Braking force distribution methods, devices, equipment, media, and vehicles

Abstract

This application discloses a braking force distribution method, apparatus, device, medium, and vehicle, relating to the field of vehicle technology. The braking force distribution method includes: acquiring target data; predicting the vehicle's longitudinal and lateral acceleration based on the target data; calculating the target braking force currently required by the vehicle using the longitudinal and lateral accelerations; calculating the maximum regenerative braking capacity that the actuators corresponding to each wheel, the front axle motor, and the rear axle motor can provide based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, and the actual regenerative braking capacity of the front and rear axles of the vehicle; and distributing braking force to each wheel, the front axle, and the rear axle of the vehicle based on the target braking force and the maximum regenerative braking capacity that the actuators corresponding to each wheel, the front axle motor, and the rear axle motor can provide. The solution disclosed in this application can achieve the vehicle stability requirements while avoiding NVH (noise, vibration, and harshness) interference.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and particularly relates to a braking force distribution method, device, equipment, medium, and vehicle. Background Technology

[0002] Vehicle braking refers to applying a certain braking force to certain parts of a vehicle (mainly the wheels) to force a certain degree of braking, so as to force the vehicle to slow down or even stop as required by the driver, to keep a parked car stable under various road conditions (including on slopes), and to keep the speed of a vehicle traveling downhill stable, etc.

[0003] In related technologies, braking force distribution is mainly achieved through hydraulic braking systems. Hydraulic braking systems distribute braking force by controlling the opening and closing of hydraulic units and solenoid valves within the braking system. The braking force in a hydraulic braking system is generated by the master brake cylinder and transmitted to each wheel through the brake lines. When controlling braking force in a hydraulic braking system, the solenoid valves corresponding to wheels without pressure requests also need to be controlled, leading to some mutual interference and additional noise, vibration, and harshness (NVH) disturbances. Summary of the Invention

[0004] This application provides a braking force distribution method, device, equipment, medium, and vehicle that can solve the problem of NVH interference.

[0005] In a first aspect, embodiments of this application provide a braking force distribution method, including:

[0006] Acquire target data, which includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle regenerative braking capacity, the vehicle's current actual rear axle regenerative braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate.

[0007] Based on the target data, predict the longitudinal and lateral acceleration of the vehicle;

[0008] Calculate the target braking force required by the vehicle at this time using longitudinal and lateral acceleration;

[0009] Based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, the actual regenerative braking capacity of the front axle and the actual regenerative braking capacity of the rear axle, calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide.

[0010] Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, the braking force is distributed to each wheel, the front axle, and the rear axle of the vehicle.

[0011] Secondly, embodiments of this application provide a braking force distribution device, comprising:

[0012] The acquisition module is used to acquire target data, which includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle recoil braking capacity, the vehicle's current actual rear axle recoil braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate.

[0013] The prediction module is used to predict the longitudinal and lateral acceleration of the vehicle based on the target data.

[0014] The first calculation module is used to calculate the target braking force currently required by the vehicle using longitudinal and lateral acceleration;

[0015] The second calculation module is used to calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, and the maximum recovery capacity that the rear axle motor can provide, based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, the actual recovery braking capacity of the front axle of the vehicle, and the actual recovery braking capacity of the rear axle of the vehicle.

[0016] The distribution module is used to distribute braking force to each wheel, the front axle, and the rear axle of the vehicle based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide.

[0017] Thirdly, embodiments of this application provide an electronic device, the electronic device including: a processor and a memory storing computer program instructions; the processor reads and executes the computer program instructions to implement the braking force distribution method provided in the first aspect of embodiments of this application.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the braking force distribution method provided in the first aspect of embodiments of this application.

[0019] Fifthly, embodiments of this application provide a computer program product, wherein instructions in the computer program product, when executed by a processor of an electronic device, cause the electronic device to perform the braking force distribution method provided in the first aspect of embodiments of this application.

[0020] Sixthly, embodiments of this application provide a vehicle comprising at least one of the following:

[0021] The braking force distribution device provided in the second aspect of the embodiments of this application;

[0022] The electronic device provided in the third aspect of the embodiments of this application;

[0023] The computer-readable storage medium provided in the fourth aspect of the embodiments of this application.

