Vehicle braking torque distribution method and device and electronic equipment

Abstract

The embodiment of the invention provides a vehicle braking torque distribution method and device and electronic equipment. The method comprises the steps that a wheel speed signal, an acceleration detection value and a brake pedal stroke of a vehicle are obtained; determining a slope angle and the type of the slope angle based on the wheel speed signal and the acceleration detection value, wherein the type comprises an elevation angle or a depression angle; determining a front axle load and a rear axle load of the vehicle according to the slope angle, the type of the slope angle and the parameter information of the vehicle; according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke and the front axle load, the front axle braking torque of the vehicle is determined; and the rear axle braking torque of the vehicle is determined according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke and the rear axle load. By means of the method, the front axle braking torque and the rear axle braking torque can be reasonably distributed according to the gradient and type of the lane where the vehicle is located currently, so that the situation that large braking force is needed due to inaccurate distribution of the braking force of the front axle and the rear axle is avoided, and dangerous situations are reduced.

Description

Technical Field

[0001] This application relates to the field of computer technologies, and more specifically, to a method and device for distributing vehicle braking torque and an electronic device. Background Art

[0002] With the development of vehicle electrification and intelligence, the vehicle has an increasing demand for the control precision of the braking system.

[0003] Traditional braking execution systems include: a hydraulic braking device that supplies hydraulic pressure to wheel cylinders respectively equipped on each wheel mounted on the vehicle, so as to press a friction member against the wheel and apply hydraulic braking force; its hydraulic pipeline layout is usually of the H type or X type, and the pressure in the pipeline is equal and provided by a unified pressure building unit. With the development of technology, an electric braking device has been derived, in which motors are installed on each wheel of the vehicle respectively, and the motor torque is converted into braking clamping force through a reduction mechanism, so as to press the friction member to decelerate the corresponding wheel. However, in related technologies, whether it is a hydraulic braking or a wire-controlled mechanical braking system, the road surface setting for braking force distribution is based on the axle load distribution during braking on a horizontal road surface (the front axle load is greater than the rear axle load), and it is set that the front axle braking force is greater than the rear axle braking force. This will cause when the vehicle is at a low speed on a slope (the front of the vehicle is upward), due to the change in the front and rear axle load distribution (the rear axle load is greater than the front axle load), and the front and rear braking force distributions do not change (the front axle braking force is greater than the rear axle braking force), the driver will need a greater braking force or a deeper braking stroke to stop the vehicle. In addition, if the front axle locks up before the rear axle, and the driver intends to reverse downhill, it will cause the front axle to lose the steering ability and be unable to steer, resulting in skidding. When on a large slope (more than 90% slope), it may even cause the vehicle to roll over and result in death and destruction. Therefore, there is a problem of inaccurate front and rear axle braking force distribution in the prior art. Summary of the Invention

[0004] In view of this, the embodiments of this application propose a method and device for distributing vehicle braking torque and an electronic device, which can distribute the front axle braking torque and the rear axle braking torque according to the slope angle and type of the lane where the vehicle is currently located, so as to avoid the occurrence of a greater braking force, braking stroke and dangerous situations caused by inaccurate front and rear axle braking force distribution in related technologies.

[0005] In a first aspect, an embodiment of the present application provides a method for distributing vehicle braking torque. The method includes: obtaining a wheel speed signal, an acceleration detection value, and a brake pedal travel of the vehicle; determining a slope angle and the type of the slope angle based on the wheel speed signal and the acceleration detection value, where the type includes an elevation angle or a depression angle; determining the front axle load and the rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle; determining the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the front axle load; and determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the rear axle load.

[0006] In a second aspect, an embodiment of the present application provides a vehicle braking torque distribution device. The device includes a data acquisition module for obtaining a wheel speed signal, an acceleration detection value, and a brake pedal travel of the vehicle; an angle determination module for determining a slope angle and the type of the slope angle based on the wheel speed signal and the acceleration detection value, where the type includes an elevation angle or a depression angle; a load determination module for determining the front axle load and the rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle; a front axle braking torque distribution module for determining the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the front axle load; and a rear axle braking torque distribution module for determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the rear axle load.

[0007] In an implementable manner, the parameter information of the vehicle includes the wheelbase of the vehicle, the center of mass height, the first distance between the center of mass and the front axle, the second distance between the center of mass and the rear axle, and the vehicle mass; the load determination module includes a dynamic load determination sub-module, a first static load determination sub-module, a second static load determination sub-module, a front axle load determination sub-module, and a rear axle load determination sub-module. The dynamic load determination sub-module is configured to determine the dynamic transfer load of the vehicle according to the center of mass height, the vehicle wheelbase, the slope angle, and the vehicle mass; the first static load determination sub-module is configured to determine the front axle static load of the vehicle according to the first distance, the vehicle wheelbase, the slope angle, and the vehicle mass; the second static load determination sub-module is configured to determine the rear axle static load of the vehicle according to the second distance, the vehicle wheelbase, the slope angle, and the vehicle mass; the front axle load determination sub-module is configured to obtain the front axle load according to the type of the slope angle, the front axle static load, and the dynamic transfer load; and the rear axle load determination sub-module is configured to obtain the rear axle load according to the type of the slope angle, the rear axle static load, and the dynamic transfer load.

[0008] In an implementable manner, the front axle load determination sub-module is further configured to subtract the dynamic transfer load from the front axle static load to obtain the front axle load when the type of the slope angle is the elevation angle; and is configured to add the dynamic transfer load to the front axle static load to obtain the front axle load when the type of the slope angle is the depression angle; the rear axle load determination sub-module is configured to add the dynamic transfer load to the rear axle static load to obtain the rear axle load when the type of the slope angle is the elevation angle; and is configured to subtract the dynamic transfer load from the rear axle static load to obtain the rear axle load when the type of the slope angle is the depression angle.

