Vehicle braking processing method and device, computer device and storage medium

Abstract

The application relates to a vehicle braking processing method and device, computer equipment and a storage medium. The method comprises the following steps: obtaining a target deceleration of a vehicle according to a target braking force acting on the vehicle; obtaining a deceleration difference value of the vehicle according to the deviation between the actual deceleration of the vehicle and the target deceleration; if the driving state of the vehicle meets a preset rear wheel steering braking condition based on the deceleration difference value, obtaining a rear wheel steering angle feedforward value and a rear wheel steering angle feedback value of the vehicle, fusing the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value, and obtaining a candidate rear wheel steering angle value of the vehicle; determining a target rear wheel steering angle value of the vehicle according to the candidate rear wheel steering angle value, and controlling the vehicle to perform braking processing according to the target rear wheel steering angle value. The method can improve the braking effect of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle braking processing method, device, computer equipment, storage medium, and computer program product. Background Technology

[0002] Vehicle braking technology is a core technology for ensuring driving safety. It works by generating braking torque to impede wheel rotation, converting the vehicle's kinetic energy into heat or other forms of energy, ultimately slowing down or stopping the vehicle.

[0003] When a vehicle experiences a drive system failure (such as motor failure or engine stall) or a braking system failure (such as hydraulic line leakage or excessive wear of brake pads), the existing emergency deceleration methods mainly rely on the parking brake system (such as the handbrake), which directly applies braking force to the rear wheels through a mechanical structure. However, the braking torque of the parking brake system is relatively small, and continuous application can easily lead to overheating and failure of the brake pads, which cannot meet the emergency deceleration requirements at high speeds. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle braking processing method, device, computer equipment, computer-readable storage medium, and computer program product that can improve the braking effect of vehicles, in order to address the above-mentioned technical problems.

[0005] Firstly, this application provides a vehicle braking processing method. The method includes:

[0006] The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle.

[0007] The deceleration difference of the vehicle is obtained based on the deviation between the actual deceleration of the vehicle and the target deceleration.

[0008] If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0009] Based on the candidate rear wheel steering angle values, the target rear wheel steering angle value of the vehicle is determined, and based on the target rear wheel steering angle value, the vehicle is controlled to perform braking.

[0010] In one embodiment, obtaining the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value of the vehicle includes:

[0011] The rear wheel steering angle feedforward value of the vehicle is obtained based on the vehicle's brake pedal opening and the vehicle's road surface adhesion coefficient.

[0012] Obtain the feedback value gain information of the vehicle;

[0013] The rear wheel steering angle feedback value of the vehicle is obtained based on the feedback value gain information and the deceleration difference.

[0014] In one embodiment, determining the target rear wheel steering angle value of the vehicle based on the candidate rear wheel steering angle values ​​includes:

[0015] If the candidate rear wheel angle value does not reach the preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value satisfies the deceleration condition corresponding to the target deceleration, then the candidate rear wheel angle value is set as the target rear wheel angle value.

[0016] If the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not meet the deceleration condition corresponding to the target deceleration, then while controlling the actual rear wheel angle value of the vehicle to gradually increase, the rear wheel angle value corresponding to when the actual deceleration of the vehicle is at the speed trough is obtained, and the corresponding rear wheel angle value is set as the target rear wheel angle value.

[0017] If the candidate rear wheel steering angle value has reached the steering angle limit value, then the steering angle limit value is set as the target rear wheel steering angle value.

[0018] In one embodiment, before obtaining the rear wheel steering angle feedforward value and rear wheel steering angle feedback value of the vehicle if the vehicle's driving state is detected to meet a preset rear wheel steering braking condition based on the deceleration difference, the method further includes:

[0019] The operating status of the vehicle's motor and brakes is obtained, and the vehicle speed is also obtained.

[0020] If the motor is detected to be in a completely or partially inoperable state, the brake is detected to be in a completely or partially inoperable state, the deceleration difference is greater than a preset difference threshold, and the vehicle speed is greater than a preset vehicle speed threshold, then it is confirmed that the vehicle's driving state meets the rear wheel steering braking conditions.

[0021] In one embodiment, the target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle, including:

[0022] The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle and the mass information of the vehicle.

[0023] The target braking force is calculated based on the resistance and braking force acting on the vehicle.

[0024] In one embodiment, before obtaining the target deceleration of the vehicle based on the target braking force acting on the vehicle, the method further includes:

[0025] The rolling resistance of the vehicle, the slope resistance of the road on which the vehicle is located, and the air resistance acting on the vehicle are obtained.

[0026] Obtain the electric motor braking torque and mechanical braking torque of the vehicle;

[0027] The target braking force is obtained based on the mechanical braking torque, the slope resistance, the air resistance, the rolling resistance, and the motor braking torque.

[0028] In one embodiment, after controlling the vehicle to perform braking based on the target rear wheel steering angle value, the method further includes:

[0029] If it is detected that the driving state of the vehicle does not meet the rear wheel steering braking conditions, or if it is detected that the vehicle is stationary, then the rear wheel angle value to be adjusted of the vehicle is obtained based on the target rear wheel angle value and the historical target rear wheel angle value of the vehicle.

[0030] Based on the rear wheel angle value to be adjusted, the rear wheel angle of the vehicle is adjusted to zero.

[0031] Secondly, this application also provides a vehicle braking processing device. The device includes:

[0032] The deceleration acquisition module is used to obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle.

[0033] The speed difference acquisition module is used to obtain the deceleration difference of the vehicle based on the deviation between the actual deceleration of the vehicle and the target deceleration.

[0034] The candidate steering angle acquisition module is used to acquire the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value of the vehicle if the driving state of the vehicle is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, and to fuse the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value to obtain the candidate rear wheel steering angle value of the vehicle.

[0035] The vehicle braking control module is used to determine the target rear wheel steering angle value of the vehicle based on the candidate rear wheel steering angle value, and control the vehicle to perform braking processing based on the target rear wheel steering angle value.

[0036] Thirdly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0037] The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle.

[0038] The deceleration difference of the vehicle is obtained based on the deviation between the actual deceleration of the vehicle and the target deceleration.

[0039] If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0040] Based on the candidate rear wheel steering angle values, the target rear wheel steering angle value of the vehicle is determined, and based on the target rear wheel steering angle value, the vehicle is controlled to perform braking.

[0041] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0042] The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle.

[0043] The deceleration difference of the vehicle is obtained based on the deviation between the actual deceleration of the vehicle and the target deceleration.

