Vehicle control method, device and vehicle

Abstract

The application relates to a vehicle control method, device and vehicle. The method comprises the following steps: in the case that the wheel speed of a first wheel in the vehicle is detected to be lost, determining the current reference wheel speed of the first wheel based on each second wheel according to the braking correlation parameter of the vehicle and the current actual wheel speed of each second wheel; determining the current actual wheel speed of the first wheel according to the braking correlation parameter and the current reference wheel speed; determining the target caliper clamping force of each wheel according to the braking correlation parameter and the current actual wheel speed of each wheel; and controlling the operation of the corresponding wheel according to the target caliper clamping force, wherein the second wheel is the wheel of the vehicle except the first wheel. The safety of the vehicle operation can be improved by adopting the method.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry, anti-lock braking systems (ABS) have emerged to ensure vehicle safety, preventing wheel lock-up during braking. Existing ABS typically rely on four wheel speed sensors to acquire real-time wheel speed information and calculate parameters such as wheel slip ratio based on this information, thereby adjusting braking pressure to achieve anti-lock control.

[0003] However, in actual vehicle operation, there may be situations where wheel speed information for any wheel is missing. In such cases, the above method cannot accurately obtain the motion state of each wheel, which reduces the reliability of vehicle control and thus reduces the safety of vehicle operation. Summary of the Invention

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

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

[0006] If the wheel speed of the first wheel in the vehicle is missing, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is the wheel of the vehicle other than the first wheel.

[0007] Based on the braking correlation parameters and the current reference wheel speeds, determine the current actual wheel speed of the first wheel;

[0008] Based on the braking correlation parameters and the current actual wheel speed of each wheel, the target caliper clamping force of each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force.

[0009] In one embodiment, determining the current actual wheel speed of the first wheel based on braking correlation parameters and each current reference wheel speed includes:

[0010] Based on the braking correlation parameters, determine the ground braking force and vertical load of each wheel; for each wheel, determine the ideal braking coefficient based on the ground braking force and vertical load; for each second wheel, determine the target wheel speed weight based on the braking correlation parameters, the ideal braking coefficient of the second wheel, and the ideal braking coefficient of the first wheel; and determine the current actual wheel speed of the first wheel based on the target wheel speed weight of each second wheel and the corresponding current reference wheel speed.

[0011] In one embodiment, determining the target wheel speed weight of the second wheel based on braking correlation parameters, the ideal braking coefficient of the second wheel, and the ideal braking coefficient of the first wheel includes:

[0012] Determine the target coefficient difference parameter between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel; determine the wheel speed reference weight of the second wheel based on the target coefficient difference parameter and the first weight correspondence; wherein, the first weight correspondence includes the correspondence between the candidate coefficient difference parameter and the candidate reference weight; determine the target wheel speed weight of the second wheel based on the braking correlation parameter and the wheel speed reference weight of the second wheel.

[0013] In one embodiment, determining the target wheel speed weight of the second wheel based on braking correlation parameters and the wheel speed reference weight of the second wheel includes:

[0014] Based on the vehicle speed and the current actual wheel speed of the second wheel in the braking associated parameters, the current slip ratio of the second wheel is determined; based on the correspondence between the current slip ratio of the second wheel and the second weight, the wheel speed constraint weight of the second wheel is determined; wherein, the correspondence between the second weight includes the correspondence between the candidate slip ratio and the candidate constraint weight; based on the wheel speed reference weight and the wheel speed constraint weight of the second wheel, the target wheel speed weight of the second wheel is determined.

[0015] In one embodiment, the target caliper clamping force for each wheel is determined based on braking correlation parameters and the current actual wheel speed of each wheel, including:

[0016] For each wheel, the target wheel speed is determined based on the braking correlation parameters and the wheel speed change of the actual wheel speed in the current cycle; the target caliper clamping force of the wheel is determined based on the braking correlation parameters, the current actual wheel speed and the target wheel speed.

[0017] In one embodiment, the target wheel speed is determined based on braking correlation parameters and the wheel speed change of the wheel in the current cycle, including:

[0018] Based on the wheel speed variation of the actual wheel speed in the current cycle and the wheel rolling radius in the braking-related parameters, determine the wheel's angular deceleration; based on the wheel's ground braking force, angular deceleration, and the wheel rolling radius and tire moment of inertia in the braking-related parameters, determine the wheel's actual road adhesion; based on the wheel's actual road adhesion and vertical load, determine the wheel's target slip ratio; based on the vehicle speed in the braking-related parameters and the wheel's target slip ratio, determine the wheel's target wheel speed.

[0019] In one embodiment, determining the target slip ratio of the wheel based on the actual road surface adhesion and vertical load of the wheel includes:

[0020] The target adhesion coefficient of the wheel is determined based on the actual road surface adhesion and vertical load of the wheel; the target slip ratio of the wheel is determined based on the correspondence between the target adhesion coefficient and the slip ratio; wherein, the slip ratio correspondence includes the correspondence between the candidate adhesion coefficient and the candidate slip ratio.

