Wheel braking torque distribution method and device, electronic equipment and storage medium

Abstract

The disclosure provides a wheel braking torque distribution method and device, electronic equipment and storage medium, the method comprises: obtaining the driving parameter of the vehicle; the normal component of gravity and the dynamic center of gravity of the vehicle are calculated according to the slope, the vehicle weight, the actual deceleration of the vehicle and the static center of gravity of the vehicle; the dynamic axle load of the front axle and the dynamic axle load of the rear axle are determined according to the normal component of gravity and the dynamic center of gravity; the single wheel basic braking torque of the vehicle is determined according to the road adhesion coefficient, the total braking torque request value, the dynamic axle load of the front axle and the dynamic axle load of the rear axle; the single wheel braking torque correction value is obtained by closed loop correction according to the actual deceleration of the vehicle and the wheel deceleration; the target braking torque of the corresponding wheel is determined according to the single wheel basic braking torque and the single wheel braking torque correction value. Therefore, the dynamic distribution of braking torque can be realized for each wheel, thereby effectively improving the stability and controllability of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of automotive brake-by-wire technology, specifically to a method, device, electronic device, and storage medium for distributing braking torque at the wheels. Background Technology

[0002] With its significant advantages such as fast response speed, high torque control accuracy, and elimination of hydraulic lines, the electronic braking system (EMB) has become the core product for the development of brake-by-wire technology in future intelligent vehicles.

[0003] In related technologies, electronic braking systems often distribute braking force to the front and rear axles in a way that is either undistributed or proportionally distributed. When the axle load shifts, this method can easily cause the braking force on the wheels to exceed the road surface limit, leading to single or multiple wheel lock-up and reducing vehicle stability and controllability. Summary of the Invention

[0004] This disclosure aims to at least partially address one of the technical problems in the related art.

[0005] Therefore, the purpose of this disclosure is to provide a method, device, electronic device and storage medium for distributing braking torque on wheels, thereby enabling dynamic distribution of braking torque to each wheel, thus effectively improving the stability and controllability of the vehicle.

[0006] To achieve the above objectives, the wheel braking torque distribution method proposed in the first aspect of this disclosure includes:

[0007] The vehicle's driving parameters are obtained, including: actual vehicle deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel.

[0008] The normal component of gravity and the dynamic center of gravity of the vehicle are calculated based on the slope, the vehicle weight, the actual deceleration of the vehicle, and the static center of gravity height of the vehicle.

[0009] The front axle dynamic load and the rear axle dynamic load are determined based on the normal component of gravity and the dynamic center of mass height.

[0010] The basic braking torque of a single wheel of the vehicle is determined based on the road surface adhesion coefficient, the total braking torque request value, the front axle dynamic axle load, and the rear axle dynamic axle load.

[0011] A closed-loop correction is performed based on the actual deceleration of the vehicle and the wheel deceleration to obtain the correction value of the single-wheel braking torque.

[0012] The target braking torque corresponding to the wheel is determined based on the single-wheel base braking torque and the single-wheel braking torque correction value.

[0013] To achieve the above objectives, the wheel braking torque distribution device proposed in the second aspect of this disclosure includes:

[0014] The acquisition module is used to acquire the vehicle's driving parameters, which include: the vehicle's actual deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel.

[0015] The calculation module is used to calculate the normal component of gravity and the dynamic center of gravity of the vehicle based on the slope, the vehicle weight, the actual deceleration of the vehicle and the static center of gravity height of the vehicle.

[0016] The first determining module is used to determine the front axle dynamic axle load and the rear axle dynamic axle load based on the gravity normal component and the dynamic center of mass height.

[0017] The second determining module is used to determine the basic braking torque of a single wheel of the vehicle based on the road surface adhesion coefficient, the total braking torque request value, the front axle dynamic axle load, and the rear axle dynamic axle load.

[0018] The correction module is used to perform closed-loop correction based on the actual deceleration of the vehicle and the wheel deceleration to obtain the correction value of the single wheel braking torque;

[0019] The third determining module is used to determine the target braking torque corresponding to the wheel based on the single-wheel basic braking torque and the single-wheel braking torque correction value.

[0020] The electronic device proposed in the third aspect of this disclosure includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the wheel braking torque distribution method proposed in the first aspect of this disclosure.

