Wheel control method and vehicle

Abstract

The application relates to a wheel control method and a vehicle. The method comprises the following steps: when the output torque and / or angular acceleration of a motor in the vehicle changes, determining the transmission time delay of the motor according to the output torque change amount and the angular acceleration of the motor, determining the corrected wheel speed of the target wheel at the current moment according to the transmission time delay, the initial wheel speed of the target wheel at the current moment, the change of the caliper clamping force, and the change of the acceleration of the vehicle between the reference moment and the current moment, wherein the target wheel is a wheel driven by the motor in the vehicle, the reference moment is determined according to the current moment and the transmission time delay, determining the target caliper clamping force of the target wheel according to the corrected wheel speed of the target wheel and the braking related parameters of the vehicle, and controlling the operation of the target wheel according to the target caliper clamping force. The method can ensure the safety of the vehicle operation.

Description

Technical Field

[0001] This application relates to the field of vehicle driving technology, and in particular to a wheel control method and a vehicle. Background Technology

[0002] With the continuous development of new energy vehicles, a multi-motor independent drive vehicle driving mode has emerged. This means that each wheel of the vehicle is equipped with a corresponding independent motor, allowing for independent torque control of each wheel. In related technologies, vehicles with four motors can indirectly calculate the corresponding wheel speed by measuring the rotational speed of each motor. Then, the anti-lock braking system (ABS) performs corresponding control operations based on the wheel speed.

[0003] However, due to the elastic deformation and gap impact characteristics of the transmission system, there is a delay in the transmission of the motor speed signal to the wheels. Especially under emergency braking and high torque fluctuation conditions, the transmission deformation intensifies and the delay time increases further. This can lead to problems such as wheel speed feedback lag and anti-lock braking response delay, thereby reducing the safety of vehicle operation. Summary of the Invention

[0004] Therefore, it is necessary to provide a wheel control method and vehicle that can ensure the safety of vehicle operation in response to the above-mentioned technical problems.

[0005] In a first aspect, this application provides a wheel control method, including:

[0006] If a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0007] Based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, the corrected wheel speed of the target wheel at the current moment is determined; where the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0008] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled according to the target caliper clamping force.

[0009] In one embodiment, the corrected wheel speed of the target wheel at the current moment is determined based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, including:

[0010] Based on the transmission delay and acceleration changes, the compensated wheel speed is determined; using the compensated wheel speed, the initial wheel speed of the target wheel at the current moment is adjusted to obtain the true wheel speed of the target wheel; based on the true wheel speed of the target wheel and the caliper clamping force changes, the corrected wheel speed of the target wheel at the current moment is determined.

[0011] In one embodiment, the caliper clamping force variation includes the change in caliper clamping force within the current period, where the current period includes the current moment; determining the corrected wheel speed of the target wheel at the current moment based on the actual wheel speed of the target wheel and the caliper clamping force variation includes:

[0012] Based on the change in the caliper clamping force of the target wheel within the current cycle and the corresponding wheel speed, the wheel speed correction value of the target wheel at the current moment is determined; wherein, the wheel speed corresponding value includes the correspondence between the candidate wheel speed correction value and the candidate change in caliper clamping force; based on the wheel speed correction value of the target wheel, the actual wheel speed of the target wheel is adjusted to obtain the corrected wheel speed of the target wheel.

[0013] In one embodiment, the target caliper clamping force of the target wheel is determined based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, including:

[0014] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the target wheel speed and basic corrected torque of the target wheel; based on the braking correlation parameters, the corrected wheel speed of the target wheel, the target wheel speed, and the basic corrected torque, determine the target caliper clamping force of the target wheel.

[0015] In one embodiment, determining the target wheel speed and base correction torque of the target wheel based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters includes:

[0016] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the wheel-end axle load and ground braking force of the target wheel; based on the wheel-end axle load and ground braking force of the target wheel, determine the target adhesion coefficient utilization rate of the target wheel; based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters, determine the target wheel speed of the target wheel; based on the wheel-end axle load, the target adhesion coefficient utilization rate, and the target lateral acceleration in the braking correlation parameters, determine the base corrected torque of the target wheel.

[0017] In one embodiment, the wheel-end axle load and ground braking force of the target wheel are determined based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, including:

[0018] Based on the road gradient of the road where the vehicle is currently located, as well as the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters, determine the wheel-end axle load of the target wheel; based on the brake parameters, the current caliper clamping force of the target wheel, and the wheel radius in the braking-related parameters, determine the ground braking force of the target wheel.

[0019] In one embodiment, determining the target wheel speed of the target wheel based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters includes:

[0020] The target slip ratio of the target wheel is determined based on the relationship between the target adhesion coefficient utilization rate and the slip ratio; the slip ratio relationship includes the relationship between the candidate adhesion coefficient utilization rate and the candidate slip ratio; the target wheel speed of the target wheel is determined based on the target slip ratio and the current vehicle speed in the braking correlation parameters.

[0021] In one embodiment, the base correction torque of the target wheel is determined based on the wheel-end axle load, the target adhesion coefficient utilization rate, and the target lateral acceleration in the braking correlation parameters, including:

[0022] The target longitudinal force factor is determined based on the longitudinal force factor correspondence and the target lateral acceleration in the braking correlation parameters. The longitudinal force factor correspondence includes the correspondence between candidate lateral acceleration and candidate longitudinal force factor. The feedforward control torque of the target wheel is determined based on the target longitudinal force factor, wheel end axle load and target adhesion coefficient utilization rate. The base correction torque of the target wheel is determined based on the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque.

[0023] In one embodiment, the target caliper clamping force of the target wheel is determined based on braking correlation parameters, the corrected wheel speed of the target wheel, the target wheel speed, and the base corrected torque, including:

[0024] Using vehicle control coefficients, the wheel speed deviation value of the target wheel and the basic correction torque are fused to obtain the feedforward correction torque of the target wheel; where the wheel speed deviation value is the difference between the target wheel speed and the corrected wheel speed of the target wheel; based on the feedforward correction torque, as well as the brake parameters and the wheel radius of the target wheel in the braking-related parameters, the first caliper clamping force of the target wheel is determined; the second caliper clamping force for the target wheel is obtained; wherein the second caliper clamping force is determined based on at least one of the ground braking force, wheel end axle load, corrected wheel speed, tire moment of inertia and current slip ratio of the target wheel; the current slip ratio is determined based on the current vehicle speed and the corrected wheel speed of the target wheel; based on the first caliper clamping force and the second caliper clamping force, the target caliper clamping force of the target wheel is determined.

[0025] Secondly, this application also provides a vehicle, including a vehicle controller, and a braking system and motor corresponding to the target wheels;

[0026] When the vehicle controller detects a change in the output torque and / or angular acceleration of the motor in the vehicle, it obtains the change in the motor's output torque and angular acceleration, the initial wheel speed and caliper clamping force of the target wheel, and the vehicle's acceleration change at the current moment through the braking system of the target wheel. The target wheel is the wheel driven by the motor in the vehicle. Based on the change in the motor's output torque and angular acceleration, the vehicle controller determines the motor's transmission delay. Based on the transmission delay, the initial wheel speed and caliper clamping force of the target wheel, and the vehicle's acceleration change, the vehicle controller determines the corrected wheel speed of the target wheel at the current moment. Based on the corrected wheel speed and the vehicle's braking parameters, the vehicle controller determines the target caliper clamping force of the target wheel and sends the target caliper clamping force to the braking system corresponding to the target wheel. The braking system corresponding to the target wheel controls the operation of the target wheel based on the target caliper clamping force.

[0027] Thirdly, this application also provides a wheel control device, comprising:

[0028] The delay determination module is used to determine the transmission delay of the motor based on the amount of change in the output torque and / or angular acceleration of the motor in the vehicle when a change in the output torque and / or angular acceleration is detected.

[0029] The wheel speed correction module is used to determine the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment; wherein, the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0030] The wheel control module is used to determine the target caliper clamping force of the target wheel based on the corrected wheel speed and the vehicle's braking correlation parameters, and to control the operation of the target wheel based on the target caliper clamping force.