[0021] In one embodiment, when the wheel is the first wheel, determining the target wheel speed based on the vehicle speed and the target slip ratio of the wheel in the braking association parameters includes:

[0022] Based on the wheel position of the first wheel, determine the correction factor associated with the wheel position; use the correction factor to correct the target slip ratio of the first wheel; determine the target wheel speed of the first wheel based on the vehicle speed in the braking associated parameters and the corrected target slip ratio.

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

[0024] Determine the wheel speed deviation between the current actual wheel speed and the target wheel speed; process the wheel speed deviation using the controller adjustment coefficient to obtain the braking clamping force; determine the target caliper clamping force of the wheel based on the braking clamping force, as well as the wheel rolling radius, caliper braking radius, and brake parameters in the braking associated parameters.

[0025] In one embodiment, determining the current reference wheel speed of the first wheel based on the predicted wheel speed of each second wheel, according to the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel, includes:

[0026] For each second wheel, target parameters are selected from the front wheel steering angle, yaw rate, and track width in the vehicle's braking-related parameters, based on the wheel positions of the first and second wheels. Based on the target parameters and the current actual wheel speed of the second wheel, the current reference wheel speed of the first wheel, predicted based on the second wheel, is determined.

[0027] Secondly, this application also provides a vehicle control device, comprising:

[0028] The first determining module is used to determine the current reference wheel speed of the first wheel based on the predicted wheel speed of each second wheel when the wheel speed of the first wheel in the vehicle is detected to be missing, according to the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is a wheel other than the first wheel among the wheels of the vehicle.

[0029] The second determining module is used to determine the current actual wheel speed of the first wheel based on the braking correlation parameters and each current reference wheel speed;

[0030] The vehicle control module is used to determine the target caliper clamping force for each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel, and to control the operation of the corresponding wheel based on the target caliper clamping force.

[0031] Thirdly, this application also provides a vehicle, including a vehicle controller, and braking systems and sensors corresponding to each wheel; wherein the vehicle controller is connected to the braking system and sensors respectively;

[0032] When the vehicle controller detects a loss of wheel speed in the first wheel of the vehicle, it obtains the current actual wheel speed of each second wheel at the current moment through the sensors corresponding to the second wheels. Each second wheel is one of the vehicle's wheels excluding the first wheel. Based on the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel, the vehicle controller determines the current reference wheel speed of the first wheel corresponding to each second wheel. Based on the braking correlation parameters and the current reference wheel speed of the first wheel corresponding to each second wheel, the vehicle controller determines the current actual wheel speed of the first wheel. Based on the braking correlation parameters and the current actual wheel speed of each wheel, the vehicle controller determines the target caliper clamping force for each wheel and sends the target caliper clamping force to the corresponding wheel's braking system. The braking system corresponding to each wheel controls the operation of the corresponding wheel based on the target caliper clamping force.

[0033] Fourthly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0034] If the wheel speed of the first wheel in the vehicle is missing, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is the wheel of the vehicle other than the first wheel.

[0035] Based on the braking correlation parameters and the current reference wheel speeds, determine the current actual wheel speed of the first wheel;

[0036] Based on the braking correlation parameters and the current actual wheel speed of each wheel, the target caliper clamping force of each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force.

[0037] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0038] If the wheel speed of the first wheel in the vehicle is missing, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is the wheel of the vehicle other than the first wheel.

[0039] Based on the braking correlation parameters and the current reference wheel speeds, determine the current actual wheel speed of the first wheel;

[0040] Based on the braking correlation parameters and the current actual wheel speed of each wheel, the target caliper clamping force of each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force.

[0041] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0042] If the wheel speed of the first wheel in the vehicle is missing, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is the wheel of the vehicle other than the first wheel.

[0043] Based on the braking correlation parameters and the current reference wheel speeds, determine the current actual wheel speed of the first wheel;

[0044] Based on the braking correlation parameters and the current actual wheel speed of each wheel, the target caliper clamping force of each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force.

[0045] The aforementioned vehicle control method, device, and vehicle, when detecting a lack of wheel speed in the first wheel of the vehicle, determine the current reference wheel speed of the first wheel based on the predicted wheel speed of each second wheel according to the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel. Then, based on the braking correlation parameters and each current reference wheel speed, the current actual wheel speed of the first wheel is determined. Subsequently, based on the braking correlation parameters and the current actual wheel speeds of each wheel, the target caliper clamping force for each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force. By employing this method, firstly predicting the current reference wheel speed of the first wheel associated with each second wheel based on the current actual wheel speed and braking correlation parameters, and then combining the braking correlation parameters to fuse the current reference wheel speeds associated with each second wheel to obtain the current actual wheel speed of the first wheel, the accuracy of the determined current actual wheel speed and the accuracy of the subsequent target caliper clamping force determined based on the current actual wheel speed are ensured, thereby improving the safety of vehicle operation. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, second related drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a flowchart illustrating a vehicle control method in one embodiment;