[0021] The fourth aspect of this disclosure provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the wheel braking torque distribution method as proposed in the first aspect of this disclosure.

[0022] A fifth aspect of this disclosure provides a computer program product that, when executed by a processor, performs a wheel braking torque distribution method as described in a first aspect of this disclosure.

[0023] The wheel braking torque distribution method, device, electronic equipment, and storage medium disclosed herein acquire vehicle driving parameters, including: actual vehicle deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel. Based on the gradient, vehicle weight, actual vehicle deceleration, and vehicle static center of gravity height, the vehicle's gravity normal component and dynamic center of gravity height are calculated. Based on the gravity normal component and dynamic center of gravity height, the front axle dynamic axle load and rear axle dynamic axle load are determined. Based on the road adhesion coefficient, total braking torque request value, front axle dynamic axle load, and rear axle dynamic axle load, the vehicle's single-wheel basic braking torque is determined. Closed-loop correction is performed based on the vehicle's actual deceleration and wheel deceleration to obtain the single-wheel braking torque correction value. Based on the single-wheel basic braking torque and the single-wheel braking torque correction value, the target braking torque for the corresponding wheel is determined. Therefore, dynamic braking torque distribution to each wheel can be achieved, thereby effectively improving vehicle stability and controllability.

[0024] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0025] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0026] Figure 1 This is a schematic flowchart of a wheel braking torque distribution method proposed in an embodiment of this disclosure;

[0027] Figure 2 This is a schematic flowchart of a wheel braking torque distribution method proposed in another embodiment of this disclosure;

[0028] Figure 3 This is based on the schematic diagram of the wheel braking torque distribution process proposed in this disclosure;

[0029] Figure 4 This is a schematic diagram of the structure of a wheel braking torque distribution device according to an embodiment of this disclosure;

[0030] Figure 5 This is a block diagram of an electronic device according to an embodiment of the present application. Detailed Implementation

[0031] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are used only to explain this disclosure, and should not be construed as limiting this disclosure. Rather, embodiments of this disclosure include all variations, modifications, and equivalents falling within the spirit and scope of the appended claims.

[0032] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in this disclosure are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0033] Figure 1 This is a schematic flowchart of a wheel braking torque distribution method proposed in an embodiment of this disclosure.

[0034] It should be noted that the execution subject of the wheel braking torque distribution method in this embodiment is the wheel braking torque distribution device. This device can be implemented by software and / or hardware. This device can be configured in an electronic device, which may include, but is not limited to, a terminal, a server, etc. For example, the terminal may be a mobile phone, a PDA, etc.

[0035] like Figure 1 As shown, the braking torque distribution method on this wheel includes:

[0036] S101: Obtain the vehicle's driving parameters, including: actual vehicle deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel.

[0037] Among these, driving parameters can refer to relevant parameters of the vehicle during driving. The specific content of these driving parameters can be flexibly adjusted according to the application scenario, and there are no restrictions on them.

[0038] The actual deceleration of a vehicle can refer to the amount of speed reduction per unit time during braking.

[0039] Among them, gradient can be used to indicate the degree of inclination of the road on which a vehicle is traveling.

[0040] The total braking torque request value can refer to the total braking torque requested by the vehicle driver.

[0041] Wheel deceleration refers to the rate at which the rotational angular velocity of a single wheel decreases.

[0042] In this embodiment of the disclosure, the aforementioned driving parameters, such as wheel deceleration (left front wheel deceleration j), can be obtained through signal invocation. fl Right front wheel deceleration j fr The deceleration of the left rear wheel, j rl Right rear wheel deceleration j rr ), vehicle's true deceleration a act Slope p, vehicle weight G, vehicle static center of gravity height h, road adhesion coefficient u, total braking torque request T req This provides reliable data support for the distribution of braking torque on the wheels.

[0043] S102: Based on the slope, vehicle weight, actual vehicle deceleration, and static center of gravity height, calculate the normal component of the vehicle's gravity and the dynamic center of gravity height.

[0044] In this embodiment of the disclosure, when calculating the normal component of gravity and the dynamic center of gravity of the vehicle based on the slope, vehicle weight, actual vehicle deceleration and static center of gravity height, it can be based on a pre-trained machine learning model, or it can be based on a third-party device, without limitation.