[0009] In an implementable manner, the front axle braking torque distribution module is further configured to determine a first distribution coefficient according to the slope angle, the vehicle mass, and the front axle load; multiply the first distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the front axle braking torque of the vehicle; the rear axle braking torque distribution module is further configured to determine a second distribution coefficient according to the slope angle, the vehicle mass, and the rear axle load; multiply the second distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the rear axle braking torque of the vehicle.

[0010] In an implementable manner, the front axle braking torque distribution module is further configured to divide the front axle load by the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle to obtain the first distribution coefficient; the rear axle braking torque distribution module is further configured to divide the rear axle load by the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle to obtain the first distribution coefficient.

[0011] In an implementable manner, the dynamic load determination sub-module is further configured to obtain a first ratio by dividing the center of mass height by the vehicle wheelbase; multiply the first ratio by the sine value of the vehicle mass and the slope angle in sequence to obtain the dynamic transfer load; the first static load determination sub-module is further configured to obtain a second ratio by dividing the first distance by the vehicle wheelbase; multiply the second ratio by the cosine value of the vehicle mass and the slope angle in sequence to obtain the front axle static load of the vehicle; the second static load determination sub-module is further configured to obtain a third ratio by dividing the second distance by the vehicle wheelbase; multiply the third ratio by the cosine value of the vehicle mass and the slope angle in sequence to obtain the rear axle static load of the vehicle.

[0012] In an implementable manner, the angle determination module is further configured to perform differential processing and filtering processing on the wheel speed signal in sequence to obtain the actual acceleration of the vehicle; subtract the acceleration detection value from the actual acceleration to obtain a relative acceleration; perform inverse trigonometric function processing on the relative acceleration to obtain a slope angle; determine the type of the slope angle according to the positive or negative type of the relative acceleration, wherein when the value of the relative acceleration is positive, it is determined that the type of the slope angle is the elevation angle; when the value of the relative acceleration is negative, it is determined that the type of the slope angle is the depression angle.

[0013] In an implementable manner, the vehicle braking torque distribution device further includes: a braking control module, configured to send the front axle braking torque and the rear axle braking torque to the braking device, so that the braking device performs braking according to the front axle braking torque and the rear axle braking torque.

[0014] In a third aspect, an embodiment of the present application further provides an electronic device, including: one or more processors; a memory; computer-readable instructions are stored on the memory, and when the computer-readable instructions are executed by the processor, the method as described above is implemented.

[0015] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which computer-readable instructions are stored, and when the computer-readable instructions are executed by a processor, the method as described above is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product or a computer program, the computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device obtains the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method as described above.

[0017] A vehicle braking torque distribution method, device and electronic device provided by an embodiment of the present application. The method includes: adopting the above method of the present application. First, the slope angle and the type of the slope angle of the current lane where the vehicle is located can be accurately determined according to the wheel speed signal and the acceleration signal of the vehicle. The type of the slope angle can accurately distinguish whether the current vehicle is in an uphill state or a downhill state. Then, the front axle load and the rear axle load of the vehicle can be accurately calculated according to the slope angle, the type of the slope angle and the vehicle parameters. In addition, when the braking pedal stroke is known, the generated braking torque is also determined. Therefore, the front axle braking torque of the vehicle is determined according to the slope angle of the vehicle, the braking force corresponding to the braking pedal stroke and the front axle load; the rear axle braking torque of the vehicle is determined according to the slope angle of the vehicle, the braking force corresponding to the braking pedal stroke and the rear axle load, so as to realize dynamically adjusting the front and rear braking force ratios according to the slope angle and the axle load, ensuring that the braking force always matches the tire adhesion, thereby maximizing the braking efficiency and shortening the braking distance. It avoids the traditional braking system that fixedly distributes the front and rear braking forces (such as 70% for the front axle and 30% for the rear axle). When the rear axle load is greater than the front axle (such as when fully loaded and going downhill), the adhesion of the rear wheels is not fully utilized, resulting in a decrease in braking efficiency and a deeper pedal stroke is required to stop. It also avoids problems such as rollover caused by excessive front axle braking force in the prior art (especially when the front axle load decreases when going downhill), which is likely to lock the front axle before the rear axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can be obtained according to these drawings.

[0019] Figure 1 The flowchart showing a method for vehicle braking torque distribution provided by an embodiment of the present application;

[0020] Figure 2 Shows Figure 1 The flowchart of step S120 in;

[0021] Figure 3 Shows Figure 1 The flowchart of step S130 in;

[0022] Figure 4 The corresponding relationship diagram between the pre-stored braking pedal stroke and the braking torque provided by an embodiment of the present application;

[0023] Figure 5 The flowchart showing another method for vehicle braking torque distribution provided by an embodiment of the present application;

[0024] Figure 6 Shows an application scenario diagram of a vehicle braking torque distribution method provided by an embodiment of the present application;

[0025] Figure 7 Is a connection block diagram of a vehicle braking torque distribution device shown according to a specific embodiment of the present application;

[0026] Figure 8 Shows a schematic structural diagram of an electronic device suitable for implementing the embodiments of the present application. Detailed implementation manners

[0027] Now, example embodiments will be described more fully with reference to the accompanying drawings. However, the example embodiments can be implemented in various forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be more comprehensive and complete, and will fully convey the concept of the example embodiments to those skilled in the art.

[0028] In addition, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of the embodiments of the present application. However, those skilled in the art will realize that the technical solutions of the present application can be practiced without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the present application.