[0031] Fourthly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0032] If a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0033] Based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, the corrected wheel speed of the target wheel at the current moment is determined; where the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0034] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled according to the target caliper clamping force.

[0035] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0036] If a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0037] Based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, the corrected wheel speed of the target wheel at the current moment is determined; where the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0038] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled according to the target caliper clamping force.

[0039] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0040] If a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0041] Based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, the corrected wheel speed of the target wheel at the current moment is determined; where the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0042] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled according to the target caliper clamping force.

[0043] The aforementioned wheel control method and vehicle, upon detecting a change in the output torque and / or angular acceleration of the motor in the vehicle, determine the corrected wheel speed of the target wheel at the current moment based on the motor's transmission delay, the initial wheel speed of the target wheel driven by the motor at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment; then, based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the target caliper clamping force of the target wheel, and control the operation of the target wheel based on the target caliper clamping force. By employing the above method, on the one hand, by correcting the initial wheel speed of the target wheel based on the transmission delay of the motor, the initial wheel speed and caliper clamping force changes of the target wheel at the current moment, and the acceleration changes of the vehicle during the transmission delay period, the problem of wheel speed acquisition lag caused by the transmission delay can be eliminated, laying the foundation for the safety of subsequent control of the target wheel's operation. On the other hand, by determining the target caliper clamping force of the target wheel based on the corrected wheel speed and the vehicle's braking correlation parameters, the accuracy of the target caliper clamping force determination can be ensured, thereby guaranteeing the safety of the target wheel's operation and improving the overall safety of vehicle operation. Attached Figure Description

[0044] 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.

[0045] Figure 1 This is a flowchart illustrating a wheel control method in one embodiment;

[0046] Figure 2 This is a flowchart illustrating the process of determining the corrected wheel speed in one embodiment;

[0047] Figure 3 This is a flowchart illustrating the process of determining the corrected wheel speed in another embodiment;

[0048] Figure 4 This is a flowchart illustrating the process of determining the target caliper clamping force in one embodiment;

[0049] Figure 5 This is a flowchart illustrating the process of determining the target wheel speed and the base correction torque in one embodiment;

[0050] Figure 6 This is a flowchart illustrating the determination of wheel end axle load and ground braking force in one embodiment;

[0051] Figure 7This is a flowchart illustrating the process of determining the target wheel speed in one embodiment;

[0052] Figure 8 This is a flowchart illustrating the process of determining the base correction torque in one embodiment;

[0053] Figure 9 This is a flowchart illustrating the process of determining the target caliper clamping force in another embodiment;

[0054] Figure 10 This is a schematic diagram of the vehicle structure in one embodiment;

[0055] Figure 11 This is a flowchart illustrating the wheel control method in another embodiment;

[0056] Figure 12 This is a structural block diagram of a wheel control device in one embodiment;

[0057] Figure 13 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0058] 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.

[0059] With the continuous development of new energy vehicles, a multi-motor independent drive vehicle driving mode has emerged. This means that each wheel of the vehicle is equipped with a corresponding independent motor, allowing for independent torque control of each wheel. In related technologies, vehicles with four motors can indirectly calculate the corresponding wheel speed by measuring the rotational speed of each motor. Then, the anti-lock braking system (ABS) performs corresponding control operations based on the wheel speed.

[0060] However, due to the elastic deformation and gap impact characteristics of the transmission system, there is a delay in the transmission of the motor speed signal to the wheels. Especially under emergency braking and high torque fluctuation conditions, the transmission deformation intensifies and the delay time increases further. This can lead to problems such as wheel speed feedback lag and anti-lock braking response delay, thereby reducing the safety of vehicle operation.

[0061] Based on this, in an exemplary embodiment, a wheel control method is provided, which will be described using an example of the method being applied to a terminal device. Figure 1 As shown, the specific steps include:

[0062] S101, if a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0063] Here, output torque refers to the control torque output by the motor. Furthermore, the change in output torque is the difference between the motor's output torque at the current moment and the motor's output torque at the previous moment. Angular acceleration refers to the angular acceleration of the motor during rotation.

[0064] Understandably, during vehicle operation, the greater the change in motor output torque, the greater the transmission delay; similarly, the greater the angular acceleration of the motor, the more severe the transmission deformation, and the greater the transmission delay. Therefore, when a change in the output torque and / or angular acceleration of any motor in the vehicle is detected, it is necessary to determine the transmission delay.

[0065] For example, the timing for determining the transmission delay may be when a change in the output torque of the motor in the vehicle is detected, or when a change in the angular acceleration of the motor in the vehicle is detected, or when both the change in the output torque and the angular acceleration of the motor in the vehicle are detected to change simultaneously.

[0066] In one alternative implementation, a preset first adjustment coefficient can be used to weight the change in motor output torque and angular acceleration to obtain the transmission delay.

[0067] For example, you can refer to the formula ( ,and The torque load coefficient k1 (in s / N·m) is compared with the absolute value of the change in motor output torque. Multiply, and combine the angular acceleration coefficient k2 (in s / (rad / s²)) with the absolute value of the angular acceleration. Multiply them; then use the sum of the two as the transmission delay τ. Among them, k1 and k2 can be determined based on vehicle operation data within a historical period, and this application does not restrict the determination method.

[0068] In another alternative implementation, the change in the motor's output torque and angular acceleration can be simultaneously input into a trained time delay determination model, which then outputs the motor's transmission time delay based on the change in output torque and angular acceleration.

[0069] S102, based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, determine the corrected wheel speed of the target wheel at the current moment.

[0070] In this context, the target wheel refers to the wheel driven by the motor whose output changes within the vehicle. The initial wheel speed is the wheel speed before compensation. It can be understood that, due to transmission delay, the initial wheel speed collected by the braking system of the target wheel at the current moment is actually the true wheel speed of the target wheel at a reference moment. Furthermore, the reference moment is determined based on the current moment and the transmission delay. For example, the difference between the current moment and the transmission delay can be used as the reference moment.

[0071] The change in caliper clamping force refers to the change in the clamping force applied by the braking system to the target wheel. Furthermore, the change in caliper clamping force is related to the wheel speed of the motor. The change in acceleration refers to the change in vehicle acceleration. The corrected wheel speed is the wheel speed obtained after correcting the initial wheel speed.

[0072] It is understandable that, since the initial wheel speed of the target wheel at the current moment is actually the true wheel speed of the target wheel at the reference moment, in order to ensure the reliability of the wheel speed, the initial wheel speed of the target wheel at the current moment can be corrected based on the changes in caliper clamping force and acceleration during the transmission delay, so as to obtain the corrected wheel speed of the target wheel at the current moment.

[0073] In another alternative implementation, the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration from the reference moment to the current moment can all be input into the wheel speed correction model. The wheel speed correction model then outputs the corrected wheel speed based on the transmission delay, the initial wheel speed, the change in caliper clamping force, and the change in acceleration.

[0074] S103, based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determines the target caliper clamping force of the target wheel, and controls the operation of the target wheel according to the target caliper clamping force.

[0075] Among them, the so-called braking-related parameters are parameters related to vehicle braking, which may include, but are not limited to, vehicle driving parameters, vehicle attribute parameters (such as vehicle size parameters and vehicle weight parameters), brake parameters, etc. The so-called target caliper clamping force is the caliper clamping force that needs to be applied to the target wheel.

[0076] Furthermore, vehicle attribute parameters refer to the inherent properties of a vehicle, which may include, but are not limited to, vehicle mass, vehicle size parameters, and wheel size parameters. Brake parameters refer to the relevant parameters of the brakes in the wheel braking system, which may include, but are not limited to, caliper braking radius, brake disc friction coefficient, and transmission efficiency. Vehicle driving parameters refer to parameters related to vehicle speed during driving, which may include, but are not limited to, vehicle acceleration parameters and vehicle speed parameters.

[0077] In one optional implementation, a first reference caliper clamping force can be determined based on the driving requirements of the vehicle's driver, and a second reference caliper clamping force can be determined based on braking correlation parameters and the corrected wheel speed of the target wheel. Then, the first and second reference caliper clamping forces can be fused to obtain the target caliper clamping force. Specifically, the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters can be simultaneously input into a trained clamping force determination model, which then outputs the second reference caliper clamping force based on the corrected wheel speed and braking correlation parameters.