[0048] Figure 2 This is a flowchart illustrating the process of determining the current actual wheel speed in one embodiment;

[0049] Figure 3 This is a flowchart illustrating the process of determining the target wheel speed weight in one embodiment;

[0050] Figure 4 This is a flowchart illustrating the process of determining the target wheel speed weight in another embodiment;

[0051] Figure 5 This is a flowchart illustrating the process of determining the target caliper clamping force in one embodiment;

[0052] Figure 6 This is a flowchart illustrating the process of determining the target wheel speed in one embodiment;

[0053] Figure 7 This is a flowchart illustrating the process of determining the target caliper clamping force in another embodiment;

[0054] Figure 8This is a schematic diagram of the vehicle structure in one embodiment;

[0055] Figure 9 This is a flowchart illustrating the vehicle control method in another embodiment;

[0056] Figure 10 This is a structural block diagram of a vehicle control device in one embodiment;

[0057] Figure 11 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0059] With the continuous development of the automotive industry, anti-lock braking systems (ABS) have emerged to ensure vehicle safety, preventing wheel lock-up during braking. Existing ABS typically rely on four wheel speed sensors to acquire real-time wheel speed information and calculate parameters such as wheel slip ratio based on this information, thereby adjusting braking pressure to achieve anti-lock control.

[0060] However, in actual vehicle operation, there may be situations where wheel speed information for any wheel is missing. In such cases, the above method cannot accurately obtain the motion state of each wheel, which reduces the reliability of vehicle control and thus reduces the safety of vehicle operation.

[0061] Based on this, in an exemplary embodiment, a vehicle control method is provided, which is illustrated by taking the application of this method to a vehicle controller as an example. Figure 1 As shown, the specific steps include:

[0062] S101, when the wheel speed of the first wheel in the vehicle is missing, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel.

[0063] In this context, the "first wheel" refers to the wheel in the vehicle whose wheel speed is missing. Each "second wheel" refers to any wheel in the vehicle other than the first wheel. The "current actual wheel speed" is the rotational speed of the wheel at the current moment, as collected by the corresponding sensor. The "current reference wheel speed" is the reference wheel speed used to deduce the missing actual wheel speed of the first wheel, and can be determined based on the current actual wheel speed of the second wheel.

[0064] Braking-related parameters refer to parameters related to vehicle braking, which may include, but are not limited to, vehicle driving parameters, vehicle attribute parameters (such as vehicle size and weight), brake parameters, and caliper braking parameters. Furthermore, vehicle attribute parameters are inherent properties of the vehicle, including, but not limited to, vehicle mass, vehicle size, and wheel size. Brake parameters are parameters related to the brakes in the wheel braking system, including, but not limited to, caliper braking radius, brake disc friction coefficient, and transmission efficiency. Vehicle driving parameters are parameters related to vehicle speed during driving, including, but not limited to, vehicle speed, front wheel steering angle, and yaw rate. Caliper braking parameters are parameters applied to the wheels by the calipers, including, but not limited to, the actual caliper clamping force.

[0065] In some embodiments, the current actual wheel speed of the corresponding wheel can be obtained in real time by sensors deployed on the wheels, and if the current actual wheel speed of any wheel is missing, the wheel with the missing wheel speed can be designated as the first wheel, and the other wheels besides the first wheel can be designated as the second wheels.

[0066] In one alternative implementation, a current reference wheel speed of a first wheel can be calculated based on the current actual wheel speed of each second wheel. For example, when there is only one first wheel, the current reference wheel speeds of the three first wheels can be calculated separately based on the current actual wheel speeds of the three second wheels; when there are two first wheels, for each first wheel, the current reference wheel speeds of the two first wheels can be calculated based on the current actual wheel speeds of the two second wheels; and when there are three first wheels, for each first wheel, the current reference wheel speed of the first wheel can be calculated based on the current actual wheel speed of the unique second wheel.

[0067] Specifically, for each second wheel, a corresponding wheel speed calculation formula can be selected based on the wheel positions of the first wheel and the second wheel. Then, based on the wheel speed calculation formula, the wheel-related parameters in the vehicle's braking-related parameters, and the current actual wheel speed of the second wheel, the current reference wheel speed of the first wheel, predicted based on the second wheel, is calculated. The wheel-related parameters may include, but are not limited to, front wheel steering angle, yaw rate, and track width.

[0068] In another alternative implementation, wheel speed adjustment parameters can be determined based on the front wheel steering angle and current vehicle speed in the braking correlation parameters, and the second wheel with the highest wheel speed correlation degree can be selected from all the second wheels based on the wheel position of the first wheel; then the current actual wheel speed of the second wheel with the highest wheel speed correlation degree can be processed using the wheel speed adjustment parameters to obtain the current reference wheel speed of the first wheel.

[0069] For example, the front wheel steering angle and current vehicle speed can be used as indexes to query the wheel speed adjustment parameter lookup table to obtain the wheel speed adjustment parameters for the first wheel. Table 1 is the wheel speed adjustment parameter lookup table.