[0029] The block diagrams shown in the drawings are only functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0030] The flowcharts shown in the drawings are only illustrative and do not necessarily include all the content and operations / steps, nor do they necessarily have to be executed in the described order. For example, some operations / steps can be decomposed, while some operations / steps can be combined or partially combined, so the actual execution order may change according to the actual situation.

[0031] It should be noted that: "a plurality of" mentioned herein refers to two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0032] Figure 1Specifically, the vehicle braking torque distribution method of the present application is shown. This method can be applied to an electronic device, which can be a vehicle, such as an in-vehicle terminal or a central controller, etc. The method includes:

[0033] Step S110: Obtain the wheel speed signal, acceleration detection value, and brake pedal travel of the vehicle.

[0034] Among them, the wheel speed signal of the vehicle represents the real-time rotational speed of each wheel of the vehicle (unit: km / h or rad / s). It can be collected by the wheel speed sensors of the vehicle. That is, the above way of obtaining the wheel speed signal of the vehicle can be to obtain the wheel speed signal collected by the wheel speed sensors of the vehicle.

[0035] The acceleration detection value of the vehicle (including longitudinal / transverse / vertical) reflects the change in the motion state of the vehicle (unit: m / s 2 ), which can be detected by the inertial detection unit set in the vehicle or the acceleration sensor of the airbag module in the vehicle. That is, the above way of obtaining the acceleration detection value of the vehicle can be to obtain the acceleration detection value detected by the inertial detection unit, or to obtain the acceleration detection value detected by the acceleration sensor of the airbag module in the vehicle.

[0036] The brake pedal travel of the vehicle represents the displacement of the brake pedal (unit: mm or %), and is used to reflect the driver's braking demand. It can be detected by the pedal position sensor or the brake pressure sensor of the vehicle. That is, the above way of obtaining the brake pedal travel of the vehicle can be to obtain the brake pedal travel collected by the pedal position sensor (or, obtain the pedal position and obtain the brake pedal travel based on the pedal position), or to obtain the pressure value collected by the brake pressure sensor and determine the brake pedal travel based on the pressure value.

[0037] Step S120: Determine a slope angle and the type of the slope angle based on the wheel speed signal and the acceleration detection value, where the type includes an elevation angle or a depression angle.

[0038] In an implementable manner, time differentiation processing can be performed on the wheel speed signal to obtain the wheel acceleration of the vehicle along the slope. Among them, when the signal represents the wheel rotational speed, the wheel rotational speed needs to be converted to vehicle speed before performing time differentiation (when the wheel speed signal represents the vehicle speed, then directly perform time differentiation on the wheel speed signal).

[0039] Since both the wheel acceleration and the acceleration detection value are vectors, and the wheel acceleration is the acceleration along the slope; the acceleration detection value includes the acceleration in the direction of gravity and the acceleration along the slope direction. Therefore, a difference calculation can be performed based on the actual acceleration and the acceleration detection value to obtain a relative acceleration, and this relative acceleration is also a vector. Based on this relative acceleration and the gravitational acceleration, the slope angle can be determined.

[0040] Specifically, please refer to Figure 2 , and the above step S120 includes:

[0041] Step S121: Differentiate and filter the wheel speed signal in sequence to obtain the actual acceleration of the vehicle.

[0042] Specifically, the vehicle speed can be obtained based on the wheel speed signal and the wheel radius, the vehicle speed is differentiated in practice to obtain the wheel speed acceleration; the wheel speed acceleration is filtered (such as Kalman filtering) to suppress the differentiation, so as to obtain a more accurate actual acceleration.

[0043] Step S122: Subtract the actual acceleration from the acceleration detection value to obtain a relative acceleration.

[0044] Specifically, the acceleration detection value includes the actual acceleration and the gravitational acceleration along the ramp direction. Therefore, subtracting the actual acceleration from the acceleration detection value can obtain a relative acceleration. Exemplarily, the actual acceleration is a1, the acceleration detection value is a2, and a2 = a1 + gsinθ, where θ is the slope and g is the gravitational acceleration. Based on the above step S122, the relative acceleration a0 = -gsinθ can be obtained.

[0045] Step S123: Perform inverse trigonometric function processing on the relative acceleration to obtain a slope angle.

[0046] Specifically, when the relative acceleration is a0 = -gsinθ, the slope angle can be solved through the inverse trigonometric function

[0047] Step S124: Determine the type of the slope angle according to the positive and negative type of the relative acceleration. Specifically, when the value of the relative acceleration is positive, determine that the type of the slope angle is the elevation angle; when the value of the relative acceleration is negative, determine that the type of the slope angle is the depression angle.

[0048] Among them, when the relative acceleration is greater than zero, the acceleration measurement value is greater than the wheel speed acceleration, and the vehicle is going uphill. Therefore, the type of the slope angle is the elevation angle; when the relative acceleration is less than zero, the acceleration measurement value is less than the wheel speed acceleration, and the vehicle is going downhill. Therefore, the type of the slope angle is the depression angle.

[0049] The above determination of the slope angle and the type of the slope angle is only illustrative, and there can be more calculation methods. For example, the acceleration detection value can be subtracted from the actual acceleration to obtain an acceleration calculation value with the opposite direction to the above relative acceleration, and a similar method can be used to determine the slope angle and the type of the slope angle.

[0050] Step S130: Determine the front axle load and rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle.

[0051] Among them, the parameters of the vehicle may include but are not limited to the wheelbase of the vehicle, the height of the center of mass, the first distance between the center of mass and the front axle, the second distance between the center of mass and the rear axle, and the vehicle mass, etc.

[0052] In an implementable manner, the above step S130 may be to determine the front axle load and rear axle load of the vehicle according to the slope angle, the type of the slope angle, the wheelbase of the vehicle, the height of the center of mass, the first distance between the center of mass and the front axle, the second distance between the center of mass and the rear axle, and the vehicle mass.