[0078] In another alternative implementation, the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters can be directly input into the first clamping force determination model, which then outputs the target caliper clamping force based on the corrected wheel speed and braking correlation parameters.

[0079] Furthermore, after determining the clamping force of the target caliper, the clamping force can be sent to the braking system corresponding to the target wheel, and the braking system can control the movement of the target wheel according to the clamping force of the target caliper.

[0080] In the above wheel control method, when a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the corrected wheel speed of the target wheel at the current moment is determined based on the transmission delay of the motor, the initial wheel speed of the target wheel driven by the motor at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment. Then, based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled based on the target caliper clamping force. By employing the above method, on the one hand, by correcting the initial wheel speed of the target wheel based on the transmission delay of the motor, the initial wheel speed and caliper clamping force changes of the target wheel at the current moment, and the acceleration changes of the vehicle during the transmission delay period, the problem of wheel speed acquisition lag caused by the transmission delay can be eliminated, laying the foundation for the safety of subsequent control of the target wheel's operation. On the other hand, by determining the target caliper clamping force of the target wheel based on the corrected wheel speed and the vehicle's braking correlation parameters, the accuracy of the target caliper clamping force determination can be ensured, thereby guaranteeing the safety of the target wheel's operation and improving the overall safety of vehicle operation.

[0081] Based on the above embodiments, this application example provides an optional method for determining the corrected wheel speed, such as... Figure 2 As shown, the specific steps include:

[0082] S201 determines the compensation wheel speed based on the transmission delay and acceleration changes.

[0083] The so-called compensated wheel speed is the wheel speed value that is compensated for by the initial wheel speed.

[0084] In one alternative implementation, the average acceleration of the vehicle during the transmission delay can be determined based on the acceleration change from the reference time to the current time; then, the product of the transmission delay and the average acceleration is used as the compensation wheel speed.

[0085] In another alternative implementation, the transmission delay and acceleration variation can be input into a trained compensation calculation model, which will then output a compensation wheel speed based on the transmission delay and acceleration variation.

[0086] S202 uses compensated wheel speed to adjust the initial wheel speed of the target wheel at the current moment to obtain the true wheel speed of the target wheel.

[0087] The so-called true wheel speed is the actual wheel speed of the target wheel at the current moment.

[0088] In one alternative implementation, the initial wheel speed of the target wheel at the current moment can be determined based on the wheel radius, the motor transmission ratio, and the motor speed collected at the current moment. For example, the formula can be referenced. The motor speed collected at the current moment The initial wheel speed v0 is the ratio of the product of the wheel radius r and the motor transmission ratio. Here, the motor transmission ratio is the ratio of the motor's input speed to the wheel's output speed.

[0089] Furthermore, preset wheel speed adjustment parameters can be used to weight the compensated wheel speed and the initial wheel speed of the target wheel at the current moment to obtain the true wheel speed of the target wheel. Alternatively, the sum of the compensated wheel speed and the initial wheel speed of the target wheel at the current moment can be directly used as the true wheel speed of the target wheel. For example, the formula can be referenced. This will compensate for wheel speed The sum of the initial wheel speed v0 at the current moment and the actual wheel speed v at the current moment is used as the actual wheel speed v at the current moment. t Among them, a x τ is the average acceleration of the vehicle during the transmission delay; τ is the transmission delay.

[0090] S203, based on the actual wheel speed of the target wheel and the change in caliper clamping force, determine the corrected wheel speed of the target wheel at the current moment.

[0091] Understandably, the caliper clamping force is the core parameter that directly determines the braking intensity. Its changes can reflect the state of the braking actuator in real time. It can directly capture the dynamic changes in braking force without going through multiple links, thereby compensating for the lag in motor speed.

[0092] In one optional implementation, a wheel speed correction value can be determined based on the change in caliper clamping force at the current moment. Then, the actual wheel speed of the target wheel is corrected using this correction value to obtain the corrected wheel speed of the target wheel at the current moment. Specifically, the change in caliper clamping force can be substituted into a preset calculation formula to calculate the wheel speed correction value.

[0093] In another alternative implementation, the actual wheel speed of the target wheel and the changes in caliper clamping force can be directly input into a trained correction model. The correction model then corrects the actual wheel speed based on the changes in caliper clamping force, thereby outputting the corrected wheel speed of the target wheel at the current moment.

[0094] In this embodiment of the application, the true wheel speed of the target wheel is calculated and corrected by the change in caliper clamping force to obtain the corrected wheel speed, which ensures the rationality of the determined corrected wheel speed.

[0095] Based on the above embodiments, in this application example, the change in clamping force includes the change in clamping force within the current cycle, where the current cycle includes the current moment; furthermore, in this application example, an optional method for determining the corrected wheel speed is provided, such as... Figure 3 As shown, the specific steps include:

[0096] S301, based on the change in the caliper clamping force of the target wheel within the current cycle and the corresponding wheel speed, determine the wheel speed correction value of the target wheel at the current moment.

[0097] The "current period" refers to the sampling period of the caliper clamping force at the current moment. Furthermore, the size of the sampling period can be preset by those skilled in the art or determined based on historical test data; this application does not impose any restrictions on this. The change in caliper clamping force within the current period is the difference between the caliper clamping force at the current moment and the caliper clamping force at the first sampling moment within the current period.

[0098] For example, you can refer to the formula Calculate the change in caliper clamping force during the current cycle. .in, The clamping force of the caliper at the current moment; is the caliper clamping force of the previous cycle, i.e., the caliper clamping force at the first sampling moment in the current cycle; T is the sampling period.

[0099] The wheel speed correspondence includes the relationship between candidate wheel speed correction values ​​and candidate changes in caliper clamping force. Furthermore, the candidate wheel speed correction values ​​are the individual wheel speed correction values ​​corresponding to different caliper clamping forces; the candidate changes in caliper clamping force are the possible different caliper clamping forces.

[0100] For example, the wheel speed correspondence can be determined by fitting the vehicle operation data (original wheel speed data, wheel speed correction value, actual caliper clamping force, vehicle deceleration, etc.) of the experimental vehicle under different experimental scenarios (such as different vehicle speeds, road surface adhesion coefficients, braking intensity, temperature environment, etc.) to obtain the wheel speed correspondence.

[0101] Optionally, the change in the caliper clamping force of the target wheel within the current cycle can be used as an index to query the wheel speed correspondence and obtain the wheel speed correction value of the target wheel at the current moment.

[0102] For example, to ensure the accuracy of the wheel speed correction value, a first wheel speed correspondence and a second wheel speed correspondence can be pre-determined based on the sign of the caliper clamping force change value. The first wheel speed correspondence includes the correspondence between candidate change values ​​and candidate wheel speed correction values ​​in the case of positive values. The second wheel speed correspondence includes the correspondence between candidate change values ​​and candidate wheel speed correction values ​​in the case of negative values.

[0103] Furthermore, based on the sign of the caliper clamping force change value, a target wheel speed correspondence can be selected from the first wheel speed correspondence and the second wheel speed correspondence; then, using the caliper clamping force change value as an index, a query can be performed in the target wheel speed correspondence to obtain the wheel speed correction value of the target wheel at the current moment.

[0104] For example, when the candidate change value is positive, the correspondence of the first round speed can be presented in the form of Table 1 below. Table 1 is the first round speed correspondence table.

[0105] Table 1. First Wheel Speed ​​Correspondence Table

[0106]

[0107] When the candidate change value is negative, the correspondence of the second round speed can be presented in the form of Table 2 below. Table 2 is the correspondence table of the second round speed.

[0108] Table 2 Second Wheel Speed ​​Correspondence Table

[0109]

[0110] It is worth noting that when the candidate change value is negative, it indicates that the initial braking force of the caliper is relatively large. In this case, even a small change in braking force will significantly increase the wheel speed. Therefore, to ensure the reliability of the wheel speed correction value, we can continue to refer to Table 3 below to determine the correction factor based on the initial clamping force of the caliper (i.e., the clamping force of the caliper in the previous cycle). Table 3 is the correction factor lookup table.