[0070] Table 1 Wheel Speed ​​Adjustment Parameter Lookup Table

[0071]

[0072] For example, with a front wheel steering angle of 5° and a current vehicle speed of 30 km / h, the wheel speed adjustment parameter is 0.92.

[0073] Furthermore, the second wheel, located on the same axle as the first wheel (front axle / rear axle), can be considered the second wheel with the highest wheel speed correlation. Then, if the first wheel is the outermost wheel, the product of the current actual wheel speed of the second wheel with the highest wheel speed correlation and the wheel speed adjustment parameter can be used as the current reference wheel speed of the first wheel. If the first wheel is the innermost wheel, the ratio of the current actual wheel speed of the second wheel with the highest wheel speed correlation and the wheel speed adjustment parameter can be used as the current reference wheel speed of the first wheel. Here, the innermost wheel refers to the wheel closer to the center of the curve during a turn; the outermost wheel refers to the wheel farther from the center of the curve during a turn.

[0074] In another alternative implementation, the current actual wheel speed and wheel position of each second wheel, along with wheel-related parameters from the vehicle's braking correlation parameters, can be directly input into a trained first wheel speed determination model. The first wheel speed determination model then outputs the predicted current reference wheel speed of the first wheel based on the current actual wheel speed and wheel position of each second wheel, as well as the wheel-related parameters. The first wheel speed determination model can be trained on a neural network model based on the sample actual wheel speed and sample wheel position of each wheel in the sample vehicle, the sample wheel-related parameters of the sample vehicle, and the corresponding sample current reference wheel speed. Sample wheel-related parameters may include, but are not limited to, sample front wheel steering angle, sample yaw rate, and sample wheelbase.

[0075] S102, determine the current actual wheel speed of the first wheel based on the braking correlation parameters and the current reference wheel speeds.

[0076] In one optional implementation, the target wheel speed weights for each second wheel can be determined first based on the ground braking force-related parameters and vertical load-related parameters in the braking correlation parameters. For example, the ideal braking condition for each wheel can be determined based on the braking correlation parameters, and then the target wheel speed weights for each second wheel can be determined based on the braking difference between the ideal braking condition of each second wheel and the ideal braking condition of the first wheel. The ground braking force-related parameters may include, but are not limited to, actual caliper clamping force, wheel rolling radius, and brake parameters; the vertical load-related parameters may include, but are not limited to, vehicle mass, vehicle size parameters, and vehicle acceleration parameters.

[0077] Since the target wheel speed weight for each second wheel is used to individually correct the current actual wheel speed of that second wheel, there is no correlation between the target wheel speed weights of each second wheel. In some optional implementations, the target wheel speed weight for each second wheel can be multiplied by the current reference wheel speed associated with that second wheel, and the sum of the results can be used as the base actual wheel speed. Then, the ratio of the base actual wheel speed to the sum of the weights is used as the current actual wheel speed of the first wheel. The sum of the weights is the sum of the target wheel speed weights of all second wheels. It is worth noting that if there is only one second wheel, the product of the target wheel speed weight for that second wheel and the current reference wheel speed associated with that second wheel can be directly used as the current actual wheel speed of the first wheel.

[0078] In another alternative implementation, the current reference wheel speed of each second wheel and the ground braking force-related parameters and vertical load-related parameters from the vehicle's braking correlation parameters can be directly input into a trained second wheel speed determination model. The second wheel speed determination model then outputs the current actual wheel speed of the first wheel based on the current reference wheel speed of each second wheel, the ground braking force-related parameters, and the vertical load-related parameters. The second wheel speed determination model can be trained on a neural network model based on the sample current reference wheel speed, sample ground braking force-related parameters, sample vertical load-related parameters, and sample actual wheel speeds of each wheel in the sample vehicle. The sample ground braking force-related parameters may include, but are not limited to, the sample actual caliper clamping force, the sample wheel rolling radius, and the sample brake parameters; the sample vertical load-related parameters may include, but are not limited to, the sample vehicle mass, the sample vehicle size parameters, and the sample vehicle acceleration parameters.

[0079] S103 determines the target caliper clamping force for each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel, and controls the operation of the corresponding wheel based on the target caliper clamping force.

[0080] The so-called target caliper clamping force is the caliper clamping force that needs to be applied to the wheel.

[0081] In one alternative implementation, for each wheel, the target wheel speed can be determined based on braking correlation parameters; then, the target caliper clamping force of the wheel can be determined based on the wheel speed deviation between the current actual wheel speed and the target wheel speed.

[0082] In another alternative implementation, for each wheel, the current actual wheel speed of that wheel and the vehicle's braking correlation parameters can be directly input into the first clamping force determination model. The first clamping force determination model then outputs the target caliper clamping force based on the current actual wheel speed and braking correlation parameters. The first clamping force determination model can be obtained by training a neural network model based on the sample current actual wheel speed, sample braking correlation parameters, and the corresponding sample target caliper clamping force from a sample vehicle.