[0024] In this embodiment, target data including the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual regenerative braking capacity of the front axle, the vehicle's current actual regenerative braking capacity of the rear axle, the driver's current desired yaw rate, and the vehicle's current yaw rate are acquired. Based on the target data, the vehicle's longitudinal and lateral accelerations are predicted. Using the longitudinal and lateral accelerations, the target braking force currently required by the vehicle is calculated. Based on the friction braking capacity of each wheel, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle, and the current actual regenerative braking capacity of the rear axle, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide are calculated. Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, braking force is distributed to each wheel, the front axle, and the rear axle. Compared to related technologies, the solution disclosed in this application, when obtaining the driver's current desired braking force, allocates different braking forces to each wheel by combining the vehicle's current actual braking force, thereby achieving the vehicle stability requirements while avoiding NVH interference. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic flowchart of the braking force distribution method provided in the embodiments of this application;

[0027] Figure 2 This is a schematic diagram of the braking force distribution device provided in the embodiments of this application;

[0028] Figure 3 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0029] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0030] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0031] The braking force distribution method, device, equipment, medium, and vehicle provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0032] Figure 1 This is a schematic flowchart of the braking force distribution method provided in an embodiment of this application. Figure 1 As shown, the braking force distribution method may include:

[0033] Step 101: Obtain the target data;

[0034] In some possible implementations of the embodiments of this application, the target data includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle regenerative braking capacity, the vehicle's current actual rear axle regenerative braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate.

[0035] Step 102: Based on the target data, predict the vehicle's longitudinal and lateral acceleration;

[0036] In some possible implementations of the embodiments of this application, in step 102, when predicting the longitudinal acceleration of the vehicle based on the target data, the longitudinal acceleration of the vehicle can be calculated according to the following formula (1):

[0037]

[0038] In formula (1), Veh_AxEst is the longitudinal acceleration of the vehicle, IMU_Ax is the longitudinal component of the current acceleration of the vehicle, Drv_BrkFxTar is the driver's current desired braking force, Veh_BrkFxAct is the current actual braking force of the vehicle, BFD_FaRegenFxAct is the current actual regenerative braking capacity of the front axle of the vehicle, BFD_RaRegenFxAct is the current actual regenerative braking capacity of the rear axle of the vehicle, and m is the mass of the vehicle.

[0039] In some possible implementations of the embodiments of this application, in step 102, when predicting the lateral acceleration of the vehicle based on the target data, the lateral acceleration of the vehicle can be calculated according to the following formula (2):

[0040] Veh_AyEst=IMU_Ay+(Drv_TarYawRate-IMU_YawRate)*Veh_Vx (2)

[0041] In formula (2), Veh_AyEst is the lateral acceleration of the vehicle, IMU_Ay is the lateral component of the current acceleration of the vehicle, Drv_TarYawRate is the driver's current desired yaw rate, IMU_YawRate is the current yaw rate of the vehicle, and Veh_Vx is the longitudinal component of the vehicle speed.

[0042] Step 103: Calculate the target braking force required by the vehicle at present using longitudinal and lateral acceleration;

[0043] In some possible implementations of the embodiments of this application, in step 103, after the longitudinal acceleration and lateral acceleration of the vehicle are predicted, the overall acceleration of the vehicle can be calculated based on the predicted longitudinal acceleration and lateral acceleration, and then the target braking force required by the vehicle at present can be calculated according to the physical relationship between force and acceleration.

[0044] Step 104: Based on the friction braking capacity of each wheel, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle of the vehicle, and the current actual regenerative braking capacity of the rear axle of the vehicle, calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide.

[0045] This application does not elaborate on the process of calculating the maximum braking capacity, the maximum regenerative braking capacity, and the maximum regenerative braking capacity of the actuator corresponding to each wheel based on the friction braking capacity of each wheel, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle of the vehicle, and the current actual regenerative braking capacity of the rear axle of the vehicle. For details, please refer to the related technologies for the process of calculating the maximum braking capacity, the maximum regenerative braking capacity, and the maximum regenerative braking capacity of the actuator corresponding to each wheel based on the friction braking capacity, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle of the vehicle, and the current actual regenerative braking capacity of the rear axle of the vehicle.