[0053] Among them, the above vehicle mass may refer to the vehicle mass when there are passengers and / or drivers, etc., or the vehicle mass in the empty vehicle state. Correspondingly, the above height of the center of mass may be the height of the center of mass of the vehicle when there are passengers and / or drivers, etc., or the height of the center of mass in the empty vehicle state, which can be set according to actual needs.

[0054] For more accurate determination of the front axle load or rear axle load of the vehicle, please refer to Figure 3 , the above step S130 includes:

[0055] Step S131: Determine the dynamic transfer load of the vehicle according to the height of the center of mass, the wheelbase of the vehicle, the slope angle, and the vehicle mass.

[0056] The dynamic transfer load refers to the redistribution of the front and rear axle loads caused by inertial forces or gravity components when the vehicle is accelerating, braking, or driving on a slope. Its distribution can be determined according to the motion state. Specifically, when the vehicle is accelerating, the load transfers to the rear axle (the rear axle load increases and the front axle load decreases). When the vehicle is braking, the load transfers to the front axle (the front axle load increases and the rear axle load decreases). When the vehicle is driving on a slope, if the vehicle is going uphill (the slope angle is the elevation angle), that is, the vehicle generates an elevation angle, the front axle load decreases and the rear axle load increases; if the vehicle is going downhill (the slope angle is the depression angle), that is, the vehicle generates a depression angle, the front axle load increases and the rear axle load decreases.

[0057] In an implementable manner, the above step S131 may be to obtain a first ratio by dividing the height of the center of mass by the wheelbase of the vehicle; multiply the first ratio by the vehicle mass and the sine value of the slope angle in sequence to obtain the dynamic transfer load.

[0058] Exemplarily, when the vehicle is driving on a slope, given the wheelbase L of the vehicle, the height H of the vehicle center of mass, the first distance A between the center of mass and the front axle, the second distance B between the center of mass and the rear axle, the vehicle mass m, and the slope angle θ, the dynamic transfer load F can be obtained using the following formula 转移, where

[0059] Step S132: Determine the static load on the front axle of the vehicle according to the first distance, the wheelbase of the vehicle, the slope angle, and the vehicle's total mass.

[0060] Among them, the static load on the front axle refers to the vertical force (i.e., the normal pressure on the ground) borne by the front axle when the vehicle is stationary or moving in a straight line at a constant speed on a horizontal road surface, and its distribution is determined by the position of the vehicle's center of mass.

[0061] Specifically, the above step S132 may be: obtaining a second ratio by comparing the first distance with the wheelbase of the vehicle; multiplying the second ratio by the vehicle's total mass and the cosine value of the slope angle in sequence to obtain the static load on the front axle of the vehicle.

[0062] Exemplarily, when the wheelbase L of the vehicle, the height H of the vehicle's center of mass, the first distance A between the center of mass and the front axle, the second distance B between the center of mass and the rear axle, the vehicle's total mass m, and the slope angle θ are known, the static load on the front axle can be calculated as

[0063] Step S133: Determine the static load on the rear axle of the vehicle according to the second distance, the wheelbase of the vehicle, the slope angle, and the vehicle's total mass.

[0064] The static load on the rear axle refers to the vertical force (i.e., the normal pressure on the ground) borne by the rear axle when the vehicle is stationary or moving in a straight line at a constant speed on a horizontal road surface, and its distribution is determined by the position of the vehicle's center of mass.

[0065] In an implementable manner, the above step S132 includes: obtaining a third ratio by comparing the second distance with the wheelbase of the vehicle; multiplying the third ratio by the vehicle's total mass and the cosine value of the slope angle in sequence to obtain the static load on the rear axle of the vehicle.

[0066] Exemplarily, when the wheelbase L of the vehicle, the height H of the vehicle's center of mass, the first distance A between the center of mass and the front axle, the second distance B between the center of mass and the rear axle, the vehicle's total mass m, and the slope angle θ are known, the static load on the rear axle can be calculated as

[0067] It is worth mentioning that if the center of mass is close to the front axle (i.e., A < B), the static load on the front axle is greater; otherwise, the static load on the rear axle is greater.

[0068] Step S134: Obtain the front axle load according to the type of the slope angle, the static load on the front axle, and the dynamic transfer load.

[0069] Among them, when the slope type is the elevation angle, the front axle load at this time is the static load on the front axle minus the dynamic transfer load. Exemplarily, the front axle load can be Fz前 ,

[0070] When the slope type is the depression angle, the front axle load at this time is the front axle static load plus the dynamic transfer load. Exemplarily, the front axle load can be F' z前 ,

[0071] Step S135: Obtain the rear axle load according to the type of slope angle, the rear axle static load, and the dynamic transfer load.

[0072] Among them, when the slope type is the elevation angle, the rear axle load at this time is the rear axle static load plus the dynamic transfer load. Exemplarily, the rear axle load can be F z后 ,

[0073] When the slope type is the depression angle, the rear axle load at this time is the rear axle static load plus the dynamic transfer load. Exemplarily, the rear axle load can be F' z后 ,

[0074] In another implementable manner, the above step S130 may also be to determine a dynamic load according to the slope angle, the type of slope angle, and the vehicle mass; determine the front axle load and the rear axle load of the vehicle according to the type of slope angle, the preset front axle load, the preset rear axle load, and the dynamic load.

[0075] The process of determining the dynamic load and the process of determining the front axle load and the rear axle load of the vehicle according to the preset front axle load, the preset rear axle load, and the dynamic load are similar to the processes of the foregoing steps S131 - S135, and will not be specifically described herein.

[0076] Step S140: Determine the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke, and the front axle load.