[0083] Furthermore, after determining the target caliper clamping force for the wheel, the target caliper clamping force can be sent to the corresponding braking system of the wheel, and the braking system can control the operation of the wheel according to the target caliper clamping force.

[0084] In the aforementioned vehicle control method, when a lack of wheel speed in the first wheel is detected, the current reference wheel speed of the first wheel, predicted based on each second wheel, is determined by using the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel. Then, the current actual wheel speed of the first wheel is determined based on the braking correlation parameters and each current reference wheel speed. Next, the target caliper clamping force for each wheel is determined based on the braking correlation parameters and the current actual wheel speeds of each wheel. Finally, the operation of the corresponding wheel is controlled based on the target caliper clamping force. This method first predicts the current reference wheel speed of the first wheel associated with each second wheel based on the current actual wheel speed and braking correlation parameters. Then, by combining the braking correlation parameters and fusing the current reference wheel speeds associated with each second wheel, the current actual wheel speed of the first wheel is obtained. This ensures the accuracy of the determined current actual wheel speed and the accuracy of the subsequent target caliper clamping force determined based on the current actual wheel speed, thereby improving vehicle operating safety.

[0085] Based on the above embodiments, in some embodiments, when the current reference wheel speed of the first wheel is determined by combining wheel speed adjustment parameters, an optional method for determining the current actual wheel speed is provided. Specifically, the adhesion force of the first wheel is calculated based on the driving torque of the engine acting on the first wheel and the braking torque of the braking system acting on the first wheel (which is a negative value). For example, the ratio of the driving torque to the wheel rolling radius can be used as a first adhesion parameter, and the ratio of the braking torque to the wheel rolling radius can be used as a second adhesion parameter; then, the sum of the first adhesion parameter and the second adhesion parameter is used as the adhesion force of the first wheel.

[0086] Then, using the above calculation process, the adhesion force of the second wheel, which is located on the same axle as the first wheel (same front axle / same rear axle), is determined.

[0087] Furthermore, the adhesion difference between the first wheel and the second wheel can be calculated, and this difference can be used as an index to look up the correction coefficient in the adhesion difference mapping table. Then, the product of the correction coefficient and the current reference wheel speed of the first wheel can be used as the current actual wheel speed of the first wheel. Table 2 shows the adhesion difference mapping table.

[0088] Table 2 Correspondence Table of Adhesion Differences

[0089]

[0090] For example, when the adhesion difference is -2000N, the correction factor is 0.2.

[0091] Based on the above embodiments, in this application embodiment, when the current reference wheel speed of the first wheel is determined using the wheel speed calculation formula, another optional method for determining the current actual wheel speed is provided, such as... Figure 2 As shown, it specifically includes the following:

[0092] S201, based on the braking correlation parameters, determine the ground braking force and vertical load of each wheel.

[0093] The so-called ground braking force is the static friction force exerted by the ground on the wheel during braking. The so-called vertical load is the total weight of the vehicle actually borne by a single wheel (including its own curb weight, load weight, and dynamic load), which can also be called wheel end axle load.

[0094] In one alternative implementation, for each wheel, the ground braking force can be determined based on the actual caliper clamping force, wheel rolling radius, and brake parameters in the braking-related parameters. For example, the ground braking force of the wheel can be calculated by referring to the following formula (1) based on the actual caliper clamping force, wheel rolling radius, caliper braking radius, brake disc friction coefficient, and transmission efficiency in the brake parameters.

[0095] (1)

[0096] Among them, F brk The ground braking force for the wheels; F clp r is the actual clamping force of the caliper on the wheel; r is the rolling radius of the wheel; brk The braking radius of the caliper; The coefficient of friction of the brake disc; For the sake of transmission efficiency.

[0097] In one alternative implementation, for each wheel, the vertical load of the wheel can be calculated by taking into account the dynamic changes in the vehicle weight borne by the wheel at its location, the road gradient of the road where the vehicle is currently located, and information such as vehicle mass, vehicle size parameters, and vehicle acceleration parameters in the braking-related parameters.

[0098] For example, the following formulas (2)-(5) can be used as a reference, based on the vehicle mass m, gravitational acceleration g, wheelbase b, wheelbase l, center of gravity height h, and longitudinal acceleration a. x lateral acceleration a y and road slope Calculate the vertical load on each wheel. Where F fl,z The vertical load when the wheel is the left front wheel; F fr,z F is the vertical load when the wheel is the right front wheel; rl,z The vertical load when the wheel is the left rear wheel; F rr,z The vertical load is the right rear wheel; t in formulas (2)-(5) is the wheel track.

[0099] (2)

[0100] (3)

[0101] (4)

[0102] (5)

[0103] S202 determines the ideal braking coefficient for each wheel based on the ground braking force and vertical load.

[0104] The so-called ideal braking coefficient is used to characterize the braking dynamics of each wheel end. The larger the ideal braking coefficient, the more severe the dynamics of the wheel end.

[0105] For each wheel, the ratio of the ground braking force to the vertical load can be used as the ideal braking coefficient for that wheel. For example, refer to the formula... Ground braking force F brk With vertical load F z The ratio between them is used as the ideal braking coefficient. .