[0044] If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0045] Based on the candidate rear wheel steering angle values, the target rear wheel steering angle value of the vehicle is determined, and based on the target rear wheel steering angle value, the vehicle is controlled to perform braking.

[0046] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0047] The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle.

[0048] The deceleration difference of the vehicle is obtained based on the deviation between the actual deceleration of the vehicle and the target deceleration.

[0049] If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0050] Based on the candidate rear wheel steering angle values, the target rear wheel steering angle value of the vehicle is determined, and based on the target rear wheel steering angle value, the vehicle is controlled to perform braking.

[0051] The aforementioned vehicle braking processing method, device, computer equipment, storage medium, and computer program product obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle; obtain the deceleration difference value of the vehicle based on the deviation between the actual deceleration and the target deceleration; if the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference value, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle; based on the candidate rear wheel angle value, the target rear wheel angle value of the vehicle is determined, and the vehicle is controlled to perform braking processing based on the target rear wheel angle value. This method generates a target deceleration based on the target braking force and calculates the deviation from the actual deceleration in real time, which can accurately identify whether the vehicle's driving state meets the rear wheel steering braking conditions. Based on this, by acquiring and fusing the rear wheel angle feedforward value and the rear wheel angle feedback value, a precise candidate rear wheel angle value is generated, and the final target rear wheel angle is determined accordingly. This enables intelligent control of the vehicle's braking process, effectively improving directional stability and handling precision during braking, enhancing the vehicle's dynamic response capability under complex working conditions, improving the vehicle's braking effect, and optimizing braking safety and driving comfort. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 This is a flowchart illustrating a vehicle braking process in one embodiment;

[0054] Figure 2This is a flowchart illustrating the steps for obtaining the rear wheel steering angle feedforward value and rear wheel steering angle feedback value of a vehicle in one embodiment.

[0055] Figure 3 This is a flowchart illustrating the steps of determining the target rear wheel steering angle value of a vehicle based on candidate rear wheel steering angle values ​​in one embodiment.

[0056] Figure 4 This is a schematic diagram illustrating the change process of the actual deceleration when the actual deceleration obtained based on the candidate rear wheel steering angle value satisfies the deceleration condition corresponding to the target deceleration in one embodiment.

[0057] Figure 5 This is a schematic diagram illustrating the change process of actual deceleration in one embodiment when the actual deceleration obtained based on the candidate rear wheel steering angle does not meet the deceleration condition corresponding to the target deceleration;

[0058] Figure 6 This is a schematic diagram illustrating the change in actual deceleration when the candidate rear wheel steering angle value has reached the steering angle limit value in one embodiment.

[0059] Figure 7 This is a flowchart illustrating the vehicle braking process in another embodiment;

[0060] Figure 8 This is a flowchart illustrating the vehicle braking process in yet another embodiment;

[0061] Figure 9 This is a structural block diagram of a vehicle braking processing device in one embodiment;

[0062] Figure 10 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0063] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0064] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0065] In one embodiment, such as Figure 1 As shown, a vehicle braking processing method is provided. This embodiment illustrates the method by applying it to a vehicle's processor. It is understood that this method can also be applied to a cloud server, whereby the vehicle's processor uploads relevant data to a cloud server for processing. The processor then receives instructions from the cloud server to perform braking control processing. Furthermore, it can be applied to a system including a terminal and a server, and implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0066] Step S101: Obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle.

[0067] Among them, the target braking force refers to the force obtained by combining multiple forces acting on the vehicle and causing it to decelerate.

[0068] The target deceleration refers to the deceleration that the processor calculates and analyzes, and which can be used as a reference during braking.

[0069] For example, the processor comprehensively analyzes various types of torques (such as drag and braking force) acting on the vehicle and causing it to decelerate, to obtain the target braking force. Assuming the vehicle's wheels are in a straight line, according to Newton's second law, the force acting on an object (i.e., the vehicle) (i.e., the target braking force) is related to acceleration and the object's mass. Therefore, the processor can use the target braking force and the vehicle's mass information to calculate the acceleration and set this acceleration as the vehicle's target deceleration.

[0070] Step S102: Obtain the deceleration difference of the vehicle based on the deviation between the actual deceleration and the target deceleration.

[0071] In this context, actual deceleration refers to the actual acceleration data of a vehicle during its movement. It can be understood that in physics, deceleration is a form of acceleration, and deceleration occurs when the direction of acceleration is opposite to the direction of motion (i.e., the direction of travel) of the object (i.e., the vehicle).

[0072] For example, the actual longitudinal deceleration of the vehicle can be acquired by an inertial sensor mounted on the vehicle, thus obtaining the actual deceleration. The inertial sensor sends this actual deceleration to a processor. The processor can calculate the difference between the actual deceleration, the target deceleration, and a preset offset to obtain the vehicle's deceleration difference. This deceleration difference can then be used to provide a control target for the vehicle's braking control.

[0073] In practical applications, the deceleration difference can be calculated using the following formula:

[0074]

[0075] In the formula, This represents the difference in deceleration. Indicates the actual deceleration; Indicates the target deceleration; This indicates the preset offset, which is the allowable deviation between the actual deceleration and the target deceleration.

[0076] Step S103: If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0077] Among them, the rear wheel steering angle feedforward value refers to the theoretical value of the rear wheel steering angle that is predetermined based on factors such as the vehicle's brake pedal opening.

[0078] Among them, the rear wheel steering angle feedback value refers to the value used to correct the rear wheel steering angle feedforward value, which is calculated based on the deviation between the actual driving state of the vehicle and the target state.

[0079] For example, the processor can comprehensively determine whether the vehicle meets the rear wheel steering braking conditions based on the operating status of the vehicle motor, the operating status of the brake, the vehicle speed, and the deceleration difference.

[0080] Under the condition of rear-wheel steering braking, in order to quickly respond to the driver's deceleration request when the vehicle's drive and / or braking completely or partially fail, braking control is performed using the rear wheel steering angle value. The processor can use a feedforward + feedback approach to calculate the rear wheel steering angle value (i.e., candidate rear wheel steering angle value). For example, the feedforward value and feedback value of the vehicle's rear wheel steering angle are calculated separately first, and then the feedforward value and feedback value are fused. For example, the feedforward value and feedback value can be added together, and the sum is set as the candidate rear wheel steering angle value of the vehicle, i.e., candidate rear wheel steering angle value = feedforward value + feedback value.

