Vehicle braking control method based on angle module and related equipment

Abstract

The invention discloses a vehicle braking control method based on an angle module and related equipment, and the method comprises the steps: when a target vehicle is braked, controlling rear wheels of the target vehicle to execute directional steering operation through the angle module, so as to enable the rear wheels of the target vehicle to reach a preset posture; and in response to brake release of the target vehicle, rear wheels of the target vehicle are controlled to return to a normal driving state from the preset posture through the angle module.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, specifically relating to a vehicle braking control method based on an angle module, a vehicle braking control device based on an angle module, an electronic device, and a computer-readable storage medium. Background Technology

[0002] During vehicle braking, the forward shift of the vehicle's center of gravity due to inertia causes compression of the front suspension and extension of the rear suspension. This results in the front wheels bearing a greater load and undertaking the main braking force, while the rear wheels are prone to locking or slipping, potentially leading to instability risks such as fishtailing, skidding, or loss of steering control. Therefore, ensuring vehicle stability during braking has always been a key research focus in the automotive industry. Currently, the commonly used braking stability control schemes in the industry mainly rely on the braking force distribution of the braking system and the auxiliary adjustment of the Electronic Stability Program (ESP). A typical ESP system uses attitude sensors such as yaw rate sensors and steering angle sensors to monitor the deviation between the vehicle's actual motion state and the driver's desired state in real time. When it detects that the vehicle is about to lose stability, it actively adjusts the braking force and driving force to suppress yaw motion, thereby restoring vehicle stability.

[0003] However, existing ESP-based stability control methods mainly rely on intervention in the braking and drive systems, resulting in limited control freedom and response lag under extreme conditions. Therefore, how to utilize four-wheel independent steering capability to improve vehicle stability during braking is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle braking control method and related equipment based on an angle module. By independently controlling the attitude of the rear wheels of the vehicle based on the angle module, the relative rolling resistance between the rear wheels of the vehicle can be increased, which can make the rear wheels of the vehicle maintain a better straight alignment trend during braking, effectively avoiding the lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road friction, and improving the transmission efficiency of tire grip and braking force.

[0005] In a first aspect, embodiments of this application provide a vehicle braking control method based on an angle module, comprising: When the target vehicle brakes, the rear wheels of the target vehicle are controlled by the corner module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; In response to the target vehicle releasing the brake, the rear wheels of the target vehicle are controlled by the corner module to return to the normal driving state from the preset posture.

[0006] In some embodiments, the rear wheels of the target vehicle include a left rear wheel end and a right rear wheel end; the corner module includes a left rear wheel end corner module and a right rear wheel end corner module; the left rear wheel end corner module is used to control the left rear wheel end, and the right rear wheel end corner module is used to control the right rear wheel end.

[0007] In some embodiments, the rear wheels of a target vehicle are controlled by a corner module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture, including: The left rear wheel of the target vehicle is controlled by the left rear wheel corner module to turn in the first direction to a preset angle value. The right rear wheel of the target vehicle is controlled by the right rear wheel end angle module to turn in the second direction to reach a preset angle value; The first direction is opposite to the second direction, and both the first and second directions are directions close to the intermediate axle of the target vehicle.

[0008] In some embodiments, the vehicle braking control method based on the corner module further includes: In response to the left rear wheel of the target vehicle turning in the first direction to reach a preset angle value and the right rear wheel of the target vehicle turning in the second direction to reach a preset angle value, it is determined that the rear wheels of the target vehicle have reached a preset posture.

[0009] In some embodiments, the vehicle braking control method based on the corner module further includes: Obtain the target vehicle's wheelbase, track width, real-time speed, and real-time braking force; Determine braking parameters based on wheelbase and track width; The preset angle value is determined based on braking parameters, real-time vehicle speed, and real-time braking force.

[0010] In some embodiments, the preset angle value is represented as:

[0011] in, For the preset angle value, For braking parameters, For real-time vehicle speed, For real-time braking force.

[0012] In some embodiments, the preset angle value ranges from 0° to 6°.