[0106] S203, for each second wheel, determine the target wheel speed weight of the second wheel based on the braking correlation parameters, the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel.

[0107] The target wheel speed weight is the final weight value when the current reference wheel speed associated with the second wheel is weighted.

[0108] In one optional implementation, for each second wheel, the wheel speed reference weight can first be determined based on the coefficient difference between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel. Then, the wheel speed reference weight is optimized using vehicle driving parameters (such as current vehicle speed and wheel speed) from the braking-related parameters to obtain the target wheel speed weight. For example, for each second wheel, the slip ratio can be determined based on the current vehicle speed and the wheel speed; then, the wheel speed reference weight is optimized by combining the maximum weight limit corresponding to the slip ratio to obtain the target wheel speed weight. Here, the wheel speed reference weight is the basic weight value used when weighting the current reference wheel speed associated with the second wheel.

[0109] In another optional implementation, for each second wheel, the ideal braking coefficient of the second wheel, the vehicle driving parameters in the braking correlation parameters, and the ideal braking coefficient of the first wheel can be input into a trained first weight determination model. The first weight determination model then outputs the target wheel speed weight of the second wheel based on the ideal braking coefficient of the second wheel, the vehicle driving parameters, and the ideal braking coefficient of the first wheel. The first weight determination model can be obtained by training a neural network model based on the sample ideal braking coefficients, sample vehicle driving parameters, and corresponding sample target wheel speed weights of each wheel in the sample vehicle.

[0110] S204. Determine the current actual wheel speed of the first wheel based on the target wheel speed weights of each second wheel and the corresponding current reference wheel speed.

[0111] In one alternative implementation, the target wheel speed weights of each second wheel can be used to weight the corresponding current reference wheel speeds to obtain the current actual wheel speed of the first wheel. For example, taking the left front wheel fl as the first wheel, referring to the following formula (6), the target wheel speed weights of the right front wheel fr, the left rear wheel rl, and the right rear wheel rr are used to weight the corresponding current reference wheel speeds to obtain the current actual wheel speed v of the left front wheel fl. fl .

[0112] (6)

[0113] Among them, v fl,fr The current reference wheel speed associated with the right front wheel; The target wheel speed weight for the right front wheel; v fl,rl The current reference wheel speed associated with the left rear wheel; The target wheel speed weight associated with the left rear wheel; v fl,rr The current reference wheel speed associated with the right rear wheel; The target wheel speed weight associated with the right rear wheel.

[0114] In this embodiment, the target wheel speed weight of each second wheel is determined based on the vehicle braking parameters and the ideal braking coefficient. The target wheel speed weight of each second wheel is then used to process the associated current reference wheel speed to obtain the current actual wheel speed of the first wheel. This allows the calculated current actual wheel speed to be matched with each second wheel, thereby ensuring the accuracy of the current actual wheel speed of the first wheel.

[0115] Based on the above embodiments, step S203 is further refined in this application example, as follows: Figure 3 As shown, it specifically includes the following:

[0116] S301, determine the target coefficient difference parameter between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel.

[0117] The so-called target coefficient difference parameter is used to characterize the coefficient difference between ideal braking coefficients.

[0118] In one alternative implementation, for each second wheel, the difference between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel can be directly used as the target coefficient difference parameter.

[0119] In another alternative implementation, for each second wheel, after determining the difference between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel, the ratio of the difference to the ideal braking coefficient of the second wheel can be used as the target coefficient difference parameter.

[0120] For example, when the first wheel is the left front wheel fl, the target coefficient difference parameter of the left rear wheel fr can be calculated by referring to the following formula (7). The target coefficient difference parameter for the left rear wheel; The ideal braking coefficient for the left rear wheel; This is the ideal braking coefficient for the left front wheel.

[0121] (7)

[0122] S302, Based on the correspondence between the target coefficient difference parameter and the first weight, determine the wheel speed reference weight of the second wheel.

[0123] The so-called first weight correspondence includes the correspondence between candidate coefficient difference parameters and candidate reference weights. Candidate coefficient difference parameters are the various possible coefficient difference parameters, and candidate reference weights are the wheel speed reference weights under different coefficient difference parameters. Wheel speed reference weights are the reference weights under the target coefficient difference parameters, and also the basic weight values ​​when weighting the current reference wheel speed associated with the second wheel. It is worth noting that the larger the target coefficient difference parameter between the two wheels, the greater the difference in the wheel-end working conditions between the two wheels; therefore, the lower the reliability of the calculated current reference wheel speed.

[0124] For example, the first weight correspondence can be determined by inferring the ideal braking coefficient of each wheel based on test data of vehicle braking force and vertical load under different working conditions (different vehicle speeds, loads, braking intensities, etc.) of the test vehicle in different road conditions (dry asphalt, wet and slippery road surface, icy and snowy road surface, etc.), and then processing the difference between the inferred ideal braking coefficients of each wheel and the difference between the actual wheel speed to obtain the first weight correspondence.