[0046] Step 105: Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, distribute the braking force to each wheel, the front axle, and the rear axle.

[0047] In some possible implementations of the embodiments of this application, in step 105, the maximum braking capacity of the front axle can be calculated based on the maximum retraction capacity that the front axle motor can provide, the friction braking capacity of the left front wheel, and the friction braking capacity of the right front wheel, wherein the maximum braking capacity of the front axle is equal to the sum of the maximum retraction capacity that the front axle motor can provide, the friction braking capacity of the left front wheel, and the friction braking capacity of the right front wheel; the maximum braking capacity of the rear axle can be calculated based on the maximum retraction capacity that the rear axle motor can provide, the friction braking capacity of the left rear wheel, and the friction braking capacity of the right rear wheel, wherein the maximum braking capacity of the rear axle is equal to the sum of the maximum retraction capacity that the rear axle motor can provide, the friction braking capacity of the left rear wheel, and the friction braking capacity of the right rear wheel.

[0048] When distributing braking force to each wheel, the front axle, and the rear axle, the braking force distributed to the front axle is no greater than the maximum braking capacity of the front axle, the braking force distributed to the rear axle is no greater than the maximum braking capacity of the rear axle, the sum of the braking force distributed to the front axle and the braking force distributed to the rear axle equals the target braking force, the sum of the braking forces distributed to each front wheel equals the braking force distributed to the front axle, and the sum of the braking forces distributed to each rear wheel equals the braking force distributed to the rear axle.

[0049] In this embodiment, target data including the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual regenerative braking capacity of the front axle, the vehicle's current actual regenerative braking capacity of the rear axle, the driver's current desired yaw rate, and the vehicle's current yaw rate are acquired. Based on the target data, the vehicle's longitudinal and lateral accelerations are predicted. Using the longitudinal and lateral accelerations, the target braking force currently required by the vehicle is calculated. Based on the friction braking capacity of each wheel, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle, and the current actual regenerative braking capacity of the rear axle, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide are calculated. Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, braking force is distributed to each wheel, the front axle, and the rear axle. Compared to related technologies, the solution disclosed in this application, when obtaining the driver's current desired braking force, allocates different braking forces to each wheel by combining the vehicle's current actual braking force, thereby achieving the vehicle stability requirements while avoiding NVH interference.

[0050] In some possible implementations of the embodiments of this application, before step 103, the braking force distribution method provided in the embodiments of this application may further include: adjusting the longitudinal acceleration according to the front axle slip ratio and the rear axle slip ratio.

[0051] In this embodiment of the application, after adjusting the longitudinal acceleration, the target braking force required by the vehicle can be recalculated based on the adjusted longitudinal acceleration, and the braking force can be distributed to each wheel, the front axle and the rear axle based on the recalculated target braking force required by the vehicle.

[0052] In some possible implementations of the embodiments of this application, when adjusting the longitudinal acceleration based on the front axle slip ratio and the rear axle slip ratio, the longitudinal acceleration can be reduced when the front axle slip ratio is greater than the rear axle slip ratio, and increased when the front axle slip ratio is less than the rear axle slip ratio.

[0053] In this embodiment, when the front axle slip ratio is greater than the rear axle slip ratio, the longitudinal acceleration is reduced, increasing the vertical load on the rear axle. According to vehicle dynamics theory, on a uniform road surface, the braking or driving force that each wheel can withstand has a certain linear relationship with the vertical force of the tire. That is, the greater the vertical force borne by the tire, the greater the driving force, braking force, and lateral force it can withstand. When the vertical load on the rear axle increases, the braking force on the rear axle increases, achieving the purpose of transferring the braking force to the rear axle and alleviating the excessively high slip ratio of the front axle. When the rear axle slip ratio is greater than the front axle slip ratio, the longitudinal acceleration is increased, increasing the vertical load on the front axle. The increased vertical load on the front axle further increases the braking force on the front axle, achieving the purpose of transferring the braking force to the front axle and alleviating the excessively high slip ratio of the rear axle.