[0111] Table 3 Correction Factor Lookup Table

[0112]

[0113] At this point, the wheel speed correction value obtained from Table 2 can be used as an intermediate correction value. Then, the correction factor will be... Intermediate value with correction Multiplying them together gives the wheel speed correction value. .

[0114] For example, when the clamping force changes by 5kN, the wheel speed correction value is -5m / s; when the clamping force changes by -5kN and the initial clamping force is 35kN, the wheel speed correction value is 3×1.1=3.3m / s.

[0115] S302, adjust the actual wheel speed of the target wheel according to the wheel speed correction value of the target wheel to obtain the corrected wheel speed of the target wheel.

[0116] In one alternative implementation, a second adjustment factor can be used to weight the target wheel's wheel speed correction value and the actual wheel speed to obtain the corrected wheel speed of the target wheel.

[0117] In another alternative implementation, in order to limit the wheel speed, if the sum of the wheel speed correction value and the actual wheel speed of the target wheel is greater than a preset value, the sum of the wheel speed correction value and the actual wheel speed of the target wheel is used as the corrected wheel speed of the target wheel; if the sum of the wheel speed correction value and the actual wheel speed of the target wheel is less than or equal to a preset value, the preset value is used as the corrected wheel speed of the target wheel.

[0118] For example, when the preset value is 0, you can refer to the following formula (1). In the case of correction, the wheel speed v final for ;exist In the case of correction, the wheel speed v final It is 0.

[0119] (1)

[0120] In this embodiment of the application, a wheel speed correction value is determined based on the wheel speed correspondence, and the actual wheel speed of the target wheel is adjusted using the wheel speed correction value to obtain the corrected wheel speed, which can ensure the accuracy of the corrected wheel speed determination.

[0121] Based on the above embodiments, this application example provides an optional method for determining the clamping force of a target caliper, such as... Figure 4 As shown, the specific steps include:

[0122] S401 determines the target wheel speed and basic correction torque of the target wheel based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters.

[0123] The target wheel speed is the optimal wheel speed determined based on the safety braking target. The base correction torque is the torque value used to correct the overall torque.

[0124] In one alternative implementation, the ground braking status of the target wheel at the current moment can be determined based on the corrected wheel speed of the target wheel, as well as the vehicle attribute parameters and the brake parameters of the brakes in the braking association parameters. Then, based on the ground braking status, the vehicle driving parameters in the braking association parameters are processed to obtain the target wheel speed and the basic corrected torque of the target wheel.

[0125] In another alternative implementation, the corrected wheel speed and braking-related parameters (vehicle attribute parameters, vehicle driving parameters, and brake parameters of the brakes in the vehicle) of the target wheel can be input into a trained first braking model, which then outputs the target wheel speed and basic corrected torque of the target wheel based on the corrected wheel speed and braking-related parameters of the target wheel.

[0126] S402, based on the braking correlation parameters, as well as the corrected wheel speed, target wheel speed, and basic corrected torque of the target wheel, determine the target caliper clamping force of the target wheel.

[0127] In one alternative implementation, the basic correction torque can be adjusted first based on the deviation between the corrected wheel speed and the target wheel speed; then, the adjusted torque can be processed using the brake parameters of the vehicle's brakes in the braking correlation parameters to obtain the target caliper clamping force of the target wheel.

[0128] In another alternative implementation, the brake parameters of the vehicle's brakes, as well as the corrected wheel speed, target wheel speed, and basic corrected torque of the target wheel, can be directly input into the second clamping force determination model. The second clamping force determination model then outputs the target caliper clamping force based on the brake-related parameters, the corrected wheel speed, the target wheel speed, and the basic corrected torque.

[0129] In this embodiment, by determining the target wheel speed and basic corrected torque of the target wheel, and combining the braking correlation parameters, the corrected wheel speed, the target wheel speed, and the basic corrected torque, the target caliper clamping force can be determined, thus ensuring the accuracy of the target caliper clamping force determination.

[0130] Based on the above embodiments, this application example provides an optional method for determining the target wheel speed and the basic correction torque, such as... Figure 5 As shown, the specific steps include:

[0131] S501 determines the wheel-end axle load and ground braking force of the target wheel based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters.

[0132] The wheel-end axle load refers to the total weight of the vehicle actually borne by a single wheel (including its own curb weight, load weight, and dynamic load), also known as the vertical load. The ground braking force is the static friction force exerted by the ground on the wheel during braking.

[0133] In one alternative implementation, the wheel end axle load of the target wheel can be determined by combining the vehicle driving environment and parameters such as vehicle mass and vehicle size parameters in the vehicle attribute parameters of the braking associated parameters, and vehicle acceleration parameters in the vehicle driving parameters.

[0134] Furthermore, the ground braking force of the target wheel can be determined by combining the corrected wheel speed of the target wheel, the brake parameters of the brakes in the vehicle in the braking correlation parameters, and the caliper braking parameters generated when the corresponding caliper of the target wheel brakes the target wheel under the current conditions.

[0135] S502, determine the target adhesion coefficient utilization rate of the target wheel based on the wheel end axle load and ground braking force of the target wheel.

[0136] The so-called target adhesion coefficient utilization rate is the actual braking adhesion coefficient occupied by the target wheel, which reflects the actual degree of use of the target wheel's grip on the ground during braking.

[0137] In one alternative embodiment, the target adhesion coefficient utilization rate of the target wheel can be determined based on the ratio between the ground braking force and the wheel-end axle load. For example, the target adhesion coefficient utilization rate can be obtained by multiplying a preset third adjustment coefficient by the aforementioned ratio between the ground braking force and the wheel-end axle load. Alternatively, a formula can be referenced. Directly apply ground braking force With wheel end axle load The ratio between them is used as the target adhesion coefficient utilization rate of the target wheel. .

[0138] S503, determine the target wheel speed of the target wheel based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters.

[0139] The so-called current speed refers to the vehicle's speed at the current moment.

[0140] In one alternative embodiment, the vehicle slippage at the current moment can be analyzed based on the target adhesion coefficient utilization rate; then, the current vehicle speed can be adjusted using the slippage adjustment parameters corresponding to the vehicle slippage, thereby obtaining the target wheel speed of the target wheel.

[0141] In another alternative embodiment, the target adhesion coefficient utilization rate and the current vehicle speed can be directly input into the trained wheel speed model, and the wheel speed model can output the target wheel speed based on the target adhesion coefficient utilization rate and the current vehicle speed.

[0142] S504 determines the basic correction torque of the target wheel based on the wheel end axle load, target adhesion coefficient utilization rate, and target lateral acceleration in the braking correlation parameters.

[0143] The target lateral acceleration is the vehicle's acceleration in the lateral direction at the current moment. It can be understood that the vehicle's lateral acceleration characterizes the change in the longitudinal adhesion force of the tires during vehicle movement.

[0144] In one alternative implementation, the change in the longitudinal adhesion of the tire at the current moment can be analyzed based on the target lateral acceleration, and the torque correction parameter corresponding to the change in the longitudinal adhesion of the tire can be obtained. Then, the wheel end axle load can be adjusted based on the torque correction parameter and the target adhesion coefficient utilization rate to obtain the basic correction torque of the target wheel.

[0145] In another alternative implementation, the target lateral acceleration, the wheel-end axle load of the target wheel, and the target adhesion coefficient utilization rate can be simultaneously input into a trained torque determination model. The torque determination model then outputs the base correction torque of the target wheel based on the target lateral acceleration, wheel-end axle load, and target adhesion coefficient utilization rate.

[0146] In this embodiment, by determining the wheel end axle load and ground braking force, and then determining the target wheel speed and basic correction torque based on the wheel end axle load, ground braking force, and braking correlation parameters, the accuracy of the determination of the target wheel speed and basic correction torque can be guaranteed.

[0147] Based on the above embodiments, in this application example, vehicle attribute parameters include vehicle mass and vehicle size parameters; vehicle driving parameters include vehicle acceleration parameters; furthermore, an optional method for determining wheel-end axle load and ground braking force is provided, such as... Figure 6As shown, the specific steps include:

[0148] S601 determines the wheel end axle load of the target wheel based on the road gradient of the road where the vehicle is currently located, as well as the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters.