[0125] In one optional implementation, for each second wheel, the target coefficient difference parameter of that second wheel can be used as an index to query the first weight correspondence to obtain the wheel speed reference weight of that second wheel. For example, the first weight correspondence can be presented in the form of Table 3 below. Then, the target coefficient difference parameter is used to query each candidate coefficient difference parameter in Table 3, and the queried candidate reference weight is used as the wheel speed reference weight of the second wheel. Table 3 is a parameter correspondence table.

[0126] Table 3 Parameter Correspondence Table

[0127]

[0128] For example, when the target coefficient difference parameter for the second wheel is 0.2, the wheel speed reference weight is 0.95.

[0129] S303, determine the target wheel speed weight of the second wheel based on the braking correlation parameters and the wheel speed reference weight of the second wheel.

[0130] In one alternative implementation, the weight constraints of each second wheel can be determined based on the vehicle driving parameters (such as vehicle speed) in the braking association parameters; then, the target wheel speed weight of the second wheel can be determined based on the relationship between the weight constraints of the second wheel and the wheel speed reference weight of each second wheel.

[0131] In another optional implementation, the vehicle driving parameters and the wheel speed reference weights of the second wheel in the braking correlation parameters can be input into a trained second weight determination model. The second weight determination model then outputs the target wheel speed weights of the second wheel based on the vehicle driving parameters and the wheel speed reference weights. The second weight determination model can be obtained by training a neural network model based on the sample wheel speed reference weights of each wheel in the sample vehicle, the sample vehicle driving parameters, and the corresponding sample target wheel speed weights.

[0132] In this embodiment of the application, the wheel speed reference weight is determined based on the target coefficient difference parameter, and the wheel speed reference weight is processed based on the braking correlation parameter to obtain the target wheel speed weight, which can ensure the accuracy of the determination of the target wheel speed weight.

[0133] Based on the above embodiments, step S303 is further refined in this application example, as follows: Figure 4 As shown, it specifically includes the following:

[0134] S401, determine the current slip ratio of the second wheel based on the vehicle speed and the current actual wheel speed of the second wheel in the braking associated parameters.

[0135] The current slip ratio is used to characterize the degree of slippage at the wheel contact point at the current moment.

[0136] In one alternative implementation, for each second wheel, the current slip ratio of the second wheel can be calculated based on the difference between the current actual wheel speed and the vehicle speed. For example, the current slip ratio can be determined by referring to the following formula (8), based on the ratio between the difference between the vehicle speed and the current actual wheel speed and the vehicle speed. Wherein, s is the current slip ratio; v veh v represents the vehicle speed; v represents the current actual wheel speed.

[0137] (8)

[0138] S402, determine the wheel speed constraint weight of the second wheel based on the current slip ratio of the second wheel and the correspondence between the second weight.

[0139] The second weight correspondence includes the relationship between candidate slip ratios and candidate constraint weights. A candidate slip ratio refers to any possible slip ratio. A candidate constraint weight is the constraint weight corresponding to different candidate slip ratios. The wheel speed constraint weight is the constraint weight under the current slip ratio. It is worth noting that the smaller the slip ratio, the more normal the wheel's motion; in this case, the current reference wheel speed is more meaningful. Conversely, the larger the slip ratio, the less meaningful the current reference wheel speed is.

[0140] For example, the second weight correspondence can be determined by inferring the relationship between vehicle slip ratio and wheel speed based on test data of the test vehicle under different working conditions (different vehicle speed, load, braking intensity, etc.) in different road conditions (dry asphalt, wet and slippery road surface, icy and snowy road surface, etc.), and then generating the second weight correspondence based on the relationship.

[0141] In one optional implementation, for each second wheel, the current slip ratio of the second wheel can be used as an index to query the second weight correspondence to obtain the wheel speed constraint weight of the second wheel. For example, the second weight correspondence can be presented in the form of Table 4 below. Then, the current slip ratio is used to query each candidate slip ratio in Table 4, and the queried candidate constraint weight is used as the wheel speed constraint weight of the second wheel. Table 4 is a slip ratio correspondence table.

[0142] Table 4. Slip Ratio Correspondence Table

[0143]

[0144] For example, with the current slip ratio of the second wheel at 70%, the wheel speed constraint weight is 0.95.

[0145] S403, determine the target wheel speed weight of the second wheel based on the wheel speed reference weight and wheel speed constraint weight of the second wheel.

[0146] In one alternative implementation, for each second wheel, a target wheel speed weight can be determined from the wheel speed reference weight and wheel speed constraint weight based on the relationship between the wheel speed reference weight and wheel speed constraint weight of the second wheel.

[0147] For example, for each second wheel, if the wheel speed reference weight is less than the wheel speed constraint weight, the wheel speed reference weight can be used as the target wheel speed weight of the second wheel; if the wheel speed reference weight is greater than or equal to the wheel speed constraint weight, the wheel speed constraint weight can be used as the target wheel speed weight of the second wheel.

