on a distributed hub motor, as provided in this application.

[0046] Figure 2 This is a schematic representation of a multidimensional lookup provided in Embodiment 1 of the braking assistance method based on a distributed hub motor in this application.

[0047] Figure 3 This is a diagram illustrating the braking assistance scenario architecture provided in Embodiment 1 of the braking assistance method based on a distributed hub motor in this application.

[0048] Figure 4 This is a schematic diagram of the synchronization of a multidimensional lookup table provided in Embodiment 1 of the braking assistance method based on a distributed hub motor in this application;

[0049] Figure 5 This is a schematic diagram of the braking assistance process provided in Embodiment 1 of the braking assistance method based on a distributed hub motor in this application;

[0050] Figure 6 This is a flowchart illustrating Embodiment 2 of the braking assistance method based on a distributed hub motor in this application.

[0051] Figure 7 A simplified flowchart illustrating the braking assistance method based on a distributed hub motor provided in Embodiment 2 of this application;

[0052] Figure 8 This is a schematic diagram of the module structure of the braking assistance device based on a distributed hub motor according to an embodiment of this application;

[0053] Figure 9 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the braking assistance method based on a distributed hub motor in the embodiments of this application.

[0054] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0055] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0056] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0057] The main solution of this application embodiment is as follows: when the vehicle is started, a multi-dimensional lookup table of deflection angles is obtained from the vehicle network platform, and the current vehicle speed on the road is obtained; when the current vehicle speed is greater than the vehicle speed threshold, the current obstacle distance is obtained, and the target steering angle is determined from the multi-dimensional lookup table of deflection angles based on the current vehicle speed and the current obstacle distance; the front guide wheels of the vehicle are controlled to deflect inwards to the target steering angle through a distributed hub motor to complete vehicle braking assistance.

[0058] In this embodiment, for ease of description, the following description will focus on the identification braking assist system as the executing entity.

[0059] The automotive braking system is a crucial component for safe vehicle operation, and its performance directly impacts driving safety. Traditional braking systems primarily use hydraulic or pneumatic pressure to act on brake discs or drums, generating braking force to decelerate or stop the wheels. However, this traditional braking method is prone to wheel lock-up or limited wheel steering angle on slippery surfaces or during emergency braking, leading to increased braking distance and failing to effectively prevent traffic accidents.

[0060] Existing technical solutions mainly improve the design and materials of brakes, increase the response speed and braking torque of the braking system, and use anti-lock braking systems (ABS) to prevent wheel lock-up. However, the braking distance will still be extended due to insufficient friction between the tires and the road surface.

[0061] This application provides a solution that obtains a multi-dimensional lookup table of steering angles through a vehicle networking platform. Combined with real-time vehicle speed and obstacle distance information, the system can quickly retrieve the target steering angle that the front steering wheels should deflect under corresponding conditions from the lookup table, ensuring rapid response. When the vehicle speed exceeds a preset threshold, the system determines an appropriate steering angle from the lookup table based on the vehicle speed and obstacle distance to optimize the vehicle's braking performance. By independently controlling the inward deflection of the front steering wheels, the system changes the tire's contact angle during braking, increasing the contact friction with the road surface and reducing vehicle slippage due to insufficient friction. This effectively shortens the braking distance, improves vehicle handling and stability in emergency situations, and ultimately enhances driving safety.

[0062] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or braking assistance system capable of performing the above functions. The following description uses a braking assistance system as an example to illustrate this embodiment and the subsequent embodiments.

[0063] Based on this, the embodiments of this application provide a braking assistance method based on a distributed hub motor, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the braking assistance method based on a distributed hub motor according to this application.

[0064] In this embodiment, the braking assistance method based on distributed hub motors includes steps S10 to S30:

[0065] Step S10: When the vehicle is started, obtain the deflection angle multidimensional lookup table from the vehicle network platform and obtain the current vehicle speed on the road.