[0013] According to the vehicle braking control method based on an angle module of the present invention, when the target vehicle brakes, the rear wheels of the target vehicle are controlled by the angle module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; then, in response to the target vehicle releasing the brake, the rear wheels of the target vehicle are controlled by the angle module to return from the preset posture to the normal driving state. This application independently controls the posture of the vehicle's rear wheels based on the angle module to increase the relative rolling resistance between the rear wheels, which can make the rear wheels maintain a better straight alignment trend during braking, effectively avoiding lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road surface friction, and improving the transmission efficiency of tire grip and braking force.

[0014] Secondly, embodiments of this application provide a vehicle braking control device based on an angle module, comprising: The control module is configured to control the rear wheels of the target vehicle to perform directional steering operations through the corner module when the target vehicle brakes, so that the rear wheels of the target vehicle reach a preset posture; The de-braking module is configured to control the rear wheels of the target vehicle to return to a normal driving state from a preset posture via the corner module when the target vehicle releases its brakes.

[0015] According to an embodiment of the vehicle braking control device based on an angle module, when the target vehicle brakes, the angle module controls the rear wheels of the target vehicle to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; then, in response to the target vehicle releasing the brake, the angle module controls the rear wheels of the target vehicle to return from the preset posture to the normal driving state. This application independently controls the posture of the vehicle's rear wheels based on an angle module to increase the relative rolling resistance between the rear wheels, which can make the rear wheels maintain a better straight alignment trend during braking, effectively avoiding lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road surface friction, and improving the transmission efficiency of tire grip and braking force.

[0016] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and when the program or instructions are executed by the processor, implement the steps of the vehicle braking control method based on the corner module as described in the first aspect.

[0017] According to the vehicle braking control method based on an angle module of the present invention, when the target vehicle brakes, the rear wheels of the target vehicle are controlled by the angle module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; then, in response to the target vehicle releasing the brake, the rear wheels of the target vehicle are controlled by the angle module to return from the preset posture to the normal driving state. This application independently controls the posture of the vehicle's rear wheels based on the angle module to increase the relative rolling resistance between the rear wheels, which can make the rear wheels maintain a better straight alignment trend during braking, effectively avoiding lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road surface friction, and improving the transmission efficiency of tire grip and braking force.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the corner module-based vehicle braking control method of the first aspect.

[0019] According to the vehicle braking control method based on an angle module of the present invention, when the target vehicle brakes, the rear wheels of the target vehicle are controlled by the angle module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; then, in response to the target vehicle releasing the brake, the rear wheels of the target vehicle are controlled by the angle module to return from the preset posture to the normal driving state. This application independently controls the posture of the vehicle's rear wheels based on the angle module to increase the relative rolling resistance between the rear wheels, which can make the rear wheels maintain a better straight alignment trend during braking, effectively avoiding lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road surface friction, and improving the transmission efficiency of tire grip and braking force.

[0020] Additional aspects and advantages of this application 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 application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a diagram illustrating the normal driving state of a vehicle. Figure 2 A flowchart illustrating the vehicle braking control method based on an angle module provided in the application embodiment; Figure 3 A schematic diagram illustrating the target vehicle reaching a preset posture as provided in the embodiments of this application; Figure 4 This is a schematic diagram of a vehicle braking control device based on an angle module in an embodiment of this application; Figure 5 This is a block diagram of an electronic device according to some embodiments of the present invention.

[0022] Figure description: Vehicle braking control device 400 based on corner module, control module 401, decontrol module 402, processor 510, memory 520, input / output interface 530, communication interface 540 and bus 550. Detailed Implementation

[0023] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While some embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this application. It should be understood that the drawings and embodiments of this application are for illustrative purposes only and are not intended to limit the scope of protection of this application.

[0024] It should be understood that the steps described in the method embodiments of this application may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this application is not limited in this respect.

[0025] As described in the background section, existing ESP-based stability control methods mainly rely on intervention in the braking and drive systems, resulting in limited control freedom and response lag under extreme conditions. In recent years, the emergence of modular motion angle (MOA) vehicles has provided a new technological path for vehicle stability control with their four-wheel independent steering capability. These vehicles can achieve flexible allocation of tire force vectors through independent and precise control of the steering angle of each wheel, thereby more actively and accurately compensating for changes in vehicle attitude during braking, opening up new possibilities for improving braking stability control.