[0081] Step S104: Determine the target rear wheel angle value of the vehicle based on the candidate rear wheel angle values, and control the vehicle to perform braking based on the target rear wheel angle value.

[0082] For example, the processor can analyze the current driving conditions of the vehicle based on the candidate rear wheel steering angle values. For instance, it can first adjust the vehicle's steering angle according to the candidate rear wheel steering angle values, and in the process determine the target rear wheel steering angle value that best matches the current driving conditions. Then, it can perform braking control on the vehicle according to the target rear wheel steering angle value. Therefore, the braking control process based on the candidate rear wheel steering angle values ​​and the target rear wheel steering angle values ​​is a dynamic braking process, so that the actual deceleration of the vehicle after braking can continuously approach the target deceleration (allowing a certain difference between the actual deceleration and the target deceleration).

[0083] In the aforementioned vehicle braking processing method, by generating a target deceleration based on the target braking force and calculating the deviation from the actual deceleration in real time, it is possible to accurately identify whether the vehicle's driving state meets the rear wheel steering braking conditions. Based on this, by acquiring and fusing the rear wheel angle feedforward value and the rear wheel angle feedback value, a precise candidate rear wheel angle value is generated, and the final target rear wheel angle is determined accordingly. This achieves intelligent control of the vehicle braking process, effectively improving directional stability and handling precision during braking, enhancing the vehicle's dynamic response capability under complex working conditions, improving the vehicle's braking effect, and optimizing braking safety and driving comfort.

[0084] In one embodiment, such as Figure 2 As shown, step S103 above, which obtains the rear wheel steering angle feedforward value and rear wheel steering angle feedback value of the vehicle, specifically includes the following:

[0085] Step S201: Based on the vehicle's brake pedal opening and the vehicle's road surface adhesion coefficient, obtain the rear wheel steering angle feedforward value of the vehicle.

[0086] Brake pedal opening refers to the displacement angle or percentage of travel of the vehicle's brake pedal when it is depressed. For example, 0% represents the pedal being fully released (no braking), and 100% represents the pedal being fully depressed (maximum braking).

[0087] The road surface adhesion coefficient refers to the ratio of the maximum adhesion that the road surface can provide to the vertical load of the vehicle. For example, dry asphalt road surfaces may have a high adhesion coefficient of 0.8-1.0, while ice surfaces may only have 0.1-0.2.

[0088] For example, the rear wheel steering angle feedforward value of a vehicle can be calculated using the following formula:

[0089]

[0090] In the formula, RearWhlAgFF represents the rear wheel steering angle feedforward value; BrkPedal represents the brake pedal opening; mue represents the road surface adhesion coefficient; map(BrkPedal, mue) represents the positive mapping relationship between the rear wheel steering angle feedforward value and the brake pedal opening, as well as the positive mapping relationship between the rear wheel steering angle feedforward value and the road surface adhesion coefficient. That is to say, as the brake pedal opening is larger, the rear wheel steering angle feedforward value will also be larger, and as the road surface adhesion coefficient is larger, the rear wheel steering angle feedforward value will also be larger.

[0091] Step S202: Obtain the feedback value gain information of the vehicle.

[0092] Among them, the feedback gain information is a calibration parameter. The feedback gain information includes the P-term gain and I-term gain of the rear wheel steering angle feedback value in PID control (Proportional-Integral-Derivative control).

[0093] Step S203: Based on the feedback value gain information and the deceleration difference, obtain the rear wheel steering angle feedback value of the vehicle.

[0094] For example, the rear wheel steering angle feedback value of a vehicle can be calculated using the following formula:

[0095]

[0096] In the formula, RearWhlAgFB represents the rear wheel steering angle feedback value; Kp represents the P-term gain of the rear wheel steering angle feedback value, which can be calibrated based on factors such as vehicle speed and deceleration difference; Ki represents the I-term gain of the rear wheel steering angle feedback value, which can be calibrated based on factors such as vehicle speed and deceleration difference; and dt represents the time derivative.

[0097] In this embodiment, the rear wheel steering angle feedforward value is accurately calculated by comprehensively considering the vehicle's brake pedal opening and road surface adhesion coefficient. At the same time, the rear wheel steering angle feedback value is dynamically generated by combining the feedback value gain information and the real-time deceleration difference. This achieves an effective integration of feedforward control and feedback control, significantly improving the overall integrity and adaptability of the rear wheel steering angle decision. It not only ensures accurate and rapid response to the driver's intentions and complex road conditions, but also effectively suppresses the impact of external interference and parameter changes through closed-loop correction, thereby comprehensively enhancing the vehicle's handling stability, safety margin, and driving coordination during braking.

[0098] In one embodiment, such as Figure 3 As shown, step S104 above, which determines the target rear wheel steering angle value of the vehicle based on the candidate rear wheel steering angle values, specifically includes the following:

[0099] Step S301: If the candidate rear wheel angle value does not reach the preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value meets the deceleration condition corresponding to the target deceleration, then the candidate rear wheel angle value is set as the target rear wheel angle value.

[0100] The steering angle limit refers to the maximum steering angle that the wheels can achieve. Exceeding this steering angle limit may result in wheel damage, loss of vehicle control, or loss of normal driving ability.

[0101] For example, the processor can obtain preset steering angle limits for the vehicle, such as factory calibration values. The processor compares candidate rear wheel steering angle values ​​with the steering angle limits. If a candidate rear wheel steering angle value is less than the steering angle limit, the processor gradually increases the steering angle value of the vehicle's rear wheels to the candidate rear wheel steering angle value. During the process of increasing the steering angle value of the vehicle's rear wheels, the processor records the changes in the vehicle's actual deceleration to obtain an actual deceleration list.

[0102] By analyzing the changes in actual deceleration, it can be determined whether the actual deceleration obtained based on the candidate rear wheel angle value meets the deceleration condition corresponding to the target deceleration. For example, it can be determined whether the actual deceleration obtained based on the candidate rear wheel angle value can eventually reach the deceleration range corresponding to the target deceleration. The lower limit of the deceleration range corresponding to the target deceleration is the target deceleration, and the upper limit of the deceleration range is the deviation value between the target deceleration and the preset offset. Figure 4 This is a schematic diagram illustrating the change in actual deceleration when the actual deceleration obtained based on the candidate rear wheel steering angle value meets the deceleration condition corresponding to the target deceleration. Figure 4 The solid curve in the figure represents the actual deceleration of the vehicle as the steering angle of the rear wheels gradually increases to the candidate rear wheel steering angle value. The curve of change; Figure 4 The solid line perpendicular to the y-axis in the middle "Indicates the value of the target deceleration on the y-axis, Figure 4 The dashed line perpendicular to the y-axis "" indicates the deviation between the target deceleration and the preset offset on the y-axis. Therefore, the deceleration range corresponding to the target deceleration can be expressed as: If the final actual deceleration can reach the deceleration range corresponding to the target deceleration, this is a normal braking situation. Then, the candidate rear wheel steering angle value is set as the target rear wheel steering angle value, and the processor controls the vehicle to perform braking according to the target rear wheel steering angle value.