[0066] It should be noted that the vehicle-to-everything (V2X) platform is a centralized data processing and management center that can collect, analyze, and exchange various types of vehicle data in real time. It is connected to both a database and the vehicle's Telematics Box (TBOX), supporting information exchange between the vehicle and its external environment (such as traffic signals and weather conditions) and other vehicles. The V2X platform can transmit vehicle data to the cloud for processing via wireless communication technologies (such as LTE and 5G) and issue commands or data to the vehicle as needed. The vehicle's current speed on the road can be obtained by measuring its own speed using vehicle speed sensors.

[0067] It should be understood that the yaw angle multidimensional lookup table is a data structure stored in a database connected to the vehicle-to-everything (V2X) platform. It is used to provide the vehicle with a recommended inward steering angle for brake assist control during emergency braking. The corresponding yaw angle value can be retrieved from the multidimensional lookup table based on multiple parameters (such as speed, distance, road conditions, tire size, type, wear, pressure, vehicle acceleration, and vehicle model). This yaw angle multidimensional lookup table is maintained and supported by the V2X platform's big data capabilities and the massive amounts of driving data in the database. When the vehicle starts, it sends multidimensional lookup information to the V2X platform via the TBOX, enabling the V2X platform to retrieve the corresponding yaw angle multidimensional lookup table from the database and send it to the TBOX. At this time, the yaw angle multidimensional lookup table is initialized by the V2X platform through big data and driver historical behavior analysis.

[0068] For example, a multidimensional lookup table can be a basic grid with vehicle speed and distance as axes, referencing Figure 2, Figure 2 This is a multi-dimensional lookup representation provided in Embodiment 1 of the braking assistance method based on distributed hub motors in this application. Each cell represents the recommended inward steering angle of the hub motor for braking at a certain speed and distance.

[0069] In one feasible implementation, step S10 may include: when the vehicle is started, sending vehicle model information to the vehicle networking platform; and receiving a deflection angle multidimensional lookup table fed back by the vehicle networking platform based on the vehicle model information.

[0070] It should be understood that vehicle model information reflects vehicle quality information. The multi-dimensional lookup table of deflection angle maintained in the database of the vehicle-to-everything (V2X) platform can be a basic grid with vehicle speed, distance, and vehicle model as axes. Each cell represents the recommended inward deflection angle of the wheel hub motor for a specific vehicle model at a certain speed and distance, as shown in Table 1.

[0071] Table 1

[0072]

[0073] It should be understood that the query parameters of the deflection angle multidimensional lookup table maintained by the database include not only vehicle speed and obstacle distance, which are necessary for the system to query and recommend the inward steering angle, but also vehicle model information. To reduce the cost of maintaining the deflection angle multidimensional lookup table on the TBOX, the table maintained by the TBOX does not include vehicle model information. When the vehicle starts, after sending the vehicle model information to the vehicle networking platform via the TBOX, the platform will provide a deflection angle multidimensional lookup table containing only the corresponding vehicle speed and obstacle distance query information based on the vehicle model information. Considering that SUVs generally have a larger mass than sedans, they require a larger wheel deflection angle.

[0074] Step S20: When the current vehicle speed is greater than the vehicle speed threshold, obtain the current obstacle distance, and determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance;

[0075] It should be understood that the vehicle speed threshold is a preset speed limit used to trigger the braking assist system. The auxiliary braking scheme is only activated when the speed exceeds the preset threshold. This reduces wear and tear on the vehicle's physical structure and wheels, and also reduces the cost of maintaining multi-dimensional lookup tables on the vehicle side. The current obstacle distance is the distance between the vehicle and obstacles ahead (such as other vehicles and pedestrians), which can be obtained by measuring the distance using radar sensors at the front of the vehicle. (Refer to...) Figure 3 , Figure 3This is a diagram illustrating the braking assistance scenario architecture provided in Embodiment 1 of the braking assistance method based on a distributed hub motor, as described in this application. When the current vehicle speed exceeds a speed threshold, if the vehicle undergoes emergency braking, the corresponding angle that the front guide wheel should deflect, i.e., the target steering angle, can be determined from a multi-dimensional lookup table of deflection angles based on the current vehicle speed and the current distance to the obstacle. This allows for control of the hub direction according to a preset scheme, thereby achieving effective braking assistance.