[0149] The term "road gradient" refers to the gradient of the road the vehicle is currently on. "Vehicle mass" refers to the total mass of the vehicle. "Vehicle size parameters" are the vehicle's size-related parameters, which may include wheelbase and tire size information (e.g., track width between the wheel's center of gravity and the rear axle, wheel center of gravity height). "Vehicle acceleration parameters" are the parameters related to acceleration during vehicle movement, which may include lateral acceleration and longitudinal acceleration.

[0150] In one alternative implementation, the wheel end axle load of the target wheel can be calculated by combining the dynamic changes in the vehicle weight borne by the target wheel at its location, the road gradient of the road where the vehicle is currently located, and information such as vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters.

[0151] For example, the following formulas (2)-(5) can be used as a reference, based on the vehicle mass m, gravitational acceleration g, wheelbase b, wheelbase l, center of gravity height h, and longitudinal acceleration a. x lateral acceleration a y and road slope The wheel end axle load of the target wheel is calculated. Where F fl,z F is the wheel end axle load when the target wheel is the left front wheel; fr,z F is the wheel end axle load when the target wheel is the right front wheel; rl,z F is the wheel end axle load when the target wheel is the left rear wheel; rr,z The target wheel is the wheel end axle load when the target wheel is the right rear wheel; t in formulas (2)-(5) is the wheel track.

[0152] (2)

[0153] (3)

[0154] (4)

[0155] (5)

[0156] S602 determines the ground braking force of the target wheel based on the brake parameters, the current caliper clamping force of the target wheel, and the wheel radius in the braking associated parameters.

[0157] The current caliper clamping force refers to the clamping force applied to the target wheel by the caliper at the current moment. The vehicle radius refers to the radius of the wheel during its movement.

[0158] In one alternative implementation, the effective braking parameters of the brake can be determined based on the caliper braking radius, transmission efficiency, and friction coefficient of the brake disc in the brake parameters; then, the current caliper clamping force of the target wheel is adjusted using the effective braking parameters, and the ground braking force provided by the brake is obtained by dividing the adjustment result by the wheel radius.

[0159] At this point, in order to ensure the reliability of the ground braking force, the braking force adjustment value can be determined based on the wheel rotational inertia, the change in wheel speed after correction, and the wheel radius. Then, the ground braking force provided by the above-mentioned brake is adjusted using the braking force adjustment value, so as to obtain a more accurate ground braking force after adjustment.

[0160] For example, the following formula (6) can be used as a reference. The ratio between the product of the caliper braking radius, transmission efficiency, friction coefficient of the brake disc and the current caliper clamping force and the wheel radius is used as the ground braking force provided by the brake. Then, the ratio between the product of the wheel moment of inertia and the rate of change of the wheel angular velocity after the correction of the wheel speed in the current cycle and the wheel radius is used as the braking force adjustment value. Finally, the difference between the ground braking force provided by the brake and the braking force adjustment value is used as the ground braking force of the target wheel.

[0161] (6)

[0162] in, For ground braking force; r brk The braking radius of the caliper; For transmission efficiency; F is the coefficient of friction of the brake disc; clp The current caliper clamping force is r; the wheel radius is r. The moment of inertia of the wheel; This represents the rate of change of the wheel angular velocity after correction within the current cycle.

[0163] In this application embodiment, an implementation method for determining wheel end axle load and ground braking force is provided, which can ensure the accuracy of the determination of wheel end axle load and ground braking force.

[0164] Based on the above embodiments, this application example provides an optional method for determining the target wheel speed, such as... Figure 7 As shown, the specific steps include:

[0165] S701, determine the target slip ratio of the target wheel based on the relationship between the target adhesion coefficient utilization rate and the slip ratio.

[0166] The slip ratio correspondence includes the relationship between candidate adhesion coefficient utilization rate and candidate slip ratio. The candidate adhesion coefficient utilization rate is the possible adhesion coefficient utilization rate. The candidate slip ratio is the optimal slip ratio configured for the vehicle under different coefficient utilization rates. The target slip ratio is the optimal slip ratio configured for the vehicle under the current target adhesion coefficient utilization rate.

[0167] For example, the slip ratio correspondence can be determined by using test data such as vehicle slip ratio, vehicle braking force, and road adhesion coefficient of the test vehicle under different working conditions (different vehicle speed, load, braking intensity, etc.) in different road conditions (dry asphalt, wet and slippery road surface, icy and snowy road surface, etc.) to infer the adhesion coefficient utilization rate. Then, the inferred coefficient utilization rate and vehicle slip ratio are fitted to obtain the slip ratio correspondence.

[0168] In one alternative implementation, the target adhesion coefficient utilization rate can be used as an index to query the slip ratio correspondence to obtain the target slip ratio. For example, the slip ratio correspondence can be presented in the form of Table 4 below. Table 4 is the slip ratio correspondence table.

[0169] Table 4. Slip Ratio Correspondence Table

[0170]

[0171] For example, with a target adhesion coefficient utilization rate of 0.1, the target slip rate is 17%.

[0172] S702 determines the target wheel speed of the target wheel based on the target slip ratio and the current vehicle speed in the braking-related parameters.

[0173] In one alternative approach, wheel speed correction parameters can be determined based on the target slip ratio; then, the current vehicle speed can be adjusted using these parameters to obtain the target wheel speed. For example, the formula can be referenced. Wheel speed correction parameters With current vehicle speed The product of these values ​​is used as the target wheel speed.

[0174] In this embodiment of the application, the target slip ratio is determined in the slip ratio correspondence based on the target adhesion coefficient utilization rate, and then the current vehicle speed is adjusted using the target slip ratio to obtain the target wheel speed, which can ensure the accuracy of the target wheel speed determination.

[0175] Based on the above embodiments, this application example provides an optional method for determining the basic correction torque, such as... Figure 8 As shown, the specific steps include:

[0176] S801, determine the target longitudinal force factor based on the longitudinal force factor correspondence and the target lateral acceleration in the braking correlation parameters.

[0177] The so-called longitudinal force factor correspondence includes the correspondence between candidate lateral accelerations and candidate longitudinal force factors. Furthermore, the candidate lateral acceleration is the possible lateral acceleration value, and the candidate longitudinal force factor is the longitudinal force factor corresponding to each lateral acceleration value. It is worth noting that in the vehicle coordinate system, the direction of vehicle travel is the longitudinal axis (X-axis), and lateral movement is the lateral axis (Y-axis).

[0178] For example, the longitudinal force factor correspondence can be determined by fitting the vehicle operation data such as lateral acceleration, longitudinal force, vertical load, sideslip angle, and slip ratio of the test vehicle under different working conditions (different vehicle speeds, steering angles, braking intensities, road surface types, load distribution conditions, etc.) to obtain the longitudinal force factor correspondence between lateral acceleration and longitudinal force factor.

[0179] The longitudinal force factor is a correction parameter used in the control system to compensate for the influence of lateral acceleration on the longitudinal force. The target longitudinal force factor is the correction parameter used at the current moment to compensate for the influence of lateral acceleration on the longitudinal force.

[0180] In one alternative implementation, the target lateral acceleration can be determined by referring to the following formula (7), based on the corrected wheel speed, wheel angle, and wheelbase. This refers to the deflection angle of the front wheels; This is the deflection angle of the rear wheel.

[0181] (7)

[0182] Furthermore, the target lateral acceleration can be used as an index to query the longitudinal force factor correspondence to obtain the target longitudinal force factor. The longitudinal force factor correspondence can be presented in the form of Table 5 below. Table 5 is the longitudinal force factor correspondence table.

[0183] Table 5. Correspondence Table of Longitudinal Force Factors

[0184]

[0185] For example, when the target's lateral acceleration is 3 m / s / s, the target's longitudinal force factor is 0.9.

[0186] S802 determines the feedforward control torque of the target wheel based on the target longitudinal force factor, wheel end axle load, and target adhesion coefficient utilization rate.

[0187] Among them, the so-called feedforward control torque is the corrected control torque.