[0103] Step S302: If the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not meet the deceleration condition corresponding to the target deceleration, then while controlling the actual rear wheel angle value of the vehicle to gradually increase, the rear wheel angle value corresponding to the actual deceleration of the vehicle at the speed trough is obtained, and the corresponding rear wheel angle value is set as the target rear wheel angle value.

[0104] For example, similar to step S302 above, if the processor detects that the candidate rear wheel angle value is less than the angle limit, it first gradually increases the vehicle's rear wheel angle value to the candidate rear wheel angle value, and records the change in the vehicle's actual deceleration during the process of increasing the vehicle's rear wheel angle value, thus obtaining an actual deceleration list. If the actual deceleration corresponding to increasing the vehicle's rear wheel angle value to the candidate rear wheel angle value is not within the deceleration range corresponding to the target deceleration, this is considered an abnormal braking situation. Figure 5 This is a schematic diagram illustrating the change in actual deceleration when the actual deceleration obtained based on the candidate rear wheel steering angle does not meet the deceleration condition corresponding to the target deceleration. Figure 5 As shown, as the rear wheel steering angle gradually increases, the vehicle's actual deceleration exhibits obvious peaks and troughs. Figure 5 The first dashed line from the top, "y=Trough", represents the value of the trough on the y-axis. Figure 5 Actual deceleration ( As can be seen from the change curve, the actual deceleration can never be reduced to the deceleration range corresponding to the target deceleration. This situation indicates that the lateral force of the tire has reached saturation, and the steering angle value of the rear wheel cannot be increased further. Therefore, the processor needs to obtain the actual deceleration (Trough) at the speed trough from the recorded actual deceleration list, and set the rear wheel steering angle value corresponding to the actual deceleration at the speed trough as the target rear wheel steering angle value. Subsequent braking processing can adjust the vehicle's steering angle value to the target rear wheel steering angle value and keep it unchanged.

[0105] Step S303: If the candidate rear wheel steering angle value has reached the steering angle limit value, then set the steering angle limit value as the target rear wheel steering angle value.

[0106] For example, the processor compares the candidate rear wheel angle value with the angle limit value. If the comparison shows that the candidate rear wheel angle value is equal to the angle limit value (usually, the candidate rear wheel angle value will not be greater than the angle limit value; if it is, then the candidate rear wheel angle value needs to be recalculated), then it is considered that the rear wheel angle of the vehicle has reached its angle limit value and cannot be increased further. Then, the angle limit value is set as the target rear wheel angle value, that is, the target angle value = physical limit value. Figure 6This is a schematic diagram illustrating the actual deceleration process when the candidate rear wheel steering angle has reached its steering limit. Figure 6 Actual deceleration ( As can be seen from the curve, even if the steering angle of the rear wheel of the vehicle is gradually increased to the target steering angle, the actual deceleration of the vehicle can never be reduced to the deceleration range corresponding to the target deceleration.

[0107] In this embodiment, by setting multimodal decision-making logic, when the candidate rear wheel steering angle does not reach the steering angle limit value and meets the deceleration condition, the candidate steering angle value is directly adopted. When the actual deceleration is detected to be at the speed trough under the same conditions, the optimal steering angle value is dynamically captured. When the steering angle limit value is reached, the steering angle limit value is adopted as the target steering angle value. This realizes adaptive decision-making and fault-tolerant control under different working conditions, effectively improves the boundary adaptability and dynamic optimization accuracy of steering control, and ensures the safety of the vehicle under extreme working conditions.

[0108] In one embodiment, in step S103 above, if the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, before obtaining the rear wheel angle feedforward value and rear wheel angle feedback value, the method further includes: obtaining the operating state of the vehicle's motor and the operating state of the brake, and obtaining the vehicle speed; if it is detected that the motor's operating state is in a completely failed state or a partially failed state, the brake's operating state is in a completely failed state or a partially failed state, the deceleration difference is greater than a preset difference threshold, and the vehicle speed is greater than a preset vehicle speed threshold, then it is confirmed that the vehicle's driving state meets the rear wheel steering braking conditions.

[0109] It should be noted that conventional vehicle braking relies on the friction between the brake pads and the brake disc (i.e., mechanical braking) or on the reversal of the motor (i.e., motor braking), while the "braking based on the rear wheel steering angle value" provided in this application is a redundant braking scheme.

[0110] Among them, the rear wheel steering braking condition refers to the judgment condition used to determine whether to start (or activate) the rear wheel steering braking function of the vehicle.

[0111] For example, before activating the rear wheel steering braking function of a vehicle, it is necessary to determine whether the preset function activation conditions (i.e., rear wheel steering braking conditions) are met. The processor can determine whether the preset rear wheel steering braking conditions are met from four aspects: the motion state of the vehicle's motor and brakes, the deceleration difference, and the vehicle speed. Of course, other conditions can also be set for the rear wheel steering braking conditions according to the actual scenario.

[0112] In practical applications, the preset rear wheel steering braking conditions can include the following conditions:

[0113] (1) The motor is in a state of complete failure (e.g., motor failure) or partial failure (e.g., degraded mode). For example, when the motor is affected by factors such as temperature rise or voltage abnormality, it can enter degraded mode to ensure the safe operation of the motor. Degraded mode can also reduce the workload of the motor. Degraded mode can reduce the speed or output torque of the motor.

[0114] (2) The brake is in a completely failed state (e.g., brake failure) or a partially failed state (e.g., degraded mode; for example, when the processor detects a sensor failure, control module failure, or other faults, it can put the brake into a degraded mode to ensure that the vehicle can safely decelerate or stop).

[0115] (3) The deceleration difference is greater than the preset difference threshold;

[0116] (4) The vehicle speed is greater than the preset vehicle speed threshold.

[0117] If the processor detects that all rear wheel steering braking conditions have been met, the processor can confirm that the vehicle's driving state meets the rear wheel steering braking conditions, and can then activate the rear wheel steering braking function.