[0076] In one feasible implementation, step S20 may include steps S21 to S22:

[0077] Step S21: When the current vehicle speed is greater than the vehicle speed threshold, obtain the current obstacle distance;

[0078] It should be understood that the vehicle speed threshold is the threshold for enabling the braking assistance scheme based on distributed hub motors. The current obstacle distance will only be obtained when the current vehicle speed is greater than the vehicle speed threshold.

[0079] Step S22: Upon receiving a braking command, determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance.

[0080] It should be understood that when no braking command is received, it means the driver has not taken braking measures, and the situation does not require braking. The system will continuously collect information on vehicle speed, obstacle distance, road surface condition, vehicle status, and wear and tear. Upon receiving a braking command, the system needs to look up the corresponding target steering angle from the deflection angle multidimensional lookup table maintained in the TBOX, based on the current vehicle speed and obstacle distance.

[0081] In one feasible implementation, steps A11 to A12 may be included before step S22:

[0082] Step A11: Obtain the data synchronization frequency of the deflection angle multidimensional lookup table;

[0083] It should be noted that during vehicle operation, the multidimensional lookup table maintained by the vehicle networking platform will be synchronized to the vehicle's TBOX at regular intervals. The data synchronization frequency is the frequency at which the TBOX and the vehicle networking platform exchange multidimensional lookup table information.

[0084] Step A12: Send lookup table data maintenance information to the vehicle network platform according to the data synchronization frequency, and receive the updated deflection angle multidimensional lookup table from the vehicle network platform based on the lookup table data maintenance information.

[0085] It should be understood that during the periodic synchronization of the deflection angle multidimensional lookup table, only a portion of the information in the table (i.e., the updated deflection angle multidimensional lookup table) is synchronized each time it is synchronized with the vehicle's TBOX, in order to reduce the amount of information transmitted. The lookup table data maintenance information is the parameter information used to update the deflection angle multidimensional lookup table maintained by the TBOX. This parameter information is the updated information collected by the vehicle since the last synchronization of the deflection angle multidimensional lookup table by the TBOX (such as current vehicle speed, obstacle distance, road surface condition, vehicle status, wear and tear, etc.). After receiving the lookup table data maintenance information, the vehicle network platform will analyze the data using big data and driver historical behavior to update the multidimensional lookup table data and synchronize the updated multidimensional lookup table to the vehicle's TBOX.

[0086] In one feasible implementation, before step A12, the process may further include: collecting at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data; and performing data processing on at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data, to obtain lookup table data maintenance information.

[0087] It should be noted that during normal vehicle operation, at least two of the following data will be continuously collected: vehicle speed, obstacle distance, vehicle status, wear and tear, and road surface condition. Vehicle speed (current speed) and obstacle distance (distance to obstacles ahead) are the minimum data required for real-time lookup of the target steering angle during braking assistance. In addition to vehicle speed and obstacle distance, vehicle status, wear and tear, and road surface condition data can also be collected. After processing this information, lookup table data maintenance information is obtained. This information only includes the current vehicle speed and obstacle distance updated in the deflection angle multidimensional lookup table maintained by the TBOX. For example, if the TBOX-maintained deflection angle multidimensional lookup table only contains current speeds of 71 km / h, 72 km / h, and 73 km / h, and the updated current speed is 74 km / h, then the updated 74 km / h will be sent to the vehicle network platform as the lookup table data maintenance information.

[0088] In one feasible implementation, after step A12, the method may further include: acquiring road surface condition monitoring data; updating the road surface condition data when the road surface condition monitoring data meets preset conditions; sending the updated road surface condition data to the vehicle network platform, and receiving the updated deflection angle multidimensional lookup table fed back by the vehicle network platform based on the road surface condition data.