[0054] In some possible implementations of the embodiments of this application, before step 103, the braking force distribution method provided in the embodiments of this application may further include: adjusting the lateral acceleration according to the steering state of the vehicle, wherein the steering state includes oversteering or understeering.

[0055] In this embodiment of the application, after adjusting the lateral acceleration, the target braking force required by the vehicle can be recalculated based on the adjusted lateral acceleration, and the braking force can be distributed to each wheel, the front axle and the rear axle based on the recalculated target braking force required by the vehicle.

[0056] In some possible implementations of the embodiments of this application, when adjusting the longitudinal acceleration according to the vehicle's steering state, the lateral acceleration can be increased when the vehicle is in an oversteer state and the lateral acceleration is greater than zero; the lateral acceleration can be decreased when the vehicle is in an oversteer state and the lateral acceleration is less than zero; the lateral acceleration can be decreased when the vehicle is in an understeer state and the lateral acceleration is greater than zero; and the lateral acceleration can be increased when the vehicle is in an understeer state and the lateral acceleration is greater than zero.

[0057] In some possible implementations of the embodiments of this application, the vehicle steering can be either left or right, with the left direction of the vehicle being positive and the right direction being negative.

[0058] In this embodiment, when the vehicle is oversteering while turning left, oversteering can be suppressed by increasing the virtual lateral acceleration of the front axle (i.e., increasing the absolute value of the virtual lateral acceleration). When the vehicle is oversteering while turning right, oversteering can be suppressed by decreasing the virtual lateral acceleration of the front axle (i.e., increasing the absolute value of the virtual lateral acceleration). When the vehicle is understeering while turning left, understeering can be suppressed by decreasing the virtual lateral acceleration of the rear axle (i.e., decreasing the absolute value of the virtual lateral acceleration). When the vehicle is understeering while turning right, understeering can be suppressed by increasing the virtual lateral acceleration of the rear axle (i.e., decreasing the absolute value of the virtual lateral acceleration).

[0059] In some possible implementations of the embodiments of this application, when the driver's desired yaw rate DrvYawRtTar is in the same direction as the vehicle's actual yaw rate VehYawRtAct, the absolute value of the driver's desired yaw rate DrvYawRtTar is greater than the yaw rate threshold P_StrghtDrvYawRt, and the absolute value of the vehicle's actual yaw rate VehYawRtAct is greater than the absolute value of the driver's desired yaw rate DrvYawRtTar, the vehicle's lateral... When the absolute value of acceleration VehLatAyAct is greater than the lateral acceleration threshold P_AyUpThd, i.e. DrvYawRtTar*VehYawRtAct>0, abs(DrvYawRtTar)>P_StrghtDrvYawRt, abs(VehYawRtAct)>abs(DrvYawRtTar), and abs(VehLatAyAct>P_AyUpThd, the vehicle is in an oversteer state.

[0060] In some possible implementations of the embodiments of this application, when the driver's desired yaw rate DrvYawRtTar is in the same direction as the vehicle's actual yaw rate VehYawRtAct, and the absolute value of the driver's desired yaw rate DrvYawRtTar is greater than the yaw rate threshold value P_StrghtDrvYawRt, the vehicle's lateral... When the absolute value of acceleration VehLatAyAct is greater than the lateral acceleration threshold P_AyUpThd, i.e. DrvYawRtTar*VehYawRtAct>0, abs(DrvYawRtTar)>P_StrghtDrvYawRt, abs(DrvYawRtTar)>abs(VehYawRtAct), and abs(VehLatAyAct>P_AyUpThd, the vehicle is in an understeer state.

[0061] In some possible implementations of the embodiments of this application, before step 105, the braking force distribution method provided in the embodiments of this application may further include: calculating incremental braking capacity based on the driver's current desired braking force, the driver's desired braking force in the previous cycle, and the braking force deviation existing in the previous cycle.

[0062] Accordingly, step 105 may include: allocating incremental braking capacity based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, the maximum recovery capacity that the rear axle motor can provide, and the braking force allocated in the previous cycle.