[0188] In one alternative implementation, a first torque adjustment parameter can be determined using the target longitudinal force factor and the target adhesion coefficient utilization rate. Then, the wheel end axle load can be adjusted using the first torque adjustment parameter to obtain the feedforward control torque of the target wheel.

[0189] In another alternative implementation, the formula can be referred to. Directly apply the target longitudinal force factor The product of the wheel-end axle load and the target adhesion coefficient utilization rate is used as the feedforward control torque of the target wheel. .

[0190] S803 determines the base correction torque of the target wheel based on the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque.

[0191] The so-called actual control torque is the actual control torque at the current moment.

[0192] In one alternative implementation, a preset second torque adjustment parameter can be used to adjust the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque to obtain the basic correction torque.

[0193] In another alternative implementation, the formula can be referred to. The actual control torque of the target wheel at the current moment. With feedforward control torque The difference is directly used as the base correction torque for the target wheel. .

[0194] In this embodiment, the feedforward control torque is determined based on the target longitudinal force factor, wheel end axle load, and target adhesion coefficient utilization rate. Then, the base correction torque is determined based on the difference between the actual control torque and the feedforward control torque, which ensures the accuracy of the base correction torque.

[0195] Based on the above embodiments, this application provides another optional method for determining the clamping force of the target caliper, such as... Figure 9 As shown, the specific steps include:

[0196] S901 uses vehicle control coefficients to fuse the wheel speed deviation value of the target wheel with the basic correction torque to obtain the feedforward correction torque of the target wheel.

[0197] The vehicle control coefficient is the coefficient used to adjust the vehicle torque, and can be a proportional-integral-derivative (PID) coefficient. The wheel speed deviation is the difference between the target wheel speed and the corrected wheel speed. The feedforward correction torque is the adjusted control torque.

[0198] In one alternative implementation, the difference between the target wheel speed and the corrected wheel speed of the target wheel can be calculated and used as the wheel speed deviation value. Then, a vehicle control coefficient can be used to adjust the wheel speed deviation value of the target wheel to obtain a torque correction value. This torque correction value is then used to adjust the base correction torque to obtain the feedforward correction torque for the target wheel.

[0199] For example, the following formula (8) can be used, employing the PID coefficient (proportional coefficient K). p Integral coefficient K i and differential coefficient K d ), for wheel speed deviation value Adjustments are made, and the sum of the adjusted torque correction value and the base correction torque is used as the feedforward correction torque. .in, This represents the rate of change of angle corresponding to the wheel speed deviation value.

[0200] (8)

[0201] Furthermore, to ensure the reliability of the PID coefficients, they can be calibrated based on the current vehicle speed and the current road surface adhesion coefficient. ,in, This is the proportional coefficient at the current vehicle speed. This is the proportional coefficient under the current road surface adhesion coefficient; ,in, The integral coefficient at the current vehicle speed. This is the integral coefficient under the current road surface adhesion coefficient; ,in, The differential coefficients at the current vehicle speed are... This is the differential coefficient under the current road surface adhesion coefficient.

[0202] The PID coefficients at each vehicle speed can be presented in the form of Table 6, which is a table showing the PID correspondence for each vehicle speed.

[0203] Table 6 Vehicle Speed ​​PID Correspondence Table

[0204]

[0205] The PID coefficients under the road surface adhesion coefficient can be presented in the form of Table 7, where Table 7 is the PID correspondence table for the road surface adhesion coefficient.

[0206] Table 7. Correspondence table of road surface adhesion coefficient (PID).

[0207]

[0208] In another alternative implementation, a torque correction model based on vehicle control coefficients can be used to fuse the wheel speed deviation value of the target wheel with the basic correction torque to obtain the feedforward correction torque of the target wheel.

[0209] S902 determines the first caliper clamping force of the target wheel based on the feedforward correction torque, as well as the brake parameters and the wheel radius of the target wheel in the braking-related parameters.

[0210] The so-called first caliper clamping force is the caliper clamping force determined based on parameters provided by the braking system.

[0211] In one alternative implementation, the conversion parameters that the brake can provide to convert torque into clamping force can be determined first based on the brake parameters; then, the feedforward correction torque and the wheel radius of the target wheel are processed using the conversion parameters to obtain the first caliper clamping force.

[0212] For example, refer to the following formula (9), based on the conversion parameters that determine the brake can provide to convert torque into clamping force. Then, the first caliper clamping force F1 can be obtained by dividing the product of the feedforward correction torque and the wheel radius by the conversion parameter.

[0213] (9)

[0214] S903, obtain the second caliper clamping force for the target wheel.

[0215] The second caliper clamping force is the calculated clamping force required at the driver's end. Furthermore, the second caliper clamping force is determined based on at least one of the following: the ground braking force of the target wheel, the wheel-end axle load, the corrected wheel speed, the tire moment of inertia, and the current slip ratio. The current slip ratio is determined based on the vehicle's current speed and the corrected wheel speed of the target wheel.

[0216] In an alternative embodiment, the current slip ratio S can be determined by referring to the following formula (10) based on the ratio between the difference between the current vehicle speed and the corrected wheel speed of the target wheel and the current vehicle speed.

[0217] (10)

[0218] Furthermore, the second caliper clamping force required by the driver can be determined by analyzing the ground braking force, wheel end axle load, corrected wheel speed, and current slip ratio of the target wheel calculated in the above steps, as well as the collected inherent parameters such as tire rotational inertia.

[0219] For example, the ground braking force, wheel end axle load, corrected wheel speed and current slip ratio of the target wheel, as well as the collected tire rotational inertia and other inherent parameters can be input into the clamping force analytical model. The clamping force analytical model outputs the second caliper clamping force based on the ground braking force, wheel end axle load, corrected wheel speed and current slip ratio, as well as the collected tire rotational inertia and other inherent parameters.

[0220] S904, determine the target caliper clamping force of the target wheel based on the clamping force of the first caliper and the clamping force of the second caliper.

[0221] In one alternative embodiment, a preset proportional coefficient can be used to weight the clamping forces of the first caliper and the second caliper to obtain the target caliper clamping force of the target wheel.

[0222] In another alternative embodiment, the smaller caliper clamping force between the first caliper clamping force and the second caliper clamping force can be used as the target caliper clamping force for the target wheel.

[0223] In this embodiment, the first caliper clamping force is determined based on the feedforward correction torque, brake parameters, and the wheel radius of the target wheel. The target caliper clamping force is then determined based on the obtained second caliper clamping force and the first caliper clamping force, ensuring the accuracy of the target caliper clamping force determination.

[0224] Based on the same inventive concept, this application also provides a vehicle, which includes a vehicle controller, a braking system and a motor corresponding to a target wheel. The vehicle controller is used to control the vehicle's operating state; the braking system and motor corresponding to the target wheel are used to control the movement of the target wheel.

[0225] Based on this, the method for vehicle wheel control is as follows: When the vehicle controller detects a change in the output torque and / or angular acceleration of the motor in the vehicle, it obtains the change in the output torque and angular acceleration of the motor, the initial wheel speed and caliper clamping force of the target wheel, and the vehicle acceleration change at the current moment through the braking system of the target wheel; The vehicle controller determines the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed and caliper clamping force changes of the target wheel, and the vehicle acceleration change; The vehicle controller determines the target caliper clamping force of the target wheel based on the corrected wheel speed and the vehicle's braking correlation parameters, and sends the target caliper clamping force to the braking system corresponding to the target wheel; The braking system corresponding to the target wheel controls the operation of the target wheel based on the target caliper clamping force.

[0226] The target wheel is the wheel driven by the motor in the vehicle; the vehicle controller determines the transmission delay of the motor based on the change in the output torque and angular acceleration of the motor.

[0227] For example, you can refer to Figure 10 The diagram shows the vehicle structure. The control systems of the four wheels send the operating status of the corresponding motors to the vehicle controller in real time. When the vehicle controller detects a change in the output torque and / or angular acceleration of any motor in the vehicle, it can obtain the change in the output torque and angular acceleration of the target wheel driven by that motor, the initial wheel speed and caliper clamping force of the target wheel, and the acceleration change of the vehicle at the current moment through the braking system corresponding to that motor.