[0089] It should be noted that, in addition to the multidimensional lookup table data of the deflection angle synchronized when the vehicle starts and first causes displacement, and the multidimensional lookup table of the deflection angle synchronized at regular intervals while the vehicle is in motion, the system will also actively synchronize data to the vehicle network platform and notify the vehicle network platform to update the multidimensional lookup table when the vehicle sensors detect changes in the road surface or other abnormal conditions.

[0090] For example, when road condition monitoring data changes (e.g., vehicle sensors detect rainfall, changing the road condition from dry to slippery), updated road condition data is sent to the vehicle-to-everything (V2X) platform. At this time, the V2X platform retrieves the rainfall-related road condition strategy built from big data in its database and synchronizes it to the vehicle's TBOX (Total Vehicle Optimizer). This ensures the vehicle can promptly implement auxiliary braking strategies on slippery roads. The TBOX receives the updated deflection angle multidimensional lookup table from the V2X platform based on the road condition data. Furthermore, when the V2X platform maintains the multidimensional lookup table and detects significant anomalies, it also immediately updates the multidimensional lookup table to the vehicle's TBOX to ensure the auxiliary braking strategy responds promptly to real-time vehicle conditions.

[0091] Specifically, refer to Figure 4 , Figure 4 This diagram illustrates the synchronization of a multidimensional lookup table provided in Embodiment 1 of the braking assistance method based on a distributed hub motor, as described in this application. When the vehicle starts, the TBOX sends startup information to the vehicle network platform. The platform then initializes the multidimensional lookup table and sets the synchronization frequency (i.e., data synchronization frequency) and strategy threshold (i.e., vehicle speed threshold). This lookup table is used to determine the vehicle's control strategy based on vehicle speed and distance to obstacles. During operation, the TBOX continuously uploads the vehicle's instantaneous speed and distance to obstacles to the vehicle network platform for real-time monitoring of the vehicle's status. When vehicle sensors detect changes in conditions, the TBOX notifies the vehicle network platform, which updates the multidimensional lookup table based on this information and maintains this data to ensure its accuracy. The vehicle network platform also updates the multidimensional lookup table at a predetermined frequency and with the information uploaded by the TBOX, updating the latest lookup table to the TBOX. This allows the TBOX to control the vehicle's wheel hub direction based on the latest lookup table during emergency braking, thereby providing braking assistance and improving driving safety.

[0092] Step S30: Control the front guide wheels of the vehicle to deflect inward at the target steering angle via a distributed hub motor to complete vehicle braking assistance.

[0093] It should be noted that after obtaining the target steering angle, the vehicle's front guide wheels are controlled to deflect inwards to the corresponding target steering angle via distributed hub motors. A distributed hub motor is a drive system that integrates an electric motor directly into the wheel. Each wheel of the distributed hub motor can independently control its speed and steering angle. Specifically, a distributed hub motor includes components such as an electric motor, a control system, and drive circuitry. Through the distributed hub motor, the driving force and steering force of each wheel can be precisely controlled, thereby controlling the corresponding front guide wheel to deflect inwards to the target steering angle.

[0094] It should be understood that, with reference Figure 5 , Figure 5 This is a schematic diagram of the braking assistance process provided in Embodiment 1 of the braking assistance method based on a distributed hub motor in this application. The guide wheel deflects, causing the force to be decomposed. On the one hand, the driving force that is not fully braked is decomposed, and the horizontal force can be canceled out by the action of the left and right drive wheels, which is converted into the loss of metal materials. On the other hand, the change of direction affects the inertia, reducing the inertial influence of the same direction of travel and shortening the braking distance.

[0095] In one feasible implementation, the distributed hub motor includes a left hub motor and a right hub motor, and the front guide wheel includes a left guide wheel and a right guide wheel. Step S30 may include: controlling the left guide wheel of the vehicle to deflect inward to the target steering angle through the left hub motor; and controlling the right guide wheel of the vehicle to deflect inward to the target steering angle through the right hub motor, so as to complete vehicle braking assistance.