[0045] Optionally, in some embodiments, when calculating the normal component of gravity and the dynamic center of gravity of the vehicle based on the slope, vehicle weight, actual vehicle deceleration, and static center of gravity height, the following steps can be taken: calculate the slope angle based on the slope; calculate the normal component of gravity based on the vehicle weight and slope angle; calculate the center of gravity height correction coefficient based on gravitational acceleration and actual vehicle deceleration; and calculate the dynamic center of gravity height based on the static center of gravity height and the center of gravity height correction coefficient. This effectively improves the accuracy and reliability of the obtained normal component of gravity and dynamic center of gravity height.

[0046] For example, in this embodiment of the disclosure, when calculating the ramp angle θ based on the slope p, it can be based on the formula: θ is positive when going uphill and negative when going downhill.

[0047] The normal component of gravity can refer to the component of vehicle weight perpendicular to the ramp. The normal component of gravity is calculated based on the vehicle weight G and the ramp angle θ. At that time, it can be based on the formula: .

[0048] Among them, the center of gravity height correction coefficient refers to the coefficient used to correct the static center of gravity height of the vehicle.

[0049] The actual deceleration of the vehicle can be calculated in this embodiment. The ratio of the gravitational acceleration g to the vehicle's static center of gravity height is used as a correction factor. The dynamic centroid height is calculated using the centroid height correction coefficient. The calculation formula is: Where k is the forward tilt correction factor as a calibrated value, ranging from 0.1 to 0.2, and the greater the forward tilt, the larger k becomes.

[0050] In this embodiment of the disclosure, when the normal component of the vehicle's gravity and the dynamic center of gravity height are calculated based on the slope and vehicle weight, the vehicle's personalized driving environment can be effectively combined, thereby effectively improving the applicability and practicality of the wheel braking torque distribution process.

[0051] S103: Determine the dynamic axle load of the front axle and the dynamic axle load of the rear axle based on the normal component of gravity and the height of the dynamic center of mass.

[0052] Dynamic axle load refers to the real-time, transient vertical load borne by the front and rear axles (or left and right wheels) due to inertial force (pseudo-force) when the vehicle is in motion (acceleration, braking, turning or combined working conditions).

[0053] In this embodiment of the disclosure, when determining the dynamic axle load of the front axle and the dynamic axle load of the rear axle based on the normal component of gravity and the height of the dynamic center of mass, it can be based on a pre-trained machine learning model, or it can be based on a combination of numerical and graphical methods to determine the dynamic axle load of the front axle and the dynamic axle load of the rear axle based on the normal component of gravity and the height of the dynamic center of mass. There are no restrictions on this.

[0054] S104: Determine the basic braking torque of a single wheel of the vehicle based on the road surface adhesion coefficient, the total braking torque request value, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle.

[0055] Among them, the basic braking torque of a single wheel refers to the braking torque initially calculated for a specific wheel of the vehicle.

[0056] For example, the basic braking torque of a vehicle's single wheel includes: the basic braking torque of the left front wheel. Basic braking torque of the right front wheel Basic braking torque of the left rear wheel and the basic braking torque of the right rear wheel .

[0057] In this embodiment of the disclosure, when the basic braking torque of a single wheel of the vehicle is determined based on the total braking torque request value, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle, a preliminary calculation of the wheel braking torque can be achieved.

[0058] S105: Perform closed-loop correction based on the actual vehicle deceleration and wheel deceleration to obtain the single-wheel braking torque correction value.

[0059] Among them, the single-wheel braking torque correction value refers to the value of correcting the basic braking torque of a single wheel.

[0060] For example, in this embodiment of the disclosure, closed-loop control can be performed on a single wheel, using the actual deceleration of the vehicle. (m / s²) is used as the target value and the deceleration of each wheel. PID calculations are performed to obtain the single-wheel braking torque correction value for each wheel. .

[0061] PID calculation formula:

[0062]

[0063]

[0064]

[0065]

[0066] in:

[0067] r: Wheel rolling radius (m);

[0068] T req The driver requests total braking torque;

[0069] : Actual deceleration of the vehicle;

[0070] : Deceleration of each wheel;

[0071] P, I, D: These are the adjustment parameters for items P, I, and D, respectively.

[0072] S106: Determine the target braking torque of the corresponding wheel based on the basic braking torque of a single wheel and the correction value of the braking torque of a single wheel.