[0118] In this embodiment, based on the operating status of the vehicle motor, the operating status of the brake, the vehicle speed and deceleration difference, it is comprehensively judged whether the vehicle meets the rear wheel steering braking conditions. Through multi-dimensional and multi-parameter collaborative diagnosis and joint judgment, the accuracy and comprehensiveness of the vehicle driving condition identification are significantly improved, effectively enhancing the functional safety guarantee and operational reliability of the vehicle under extreme conditions such as conventional braking system failure, and providing a precise decision basis for subsequently triggering redundant rear wheel steering braking functions.

[0119] In one embodiment, step S101, which obtains the target deceleration of the vehicle based on the target braking force acting on the vehicle, specifically includes the following: obtaining the target deceleration of the vehicle based on the target braking force acting on the vehicle and the vehicle's mass information; wherein, the target braking force is calculated based on the resistance and braking force acting on the vehicle.

[0120] Among them, mass information refers to a physical property of an object (i.e., a vehicle), which is a measure of the magnitude of the inertia of matter.

[0121] For example, according to Newton's second law, F=ma (force = mass multiplied by acceleration). The processor can calculate the target deceleration of the vehicle based on this. For example, the target braking force can be calculated first based on the resistance and braking force acting on the vehicle, and then the target braking force can be divided by the mass information of the vehicle to obtain the target deceleration of the vehicle.

[0122] In practical applications, the target deceleration can be calculated using the following formula:

[0123]

[0124] In the formula, F 合 'm' represents the target braking force; 'm' represents mass information.

[0125] In this embodiment, based on Newton's second law, the target deceleration is accurately calculated based on the target braking force acting on the vehicle and the vehicle's mass information, which effectively improves the accuracy of the calculated target deceleration and provides a reliable decision basis for subsequent braking control steps.

[0126] In one embodiment, before obtaining the target deceleration of the vehicle based on the target braking force acting on the vehicle in step S101, the method further includes: obtaining the rolling resistance of the vehicle, the slope resistance of the road where the vehicle is located, and the air resistance acting on the vehicle; obtaining the motor braking torque and mechanical braking torque of the vehicle; and obtaining the target braking force based on the mechanical braking torque, slope resistance, air resistance, rolling resistance, and motor braking torque.

[0127] Rolling resistance refers to the resistance acting on the wheels that hinders the movement of the vehicle.

[0128] Among them, slope resistance refers to the resistance generated by the slope of the road.

[0129] Air resistance refers to the resistance generated by the air that acts on the vehicle body.

[0130] Among them, motor braking torque refers to the braking force generated by the vehicle's motor.

[0131] Among them, mechanical braking torque refers to the braking force generated by the wheels.

[0132] For example, there are many sources of force acting on a vehicle and causing it to decelerate. The braking force generated by the vehicle's brakes is the primary source, and of course, there is also the resistance acting on the vehicle; both resistance and braking force contribute to braking. The processor can calculate the rolling resistance acting on the vehicle's wheels. Rolling resistance is independent of the vehicle's load distribution (including both dynamic and static load distribution). In practical applications, rolling resistance typically produces a deceleration of 0.01g (0.01 * 9.8 m / s^2). Rolling resistance can be calculated using the following formula:

[0133]

[0134]

[0135] In the formula, F R Indicates rolling resistance; f RThe value represents the rolling resistance coefficient; W represents the weight of the vehicle; m represents the mass of the vehicle, i.e., mass information; and g represents the acceleration due to gravity.

[0136] The processor can also calculate the slope resistance caused by the road gradient (the ratio of vertical to horizontal distance) over the distance the vehicle travels. Whether going uphill or downhill, slope resistance directly affects the vehicle's braking force. In practical applications, slope resistance can be calculated using the following formula:

[0137]

[0138] In the formula, R g θ represents the slope resistance; θ represents the road gradient angle.

[0139] The processor can also calculate the air resistance acting on the vehicle. Air resistance varies with dynamic pressure and is proportional to the square of the vehicle's speed. Air resistance is negligible at low speeds, while at high speeds, the vehicle experiences a deceleration of approximately 0.03g. Air resistance can be calculated using the following formula:

[0140]

[0141] In the formula, D A ρ represents air resistance; V represents air density; C represents the vehicle's speed relative to the air; ρ represents air resistance; ρ represents air density; V represents the vehicle's speed relative to the air; C represents air resistance. d The drag coefficient is indicated by the number of air elements, which can be determined through wind tunnel testing or coasting tests; A represents the vehicle's frontal area.

[0142] The formula for calculating air density is as follows:

[0143]

[0144] In the formula, P r Air pressure expressed in kPa (International System of Units); T r This indicates the air temperature (in degrees Celsius).

[0145] The processor can also collect the vehicle's braking torque through sensors and calculate the vehicle's electric braking torque and mechanical braking torque. In practical applications, the electric braking torque can be calculated using the following formula:

[0146]

[0147] In the formula, Fx represents the motor braking torque; MF FL This indicates the motor torque requested by the driver for the left front wheel; MF FR This indicates the motor torque requested by the driver for the right front wheel; MFRL This indicates the motor torque requested by the driver for the left rear wheel; MF RR This represents the motor torque requested by the driver for the right rear wheel; R represents the rolling radius of the vehicle's wheels. Here, MF... RR To illustrate, "the motor torque requested by the driver for the right rear wheel" refers to the torque allocated to the right rear wheel motor in an electric or hybrid vehicle when the driver requests braking by operating the brake pedal or other devices. The vehicle control system calculates and distributes this torque to achieve the braking effect based on the driver's braking intention and the vehicle's actual driving state. For example, when the driver presses the brake pedal, the pedal position sensor transmits a signal to the vehicle's central controller. The central controller then accurately calculates the required braking torque for the right rear wheel based on data from various sensors, such as vehicle speed, vehicle load, and battery charge. Finally, the central controller sends a control command to the right rear wheel motor controller, which adjusts parameters such as the motor's current to generate the corresponding motor torque.

[0148] The mechanical braking torque can be calculated using the following formula:

[0149]

[0150] In the formula, Fb represents the mechanical braking torque; Mb FL This indicates the mechanical braking torque requested by the driver for the left front wheel; Mb FR This indicates the mechanical braking torque requested by the driver for the right front wheel; Mb RL This indicates the mechanical braking torque requested by the driver for the left rear wheel; Mb RR This represents the mechanical braking torque requested by the driver for the right rear wheel. In Mb... RR Taking the example of "the mechanical braking torque of the right rear wheel requested by the driver", it refers to the mechanical torque that the braking system exerts on the right rear wheel to reduce the speed of the right rear wheel after the driver issues a braking command to the vehicle's braking system by operating the brake pedal or other braking devices.