[0228] Furthermore, after determining the transmission delay of the motor based on the change in the output torque and angular acceleration, the vehicle controller can refer to the steps in the above embodiment to determine the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed of the target wheel, the change in caliper clamping force, and the change in vehicle acceleration. Then, the vehicle controller can also determine the target caliper clamping force of the target wheel based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters.

[0229] After the vehicle controller sends the clamping force of the target caliper to the braking system corresponding to the target wheel, the braking system corresponding to the target wheel can control the operation of the target wheel according to the clamping force of the target caliper.

[0230] Figure 11 This is a flowchart illustrating a wheel control method in another embodiment. Based on the above embodiments, this embodiment provides an optional example of a wheel control method. (Combined with...) Figure 11 The specific implementation process is as follows:

[0231] S1101, if a change in the output torque and / or angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and the angular acceleration.

[0232] S1102, based on the transmission delay and acceleration changes, determine the compensation wheel speed, and use the compensation wheel speed to adjust the initial wheel speed of the target wheel at the current moment to obtain the true wheel speed of the target wheel.

[0233] The target wheel is the wheel driven by the motor in the vehicle; the reference time is determined based on the current time and the transmission delay.

[0234] S1103, based on the actual wheel speed of the target wheel and the change in caliper clamping force, determine the corrected wheel speed of the target wheel at the current moment.

[0235] Optionally, the caliper clamping force variation includes the change in caliper clamping force within the current cycle, where the current cycle includes the current moment. Further, based on the change in the caliper clamping force of the target wheel within the current cycle and the wheel speed correspondence, the wheel speed correction value for the target wheel at the current moment can be determined. The wheel speed correspondence includes the correspondence between candidate wheel speed correction values ​​and candidate changes in caliper clamping force. Based on the target wheel speed correction value, the actual wheel speed of the target wheel is adjusted to obtain the corrected wheel speed.

[0236] S1104, based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the wheel end axle load and ground braking force of the target wheel.

[0237] Optionally, the wheel-end axle load of the target wheel can be determined based on the road gradient of the road where the vehicle is currently located, as well as the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters; the ground braking force of the target wheel can be determined based on the brake parameters, the current caliper clamping force of the target wheel, and the wheel radius in the braking-related parameters.

[0238] S1105, determine the target adhesion coefficient utilization rate of the target wheel based on the wheel end axle load and ground braking force of the target wheel.

[0239] S1106, determine the target wheel speed of the target wheel based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters.

[0240] Optionally, the target slip ratio of the target wheel is determined based on the correspondence between the target adhesion coefficient utilization rate and the slip ratio; wherein, the slip ratio correspondence includes the correspondence between the candidate adhesion coefficient utilization rate and the candidate slip ratio; and the target wheel speed of the target wheel is determined based on the target slip ratio and the current vehicle speed in the braking associated parameters.

[0241] S1107, determine the basic correction torque of the target wheel based on the wheel end axle load, target adhesion coefficient utilization rate and target lateral acceleration in the braking correlation parameters.

[0242] Optionally, the target longitudinal force factor is determined based on the longitudinal force factor correspondence and the target lateral acceleration in the braking correlation parameters; wherein, the longitudinal force factor correspondence includes the correspondence between candidate lateral acceleration and candidate longitudinal force factor; the feedforward control torque of the target wheel is determined based on the target longitudinal force factor, wheel end axle load and target adhesion coefficient utilization rate; and the base correction torque of the target wheel is determined based on the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque.

[0243] S1108 uses vehicle control coefficients to fuse the wheel speed deviation value of the target wheel and the basic correction torque to obtain the feedforward correction torque of the target wheel.

[0244] Among them, the wheel speed deviation value is the difference between the target wheel speed and the corrected wheel speed of the target wheel.

[0245] S1109, based on the feedforward correction torque, as well as the brake parameters and the wheel radius of the target wheel in the braking-related parameters, determine the first caliper clamping force of the target wheel.

[0246] S1110, obtain the second caliper clamping force for the target wheel, and determine the target caliper clamping force for the target wheel based on the first caliper clamping force and the second caliper clamping force.

[0247] The clamping force of the second caliper is determined based on at least one of the following: the ground braking force of the target wheel, the wheel end axle load, the corrected wheel speed, the tire moment of inertia, and the current slip ratio; the current slip ratio is determined based on the vehicle's current speed and the corrected wheel speed of the target wheel.

[0248] S1111 controls the movement of the target wheel based on the clamping force of the target caliper.

[0249] The specific processes of S1001-S1111 described above can be found in the description of the above method embodiments. Their implementation principles and technical effects are similar, and will not be repeated here.

[0250] 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 of other steps.

[0251] Based on the same inventive concept, this application also provides a wheel control device for implementing the wheel control 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 wheel control device embodiments provided below can be found in the limitations of the wheel control method described above, and will not be repeated here.

[0252] In one exemplary embodiment, such as Figure 12 As shown, a wheel control device 1 is provided, including: a time delay determination module 10, a wheel speed correction module 20, and a wheel control module 30, wherein:

[0253] The delay determination module 10 is used to determine the transmission delay of the motor based on the amount of change in the output torque and / or angular acceleration of the motor in the vehicle when a change in the output torque and / or angular acceleration is detected.

[0254] The wheel speed correction module 20 is used to determine the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment; wherein, the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay.

[0255] The wheel control module 30 is used to determine the target caliper clamping force of the target wheel based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, and to control the operation of the target wheel based on the target caliper clamping force.

[0256] In one exemplary embodiment, the wheel speed correction module 20 is specifically used for:

[0257] Based on the transmission delay and acceleration changes, the compensated wheel speed is determined; using the compensated wheel speed, the initial wheel speed of the target wheel at the current moment is adjusted to obtain the true wheel speed of the target wheel; based on the true wheel speed of the target wheel and the caliper clamping force changes, the corrected wheel speed of the target wheel at the current moment is determined.

[0258] In one exemplary embodiment, the caliper clamping force variation includes the change in caliper clamping force within the current cycle, where the current cycle includes the current moment; the wheel speed correction module 20 is further configured to:

[0259] Based on the change in the caliper clamping force of the target wheel within the current cycle and the corresponding wheel speed, the wheel speed correction value of the target wheel at the current moment is determined; wherein, the wheel speed corresponding value includes the correspondence between the candidate wheel speed correction value and the candidate change in caliper clamping force; based on the wheel speed correction value of the target wheel, the actual wheel speed of the target wheel is adjusted to obtain the corrected wheel speed of the target wheel.

[0260] In one exemplary embodiment, the wheel control module 30 is specifically used for:

[0261] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the target wheel speed and basic corrected torque of the target wheel; based on the braking correlation parameters, the corrected wheel speed of the target wheel, the target wheel speed, and the basic corrected torque, determine the target caliper clamping force of the target wheel.

[0262] In one exemplary embodiment, the wheel control module 30 is further configured to:

[0263] Based on the corrected wheel speed of the target wheel and the vehicle's braking correlation parameters, determine the wheel-end axle load and ground braking force of the target wheel; based on the wheel-end axle load and ground braking force of the target wheel, determine the target adhesion coefficient utilization rate of the target wheel; based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters, determine the target wheel speed of the target wheel; based on the wheel-end axle load, the target adhesion coefficient utilization rate, and the target lateral acceleration in the braking correlation parameters, determine the base corrected torque of the target wheel.

[0264] In one exemplary embodiment, the wheel control module 30 is further configured to:

[0265] Based on the road gradient of the road where the vehicle is currently located, as well as the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters, determine the wheel-end axle load of the target wheel; based on the brake parameters, the current caliper clamping force of the target wheel, and the wheel radius in the braking-related parameters, determine the ground braking force of the target wheel.

[0266] In one exemplary embodiment, the wheel control module 30 is further configured to:

[0267] Based on the road gradient of the road where the vehicle is currently located, as well as the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters, determine the wheel-end axle load of the target wheel; based on the brake parameters, the current caliper clamping force of the target wheel, and the wheel radius in the braking-related parameters, determine the ground braking force of the target wheel.