[0073] Optionally, in some embodiments, when determining the target braking torque of a corresponding wheel based on the single-wheel base braking torque and the single-wheel braking torque correction value, the sum of the single-wheel base braking torque and the single-wheel braking torque correction value can be calculated as a candidate braking torque; the candidate braking torque is then low-pass filtered to obtain the target braking torque. Thus, the reliability of the obtained target braking torque can be effectively improved through low-pass filtering.

[0074] For example, in the embodiments of this disclosure, the candidate braking torques corresponding to each wheel The formula is as follows:

[0075]

[0076]

[0077]

[0078]

[0079] Perform first-order low-pass filtering:

[0080] in, The braking torque output of each wheel is filtered as a calibrated quantity.

[0081] Furthermore, the obtained target braking torque is subject to extreme value limitations:

[0082] Maximum value: ;

[0083] Minimum value: .

[0084] In this embodiment, the vehicle's driving parameters are acquired, including: actual deceleration, gradient, vehicle weight, static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel. The vehicle's gravity normal component and dynamic center of gravity height are calculated based on the gradient, vehicle weight, actual deceleration, and static center of gravity height. The front axle dynamic load and rear axle dynamic load are determined based on the gravity normal component and dynamic center of gravity height. The basic braking torque of each wheel is determined based on the road adhesion coefficient, total braking torque request value, front axle dynamic load, and rear axle dynamic load. A closed-loop correction is performed based on the actual vehicle deceleration and wheel deceleration to obtain the corrected braking torque value for each wheel. Finally, the target braking torque for the corresponding wheel is determined based on the basic braking torque and the corrected braking torque value. This allows for dynamic distribution of braking torque to each wheel, effectively improving the vehicle's stability and controllability.

[0085] Figure 2 This is a schematic flowchart of a wheel braking torque distribution method proposed in another embodiment of this disclosure.

[0086] like Figure 2 As shown, the braking torque distribution method on this wheel includes:

[0087] S201: Obtain the vehicle's driving parameters, including: actual vehicle deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel.

[0088] S202: Based on the slope, vehicle weight, actual vehicle deceleration, and static center of gravity height, the normal component of the vehicle's gravity and dynamic center of gravity height are calculated.

[0089] For a detailed description of S201 and S202, please refer to the above embodiments, which will not be repeated here.

[0090] S203: Determine the static axle load of the front axle and the static axle load of the vehicle based on the normal component of gravity.

[0091] Among them, the front axle static axle load and the rear axle static axle load can refer to the front axle load and the rear axle load when the vehicle is static.

[0092] Optionally, in some embodiments, a first distance between the vehicle's center of gravity and the front axle, and a second distance between the vehicle's center of gravity and the rear axle can be determined; the static axle load of the front axle is calculated based on the normal component of gravity, the second distance, and the vehicle's wheelbase; the static axle load of the rear axle is calculated based on the normal component of gravity, the first distance, and the vehicle's wheelbase. This effectively improves the accuracy of the obtained static axle loads for the front and rear axles.

[0093] For example, the formulas for calculating the static axle load of the front axle and the static axle load of the rear axle are as follows:

[0094]

[0095]

[0096] Where L is the vehicle wheelbase. This is the distance from the vehicle's center of gravity to the front axle.

[0097] S204: Calculate and determine the axle load correction value based on the dynamic center of gravity height, vehicle weight, actual vehicle deceleration g, vehicle wheelbase, and gravitational acceleration.

[0098] For example, the formula for calculating the axle load correction is as follows:

[0099]

[0100] S205: Calculate the sum of the front axle static load and the axle load correction value, and use it as the front axle dynamic load.

[0101] For example, front axle dynamic axle load The calculation formula is: .

[0102] S206: Calculate the difference between the static axle load and the axle load correction value of the rear axle, and use it as the dynamic axle load of the rear axle.

[0103] For example, rear axle dynamic axle load The calculation formula is: .

[0104] In other words, in this embodiment of the present disclosure, the static axle loads of the front axle and rear axle can be determined based on the normal component of gravity; the axle load correction value can be calculated based on the dynamic center of gravity height, vehicle weight, actual vehicle deceleration, wheelbase, and gravitational acceleration; the sum of the static axle load and the axle load correction value is calculated as the dynamic axle load of the front axle; and the difference between the static axle load and the axle load correction value is calculated as the dynamic axle load of the rear axle. This effectively improves the accuracy of the obtained dynamic axle loads of the front and rear axles.