[0151] Finally, the total target braking force acting on the vehicle is calculated by integrating the mechanical braking torque, slope resistance, air resistance, rolling resistance, and electric motor braking torque. In practical applications, the target braking force can be calculated using the following formula:

[0152]

[0153] In the formula, if the vehicle's drive and / or braking components fail or do not fail, then Fb≠0 and Fx≠0. Partial failure refers to the situation where, without considering ESP (Electronic Stability Program) activation, the vehicle's drive and / or braking actuators do not fully respond to the driver's requests.

[0154] In this embodiment, by comprehensively acquiring the vehicle's rolling resistance, slope resistance, and air resistance, and coordinating the acquisition of motor braking torque and mechanical braking torque, the target braking force is calculated through fusion. This improves the accuracy and comprehensiveness of the perception of the vehicle's force state, effectively enhances the coordination of braking force distribution and the vehicle's braking adaptability under various complex road conditions, thus laying a solid foundation for optimizing braking effect and ensuring braking stability.

[0155] In one embodiment, after controlling the vehicle to perform braking processing according to the target rear wheel steering angle value in step S104, the method further includes: if it is detected that the vehicle's driving state does not meet the rear wheel steering braking conditions, or if it is detected that the vehicle is stationary, then the vehicle's rear wheel steering angle value to be adjusted is obtained according to the target rear wheel steering angle value and the vehicle's historical target rear wheel steering angle value; and the vehicle's rear wheel steering angle is adjusted to zero based on the rear wheel steering angle value to be adjusted.

[0156] The zero position refers to the reference position where the rear wheels are in a completely positive direction without any left or right deviation. At this time, the direction of travel of the rear wheels is completely consistent with the longitudinal center line of the vehicle body, and the turning angle is 0°.

[0157] The historical target rear wheel steering angle value refers to the target rear wheel steering angle value of the vehicle within a historical time period. For example, the historical target rear wheel steering angle value could be the target rear wheel steering angle value from the previous time period.

[0158] For example, if the processor detects that the vehicle's driving state does not meet the rear-wheel steering braking conditions, or if the braking process based on the target rear wheel angle value has been completed, causing the rear-wheel steering braking function flag to be reset, or if the processor detects that the vehicle is stationary, the processor can calculate the rear wheel angle to be adjusted based on the target rear wheel angle value and the vehicle's historical target rear wheel angle values. For instance, the processor can calculate the rear wheel angle to be adjusted based on the current target rear wheel angle value, the target rear wheel angle value of the previous time period, and the zero-position gradient. The processor then adjusts the vehicle's rear wheel angle to zero based on the rear wheel angle to be adjusted value.

[0159] In practical applications, the rear wheel angle to be adjusted can be calculated using the following formula:

[0160]

[0161] In the formula, RearWhlAg represents the rear wheel angle value to be adjusted; RearWhlAgRaw represents the target rear wheel angle value; RearWhlAg_z1 represents the target rear wheel angle value in the previous time period; Ts represents the sampling period of the vehicle's sensors; and TBD3 represents the zero gradient.

[0162] In this embodiment, by monitoring the vehicle's driving and stationary states, the rear wheel steering angle is smoothly restored to zero in a timely manner, ensuring that the vehicle maintains a stable straight-line driving posture under normal driving, braking end, and parking conditions, thereby improving the vehicle's handling feel and overall safety return performance.

[0163] In one embodiment, such as Figure 7 As shown, another vehicle braking processing method is provided. Taking the application of this method to a processor as an example, it includes the following steps:

[0164] Step S701: Obtain the rolling resistance of the vehicle, the slope resistance of the road where the vehicle is located, and the air resistance acting on the vehicle; obtain the vehicle's motor braking torque and mechanical braking torque.

[0165] Step S702: Obtain the target braking force based on the mechanical braking torque, slope resistance, air resistance, rolling resistance, and motor braking torque.

[0166] Step S703: Based on the target braking force and the vehicle's mass information, obtain the target deceleration of the vehicle.

[0167] Step S704: Obtain the deceleration difference of the vehicle based on the deviation between the actual deceleration and the target deceleration.

[0168] Step S705: If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle.

[0169] Step S706: If the candidate rear wheel angle value does not reach the preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value meets the deceleration condition corresponding to the target deceleration, then the candidate rear wheel angle value is set as the target rear wheel angle value.

[0170] Step S707: If the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not meet the deceleration condition corresponding to the target deceleration, then while controlling the actual rear wheel angle value of the vehicle to gradually increase, the rear wheel angle value corresponding to the actual deceleration of the vehicle at the speed trough is obtained, and the corresponding rear wheel angle value is set as the target rear wheel angle value.

[0171] Step S708: If the candidate rear wheel steering angle value has reached the steering angle limit value, then set the steering angle limit value as the target rear wheel steering angle value.

[0172] Step S709: Control the vehicle to perform braking based on the target rear wheel steering angle value.

[0173] The above-mentioned vehicle braking processing method can achieve the following beneficial effects: by generating a target deceleration based on the target braking force and calculating the deviation from the actual deceleration in real time, it can accurately identify whether the vehicle's driving state meets the rear wheel steering braking conditions; on this basis, by acquiring and fusing the rear wheel angle feedforward value and the rear wheel angle feedback value, it generates an accurate candidate rear wheel angle value and determines the final target rear wheel angle accordingly, thereby realizing intelligent control of the vehicle braking process, effectively improving the directional stability and handling precision during the braking process, enhancing the vehicle's dynamic response capability under complex working conditions, and optimizing braking safety and driving comfort.

[0174] To more clearly illustrate the vehicle braking processing method provided in this disclosure, a specific embodiment will be used to describe the above-mentioned vehicle braking processing method in detail below. For example... Figure 8 As shown, another vehicle braking processing method is provided, which can be applied to the processor, and specifically includes the following:

[0175] (1) Target braking force calculation

[0176] The processor first calculates the mechanical braking torque, slope resistance, air resistance, rolling resistance, and motor braking torque separately. Then, it combines the mechanical braking torque, slope resistance, air resistance, rolling resistance, and motor braking torque to calculate the target braking force.