[0026] In modular vehicles, the corner modules replace the rear suspension and steering components of traditional vehicles. They typically include several core components: a steering motor, suspension assembly, wheel bearing units, sensors, and a steering controller. The steering motor drives the rear wheels, generating the steering angle; the suspension assembly, generally composed of integrated shock absorbers and springs, provides support and cushioning; the wheel bearing units connect the wheels and ensure smooth rotation; sensors detect parameters such as wheel speed, steering angle, and torque; and the steering controller, usually a subunit of the overall vehicle control system, receives commands and precisely executes steering maneuvers.

[0027] refer to Figure 1 This is a diagram illustrating a vehicle in normal driving condition.

[0028] After the vehicle is powered on and started, the steering controller of the corner module continuously listens for braking signals from the brake controller, monitoring the vehicle's braking status in real time. When no braking signal is detected, the steering controller does not apply additional steering control to the rear wheels; the rear wheels remain aligned with the vehicle's direction of travel or are controlled according to normal steering requirements. This normal mode aims to minimize rolling resistance, reduce tire wear, and maintain the vehicle's (especially the rear wheels') agility during cornering. Furthermore, sensors on the corner module continuously feed back the actual angle and status of the rear wheels to the central electronic control unit (ECU). Based on the received data, the ECU controls the corner module to make fine adjustments, ensuring the rear wheels remain aligned with the vehicle's direction of travel, ensuring precise control, reducing rolling resistance, and improving the vehicle's cornering agility.

[0029] refer to Figure 2 This is a flowchart illustrating the vehicle braking control method based on corner modules provided in the application embodiment.

[0030] like Figure 2 As shown, the vehicle braking control method based on corner modules includes: Step S201: When the target vehicle brakes, the rear wheels of the target vehicle are controlled by the corner module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture.

[0031] Specifically, when the target vehicle is detected to begin braking, instead of relying on sensor signals indicating that the vehicle has become unstable, the corner module actively and synchronously controls the rear wheels of the vehicle to perform directional steering operations, so that it reaches an optimized preset posture.

[0032] In step S202, in response to the target vehicle releasing the brake, the rear wheels of the target vehicle are controlled by the corner module to return from a preset posture to a normal driving state.

[0033] Specifically, in response to detecting that the target vehicle has released the brakes (such as releasing the brake pedal), and after the sensor confirms that the vehicle speed has returned to a stable driving range and the vehicle body posture is stable, the angle module controls the rear wheels of the target vehicle to smoothly and gradually return from the preset posture to the normal driving state consistent with the direction of the front wheels of the vehicle, ensuring that the vehicle can seamlessly transition to the normal driving mode after the braking process ends.

[0034] In some embodiments, the rear wheels of the target vehicle include a left rear wheel end and a right rear wheel end; the corner module includes a left rear wheel end corner module and a right rear wheel end corner module; the left rear wheel end corner module is used to control the left rear wheel end, and the right rear wheel end corner module is used to control the right rear wheel end.

[0035] In practice, the system does not use a single module to control both rear wheels. Instead, it equips the left and right rear wheel ends with dedicated angle modules. The left rear wheel angle module is an independent mechatronic actuator integrated near the left rear wheel, responsible for precisely controlling the steering angle of the left rear wheel. The right rear wheel angle module is another independent actuator responsible for controlling the right rear wheel. Each rear wheel can have its steering angle controlled independently and precisely. This is crucial for achieving opposite steering of the wheels. The system ensures that the left and right wheels reach the preset angle synchronously and symmetrically, thus achieving a stable vehicle posture.

[0036] In some embodiments, the rear wheels of a target vehicle are controlled by a corner module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture, including: The left rear wheel of the target vehicle is controlled by the left rear wheel corner module to turn in the first direction to a preset angle value. The right rear wheel of the target vehicle is controlled by the right rear wheel end angle module to turn in the second direction to reach a preset angle value; The first direction is opposite to the second direction, and both the first and second directions are directions close to the intermediate axle of the target vehicle.