[0105] S207: Determine the maximum permissible braking force of a single front wheel and a single rear wheel of a vehicle based on the road surface adhesion coefficient, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle.

[0106] Optionally, in some embodiments, when determining the maximum permissible braking force of a single front wheel and a single rear wheel of a vehicle based on the road surface adhesion coefficient, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle, the maximum permissible braking force of a single front wheel may be determined based on the dynamic axle load of the front axle and the road surface adhesion coefficient; and the maximum permissible braking force of a single rear wheel may be determined based on the dynamic axle load of the rear axle and the road surface adhesion coefficient.

[0107] For example, the formula for calculating the maximum permissible braking force of a single wheel is as follows:

[0108] Front wheel (single):

[0109] Rear wheel (single):

[0110] Where u is the road surface adhesion coefficient.

[0111] S208: Determine the total maximum permissible braking force based on the maximum permissible braking force of a single front wheel and a single rear wheel.

[0112] For example, .

[0113] S209: Calculate and determine the basic braking torque of a single front wheel based on the maximum permissible braking force of a single front wheel, the total maximum permissible braking force, and the requested total braking torque.

[0114] For example, the basic braking torque of each of the two front wheels. and The calculation formula is as follows:

[0115]

[0116]

[0117] in:

[0118] r: Wheel rolling radius (m);

[0119] ;

[0120] W serves as a calibrated value, and parameters can be adjusted.

[0121] S210: Calculate and determine the basic braking torque of a single rear wheel based on the maximum permissible braking force of a single rear wheel, the total maximum permissible braking force, and the total braking torque request value.

[0122] For example, the basic braking torque of each of the two front wheels. and The calculation formula is as follows:

[0123]

[0124]

[0125] In other words, in this embodiment of the present disclosure, the maximum permissible braking force per front wheel and the maximum permissible braking force per rear wheel of the vehicle can be determined based on the road surface adhesion coefficient, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle; the total maximum permissible braking force is determined based on the maximum permissible braking force per front wheel and the maximum permissible braking force per rear wheel; the basic braking torque per front wheel is calculated based on the maximum permissible braking force per front wheel, the total maximum permissible braking force, and the requested total braking torque; and the basic braking torque per rear wheel is calculated based on the maximum permissible braking force per rear wheel, the total maximum permissible braking force, and the requested total braking torque. Therefore, by combining the maximum permissible braking force per wheel and the requested total braking torque, the basic braking torque of each wheel can be accurately calculated, thus providing a reliable basic braking torque as a reference for the distribution of wheel braking torque.

[0126] S211: Perform closed-loop correction based on the actual vehicle deceleration and wheel deceleration to obtain the single-wheel braking torque correction value.

[0127] S212: Determine the target braking torque of the corresponding wheel based on the basic braking torque of a single wheel and the correction value of the braking torque of a single wheel.

[0128] For a detailed description of S211 and S212, please refer to the above embodiments, which will not be repeated here.

[0129] In this embodiment, the static axle loads of the front and rear axles are determined based on the normal component of gravity. Axle load correction values ​​are calculated based on the dynamic center of gravity height, vehicle weight, actual vehicle deceleration, wheelbase, and gravitational acceleration. The sum of the front axle static load and the axle load correction value is calculated as the front axle dynamic load. The difference between the rear axle static load and the axle load correction value is calculated as the rear axle dynamic load. This effectively improves the accuracy of the obtained front and rear axle dynamic loads. By determining the maximum permissible braking force per front wheel and per rear wheel based on the dynamic axle loads of the front and rear axles, the total maximum permissible braking force is determined. Based on these forces, the basic braking torque per front wheel is calculated. Similarly, based on the maximum permissible braking force per rear wheel, the total maximum permissible braking force, and the requested total braking torque, the basic braking torque per rear wheel is calculated. This allows for accurate calculation of the basic braking torque per wheel by combining the maximum permissible braking force per wheel and the requested total braking torque, thus providing a reliable reference for the distribution of braking torque across the wheels.

[0130] In summary, the wheel braking torque distribution process is as follows: Figure 3 As shown, Figure 3 This is a schematic diagram of the wheel braking torque distribution process proposed in this disclosure.

[0131] Figure 4 This is a schematic diagram of the structure of a wheel braking torque distribution device proposed in an embodiment of this disclosure.