[0177] (2) Target deceleration calculation

[0178] According to Newton's second law, the processor can divide the target braking force by the vehicle's mass information to obtain the vehicle's target deceleration. For example, the target deceleration can be calculated using the following formula:

[0179]

[0180] (3) Judgment of rear wheel steering angle braking function

[0181] The preset rear-wheel steering braking conditions may include the following conditions:

[0182] 1) The motor is in a state of complete failure (e.g., motor failure) or partial failure (e.g., degraded mode).

[0183] 2) The brake is in a completely failed state (e.g., brake failure) or a partially failed state (e.g., degraded mode).

[0184] 3) Deceleration difference ( That is, the deceleration difference (actual deceleration - target deceleration - preset offset) is greater than the preset difference threshold;

[0185] 4) The vehicle speed is greater than the preset vehicle speed threshold.

[0186] If the processor detects that the vehicle's current driving state simultaneously meets the above four rear wheel steering braking conditions, it can activate the rear wheel steering braking function.

[0187] (4) Calculation of rear wheel steering angle feedforward value

[0188] The processor obtains the rear wheel steering angle feedforward value of the vehicle based on the vehicle's brake pedal opening and the vehicle's road surface adhesion coefficient.

[0189] (5) Calculation of rear wheel steering angle feedback value

[0190] The processor calculates the rear wheel steering angle feedback value of the vehicle based on the feedback value gain information and the deceleration difference.

[0191] (6) Calculation of rear wheel steering angle

[0192] The processor adds the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value to obtain the candidate rear wheel steering angle value of the vehicle, i.e. .

[0193] The processor compares the candidate rear wheel steering angle value with the steering angle limit value. If the candidate rear wheel steering angle value is less than the steering angle limit value, the processor gradually increases the steering angle value of the vehicle's rear wheels to the candidate rear wheel steering angle value, and records the change in the vehicle's actual deceleration during the process of increasing the steering angle value of the vehicle's rear wheels.

[0194] If the actual deceleration corresponding to increasing the rear wheel steering angle value to the candidate rear wheel steering angle value falls within the deceleration range [axTar, axTar-imuAx] corresponding to the target deceleration, then the candidate rear wheel steering angle value is set as the target rear wheel steering angle value, indicating that the deceleration is performed according to the target rear wheel steering angle value. If the actual deceleration corresponding to increasing the rear wheel steering angle value to the candidate rear wheel steering angle value does not fall within the deceleration range corresponding to the target deceleration, then the actual deceleration at the speed trough is obtained, and the rear wheel steering angle value corresponding to the actual deceleration at the speed trough is set as the target rear wheel steering angle value.

[0195] If the candidate rear wheel steering angle value is equal to the steering angle limit value, then the steering angle limit value is set as the target rear wheel steering angle value, that is, the target steering angle value = physical limit value.

[0196] Finally, braking control is applied to the vehicle according to the target rear wheel steering angle value.

[0197] (7) Fault recovery and shutdown handling

[0198] If the processor detects that the vehicle's driving state does not meet the rear-wheel steering braking conditions, or if the braking process based on the target rear wheel steering angle value has been completed, causing the rear-wheel steering braking function flag to reset, or if the processor detects that the vehicle is stationary, then the processor can calculate the rear wheel steering angle to be adjusted based on the target rear wheel steering angle value and the vehicle's historical target rear wheel steering angle values. The processor then adjusts the vehicle's rear wheel steering angle to zero based on this adjusted rear wheel steering angle value.

[0199] In this embodiment, by generating a target deceleration based on the target braking force and calculating the deviation from the actual deceleration in real time, it is possible to accurately identify whether the vehicle's driving state meets the rear wheel steering braking conditions. Based on this, by acquiring and fusing the rear wheel angle feedforward value and the rear wheel angle feedback value, an accurate candidate rear wheel angle value is generated, and the final target rear wheel angle is determined accordingly. This enables intelligent control of the vehicle braking process, effectively improving directional stability and handling precision during braking, enhancing the vehicle's dynamic response capability under complex working conditions, and optimizing braking safety and driving comfort.

[0200] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0201] Based on the same inventive concept, this application also provides a vehicle braking processing device for implementing the vehicle braking processing method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle braking processing device embodiments provided below can be found in the limitations of the vehicle braking processing method described above, and will not be repeated here.

[0202] In one embodiment, such as Figure 9 As shown, a vehicle braking processing device 900 is provided, including: a deceleration acquisition module 901, a speed difference acquisition module 902, a candidate steering angle acquisition module 903, and a vehicle braking control module 904, wherein:

[0203] The deceleration acquisition module 901 is used to obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle.

[0204] The speed difference acquisition module 902 is used to obtain the deceleration difference of the vehicle based on the deviation between the actual deceleration and the target deceleration.

[0205] The candidate steering angle acquisition module 903 is used to acquire the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value of the vehicle if the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, and to fuse the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value to obtain the candidate rear wheel steering angle value of the vehicle.

[0206] The vehicle braking control module 904 is used to determine the target rear wheel steering angle value of the vehicle based on the candidate rear wheel steering angle value, and control the vehicle to perform braking processing based on the target rear wheel steering angle value.

[0207] In one embodiment, the candidate steering angle acquisition module 903 is further configured to obtain the rear wheel steering angle feedforward value of the vehicle based on the vehicle's brake pedal opening and the vehicle's road surface adhesion coefficient; obtain the vehicle's feedback value gain information; and obtain the vehicle's rear wheel steering angle feedback value based on the feedback value gain information and the deceleration difference.

[0208] In one embodiment, the vehicle braking control module 904 is further configured to: if the candidate rear wheel angle value does not reach the preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value meets the deceleration condition corresponding to the target deceleration, then set the candidate rear wheel angle value as the target rear wheel angle value; if the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not meet the deceleration condition corresponding to the target deceleration, then, while controlling the actual rear wheel angle value of the vehicle to gradually increase, obtain the rear wheel angle value corresponding to the actual deceleration of the vehicle at the speed trough, and set the corresponding rear wheel angle value as the target rear wheel angle value; if the candidate rear wheel angle value has reached the angle limit value, then set the angle limit value as the target rear wheel angle value.

[0209] In one embodiment, the vehicle braking processing device 900 further includes a braking condition judgment module, used to obtain the operating state of the vehicle's motor and the operating state of the brake, and to obtain the vehicle speed; if it is detected that the operating state of the motor is in a completely failed state or a partially failed state, the operating state of the brake is in a completely failed state or a partially failed state, the deceleration difference is greater than a preset difference threshold, and the vehicle speed is greater than a preset vehicle speed threshold, then it is confirmed that the vehicle's driving state meets the rear wheel steering braking conditions.