[0037] For example, in traditional vehicles, the rear wheels are passive. During directional steering, the rear wheels are only responsible for following the front wheels and supporting the vehicle body. Their trajectory is entirely determined by the front wheels and the laws of physics. In contrast, in a corner-module vehicle, the rear wheels can be oriented to a precise angle, thus actively altering the vehicle's dynamic behavior and enabling more complex functions. For instance, the crab mode keeps the front and rear wheels at the same angle, allowing the vehicle to move laterally like a crab, which is extremely useful when dealing with sloping beaches, muddy roads, or when needing to park close to the curb. Another example is a U-turn, where the left and right rear wheels rotate in opposite directions to the front wheels—the left front and rear wheels rotate forward simultaneously, and the right front and rear wheels rotate backward simultaneously—allowing the vehicle to rotate around a central point with a very small turning radius. For the driver, it provides two seemingly contradictory driving experiences: "as agile as a small car" and "as stable as a high-speed train." For the vehicle, it significantly enhances the limits of dynamic performance and the safety baseline.

[0038] In this embodiment, during braking, the vehicle's center of gravity shifts forward, reducing rear wheel traction and making it prone to sideslip or fishtailing. The rear wheels, forming a "toe-in" posture, generate an inward "tightening" force. This acts like an internal stabilizer, effectively counteracting any tendency to cause the rear of the vehicle to sway left or right, thus preventing or mitigating fishtailing during braking and allowing the vehicle to decelerate more stably along a straight line. From a vehicle dynamics perspective, rear wheel toe-in is equivalent to creating a virtual support point behind the vehicle, producing an effect similar to extending the wheelbase. Longer wheelbase vehicles are inherently more stable during braking. By fine-tuning the steering angle, the tire-to-ground contact patch can be optimized, maintaining a larger effective contact area during braking, thereby potentially improving braking force utilization.

[0039] refer to Figure 3 This is a schematic diagram of the target vehicle reaching a preset posture according to an embodiment of this application.

[0040] In this configuration, the first direction is opposite to the second. This means that if one wheel turns left, the other turns right. Both directions are close to the vehicle's center axis. The "center axis" here refers to the longitudinal axis of symmetry running through the front and rear centers of the vehicle. This control method allows the front ends of both rear wheels to be slightly aligned with the vehicle's centerline. In automotive engineering, this posture is called "toe-in."

[0041] For example, when the vehicle brakes, the corner module controls the rear wheels to adopt an inward-pointing posture. The left rear wheel corner module controls the left rear wheel of the target vehicle to turn to the right along the direction of travel to a preset angle value, and the right rear wheel corner module controls the right rear wheel of the target vehicle to turn to the left along the direction of travel to the same preset angle value, thus presenting an inward-pointing posture. This posture allows the two rear wheels to contact the ground more evenly, slightly increasing the "relative rolling resistance" between the two rear wheels. This can optimize the tire contact with the ground and suppress lateral slippage of the rear wheels when decelerating and cornering on poor surfaces (such as icy roads, waterlogged roads, muddy roads, and wet asphalt roads), thus avoiding fishtailing or understeer.

[0042] In some embodiments, the vehicle braking control method based on the corner module further includes: In response to the left rear wheel of the target vehicle turning in the first direction to reach a preset angle value and the right rear wheel of the target vehicle turning in the second direction to reach a preset angle value, it is determined that the rear wheels of the target vehicle have reached a preset posture.

[0043] In practical applications, the left rear wheel corner module controls the left rear wheel of the target vehicle to turn to the right along the direction of travel, and the right rear wheel corner module controls the right rear wheel of the target vehicle to turn to the left along the direction of travel (for example, the right side of the direction of travel is the first direction, and the left side of the direction of travel is the second direction). The steering angles of the two rear wheels are the same. For example, if the left rear wheel turns 1° to the right, the resulting lateral force points to the right side of the vehicle, and the right rear wheel will simultaneously turn 1° to the left, generating a lateral force pointing to the left side of the vehicle, forming an inward-pointing tendency. The inward-pointing rear wheels form a virtual support triangle behind the vehicle's centerline. This triangular structure greatly enhances the vehicle's stability around the vertical axis (yaw). When the vehicle brakes and steers, due to inertia, the entire vehicle tends to maintain straight-line motion. This forces the contact portion of the rear tires to have a tendency to slide laterally relative to the ground. When the left and right rear wheels reach the preset posture, a small angle, i.e., the sideslip angle, is generated between the contact portion of the tires and the actual direction of movement relative to the ground. The appearance of this slip angle will immediately generate a corresponding lateral force on the tire contact surface, which is perpendicular to the tire's direction. These two lateral forces of equal magnitude and opposite direction form a couple. This couple will generate a strong and stable self-aligning torque, which can make the vehicle maintain a better straight alignment tendency, enhance the self-aligning characteristics during steering, and improve the vehicle's stability during braking.