[0063] In some possible implementations of the embodiments of this application, when calculating the incremental braking capacity based on the driver's current desired braking force, the driver's desired braking force in the previous cycle, and the braking force deviation existing in the previous cycle, the incremental braking capacity can be calculated according to the following formula (3):

[0064] ΔBrkFxTar=ΔDrvBrkReq+ΔBrkFxAct (3)

[0065] In formula (3), ΔBrkFxTar represents the incremental braking capacity, ΔDrvBrkReq represents the driver's desired braking force increment, ΔBrkFxAct represents the braking force deviation in the previous cycle, and ΔDrvBrkReq represents the difference between the driver's current desired braking force and the driver's desired braking force in the previous cycle.

[0066] In some possible implementations of the embodiments of this application, when allocating incremental braking capacity, the incremental braking capacity can be allocated to the front axle and the rear axle based on the allocation ratio and the upper and lower limits of the incremental capacity at the axle end.

[0067] If the incremental braking capacity has excess braking force after ensuring that the braking force distributed on the front and rear axles is used up to recover all the energy or that the braking force on the front and rear axles reaches the optimal slip ratio, then the braking force will continue to be distributed according to the braking force distribution ratio of the front and rear axles to ensure that the currently requested braking force is distributed to the front and rear axles.

[0068] If the incremental braking capacity has surplus braking force after ensuring that the braking force on the front and rear axles is fully utilized, then it will continue to be distributed according to the braking force distribution ratio of the front and rear axles to ensure that the currently requested braking force is distributed to the front and rear axles.

[0069] When the driver's braking force demand increases or remains unchanged, determine whether the current incremental braking force demand of the driver exceeds the upper limit of the front axle and rear axle increments.

[0070] The first scenario: If the incremental braking force demand of both the front axle and the rear axle does not exceed the corresponding incremental limit, the incremental braking force demand of the front axle and the rear axle is directly allocated. That is, the incremental braking force of the front axle is allocated according to the incremental braking force demand of the front axle, and the incremental braking force of the rear axle is allocated according to the incremental braking force demand of the rear axle.

[0071] The second scenario: If the incremental braking force demand of the front axle does not exceed the upper limit of the front axle's incremental braking force, but the incremental braking force demand of the rear axle exceeds the upper limit of the rear axle's incremental braking force, and the excess braking force demand of the rear axle can be met by the remaining braking force of the front axle, then the incremental braking force of the front axle is allocated according to the sum of the incremental braking force demand of the front axle and the excess braking force demand of the rear axle; the incremental braking force of the rear axle is allocated according to the upper limit of the rear axle's incremental braking force.

[0072] The third scenario: If the incremental braking force demand of the front axle does not exceed the upper limit of the front axle's incremental braking force, but the incremental braking force demand of the rear axle exceeds the upper limit of the rear axle's incremental braking force, and the excess braking force demand of the rear axle cannot be met by the remaining braking force of the front axle, then the incremental braking force of the front axle is first allocated according to the incremental braking force demand of the front axle, and the incremental braking force of the rear axle is first allocated according to the upper limit of the rear axle's incremental braking force. Then, the excess incremental braking force demand of the rear axle is allocated to the front axle and the rear axle according to the allocation ratio of the front axle and the rear axle.

[0073] The fourth scenario: If the incremental demand for rear axle braking force does not exceed the upper limit of the rear axle incremental value, but the incremental demand for front axle braking force exceeds the upper limit of the front axle incremental value, and the excess braking force demand of the front axle can be met by the remaining braking force of the rear axle, then the incremental braking force of the front axle is allocated according to the upper limit of the front axle braking force incremental value; the incremental braking force of the rear axle is allocated according to the sum of the incremental braking demand of the rear axle and the excess braking force demand of the front axle.

[0074] The fifth scenario: If the incremental braking force demand of the rear axle does not exceed the upper limit of the rear axle incremental value, but the incremental braking force demand of the front axle exceeds the upper limit of the front axle incremental value, and the excess braking force demand of the front axle cannot be met by the remaining braking force of the rear axle, then the incremental braking force of the rear axle is first allocated according to the incremental braking force demand of the rear axle, and the incremental braking force of the front axle is first allocated according to the upper limit of the rear axle braking force incremental value. Then, the excess incremental braking force demand of the front axle is allocated to the front axle and the rear axle according to the allocation ratio of the front axle and the rear axle.