[0210] In one embodiment, the deceleration acquisition module 901 is further configured to obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle and the vehicle's mass information; wherein the target braking force is calculated based on the resistance and braking force acting on the vehicle.

[0211] In one embodiment, the vehicle braking processing device 900 further includes a braking force analysis module for obtaining the vehicle's rolling resistance, the slope resistance of the road where the vehicle is located, and the air resistance acting on the vehicle; obtaining the vehicle's motor braking torque and mechanical braking torque; and obtaining the target braking force based on the mechanical braking torque, slope resistance, air resistance, rolling resistance, and motor braking torque.

[0212] In one embodiment, the vehicle braking processing device 900 further includes a zero-position adjustment module, which is used to obtain the rear wheel angle value to be adjusted of the vehicle based on the target rear wheel angle value and the vehicle's historical target rear wheel angle value if the vehicle's driving state is detected to not meet the rear wheel steering braking conditions, or if the vehicle is detected to be stationary; and adjust the rear wheel angle of the vehicle to zero based on the rear wheel angle value to be adjusted.

[0213] Each module in the aforementioned vehicle braking processing device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0214] In one exemplary embodiment, a computer device is provided, which may be an in-vehicle terminal, and its internal structure diagram may be as follows. Figure 10As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle braking processing method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0215] Those skilled in the art will understand that Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0216] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0217] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0218] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0219] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0220] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0221] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0222] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle braking treatment method, characterized in that, The method includes: The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle. The deceleration difference of the vehicle is obtained based on the deviation between the actual deceleration of the vehicle and the target deceleration. If the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, then the rear wheel angle feedforward value and rear wheel angle feedback value of the vehicle are obtained, and the rear wheel angle feedforward value and rear wheel angle feedback value are fused to obtain the candidate rear wheel angle value of the vehicle. If the candidate rear wheel angle value does not reach the preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value satisfies the deceleration condition corresponding to the target deceleration, then the candidate rear wheel angle value is set as the target rear wheel angle value. If the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not meet the deceleration condition corresponding to the target deceleration, then while controlling the actual rear wheel angle value of the vehicle to gradually increase, the rear wheel angle value corresponding to when the actual deceleration of the vehicle is at the speed trough is obtained, and the corresponding rear wheel angle value is set as the target rear wheel angle value. If the candidate rear wheel steering angle value has reached the steering angle limit value, then the steering angle limit value is set as the target rear wheel steering angle value; The vehicle is controlled to brake based on the target rear wheel steering angle value.

2. The method according to claim 1, characterized in that, The process of obtaining the rear wheel steering angle feedforward value and rear wheel steering angle feedback value of the vehicle includes: The rear wheel steering angle feedforward value of the vehicle is obtained based on the vehicle's brake pedal opening and the vehicle's road surface adhesion coefficient. Obtain the feedback value gain information of the vehicle; The rear wheel steering angle feedback value of the vehicle is obtained based on the feedback value gain information and the deceleration difference.

3. The method according to claim 1, characterized in that, Before obtaining the rear wheel steering angle feedforward value and rear wheel steering angle feedback value of the vehicle, if the vehicle's driving state is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, the method further includes: The operating status of the vehicle's motor and brakes is obtained, and the vehicle speed is also obtained. If the motor is detected to be in a completely or partially inoperable state, the brake is detected to be in a completely or partially inoperable state, the deceleration difference is greater than a preset difference threshold, and the vehicle speed is greater than a preset vehicle speed threshold, then it is confirmed that the vehicle's driving state meets the rear wheel steering braking conditions.

4. The method according to claim 1, characterized in that, The step of obtaining the target deceleration of the vehicle based on the target braking force acting on the vehicle includes: The target deceleration of the vehicle is obtained based on the target braking force acting on the vehicle and the mass information of the vehicle. The target braking force is calculated based on the resistance and braking force acting on the vehicle.

5. The method according to claim 4, characterized in that, Before obtaining the target deceleration of the vehicle based on the target braking force acting on the vehicle, the process further includes: The rolling resistance of the vehicle, the slope resistance of the road on which the vehicle is located, and the air resistance acting on the vehicle are obtained. Obtain the electric motor braking torque and mechanical braking torque of the vehicle; The target braking force is obtained based on the mechanical braking torque, the slope resistance, the air resistance, the rolling resistance, and the motor braking torque.

6. The method according to any one of claims 1 to 5, characterized in that, After controlling the vehicle to perform braking based on the target rear wheel steering angle value, the method further includes: If it is detected that the driving state of the vehicle does not meet the rear wheel steering braking conditions, or if it is detected that the vehicle is stationary, then the rear wheel angle value to be adjusted of the vehicle is obtained based on the target rear wheel angle value and the historical target rear wheel angle value of the vehicle. Based on the rear wheel angle value to be adjusted, the rear wheel angle of the vehicle is adjusted to zero.

7. A vehicle braking treatment device, characterized in that, The device includes: The deceleration acquisition module is used to obtain the target deceleration of the vehicle based on the target braking force acting on the vehicle. The speed difference acquisition module is used to obtain the deceleration difference of the vehicle based on the deviation between the actual deceleration of the vehicle and the target deceleration. The candidate steering angle acquisition module is used to acquire the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value of the vehicle if the driving state of the vehicle is detected to meet the preset rear wheel steering braking conditions based on the deceleration difference, and to fuse the rear wheel steering angle feedforward value and the rear wheel steering angle feedback value to obtain the candidate rear wheel steering angle value of the vehicle. The vehicle braking control module is configured to: if the candidate rear wheel angle value does not reach a preset angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value satisfies the deceleration condition corresponding to the target deceleration, then set the candidate rear wheel angle value as the target rear wheel angle value; if the candidate rear wheel angle value does not reach the angle limit value, and the actual deceleration obtained based on the candidate rear wheel angle value does not satisfy the deceleration condition corresponding to the target deceleration, then, while controlling the actual rear wheel angle value of the vehicle to gradually increase, obtain the rear wheel angle value corresponding to when the actual deceleration of the vehicle is at a speed trough, and set the corresponding rear wheel angle value as the target rear wheel angle value; if the candidate rear wheel angle value has reached the angle limit value, then set the angle limit value as the target rear wheel angle value; and control the vehicle to perform braking processing according to the target rear wheel angle value.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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