[0077] It should be understood that the corresponding relationship between the pedal stroke and the braking force can be pre - stored in the vehicle, as Figure 4 shown, which is the pre - stored corresponding relationship between the pedal stroke and the braking force. After obtaining the brake pedal stroke, the braking force corresponding to the brake pedal stroke can be obtained based on this corresponding relationship.

[0078] After obtaining the braking force, the proportion of the front axle torque can be determined by the front axle load and the total load. After determining the proportion of the front axle torque, the front axle braking torque can be determined according to the proportion of the front axle torque and the braking force.

[0079] The above-mentioned step S140 may be: determining a first distribution coefficient according to the slope angle, the vehicle mass, and the front axle load; multiplying the first distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the front axle braking torque of the vehicle.

[0080] Specifically, the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle is used to divide the front axle load by the normal mass component to obtain the first distribution coefficient.

[0081] Exemplarily, the first distribution coefficient is ω1, where F 前 may be F z前 or F' z前 , determined according to the type of the current slope angle. In this case, the front axle braking torque is Mb 前 , where In the formula, Mb 总 represents the braking force corresponding to the brake pedal stroke. That is, when the slope angle is the elevation angle, When the slope angle is the depression angle,

[0082] Step S150: determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke, and the rear axle load.

[0083] After obtaining the braking torque, the proportion of the rear axle torque can be determined by the rear axle load and the total load. After determining the proportion of the rear axle torque, it can be obtained by multiplying the proportion of the rear axle torque by the braking torque.

[0084] The above-mentioned step S140 may be: determining a second distribution coefficient according to the slope angle, the vehicle mass, and the rear axle load; multiplying the second distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the rear axle braking torque of the vehicle.

[0085] Specifically, the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle is used to divide the rear axle load by the normal mass component to obtain the second distribution coefficient.

[0086] Exemplarily, the first distribution coefficient is ω1, where F 前 may be F z后 or F' z后 , determined according to the type of the current slope angle. In this case, the rear axle braking torque is Mb 后 , where In the formula, Mb 总 represents the braking force corresponding to the brake pedal stroke. That is, when the slope angle is the elevation angle, When the slope angle is the depression angle,

[0087] By adopting the above method of the present application, first, the slope angle and the type of the slope angle of the current lane where the vehicle is located can be accurately determined according to the wheel speed signal and the acceleration signal of the vehicle coming to celebrate the New Year. This type of slope angle can accurately distinguish whether the current vehicle is in an uphill state or a downhill state. Subsequently, the front axle load and the rear axle load of the vehicle can be accurately calculated according to the slope angle, the type of the slope angle, and the vehicle parameters. In addition, when the brake pedal stroke is known, the generated braking torque is also determined. Therefore, the front axle braking torque of the vehicle is determined according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke, and the front axle load; the rear axle braking torque of the vehicle is determined according to the slope angle of the vehicle, the braking force corresponding to the brake pedal stroke, and the rear axle load, so as to realize the dynamic adjustment of the front and rear braking force ratios according to the slope angle and the axle load, ensure that the braking force always matches the tire adhesion, thereby maximizing the braking efficiency and shortening the braking distance. It avoids the traditional braking system that fixedly distributes the front and rear braking forces (such as 70% for the front axle and 30% for the rear axle). When the rear axle load is greater than the front axle (such as when fully loaded and going downhill), the adhesion of the rear wheels is not fully utilized, resulting in a decrease in braking efficiency and the need for a deeper pedal stroke to stop. It also avoids problems such as the excessive front axle braking force in the prior art (especially when the front axle load decreases when going downhill), which is prone to lock the front axle before the rear axle and cause rollover.

[0088] Second Embodiment

[0089] Please refer to Figure 5 As shown, after obtaining the front axle braking torque and the rear axle braking torque, that is, after performing step S150, the method further includes:

[0090] Step S160: Send the front axle braking torque and the rear axle braking torque to the braking device, so that the braking device performs braking according to the front axle braking torque and the rear axle braking torque.

[0091] Among them, the braking device can be a hydraulic braking device or an electric braking device.

[0092] When the braking device is an electric braking device and each electric braking device is fixed to a wheel, the above step S160 includes:

[0093] S160a: Obtain the front wheel braking force according to the front axle braking torque of the vehicle and the front wheel radius of the vehicle.

[0094] Among them, the front axle braking torque is the sum of the braking torques of the left and right front wheels. Therefore, in the case where the vehicle does not turn, the braking torque of a single front wheel is half of the front axle braking torque. The front wheel braking force can be converted into the ground braking force through the tire rolling radius.

[0095] Exemplarily, when the front axle braking torque is Mb 前 , and the front wheel radius is r 前 , the braking force of each front wheel is F wheel前 , where

[0096] S160b: Obtain the rear wheel braking force according to the rear axle braking torque of the vehicle and the rear wheel radius of the vehicle.

[0097] Among them, the rear axle braking torque is the sum of the braking torques of the left and right rear wheels. Therefore, in the case of no turning of the vehicle, the braking torque of a single rear wheel is half of the rear axle braking torque. The rear wheel braking force can be converted into the ground braking force through the tire rolling radius.

[0098] Exemplarily, when the rear axle braking torque is Mb 后 , and the rear wheel radius is r 后 , the braking force of each rear wheel is F wheel后 , where

[0099] It is worth mentioning that when the vehicle is turning, the braking force of each wheel can be determined according to the actual steering angle of each wheel.

[0100] Step S160c: Send the corresponding wheel braking force to the electric braking device corresponding to each wheel, so that the electric braking device corresponding to each wheel applies the corresponding wheel braking force.