[0096] It should be understood that for vehicles equipped with a distributed hub motor system, the left and right hub motors can control the left and right wheels of the vehicle, respectively. The left hub motor controls the left guide wheel, and the right hub motor controls the right guide wheel. The deflection of the guide wheels increases the contact area between the wheel and the ground, which can improve the vehicle's grip, increase the overall coefficient of friction, and thus shorten the braking distance.

[0097] This embodiment provides a braking assistance method based on distributed hub motors. When the vehicle starts, a multi-dimensional lookup table of deflection angles is obtained from the vehicle-to-everything (V2X) platform, along with the vehicle's current speed on the road. When the current speed exceeds a speed threshold, the current obstacle distance is obtained, and a target steering angle is determined from the multi-dimensional lookup table based on the current speed and obstacle distance. The distributed hub motors control the vehicle's front guide wheels to deflect inwards by the target steering angle to assist braking. By obtaining the multi-dimensional lookup table of deflection angles from the V2X platform and combining it with the vehicle's real-time speed and obstacle distance information, the system can quickly retrieve the target angle that the vehicle's front guide wheels should deflect under corresponding conditions, ensuring a fast response. When the speed exceeds a preset threshold, the system determines a suitable steering angle from the lookup table based on the speed and obstacle distance to optimize the vehicle's braking performance. By independently controlling the inward deflection of the front guide wheels, the contact angle of the tires is changed during braking, increasing the contact friction with the road surface and reducing vehicle slippage caused by insufficient friction. This effectively shortens the braking distance, improves the vehicle's handling and stability in emergency situations, and thus enhances driving safety.

[0098] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 6 Step S10 may include steps S11 to S12:

[0099] Step S11: When the vehicle is started, road information, tire size information and tire wear information are sent to the vehicle network platform.

[0100] It should be noted that the road surface information refers to the road surface type (e.g., asphalt) of the section the vehicle is currently traveling on, the tire size information refers to the tire size (e.g., 21 inches), and the tire wear information refers to the vehicle's mileage (e.g., 10,000 kilometers). The deflection angle multidimensional lookup table maintained in the database by the vehicle-to-everything (V2X) platform can be a basic grid with vehicle speed, distance, wear, tire size, and road surface as axes. Each cell represents the recommended inward deflection steering angle for braking the hub motor at a certain speed and distance under specific road conditions, tire size, and wear, as shown in Table 2.

[0101] Table 2

[0102]

[0103] Step S12: Receive the deflection angle multidimensional lookup table fed back by the vehicle network platform based on the road surface information, the tire size information, and the tire wear information.

[0104] It should be understood that the query parameters of the deflection angle multidimensional lookup table maintained by the database, in addition to the vehicle speed and obstacle distance required for the system to query the recommended inward steering angle, can also include road surface information, tire size information, and tire wear information. To reduce the cost of maintaining the deflection angle multidimensional lookup table via the TBOX, the TBOX-maintained deflection angle multidimensional lookup table does not include road surface information, tire size information, and tire wear information. When the vehicle starts, after sending the road surface information, tire size information, and tire wear information to the vehicle network platform via the TBOX, the vehicle network platform will, based on the road surface information, tire size information, and tire wear information, return a deflection angle multidimensional lookup table containing only the query information for the corresponding road surface conditions, tire size, and tire wear, as well as the corresponding vehicle speed and obstacle distance. Specifically, after receiving road surface information, tire size information, and tire wear information from the TBOX, the vehicle-to-everything (V2X) platform determines the current vehicle status and road conditions based on this information. It then calculates the corresponding deflection angle using big data from the V2X platform to initialize a deflection angle multidimensional lookup table. This initialized multidimensional lookup table, within a certain redundancy range, is sent to the vehicle's TBOX. Upon receiving this deflection angle multidimensional lookup table, the TBOX can query it using real-time collected vehicle speed and distance data, ensuring rapid response.