[0075] The sixth scenario: If the incremental braking force demand of both the front axle and the rear axle exceeds the corresponding incremental limit, the incremental braking force of the front axle will be allocated according to the upper limit of the front axle braking force increment, and the incremental braking force of the rear axle will be allocated according to the upper limit of the rear axle braking force increment. Then, the excess incremental braking force demand of the front axle and the rear axle will be allocated according to the allocation ratio of the front axle and the rear axle.

[0076] In this embodiment of the application, by allocating incremental braking capacity, it is possible to avoid the situation where the braking force demand is directly allocated because a portion of the braking force has already been allocated in the previous cycle, which would cause inaccurate braking force allocation.

[0077] Corresponding to the above-described method embodiments, this application also provides a braking force distribution device. For example... Figure 2 As shown, Figure 2 This is a schematic diagram of the brake force distribution device provided in an embodiment of this application. The brake force distribution device 200 may include:

[0078] The acquisition module 201 is used to acquire target data, which includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle recovery braking capacity, the vehicle's current actual rear axle recovery braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate.

[0079] Prediction module 202 is used to predict the longitudinal and lateral acceleration of the vehicle based on the target data;

[0080] The first calculation module 203 is used to calculate the target braking force currently required by the vehicle using longitudinal acceleration and lateral acceleration;

[0081] The second calculation module 204 is used to calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, and the maximum recovery capacity that the rear axle motor can provide, based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, the actual recovery braking capacity of the front axle of the vehicle, and the actual recovery braking capacity of the rear axle of the vehicle.

[0082] The distribution module 205 is used to distribute braking force to each wheel, the front axle, and the rear axle of the vehicle based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, and the maximum recovery capacity that the rear axle motor can provide.

[0083] In this embodiment, target data including the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual regenerative braking capacity of the front axle, the vehicle's current actual regenerative braking capacity of the rear axle, the driver's current desired yaw rate, and the vehicle's current yaw rate are acquired. Based on the target data, the vehicle's longitudinal and lateral accelerations are predicted. Using the longitudinal and lateral accelerations, the target braking force currently required by the vehicle is calculated. Based on the friction braking capacity of each wheel, the current actual friction braking force of each wheel, the current actual regenerative braking capacity of the front axle, and the current actual regenerative braking capacity of the rear axle, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide are calculated. Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, braking force is distributed to each wheel, the front axle, and the rear axle. Compared to related technologies, the solution disclosed in this application, when obtaining the driver's current desired braking force, allocates different braking forces to each wheel by combining the vehicle's current actual braking force, thereby achieving the vehicle stability requirements while avoiding NVH interference.

[0084] In some possible implementations of the embodiments of this application, the prediction module 202 may specifically be used for:

[0085] Calculate the longitudinal acceleration and lateral acceleration of the vehicle using the formulas (1) and (2) above.

[0086] In some possible implementations of the embodiments of this application, the braking force distribution device provided in the embodiments of this application may further include:

[0087] The first adjustment module is used to adjust the longitudinal acceleration based on the front axle slip ratio and the rear axle slip ratio.

[0088] In some possible implementations of the embodiments of this application, the first adjustment module may specifically be used for:

[0089] When the front axle slip ratio is greater than the rear axle slip ratio, reduce the longitudinal acceleration;

[0090] Increase longitudinal acceleration when the front axle slip ratio is less than the rear axle slip ratio.

[0091] In some possible implementations of the embodiments of this application, the braking force distribution device provided in the embodiments of this application may further include:

[0092] The second adjustment module is used to adjust the lateral acceleration according to the vehicle's steering state, which includes oversteering or understeering.

[0093] In some possible implementations of the embodiments of this application, the second adjustment module may specifically be used for:

[0094] When the vehicle is in an oversteer state and the lateral acceleration is greater than zero, increase the lateral acceleration;

[0095] When the vehicle is in an oversteer state and the lateral acceleration is less than zero, reduce the lateral acceleration;

[0096] When the vehicle is understeering and the lateral acceleration is greater than zero, reduce the lateral acceleration;

[0097] When the vehicle is understeering and the lateral acceleration is greater than zero, increase the lateral acceleration.