[0101] When the braking device is a hydraulic braking device, the braking torque of each front wheel can be obtained according to the front axle braking torque; the braking torque of each rear wheel can be obtained according to the rear axle braking torque; the corresponding hydraulic pressure of each wheel is determined by the braking torque corresponding to the wheel, and the motor drives the hydraulic pump corresponding to each wheel to output the corresponding hydraulic pressure.

[0102] Exemplarily, as Figure 6 shown, a schematic diagram of a vehicle braking system according to the present application is shown. The vehicle braking system includes a wheel speed sensor, a pedal travel sensor, an airbag controller, a vehicle controller, a hydraulic braking device (or an electric braking device), and a wheel-end brake caliper.

[0103] During the driving of the vehicle, the wheel speed sensor continuously detects the speed signals of each wheel and provides the wheel speed signal to the vehicle controller; the pedal travel sensor provides the braking pedal travel when the driver controls the speed; the airbag controller provides information such as the acceleration detection value of the vehicle.

[0104] After receiving the above signals, the vehicle controller executes the above steps S110 - S150 to determine the driving state of the vehicle and the driver's control intention, and then issues corresponding ramp signals and the driver's required braking force, decomposes the driver's required braking force, and sends the wheel-end braking torque target to the braking device so that hydraulic pressure or current is generated according to the braking target and finally acts on the wheel-end brake caliper to generate a clamping force. It should be noted that whether it is a hydraulic braking or a by-wire mechanical braking system, this only replaces the braking actuator technology and does not change the upper-layer control method, and both of these belong to the scope of protection of this patent.

[0105] The parameters of a certain vehicle model are shown in the following table

[0106]

[0107] When the vehicle is on a 70% slope and the peak road adhesion coefficient is 0.75, due to the axle load transfer, the front-axle adhesion force is 4202N and the rear-axle adhesion force is 7838N.

[0108] If the method in the related technology is adopted, when the driver intends to reverse downhill at a low speed, a braking depth of 70mm needs to be input. At this time, the front axle generates a braking force of 15600N and the rear axle generates a braking force of 6800N. However, since the front-axle adhesion force is only 4202N, the front axle locks and loses the steering ability. Therefore, the vehicle has a risk of skidding.

[0109] By adopting the method of this application, when the driver intends to reverse downhill at a low speed, only a braking depth of 34.5mm needs to be input. At this time, the front axle generates a braking force of 3854N (less than the front-axle adhesion force of 4202N), the rear axle generates a braking force of 7186N, and the front axle does not lock, and the vehicle can achieve a steady downhill at a constant speed.

[0110] It should be understood that although the steps in the flowcharts involved in the above embodiments are displayed in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same moment, but can be executed at different moments, and the execution order of these steps or stages is not necessarily sequential, but can be executed alternately or in turn with at least a part of other steps or steps or stages in other steps.

[0111] Please refer to Figure 7As shown in the figure, an embodiment of the present application provides a vehicle braking torque distribution device 20. The vehicle braking torque distribution device 200 includes a data acquisition module 210, configured to acquire the wheel speed signal, acceleration detection value, and braking pedal stroke of the vehicle; an angle determination module 220, configured to determine a slope angle and the type of the slope angle based on the wheel speed signal and acceleration detection value, where the type includes an elevation angle or a depression angle; a load determination module 230, configured to determine the front axle load and rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle; a front axle braking torque distribution module 240, configured to determine the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the braking pedal stroke, and the front axle load; and a rear axle braking torque distribution module 250, configured to determine the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the braking pedal stroke, and the rear axle load.

[0112] In an implementable manner, the parameter information of the vehicle includes the wheelbase of the vehicle, the center of mass height, the first distance between the center of mass and the front axle, the second distance between the center of mass and the rear axle, and the vehicle mass. The load determination module 230 includes a dynamic load determination sub-module, a first static load determination sub-module, a second static load determination sub-module, a front axle load determination sub-module, and a rear axle load determination sub-module. The dynamic load determination sub-module is configured to determine the dynamic transfer load of the vehicle according to the center of mass height, vehicle wheelbase, slope angle, and vehicle mass. The first static load determination sub-module is configured to determine the front axle static load of the vehicle according to the first distance, vehicle wheelbase, slope angle, and vehicle mass. The second static load determination sub-module is configured to determine the rear axle static load of the vehicle according to the second distance, vehicle wheelbase, slope angle, and vehicle mass. The front axle load determination sub-module is configured to obtain the front axle load according to the type of the slope angle, the front axle static load, and the dynamic transfer load. The rear axle load determination sub-module is configured to obtain the rear axle load according to the type of the slope angle, the rear axle static load, and the dynamic transfer load.

[0113] In an implementable manner, the front axle load determination sub-module is further configured to subtract the dynamic transfer load from the front axle static load to obtain the front axle load when the type of the slope angle is an elevation angle, and add the dynamic transfer load to the front axle static load to obtain the front axle load when the type of the slope angle is a depression angle. The rear axle load determination sub-module is configured to add the dynamic transfer load to the rear axle static load to obtain the rear axle load when the type of the slope angle is an elevation angle, and subtract the dynamic transfer load from the rear axle static load to obtain the rear axle load when the type of the slope angle is a depression angle.

[0114] In an implementable manner, the front axle braking torque distribution module 240 is further configured to determine a first distribution coefficient according to the slope angle, the vehicle mass, and the front axle load; multiply the first distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the front axle braking torque of the vehicle; the rear axle braking torque distribution module 250 is further configured to determine a second distribution coefficient according to the slope angle, the vehicle mass, and the rear axle load; multiply the second distribution coefficient by the braking force corresponding to the brake pedal stroke to obtain the rear axle braking torque of the vehicle.