[0105] It should be understood that the deflection angle multidimensional lookup table synchronization strategy can be divided into two types: the first is to synchronize data when the vehicle first starts and displacement occurs, and the second is to synchronize data periodically while the vehicle is in motion. Both strategies can ensure the timeliness of the multidimensional lookup table data, and can also adaptively adjust through the big data capabilities of the vehicle networking platform. When the vehicle is turned off, the multidimensional lookup table cached in the vehicle's TBOX is immediately destroyed, and will not occupy the vehicle's data storage space for a long time.

[0106] This embodiment provides a braking assistance method based on a distributed hub motor. When the vehicle is started, road surface information, tire size information, and tire wear information are sent to the vehicle network platform. The vehicle network platform is then received with a deflection angle multidimensional lookup table based on the road surface information, tire size information, and tire wear information. By obtaining the corresponding deflection angle multidimensional lookup table through the vehicle network platform when the vehicle is started, the braking response time and dependence on hardware computing power can be reduced.

[0107] For example, to help understand the implementation process of the braking assistance method based on a distributed hub motor obtained by combining this embodiment with the above embodiment one, please refer to... Figure 7 , Figure 7 A simplified flowchart of a braking assistance method based on a distributed hub motor is provided, specifically:

[0108] The vehicle-to-everything (V2X) platform and database collect data, constructing and updating a multidimensional lookup table (MDG) based on historical and test data. Upon vehicle startup, the V2X platform initializes the MMG based on the current vehicle status and road conditions, combined with its big data, and sends the MMG to the vehicle's TBOX. During vehicle operation, the MMG is calculated and updated in real-time based on data transmitted back to the V2X platform, and periodically synchronized to the vehicle's TBOX. The vehicle's TBOX monitors distance and speed via sensors and determines if the speed exceeds a preset threshold. If not, the vehicle's original braking performance is deemed sufficient for the current road conditions, and brake assist system intervention is unnecessary. If the speed exceeds the threshold, brake assist system intervention is required, and it begins collecting information such as speed, distance to obstacles, and road conditions. The system determines whether the driver takes braking action. If not, it maintains data collection and continuous monitoring; if braking is taken, it queries the MMG to retrieve the steering wheel deflection strategy under the current conditions. After braking is complete, the data from the start to the end of braking is transmitted back to the V2X platform as real data, which can be used for subsequent maintenance of the MMG and training of large-scale artificial intelligence models. By maintaining and periodically synchronizing multidimensional lookup tables, the basic conditions for replacing real-time calculations with query data can be met. This reduces braking response time and dependence on hardware computing power, improves real-time performance, reduces hardware costs, and increases response speed, indirectly shortening the braking process completion time, i.e., shortening the braking distance.

[0109] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the braking assistance method based on distributed hub motors in this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0110] This application also provides a braking assistance device based on a distributed hub motor, please refer to... Figure 8 The braking assistance device based on the distributed hub motor includes:

[0111] The vehicle speed monitoring module 10 is used to obtain a multi-dimensional lookup table of deflection angle from the vehicle network platform when the vehicle is started, and to obtain the current vehicle speed on the road.

[0112] The parameter determination module 20 is used to obtain the current obstacle distance when the current vehicle speed is greater than the vehicle speed threshold, and determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance;

[0113] The brake assist module 30 is used to control the front guide wheels of the vehicle to deflect inward at the target steering angle via a distributed hub motor, so as to complete the vehicle braking assistance.

[0114] In one embodiment, the parameter determination module 20 is further configured to obtain the current obstacle distance when the current vehicle speed is greater than the vehicle speed threshold; and to determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance when a braking command is received.

[0115] In one embodiment, the parameter determination module 20 is further configured to collect at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data; and to process the following data to obtain lookup table data maintenance information.

[0116] In one embodiment, the parameter determination module 20 is further configured to collect at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data; and to process the following data to obtain lookup table data maintenance information.

[0117] In one embodiment, the parameter determination module 20 is further configured to acquire road surface condition monitoring data; update the road surface condition data when the road surface condition monitoring data meets preset conditions; send the updated road surface condition data to the vehicle network platform; and receive the updated deflection angle multidimensional lookup table fed back by the vehicle network platform based on the road surface condition data.