[0132] like Figure 4 As shown, the wheel braking torque distribution device 40 includes:

[0133] The acquisition module 401 is used to acquire the vehicle's driving parameters, which include: the vehicle's actual deceleration, gradient, vehicle weight, vehicle static center of gravity height, road surface adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel.

[0134] The calculation module 402 is used to calculate the normal component of gravity and the dynamic center of gravity of the vehicle based on the slope, vehicle weight, actual vehicle deceleration and static center of gravity height of the vehicle.

[0135] The first determining module 403 is used to determine the dynamic axle load of the front axle and the dynamic axle load of the rear axle based on the normal component of gravity and the height of the dynamic center of mass.

[0136] The second determining module 404 is used to determine the basic braking torque of a single wheel of the vehicle based on the road surface adhesion coefficient, the total braking torque request value, the front axle dynamic axle load, and the rear axle dynamic axle load.

[0137] The correction module 405 is used to perform closed-loop correction based on the actual deceleration of the vehicle and the wheel deceleration to obtain the correction value of the single wheel braking torque.

[0138] The third determining module 406 is used to determine the target braking torque of the corresponding wheel based on the single-wheel basic braking torque and the single-wheel braking torque correction value.

[0139] It should be noted that the foregoing explanation of the wheel braking torque distribution method also applies to the wheel braking torque distribution device of this embodiment, and will not be repeated here.

[0140] In this embodiment, the vehicle's driving parameters are acquired, including: actual deceleration, gradient, vehicle weight, static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel. The vehicle's gravity normal component and dynamic center of gravity height are calculated based on the gradient, vehicle weight, actual deceleration, and static center of gravity height. The front axle dynamic load and rear axle dynamic load are determined based on the gravity normal component and dynamic center of gravity height. The basic braking torque of each wheel is determined based on the road adhesion coefficient, total braking torque request value, front axle dynamic load, and rear axle dynamic load. A closed-loop correction is performed based on the actual vehicle deceleration and wheel deceleration to obtain the corrected braking torque value for each wheel. Finally, the target braking torque for the corresponding wheel is determined based on the basic braking torque and the corrected braking torque value. This allows for dynamic distribution of braking torque to each wheel, effectively improving the vehicle's stability and controllability.

[0141] According to embodiments of this application, this application also provides an electronic device and a readable storage medium.

[0142] Figure 5 This is a block diagram of an electronic device according to an embodiment of the present application.

[0143] like Figure 5 As shown, the electronic device includes:

[0144] The memory 501, the processor 502, and the computer instructions stored in the memory 501 and executable on the processor 502.

[0145] When processor 502 executes instructions, it implements the wheel braking torque distribution method provided in the above embodiments.

[0146] Furthermore, electronic devices also include:

[0147] Communication interface 503 is used for communication between memory 501 and processor 502.

[0148] Memory 501 is used to store computer instructions that can be executed on processor 502.

[0149] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0150] The processor 502 is used to implement the wheel braking torque distribution method of the above embodiments when executing the program.

[0151] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0152] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0153] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0154] This application also proposes a computer program product that, when executed by an instruction processor, implements the wheel braking torque distribution method of the embodiments of this application.

[0155] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0156] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0157] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0158] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0159] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0160] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0161] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0162] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for distributing braking torque on wheels, characterized in that, include: The vehicle's driving parameters are obtained, including: actual vehicle deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel. The normal component of gravity and the dynamic center of gravity of the vehicle are calculated based on the slope, the vehicle weight, the actual deceleration of the vehicle, and the static center of gravity height of the vehicle. The front axle dynamic load and the rear axle dynamic load are determined based on the normal component of gravity and the dynamic center of mass height. The basic braking torque of a single wheel of the vehicle is determined based on the road surface adhesion coefficient, the total braking torque request value, the front axle dynamic axle load, and the rear axle dynamic axle load. A closed-loop correction is performed based on the actual deceleration of the vehicle and the wheel deceleration to obtain the correction value of the single-wheel braking torque. The target braking torque corresponding to the wheel is determined based on the single-wheel base braking torque and the single-wheel braking torque correction value.