[0098] In some possible implementations of the embodiments of this application, the braking force distribution device provided in the embodiments of this application may further include:

[0099] The third calculation module is used to calculate the incremental braking capacity based on the driver's current desired braking force, the driver's desired braking force in the previous cycle, and the braking force deviation in the previous cycle.

[0100] Accordingly, the allocation module 205 can be specifically used for:

[0101] Incremental braking capacity is allocated based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, the maximum recovery capacity that the rear axle motor can provide, and the braking force already allocated in the previous cycle.

[0102] Figure 3 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application.

[0103] The electronic device may include a processor 301 and a memory 302 storing computer program instructions.

[0104] Specifically, the processor 301 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0105] Memory 302 may include mass storage for data or instructions. For example, and not limitingly, memory 302 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where suitable, memory 302 may include removable or non-removable (or fixed) media. Where suitable, memory 302 may be internal or external to an electronic device. In some specific embodiments, memory 302 is a non-volatile solid-state memory.

[0106] In some specific embodiments, the memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the braking force distribution method according to this application.

[0107] The processor 301 reads and executes computer program instructions stored in the memory 302 to implement the braking force distribution method provided in the embodiments of this application.

[0108] In some examples, the electronic device may also include a communication interface 303 and a bus 310. For example, Figure 3 As shown, the processor 301, memory 302, and communication interface 303 are connected through bus 310 and complete communication with each other.

[0109] The communication interface 303 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0110] Bus 310 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 310 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0111] The electronic device can execute the braking force distribution method provided in the embodiments of this application, thereby achieving the corresponding technical effects of the braking force distribution method provided in the embodiments of this application.

[0112] In addition, in conjunction with the braking force distribution method in the above embodiments, this application also provides a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement the braking force distribution method provided in this application. Examples of computer-readable storage media include non-transitory computer-readable media, such as ROM, RAM, magnetic disks, or optical disks.

[0113] This application also provides a computer program product. When the instructions in the computer program product are executed by the processor of an electronic device, the electronic device executes the braking force distribution method provided in this application embodiment and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0114] This application also provides a vehicle comprising at least one of the following:

[0115] The braking force distribution device provided in the embodiments of this application;

[0116] The electronic device provided in the embodiments of this application;

[0117] The computer-readable storage medium provided in the embodiments of this application

[0118] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the term "comprising" or any other variations thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A braking force distribution method, characterized in that, The method includes: Acquire target data, wherein the target data includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle regenerative braking capacity, the vehicle's current actual rear axle regenerative braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate. Based on the target data, predict the longitudinal acceleration and lateral acceleration of the vehicle; Using the longitudinal acceleration and the lateral acceleration, the target braking force currently required by the vehicle is calculated; Based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, the actual regenerative braking capacity of the front axle of the vehicle, and the actual regenerative braking capacity of the rear axle of the vehicle, calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide. Based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, the braking force is distributed to each wheel, the front axle, and the rear axle.

2. The method as described in claim 1, characterized in that, Based on the target data, predict the longitudinal acceleration of the vehicle, including: The longitudinal acceleration of the vehicle is calculated using the following formula: Wherein, Veh_AxEst is the longitudinal acceleration of the vehicle, IMU_Ax is the longitudinal component of the current acceleration of the vehicle, Drv_BrkFxTar is the driver's current desired braking force, Veh_BrkFxAct is the current actual braking force of the vehicle, BFD_FaRegenFxAct is the current actual regenerative braking capacity of the front axle of the vehicle, BFD_RaRegenFxAct is the current actual regenerative braking capacity of the rear axle of the vehicle, and m is the mass of the vehicle.

3. The method as described in claim 1, characterized in that, Based on the target data, predict the lateral acceleration of the vehicle, including: The lateral acceleration of the vehicle is calculated using the following formula: Veh_AyEst=IMU_Ay+(Drv_TarYawRate-IMU_YawRate)*Veh_Vx Wherein, Veh_AyEst is the lateral acceleration of the vehicle, IMU_Ay is the lateral component of the current acceleration of the vehicle, Drv_TarYawRate is the driver's current desired yaw rate, IMU_YawRate is the current yaw rate of the vehicle, and Veh_Vx is the longitudinal component of the vehicle velocity.