[0118] In one embodiment, the brake assist module 30 is further configured to control the left guide wheel of the vehicle to deflect inward to the target steering angle via the left hub motor; and to control the right guide wheel of the vehicle to deflect inward to the target steering angle via the right hub motor, so as to complete vehicle brake assist.

[0119] In one embodiment, the vehicle speed monitoring module 10 is further configured to send vehicle model information to the vehicle network platform when the vehicle is started; and receive a deflection angle multidimensional lookup table fed back by the vehicle network platform based on the vehicle model information.

[0120] In one embodiment, the vehicle speed monitoring module 10 is further configured to send road surface information, tire size information, and tire wear information to the vehicle network platform when the vehicle is started; and receive a deflection angle multidimensional lookup table fed back by the vehicle network platform based on the road surface information, the tire size information, and the tire wear information.

[0121] The brake assist device based on a distributed hub motor provided in this application, employing the brake assist method based on a distributed hub motor in the above embodiments, can solve the technical problem of how to reduce the increase in vehicle braking distance caused by insufficient tire-road friction. Compared with the prior art, the beneficial effects of the brake assist device based on a distributed hub motor provided in this application are the same as those of the brake assist method based on a distributed hub motor provided in the above embodiments, and other technical features in the brake assist device based on a distributed hub motor are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0122] This application provides a braking assistance device based on a distributed hub motor. The braking assistance device based on a distributed hub motor includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the braking assistance method based on a distributed hub motor in the above embodiment 1.

[0123] The following is for reference. Figure 9 This document illustrates a structural schematic diagram of a brake assist device based on a distributed hub motor, suitable for implementing embodiments of this application. The brake assist device based on a distributed hub motor in this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 9 The braking assistance device based on a distributed hub motor shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0124] like Figure 9As shown, the brake assist device based on a distributed hub motor may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the brake assist device based on the distributed hub motor. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the brake assist device based on distributed hub motors to wirelessly or wiredly communicate with other devices to exchange data. Although the figure shows a brake assist device based on distributed hub motors with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0125] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0126] The braking assistance device based on a distributed hub motor provided in this application, employing the braking assistance method based on a distributed hub motor in the above embodiments, can solve the technical problem of how to reduce the increase in vehicle braking distance caused by insufficient tire-road friction. Compared with the prior art, the beneficial effects of the braking assistance device based on a distributed hub motor provided in this application are the same as those of the braking assistance method based on a distributed hub motor provided in the above embodiments, and other technical features in this braking assistance device based on a distributed hub motor are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0127] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0128] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0129] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the braking assistance method based on a distributed hub motor in the above embodiments.

[0130] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0131] The aforementioned computer-readable storage medium may be included in a brake assist device based on a distributed hub motor; or it may exist independently and not assembled into a brake assist device based on a distributed hub motor.

[0132] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a brake assist device based on a distributed hub motor, cause the brake assist device based on the distributed hub motor to: when starting the vehicle, obtain a multi-dimensional lookup table of deflection angles from a vehicle networking platform and obtain the current vehicle speed on the road; when the current vehicle speed is greater than a speed threshold, obtain the current obstacle distance and determine a target steering angle from the multi-dimensional lookup table of deflection angles based on the current vehicle speed and the current obstacle distance; and control the front guide wheels of the vehicle to deflect the target steering angle inward through the distributed hub motors to complete vehicle braking assistance.

[0133] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0134] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0135] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0136] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described braking assistance method based on a distributed hub motor. This solves the technical problem of reducing the increase in vehicle braking distance due to insufficient tire-road friction. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the braking assistance method based on a distributed hub motor provided in the above embodiments, and will not be repeated here.

[0137] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described braking assistance method based on a distributed hub motor.

[0138] The computer program product provided in this application can solve the technical problem of reducing the increase in vehicle braking distance caused by insufficient tire and road surface friction. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the braking assistance method based on distributed hub motors provided in the above embodiments, and will not be repeated here.