[0115] In an implementable manner, the front axle braking torque distribution module 240 is further configured to obtain a first distribution coefficient by comparing the front axle load with the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle; the rear axle braking torque distribution module 250 is further configured to obtain a first distribution coefficient by comparing the rear axle load with the normal mass component obtained by multiplying the vehicle mass by the cosine value of the slope angle.

[0116] In an implementable manner, the dynamic load determination sub-module is further configured to obtain a first ratio by comparing the center of mass height with the vehicle wheelbase; multiply the first ratio by the sine value of the vehicle mass and the slope angle in sequence to obtain the dynamic transfer load; the first static load determination sub-module is further configured to obtain a second ratio by comparing the first distance with the vehicle wheelbase; multiply the second ratio by the cosine value of the vehicle mass and the slope angle in sequence to obtain the front axle static load of the vehicle; the second static load determination sub-module is further configured to obtain a third ratio by comparing the second distance with the vehicle wheelbase; multiply the third ratio by the cosine value of the vehicle mass and the slope angle in sequence to obtain the rear axle static load of the vehicle.

[0117] In an implementable manner, the angle determination module 220 is further configured to perform differential processing and filtering processing on the wheel speed signal in sequence to obtain the actual acceleration of the vehicle; based on the subtraction of the actual acceleration from the acceleration detection value, obtain a relative acceleration; perform inverse trigonometric processing on the relative acceleration to obtain a slope angle; determine the type of the slope angle according to the positive and negative type of the relative acceleration, wherein when the value of the relative acceleration is positive, determine the type of the slope angle as an elevation angle; when the value of the relative acceleration is negative, determine the type of the slope angle as a depression angle.

[0118] In an implementable manner, the vehicle braking torque distribution device 200 further includes: a braking control module, configured to send the front axle braking torque and the rear axle braking torque to the braking device, so that the braking device performs braking according to the front axle braking torque and the rear axle braking torque.

[0119] Each module in the above device can be implemented in whole or in part by software, hardware, or a combination thereof. Each of the above modules can be embedded in the processor of the computer device in hardware form or be independent of it, or can be stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to each of the above modules. It should be noted that the device embodiments in this application correspond to the foregoing method embodiments. For the specific principles in the device embodiments, reference can be made to the content in the foregoing method embodiments, which will not be elaborated here.

[0120] Next, a description will be given of Figure 8 an electronic device provided by this application.

[0121] Please refer to Figure 8 , based on the method provided in the foregoing embodiments, another electronic device 100 provided in the embodiments of this application includes a processor 102 that can execute the foregoing method, and this electronic device 100 can be a vehicle.

[0122] The electronic device 100 further includes a memory 104. Among them, a program that can execute the content in the foregoing embodiments is stored in the memory 104, and the processor 102 can execute the program stored in the memory 104.

[0123] Among them, the processor 102 can include one or more cores for processing data and a message matrix unit. The processor 102 connects various parts within the entire electronic device 100 using various interfaces and lines. By running or executing instructions, programs, code sets, or instruction sets stored in the memory 104, and by calling the data stored in the memory 104, the processor 102 executes various functions of the electronic device 100 and processes data. Optionally, the processor 102 can be implemented in at least one of the hardware forms of digital signal processing (DSP), field-programmable gate array (FPGA), and programmable logic array (PLA). The processor 102 can integrate one or a combination of several of a central processing unit (CPU), a graphics processing unit (GPU), and a modem, etc. Among them, the CPU mainly processes the operating system, user interface, application programs, etc.; the GPU is responsible for rendering and drawing the display content; the modem is used to process wireless communication. It can be understood that the above modem may not be integrated into the processor 102 and can be implemented separately through a communication chip.

[0124] In this embodiment, the above-mentioned processor 102 includes a main controller and a system-on-chip for implementing the foregoing method steps.

[0125] The memory 104 may include a Random Access Memory (RAM) and may also include a Read-Only Memory. The memory 104 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 104 may include a program storage area and a data storage area. Among them, the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the following various method embodiments, etc. The data storage area may also store data obtained during the use of the electronic device 100.

[0126] The electronic device 100 may further include a network module and a screen. The network module is used to receive and send electromagnetic waves, realize the mutual conversion between electromagnetic waves and electrical signals, so as to communicate with a communication network or other devices, such as communicating with an audio playback device. The network module may include various existing circuit elements for performing these functions. For example, antennas, radio frequency transceivers, digital signal processors, encryption / decryption chips, Subscriber Identity Module (SIM) cards, memories, etc. The network module can communicate with various networks such as the Internet, enterprise intranets, wireless networks or communicate with other devices through a wireless network. The above-mentioned wireless network may include a cellular phone network, a wireless local area network or a metropolitan area network. The screen can display interface content and perform data interaction, such as displaying the foregoing interface and triggering operations through the screen.

[0127] The embodiment of the present application also provides a computer-readable storage medium. Program code is stored in the computer-readable medium, and the program code can be called by a processor to execute the method described in the above method embodiment.

[0128] The computer-readable storage medium may be an electronic memory such as a flash memory, an Electrically Erasable Programmable Read-Only Memory (EEPROM), an EPROM, a hard disk or a ROM. Optionally, the computer-readable storage medium includes a non-transitory computer-readable storage medium. The computer-readable storage medium has a storage space for program code for executing any method step in the above method. These program codes can be read out from or written into one or more computer program products. The program code may be compressed in an appropriate form.

[0129] The embodiments of the present application also provide a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the methods described in the above various alternative implementation manners.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle braking torque distribution method, characterized in that, The method includes: Obtaining the wheel speed signal, acceleration detection value, and brake pedal travel of the vehicle; Determining a slope angle and the type of the slope angle based on the wheel speed signal and acceleration detection value, where the type includes elevation angle or depression angle; Determining the front axle load and rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle; Determining the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the front axle load; Determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the rear axle load.