[0044] Furthermore, there are two conditions for determining that the rear wheels of the target vehicle have reached the preset posture: the left rear wheel must turn at a preset angle value in the first direction, and the right rear wheel must turn at a preset angle value in the second direction. The system will only determine (or confirm) that the rear wheels of the target vehicle have reached the preset posture if and only if both conditions are met. Based on this, the system will not mistakenly assume that the preset posture has been achieved if only one rear wheel is in position or if neither rear wheel is in position, thus avoiding braking the vehicle in an unexpected and unstable state. In addition, if the system issues a steering command but fails to detect the state of "both wheels reaching the preset angle value" within a preset time, it can be determined that a system malfunction has occurred (e.g., a corner module is stuck, a sensor is malfunctioning, etc.), thereby triggering a fault protection mechanism (such as an alarm or adjustment of the braking strategy).

[0045] In some embodiments, the vehicle braking control method based on the corner module further includes: Obtain the target vehicle's wheelbase, track width, real-time speed, and real-time braking force; Determine braking parameters based on wheelbase and track width; The preset angle value is determined based on braking parameters, real-time vehicle speed, and real-time braking force.

[0046] In some embodiments, the preset angle value is represented as:

[0047] in, For the preset angle value, For braking parameters, For real-time vehicle speed, For real-time braking force.

[0048] Specifically, the system needs to continuously collect or obtain the following key parameters from a bus (such as a CAN bus): Wheelbase / track width (k): This is an inherent geometric parameter of the vehicle that determines its basic stability characteristics. It is usually a fixed value and can be written during system initialization.

[0049] Real-time vehicle speed (v): provided by wheel speed sensors.

[0050] Real-time braking force (F): can be obtained from the braking force request signal issued by the master cylinder pressure sensor, brake pedal travel sensor or vehicle controller.

[0051] Furthermore, different vehicle models (such as sedans and SUVs) have different braking dynamic characteristics due to their varying wheelbases and track widths. Braking parameters allow for the adaptation of the same control algorithm, ensuring optimal performance across different vehicle types. Generally, vehicles with shorter wheelbases are more prone to nose-diving during braking, exhibiting slightly lower stability and potentially requiring larger braking parameters to achieve a greater stabilization angle. Vehicles with wider track widths have better inherent stability and may require smaller braking parameters. The relationship between braking parameters and wheelbase / track width can be expressed as:

[0052] Where C is a constant, it needs to be calibrated through a large number of bench and real vehicle tests.

[0053] In practical applications, the preset angle value can be linearly adjusted according to the real-time vehicle speed and braking force. The higher the vehicle speed and braking force, the larger the preset angle value; the lower the vehicle speed and braking force, the smaller the preset angle value. Furthermore, the relationship between the preset angle value and vehicle speed and braking force can be set with different calibration curves to suit the needs of different vehicles. For example, according to the principles of physics, the inertial force generated during braking is proportional to the square of the vehicle's speed. Therefore, under the same braking intensity, the inertial force generated at 120 km / h is far greater than that generated at 50 km / h, meaning that greater braking force is required to stop the vehicle. If, while driving the same car, the preset braking angle at 50 km / h is 1°, then the preset braking angle at 120 km / h would be 5°.

[0054] Furthermore, if two vehicles, a sedan and a pickup truck, both brake at 60 km / h, the sedan's stability is relatively weaker because most sedans have smaller wheelbases (distance between front and rear wheels) and track widths (distance between left and right wheels) than pickup trucks. According to the lever principle, a shorter wheelbase shortens the lever arm for weight transfer, making the effect more concentrated and intense. Therefore, the sedan's preset angle value will be smaller than that of the pickup truck.

[0055] In some embodiments, the preset angle value ranges from 0° to 6°.