[0268] In one exemplary embodiment, the wheel control module 30 is further configured to:

[0269] The target longitudinal force factor is determined based on the longitudinal force factor correspondence and the target lateral acceleration in the braking correlation parameters; the longitudinal force factor correspondence includes the correspondence between candidate lateral acceleration and candidate longitudinal force factor; the feedforward control torque of the target wheel is determined based on the target longitudinal force factor, wheel end axle load and target adhesion coefficient utilization rate; the base correction torque of the target wheel is determined based on the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque.

[0270] In one exemplary embodiment, the wheel control module 30 is further configured to:

[0271] Using vehicle control coefficients, the wheel speed deviation value of the target wheel and the basic correction torque are fused to obtain the feedforward correction torque of the target wheel; where the wheel speed deviation value is the difference between the target wheel speed and the corrected wheel speed of the target wheel; based on the feedforward correction torque, as well as the brake parameters and the wheel radius of the target wheel in the braking-related parameters, the first caliper clamping force of the target wheel is determined; the second caliper clamping force for the target wheel is obtained; wherein the second caliper clamping force is determined based on at least one of the ground braking force, wheel end axle load, corrected wheel speed, tire moment of inertia and current slip ratio of the target wheel; the current slip ratio is determined based on the current vehicle speed and the corrected wheel speed of the target wheel; based on the first caliper clamping force and the second caliper clamping force, the target caliper clamping force of the target wheel is determined.

[0272] Each module in the aforementioned wheel control 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.

[0273] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 13As 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 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 wheel control 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.

[0274] Those skilled in the art will understand that Figure 13 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.

[0275] 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.

[0276] 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.

[0277] 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.

[0278] It should be noted that the data involved in this application (including but not limited to vehicle braking data) is all 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.

[0279] 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.

[0280] 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.

[0281] 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 wheel control method, characterized in that, The method includes: When a change in the output torque and angular acceleration of the motor in the vehicle is detected, the transmission delay of the motor is determined based on the change in the output torque and angular acceleration of the motor. Based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment, the corrected wheel speed of the target wheel at the current moment is determined; wherein, the target wheel is the wheel driven by the motor in the vehicle; the reference moment is determined based on the current moment and the transmission delay; Based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, the target caliper clamping force of the target wheel is determined, and the operation of the target wheel is controlled according to the target caliper clamping force.

2. The method according to claim 1, characterized in that, The step of determining the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed of the target wheel at the current moment, the change in caliper clamping force, and the change in vehicle acceleration between the reference moment and the current moment includes: The compensation wheel speed is determined based on the transmission delay and the acceleration change. The initial wheel speed of the target wheel at the current moment is adjusted using the compensated wheel speed to obtain the true wheel speed of the target wheel; Based on the actual wheel speed of the target wheel and the change in caliper clamping force, the corrected wheel speed of the target wheel at the current moment is determined.

3. The method according to claim 2, characterized in that, The caliper clamping force variation includes the change in caliper clamping force within the current cycle, where the current cycle includes the current moment. Determining the corrected wheel speed of the target wheel at the current moment based on the actual wheel speed and the change in caliper clamping force of the target wheel includes: Based on the change in the caliper clamping force of the target wheel within the current period and the corresponding wheel speed, the wheel speed correction value of the target wheel at the current moment is determined; wherein, the corresponding wheel speed includes the correspondence between candidate wheel speed correction values ​​and candidate change values ​​of caliper clamping force; Based on the wheel speed correction value of the target wheel, the actual wheel speed of the target wheel is adjusted to obtain the corrected wheel speed of the target wheel.

4. The method according to claim 1, characterized in that, The step of determining the target caliper clamping force of the target wheel based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle includes: Based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, determine the target wheel speed and the basic corrected torque of the target wheel; Based on the braking correlation parameters, as well as the corrected wheel speed, target wheel speed, and basic corrected torque of the target wheel, the target caliper clamping force of the target wheel is determined.

5. The method according to claim 4, characterized in that, The step of determining the target wheel speed and basic correction torque of the target wheel based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle includes: Based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, determine the wheel end axle load and ground braking force of the target wheel; The target adhesion coefficient utilization rate of the target wheel is determined based on the wheel end axle load and ground braking force of the target wheel. The target wheel speed of the target wheel is determined based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters; The base correction torque of the target wheel is determined based on the wheel end axle load, the target adhesion coefficient utilization rate, and the target lateral acceleration in the braking correlation parameters.

6. The method according to claim 5, characterized in that, The step of determining the wheel-end axle load and ground braking force of the target wheel based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle includes: Based on the road gradient of the road where the vehicle is currently located, and the vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters, the wheel end axle load of the target wheel is determined; The ground braking force of the target wheel is determined based on the brake parameters in the braking association parameters, the current caliper clamping force of the target wheel, and the wheel radius.

7. The method according to claim 5, characterized in that, Determining the target wheel speed of the target wheel based on the target adhesion coefficient utilization rate and the current vehicle speed in the braking correlation parameters includes: Based on the relationship between the target adhesion coefficient utilization rate and the slip ratio, the target slip ratio of the target wheel is determined; wherein, the slip ratio relationship includes the relationship between the candidate adhesion coefficient utilization rate and the candidate slip ratio; The target wheel speed of the target wheel is determined based on the target slip ratio and the current vehicle speed in the braking correlation parameters.

8. The method according to claim 5, characterized in that, The step of determining the base correction torque of the target wheel based on the wheel-end axle load, the target adhesion coefficient utilization rate, and the target lateral acceleration in the braking correlation parameters includes: The target longitudinal force factor is determined based on the longitudinal force factor correspondence and the target lateral acceleration in the braking correlation parameters; wherein, the longitudinal force factor correspondence includes the correspondence between candidate lateral acceleration and candidate longitudinal force factor; The feedforward control torque of the target wheel is determined based on the target longitudinal force factor, the wheel end axle load, and the target adhesion coefficient utilization rate. The base correction torque of the target wheel is determined based on the difference between the actual control torque of the target wheel at the current moment and the feedforward control torque.

9. The method according to claim 4, characterized in that, The step of determining the target caliper clamping force of the target wheel based on the braking correlation parameters, the corrected wheel speed of the target wheel, the target wheel speed, and the basic corrected torque includes: The vehicle control coefficient is used to fuse the wheel speed deviation value of the target wheel and the basic correction torque to obtain the feedforward correction torque of the target wheel; wherein, the wheel speed deviation value is the difference between the target wheel speed and the corrected wheel speed of the target wheel; The first caliper clamping force of the target wheel is determined based on the feedforward correction torque, the brake parameters in the braking correlation parameters, and the wheel radius of the target wheel. A second caliper clamping force is obtained for the target wheel; wherein the second caliper clamping force is determined based on at least one of the ground braking force, wheel end axle load, corrected wheel speed, tire moment of inertia, and current slip ratio of the target wheel; the current slip ratio is determined based on the current vehicle speed and the corrected wheel speed of the target wheel; The target caliper clamping force of the target wheel is determined based on the clamping force of the first caliper and the clamping force of the second caliper.

10. A vehicle, characterized in that, The vehicle includes a vehicle controller, as well as a braking system and motor corresponding to the target wheels; When the vehicle controller detects a change in the output torque and angular acceleration of the motor in the vehicle, it obtains the change in the output torque and angular acceleration of the motor, the initial wheel speed and caliper clamping force of the target wheel, and the acceleration change of the vehicle at the current moment through the braking system of the target wheel; wherein, the target wheel is the wheel driven by the motor in the vehicle. The vehicle controller determines the transmission delay of the motor based on the change in the output torque and angular acceleration of the motor. The vehicle controller determines the corrected wheel speed of the target wheel at the current moment based on the transmission delay, the initial wheel speed of the target wheel and the change in caliper clamping force, and the change in vehicle acceleration. The vehicle controller determines the target caliper clamping force of the target wheel based on the corrected wheel speed of the target wheel and the braking correlation parameters of the vehicle, and sends the target caliper clamping force to the braking system corresponding to the target wheel. The braking system corresponding to the target wheel controls the operation of the target wheel based on the clamping force of the target caliper.

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