2. The method according to claim 1, wherein The parameter information of the vehicle includes the wheelbase of the vehicle, the center of mass height, the first distance between the center of mass and the front axle, the second distance between the center of mass and the rear axle, and the vehicle mass; The determining the front axle load and rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle includes: Determining the dynamic transfer load of the vehicle according to the center of mass height, vehicle wheelbase, slope angle, and vehicle mass; Determining the front axle static load of the vehicle according to the first distance, vehicle wheelbase, slope angle, and vehicle mass; Determining the rear axle static load of the vehicle according to the second distance, vehicle wheelbase, slope angle, and vehicle mass; Obtaining the front axle load according to the type of the slope angle, the front axle static load, and the dynamic transfer load; Obtaining the rear axle load according to the type of the slope angle, the rear axle static load, and the dynamic transfer load.

3. The method according to claim 2, characterized in that, The obtaining the front axle load according to the type of the slope angle, the front axle static load, and the dynamic transfer load includes: When the type of the slope angle is an elevation angle, subtracting the dynamic transfer load from the front axle static load to obtain the front axle load; When the type of the slope angle is a depression angle, adding the dynamic transfer load to the front axle static load to obtain the front axle load; The obtaining the rear axle load according to the type of the slope angle, the rear axle static load, and the dynamic transfer load includes: When the type of the slope angle is an elevation angle, adding the dynamic transfer load to the rear axle static load to obtain the rear axle load; When the type of the slope angle is a depression angle, subtracting the dynamic transfer load from the rear axle static load to obtain the rear axle load.

4. The method according to claim 2 or 3, characterized in that, The determining the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the front axle load includes: Determining a first distribution coefficient according to the slope angle, vehicle mass, and the front axle load; Multiplying the first distribution coefficient by the braking force corresponding to the brake pedal travel to obtain the front axle braking torque of the vehicle; The determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the brake pedal travel, and the rear axle load includes: Determining a second distribution coefficient according to the slope angle, vehicle mass, and the rear axle load; Multiplying the second distribution coefficient by the braking force corresponding to the brake pedal travel to obtain the rear axle braking torque of the vehicle.

5. The method according to claim 4, characterized in that, Determining the first distribution coefficient according to the slope angle, vehicle mass, and the front axle load includes: Multiplying the vehicle mass by the cosine value of the slope angle to obtain the normal mass component, and dividing the front axle load by the normal mass component to obtain the first distribution coefficient; Determining the second distribution coefficient according to the slope angle, vehicle mass, and the rear axle load includes: Multiplying the vehicle mass by the cosine value of the slope angle to obtain the normal mass component, and dividing the rear axle load by the normal mass component to obtain the first distribution coefficient.

6. The method according to claim 2, wherein Determining the dynamic transfer load of the vehicle according to the centroid height, vehicle wheelbase, slope angle, and the total vehicle mass includes: Dividing the centroid height by the vehicle wheelbase to obtain a first ratio; Sequentially multiplying the first ratio by the total vehicle mass and the sine value of the slope angle to obtain the dynamic transfer load; Determining the static front axle load of the vehicle according to the first distance, vehicle wheelbase, slope angle, and the total vehicle mass includes: Dividing the first distance by the vehicle wheelbase to obtain a second ratio; Sequentially multiplying the second ratio by the total vehicle mass and the cosine value of the slope angle to obtain the static front axle load of the vehicle; Determining the static rear axle load of the vehicle according to the second distance, vehicle wheelbase, slope angle, and the total vehicle mass includes: Dividing the second distance by the vehicle wheelbase to obtain a third ratio; Sequentially multiplying the third ratio by the total vehicle mass and the cosine value of the slope angle to obtain the static rear axle load of the vehicle.

7. The method according to claim 1, wherein Determining a slope angle and the type of this slope angle based on the wheel speed signal and the acceleration detection value includes: Performing differential processing and filtering processing on the wheel speed signal in sequence to obtain the actual acceleration of the vehicle; Subtracting the actual acceleration from the acceleration detection value to obtain a relative acceleration; Performing inverse trigonometric function processing on the relative acceleration to obtain a slope angle; Determining the type of the slope angle according to the positive or negative type of the relative acceleration. Specifically, when the value of the relative acceleration is positive, determining the type of the slope angle as the elevation angle; when the value of the relative acceleration is negative, determining the type of the slope angle as the depression angle.

8. The method according to claim 1, characterized in that, The method further includes: Sending the front axle braking torque and the rear axle braking torque to the braking device so that the braking device performs braking according to the front axle braking torque and the rear axle braking torque.

9. A vehicle braking torque distribution device, characterized in that, The device includes: A data acquisition module for acquiring the wheel speed signal, acceleration detection value, and braking pedal travel of the vehicle; An angle determination module for determining a slope angle and the type of this slope angle based on the wheel speed signal and the acceleration detection value, and the type includes the elevation angle or the depression angle; A load determination module for determining the front axle load and the rear axle load of the vehicle according to the slope angle, the type of the slope angle, and the parameter information of the vehicle; A front axle braking torque distribution module for determining the front axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the braking pedal travel, and the front axle load; A rear axle braking torque distribution module for determining the rear axle braking torque of the vehicle according to the slope angle of the vehicle, the braking force corresponding to the braking pedal travel, and the rear axle load.

10. An electronic device, characterized in that, Includes: One or more processors; A memory; One or more computer-readable instructions, wherein the one or more computer-readable instructions are stored in the memory and configured to be executed by the one or more processors, and the one or more computer-readable instructions are configured to perform the method according to any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-readable instructions that can be called by a processor to execute the method according to any one of claims 1-8.

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