2. The method as described in claim 1, characterized in that, The calculation of the vehicle's normal component of gravity and dynamic center of gravity height based on the slope, vehicle weight, actual vehicle deceleration, and static center of gravity height includes: The ramp angle is calculated based on the slope. The normal component of gravity is calculated based on the vehicle weight and the slope angle. The center of gravity height correction coefficient is calculated based on the gravitational acceleration and the actual deceleration of the vehicle. The dynamic center of gravity height is calculated based on the vehicle's static center of gravity height and the center of gravity height correction coefficient.

3. The method as described in claim 1, characterized in that, The process of determining the front axle dynamic load and the rear axle dynamic load based on the normal component of gravity and the dynamic center of mass height includes: Based on the normal component of gravity, determine the static axle load of the vehicle's front axle and the static axle load of the rear axle; Based on the dynamic center of gravity height, vehicle weight, actual vehicle deceleration, vehicle wheelbase, and gravitational acceleration, the axle load correction value is calculated and determined. The sum of the front axle static axle load and the axle load correction value is calculated as the front axle dynamic axle load; The difference between the static axle load and the axle load correction value is calculated and used as the dynamic axle load of the rear axle.

4. The method as described in claim 3, characterized in that, The step of determining the static axle load of the front axle and the static axle load of the vehicle based on the normal component of gravity includes: Determine a first distance between the vehicle's center of gravity and the front axle, and a second distance between the vehicle's center of gravity and the rear axle; The static axle load of the front axle is calculated based on the normal component of gravity, the second distance, and the vehicle wheelbase. The static axle load of the rear axle is calculated based on the normal component of gravity, the first distance, and the vehicle wheelbase.

5. The method as described in claim 1, characterized in that, The step of determining the basic single-wheel braking torque of the vehicle based on the road surface adhesion coefficient, the requested total braking torque value, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle includes: Based on the road surface adhesion coefficient, the front axle dynamic axle load, and the rear axle dynamic axle load, determine the maximum permissible braking force of the front wheel and the maximum permissible braking force of the rear wheel of the vehicle. The total maximum permissible braking force is determined based on the maximum permissible braking force of a single front wheel and the maximum permissible braking force of a single rear wheel. The basic braking torque of a single front wheel is calculated and determined based on the maximum permissible braking force of a single front wheel, the total maximum permissible braking force, and the requested total braking torque. The basic braking torque of a single rear wheel is calculated and determined based on the maximum permissible braking force of a single rear wheel, the total maximum permissible braking force, and the requested total braking torque.

6. The method as described in claim 5, characterized in that, The step of determining the maximum permissible braking force per front wheel and the maximum permissible braking force per rear wheel of the vehicle based on the road surface adhesion coefficient, the dynamic axle load of the front axle, and the dynamic axle load of the rear axle includes: The maximum permissible braking force of a single front wheel is determined based on the dynamic axle load of the front axle and the road adhesion coefficient. The maximum permissible braking force of a single rear wheel is determined based on the dynamic axle load of the rear axle and the road surface adhesion coefficient.

7. The method as described in claim 1, characterized in that, The step of determining the target braking torque corresponding to the wheel based on the single-wheel base braking torque and the single-wheel braking torque correction value includes: The sum of the basic braking torque of the single wheel corresponding to the wheel and the correction value of the single wheel braking torque is calculated as the candidate braking torque; The candidate braking torque is low-pass filtered to obtain the target braking torque.

8. A wheel-mounted braking torque distribution device, characterized in that, include: The acquisition module is used to acquire the vehicle's driving parameters, which include: the vehicle's actual deceleration, gradient, vehicle weight, vehicle static center of gravity height, road adhesion coefficient, total braking torque request value, and wheel deceleration of each wheel. The calculation module is used to calculate the normal component of gravity and the dynamic center of gravity of the vehicle based on the slope, the vehicle weight, the actual deceleration of the vehicle and the static center of gravity height of the vehicle. The first determining module is used to determine the front axle dynamic axle load and the rear axle dynamic axle load based on the gravity normal component and the dynamic center of mass height. The second determining module is used to determine the basic braking torque of a single wheel of the vehicle based on the road surface adhesion coefficient, the total braking torque request value, the front axle dynamic axle load, and the rear axle dynamic axle load. The correction module is used to perform closed-loop correction based on the actual deceleration of the vehicle and the wheel deceleration to obtain the correction value of the single wheel braking torque; The third determining module is used to determine the target braking torque corresponding to the wheel based on the single-wheel basic braking torque and the single-wheel braking torque correction value.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-7.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, in, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-7.

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