[0056] In practical applications, the wheelbase and track width can be set according to different vehicles. The left and right rear wheel corner modules can acquire the current vehicle speed and braking force in real time. Braking parameters can be calculated, and multiplying these parameters by the real-time vehicle speed and braking force yields the preset angle value, which is generally between 0° and 6°. The main purpose of rear wheel steering is to enhance longitudinal stability during braking and prevent fishtailing, not to help the vehicle turn. If the rear wheel steering angle is too large (e.g., exceeding 10°), it will generate an extremely strong "inward rotation" torque during braking. This torque may be too violent, causing the vehicle to lose dynamic stability, and may even cause the rear of the vehicle to lose traction momentarily, inducing rotation or fishtailing, which contradicts the original design intention. 6° is a value that has been verified by extensive simulations and tests to achieve the best balance between providing stability and avoiding risks.

[0057] In summary, this application provides a vehicle braking control method based on an angle module. When the target vehicle brakes, the angle module controls the rear wheels of the target vehicle to perform a directional steering operation, so that the rear wheels of the target vehicle reach a preset posture. Then, in response to the target vehicle releasing the brake, the angle module controls the rear wheels of the target vehicle to return from the preset posture to the normal driving state. This application independently controls the posture of the vehicle's rear wheels based on the angle module, thereby increasing the relative rolling resistance between the rear wheels. This allows the rear wheels to maintain a better straight alignment trend during braking, effectively avoiding lateral slippage or fishtailing of the rear axle caused by uneven braking force or differences in road surface friction, and improving the transmission efficiency of tire grip and braking force.

[0058] It should be noted that the method of this embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this embodiment, and the multiple devices will interact with each other to complete the above method.

[0059] It should be noted that the above description describes some embodiments of the present invention. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims may be performed in a different order than that shown in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0060] Corresponding to the above embodiments, the present invention also proposes a vehicle braking control device based on an angle module.

[0061] refer to Figure 4 This is a schematic diagram of a vehicle braking control device based on an angle module in an embodiment of this application.

[0062] This application provides a vehicle braking control device 400 based on an angle module, comprising: The control module 401 is configured to control the rear wheels of the target vehicle to perform a directional steering operation through the corner module when the target vehicle brakes, so that the rear wheels of the target vehicle reach a preset posture. The de-braking module 402 is configured to control the rear wheels of the target vehicle to return to a normal driving state from a preset posture via the corner module when the target vehicle releases its brakes.

[0063] Optionally, the target vehicle's rear wheels include a left rear wheel end and a right rear wheel end; the corner module includes a left rear wheel end corner module and a right rear wheel end corner module; the left rear wheel end corner module is used to control the left rear wheel end, and the right rear wheel end corner module is used to control the right rear wheel end.

[0064] Optionally, control module 401 is also configured as follows: The left rear wheel of the target vehicle is controlled by the left rear wheel end angle module to turn in the first direction to reach a preset angle value; The right rear wheel of the target vehicle is controlled by the right rear wheel end angle module to turn in the second direction to reach a preset angle value; The first direction is opposite to the second direction, and both the first and second directions point towards the intermediate axle of the target vehicle.

[0065] Optionally, control module 401 is also configured as follows: In response to the left rear wheel of the target vehicle turning in the first direction to reach a preset angle value and the right rear wheel of the target vehicle turning in the second direction to reach a preset angle value, it is determined that the rear wheels of the target vehicle have reached a preset posture.

[0066] Optionally, control module 401 is also configured as follows: Obtain the target vehicle's wheelbase, track width, real-time speed, and real-time braking force; Determine braking parameters based on wheelbase and track width; The preset angle value is determined based on braking parameters, real-time vehicle speed, and real-time braking force.

[0067] Optionally, the preset angle value is expressed as:

[0068] in, For the preset angle value, For braking parameters, For real-time vehicle speed, For real-time braking force.

[0069] Optionally, the preset angle value ranges from 0° to 6°.

[0070] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0071] The apparatus of the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0072] Corresponding to the above embodiments, the present invention also proposes an electronic device. (See reference...) Figure 5 The diagram below is a block diagram of an electronic device according to some embodiments of the present invention. It illustrates a more specific hardware structure of an electronic device provided in this application embodiment. The device may include: a processor 510, a memory 520, an input / output interface 530, a communication interface 540, and a bus 550. The processor 510, memory 520, input / output interface 530, and communication interface 540 are interconnected internally via the bus 550.

[0073] The processor 510 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0074] The memory 520 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 520 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 520 and is called and executed by the processor 510.