[0139] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A braking assistance method based on a distributed hub motor, characterized in that, The braking assistance method based on distributed hub motors includes: When the vehicle is started, a multi-dimensional lookup table of the deflection angle is obtained from the vehicle network platform, and the current speed of the vehicle on the road is obtained. When the current vehicle speed is greater than the vehicle speed threshold, the current obstacle distance is obtained; Obtain the data synchronization frequency of the deflection angle multidimensional lookup table; Collect at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear and tear data, and road surface status data; Data processing is performed on at least two of the vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data to obtain lookup table data maintenance information; According to the data synchronization frequency, the vehicle network platform is sent lookup table data maintenance information, and the updated deflection angle multidimensional lookup table is received from the vehicle network platform based on the lookup table data maintenance information. Acquire road surface condition monitoring data; When the road surface condition monitoring data meets the preset conditions, the road surface condition data is updated; The updated road surface condition data is sent to the vehicle network platform, and the updated deflection angle multidimensional lookup table is received from the vehicle network platform based on the road surface condition data. Upon receiving a braking command, the target steering angle is determined from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance. The vehicle's front guide wheels are controlled by distributed hub motors to deflect inward at the target steering angle, thereby enabling vehicle braking assistance.

2. The method as described in claim 1, characterized in that, The distributed hub motor includes a left hub motor and a right hub motor, and the front guide wheel includes a left guide wheel and a right guide wheel; The step of controlling the front guide wheels of the vehicle to deflect inward at the target steering angle via distributed hub motors to complete vehicle braking assistance includes: The left wheel hub motor controls the left guide wheel of the vehicle to deflect inward to the target steering angle; The right wheel hub motor controls the right guide wheel of the vehicle to deflect inward at the target steering angle to complete vehicle braking assistance.

3. The method as described in claim 1, characterized in that, The step of obtaining the deflection angle multidimensional lookup table from the vehicle network platform when the vehicle is started includes: When the vehicle is started, the vehicle model information is sent to the vehicle networking platform; The vehicle network platform receives a multi-dimensional lookup table of deflection angles based on the vehicle model information.

4. The method as described in claim 1, characterized in that, The step of obtaining the deflection angle multidimensional lookup table from the vehicle network platform when the vehicle is started includes: When the vehicle is started, road information, tire size information, and tire wear information are sent to the vehicle network platform. The vehicle network platform receives a multi-dimensional lookup table of deflection angles based on the road surface information, tire size information, and tire wear information.

5. A braking auxiliary device based on a distributed hub motor, characterized in that, The device includes: The vehicle speed monitoring module is used to obtain a multi-dimensional lookup table of deflection angles from the vehicle network platform when the vehicle is started, and to obtain the current vehicle speed on the road. The parameter determination module is used to: obtain the current obstacle distance when the current vehicle speed is greater than a vehicle speed threshold; obtain the data synchronization frequency of the deflection angle multidimensional lookup table; collect at least two of the following: vehicle speed data, obstacle distance data, vehicle status data, wear data, and road surface status data; process the following data to obtain lookup table data maintenance information; send the lookup table data maintenance information to the vehicle network platform according to the data synchronization frequency, and receive the updated deflection angle multidimensional lookup table from the vehicle network platform based on the lookup table data maintenance information; obtain road surface status monitoring data; update the road surface status data when the road surface status monitoring data meets preset conditions; send the updated road surface status data to the vehicle network platform, and receive the updated deflection angle multidimensional lookup table from the vehicle network platform based on the road surface status data; and determine the target steering angle from the deflection angle multidimensional lookup table based on the current vehicle speed and the current obstacle distance when a braking command is received. The brake assist module is used to control the front guide wheels of the vehicle to deflect inward at the target steering angle via distributed hub motors, thereby assisting in vehicle braking.

6. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the braking assistance method based on a distributed hub motor as described in any one of claims 1 to 4.

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