4. The method as described in claim 1, characterized in that, Before calculating the target braking force currently required by the vehicle using the longitudinal acceleration and the lateral acceleration, the method further includes: The longitudinal acceleration is adjusted based on the front axle slip ratio and the rear axle slip ratio.

5. The method as described in claim 4, characterized in that, The adjustment of the longitudinal acceleration based on the front axle slip ratio and the rear axle slip ratio includes: If the front axle slip ratio is greater than the rear axle slip ratio, reduce the longitudinal acceleration; When the front axle slip ratio is less than the rear axle slip ratio, the longitudinal acceleration is increased.

6. The method as described in claim 1, characterized in that, Before calculating the target braking force currently required by the vehicle using the longitudinal acceleration and the lateral acceleration, the method further includes: The lateral acceleration is adjusted according to the vehicle's steering state, wherein the steering state includes oversteering or understeering.

7. The method as described in claim 6, characterized in that, Adjusting the lateral acceleration according to the vehicle's steering state includes: When the vehicle is in the oversteer state and the lateral acceleration is greater than zero, the lateral acceleration is increased; When the vehicle is in the oversteering state and the lateral acceleration is less than zero, reduce the lateral acceleration; When the vehicle is in the understeering state and the lateral acceleration is greater than zero, reduce the lateral acceleration; When the vehicle is in the understeering state and the lateral acceleration is greater than zero, the lateral acceleration is increased.

8. The method as described in claim 1, characterized in that, Before distributing braking force to each wheel, the front axle, and the rear axle based on the target braking force, the maximum braking capacity provided by the actuator corresponding to each wheel, the maximum regenerative braking capacity provided by the front axle motor, and the maximum regenerative braking capacity provided by the rear axle motor, the method further includes: Incremental braking capacity is calculated based on the driver's current desired braking force, the driver's desired braking force in the previous cycle, and the braking force deviation in the previous cycle. The method of distributing braking force to each wheel, the front axle, and the rear axle based on the target braking force, the maximum braking capacity provided by the actuator corresponding to each wheel, the maximum regenerative braking capacity provided by the front axle motor, and the maximum regenerative braking capacity provided by the rear axle motor includes: The incremental braking capacity is allocated based on the target braking force, the maximum braking capacity that the actuators corresponding to each wheel can provide, the maximum recovery capacity that the front axle motor can provide, the maximum recovery capacity that the rear axle motor can provide, and the braking force allocated in the previous cycle.

9. A braking force distribution device, characterized in that, The device includes: The acquisition module is used to acquire target data, wherein the target data includes the driver's current desired braking force, the vehicle's current actual braking force, the vehicle's current acceleration, the vehicle's current actual front axle recovery braking capacity, the vehicle's current actual rear axle recovery braking capacity, the driver's current desired yaw rate, and the vehicle's current yaw rate. The prediction module is used to predict the longitudinal acceleration and lateral acceleration of the vehicle based on the target data. The first calculation module is used to calculate the target braking force currently required by the vehicle using the longitudinal acceleration and the lateral acceleration; The second calculation module is used to calculate the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide, based on the friction braking capacity of each wheel, the actual friction braking force of each wheel, the actual regenerative braking capacity of the front axle of the vehicle, and the actual regenerative braking capacity of the rear axle of the vehicle. The distribution module is used to distribute braking force to each wheel, the front axle, and the rear axle of the vehicle based on the target braking force, the maximum braking capacity that the actuator corresponding to each wheel can provide, the maximum regenerative braking capacity that the front axle motor can provide, and the maximum regenerative braking capacity that the rear axle motor can provide.

10. An electronic device, characterized in that, The electronic device includes: a processor and a memory storing computer program instructions; The processor reads and executes the computer program instructions to implement the braking force distribution method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the braking force distribution method as described in any one of claims 1-8.

12. A vehicle, characterized in that, The vehicle includes at least one of the following: The braking force distribution device as described in claim 9; The electronic device according to claim 10; The computer-readable storage medium of claim 11.

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