[0075] Input / output interface 530 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0076] The communication interface 540 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0077] Bus 550 includes a pathway for transmitting information between various components of the device, such as processor 510, memory 520, input / output interface 530, and communication interface 540.

[0078] It should be noted that although the above-described device only shows the processor 510, memory 520, input / output interface 530, communication interface 540, and bus 550, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0079] The electronic devices described above are used to implement the corresponding corner module-based vehicle braking control method in any of the foregoing embodiments, and have the beneficial effects of the corresponding corner module-based vehicle braking control method embodiments, which will not be repeated here.

[0080] Based on the same concept, corresponding to the vehicle braking control method based on corner modules provided in any of the above embodiments, this application also provides a computer-readable storage medium storing a program or instructions, which, when executed by a processor, implements the vehicle braking control method based on corner modules as described in the first aspect.

[0081] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).

[0082] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the corresponding corner module-based vehicle braking control method in any of the foregoing embodiments, and have the beneficial effects of the corresponding corner module-based vehicle braking control method embodiments, which will not be repeated here.

[0083] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0084] From the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of computer software products plus necessary general-purpose hardware platforms, and of course, they can also be implemented by hardware. The computer software product is stored in a storage medium (such as ROM, RAM, magnetic disk, optical disk, etc.) and includes several instructions to cause the terminal or network-side device to execute the methods described in the various embodiments of this application.

[0085] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other implementations under the guidance of this application without departing from the spirit and scope of the claims. All of these implementations are within the protection scope of this application.

Claims

1. A vehicle braking control method based on an angle module, characterized in that, include: When the target vehicle brakes, the rear wheels of the target vehicle are controlled by the corner module to perform a directional steering operation so that the rear wheels of the target vehicle reach a preset posture; In response to the target vehicle releasing its brakes, the corner module controls the rear wheels of the target vehicle to return from the preset posture to a normal driving state.

2. The vehicle braking control method based on an angle module according to claim 1, characterized in that, The target vehicle's rear wheels include a left rear wheel end and a right rear wheel end; the corner module includes a left rear wheel end corner module and a right rear wheel end corner module; the left rear wheel end corner module is used to control the left rear wheel end, and the right rear wheel end corner module is used to control the right rear wheel end.

3. The vehicle braking control method based on an angle module according to claim 2, characterized in that, The step of controlling the rear wheels of the target vehicle to perform directional steering operations via the angle module, so that the rear wheels of the target vehicle reach a preset posture, includes: The left rear wheel corner module controls the left rear wheel of the target vehicle to turn in the first direction to a preset angle value. The right rear wheel corner module controls the right rear wheel of the target vehicle to turn in the second direction to achieve the preset angle value. Wherein, the first direction is opposite to the second direction, and both the first direction and the second direction are directions pointing towards the intermediate shaft of the target vehicle.

4. The vehicle braking control method based on an angle module according to claim 3, characterized in that, The method further includes: In response to the left rear wheel of the target vehicle turning in a first direction to reach a preset angle value and the right rear wheel of the target vehicle turning in a second direction to reach the preset angle value, it is determined that the rear wheels of the target vehicle have reached the preset posture.

5. The vehicle braking control method based on an angle module according to claim 3, characterized in that, The method further includes: Obtain the wheelbase, track width, real-time vehicle speed, and real-time braking force of the target vehicle; Braking parameters are determined based on the wheelbase and the track width; The preset angle value is determined based on the braking parameters, the real-time vehicle speed, and the real-time braking force.

6. The vehicle braking control method based on an angle module according to claim 5, characterized in that, The preset angle value is expressed as: in, The preset angle value, For braking parameters, For real-time vehicle speed, For real-time braking force.

7. The vehicle braking control method based on an angle module according to claim 6, characterized in that, The preset angle value ranges from 0° to 6°.

8. A vehicle braking control device based on an angle module, characterized in that, include: The control module is configured to control the rear wheels of the target vehicle to perform a directional steering operation through the corner module when the target vehicle brakes, so that the rear wheels of the target vehicle reach a preset posture; The de-braking module is configured to, in response to the target vehicle releasing its brakes, control the rear wheels of the target vehicle to return from the preset posture to a normal driving state via the corner module.

9. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the corner module-based vehicle braking control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the corner module-based vehicle braking control method as described in any one of claims 1 to 7.

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