[0148] In another alternative implementation, for each second wheel, the wheel speed reference weight and wheel speed constraint weight of the second wheel can be fused to obtain the target wheel speed weight of the second wheel.

[0149] In this embodiment of the application, by determining the wheel speed constraint weight of the second wheel and combining it with the wheel speed reference weight and wheel speed constraint weight of the second wheel, the target wheel speed weight can be determined, which can ensure the accuracy of the target wheel speed weight determination.

[0150] Based on the above embodiments, this application example provides an optional method for determining the target caliper clamping force. Specifically, for each wheel, the target wheel speed of the wheel is determined based on the braking correlation parameters and the wheel speed change of the actual wheel speed in the current cycle; the target caliper clamping force of the wheel is determined based on the braking correlation parameters, the current actual wheel speed and the target wheel speed.

[0151] The current cycle refers to the vehicle's operating cycle at the current moment. The wheel speed change refers to the change in wheel speed. The target wheel speed is the wheel speed that the wheel should achieve under ideal motion conditions.

[0152] In one optional implementation, for each wheel, the angular deceleration of the wheel can be determined based on the wheel speed variation of the wheel in the current cycle and the wheel size parameter in the braking-related parameters. Then, the target wheel speed of the wheel is calculated based on the angular deceleration, the wheel size parameter, and the tire attribute parameter in the braking-related parameters. For example, the target slip ratio of the wheel can first be determined based on the wheel's angular deceleration, the wheel rolling radius in the wheel size parameters, and the tire moment of inertia in the tire attribute parameters. Then, the target wheel speed is determined based on the vehicle speed in the braking-related parameters and the target slip ratio of the wheel.

[0153] In another optional implementation, for each wheel, the actual wheel speed change within the current cycle, along with the wheel size and tire attribute parameters from the braking correlation parameters, can be input into a trained third wheel speed determination model. The third wheel speed determination model then outputs the target wheel speed based on the wheel speed change, wheel size parameters, and tire attribute parameters. This third wheel speed determination model can be trained on a neural network model based on sample wheel speed changes, sample wheel size parameters, sample tire attribute parameters, and the corresponding sample target wheel speeds for each wheel in the sample vehicle.

[0154] Furthermore, for each wheel, the wheel speed deviation between the current actual wheel speed and the target wheel speed can be processed based on the brake parameters and wheel size parameters in the braking association parameters, thereby obtaining the target caliper clamping force for that wheel.

[0155] Alternatively, for each wheel, the brake parameters and wheel size parameters from the braking correlation parameters, along with the wheel's current actual wheel speed and target wheel speed, can be input into a trained second clamping force determination model. This second clamping force determination model then outputs the target caliper clamping force for that wheel based on the brake parameters, wheel size parameters, current actual wheel speed, and target wheel speed. The second clamping force determination model can be trained on a neural network model based on sample brake parameters from a sample vehicle, sample wheel size parameters for each wheel, sample actual wheel speed, sample current target wheel speed, and the corresponding sample target caliper clamping force.

[0156] In this embodiment, by determining the target wheel speed and based on the braking correlation parameters, as well as the current actual wheel speed and the target wheel speed, the target caliper clamping force can be determined, thus ensuring the accuracy of the target caliper clamping force.

[0157] Based on the above embodiments, this application example provides an optional method for determining the clamping force of a target caliper, such as... Figure 5 As shown, it specifically includes the following:

[0158] S501, determine the angular deceleration of the wheel based on the wheel speed change of the actual wheel speed in the current cycle and the wheel rolling radius in the braking-related parameters.

[0159] Angular deceleration is used to characterize how quickly a wheel decelerates. The wheel rolling radius is the radius of the wheel when it rolls.

[0160] In one alternative implementation, for each wheel, the angular velocity of the wheel at each moment in the current cycle can be determined based on the ratio between the actual wheel speed at each moment and the wheel's rolling radius. Furthermore, the angular deceleration of the wheel can be determined based on the variation of its angular velocity at each moment in the current cycle.

[0161] For example, you can refer to the formula Based on the angular velocity at the current moment Angular velocity before the vehicle's operating cycle Determine the angular deceleration 'a'. Where T is the vehicle's operating cycle.

[0162] S502 determines the actual road surface adhesion of the wheel based on the ground braking force, angular deceleration, and the wheel rolling radius and tire moment of inertia in the braking-related parameters.

[0163] The so-called actual ground adhesion force is the longitudinal force exerted by the ground on the wheel contact area, propelling the vehicle forward.

[0164] In one alternative implementation, for each wheel, the consumption parameter of rotational inertia can be determined based on the wheel's angular deceleration and the wheel rolling radius and tire rotational inertia in the braking-related parameters; then, the difference between the ground braking force and the consumption parameter of rotational inertia is taken as the actual road surface adhesion force of the wheel.

[0165] For example, referring to the following formula (9), the ratio between the product of angular deceleration a and tire moment of inertia I and the wheel rolling radius r can be used as the parameter for the consumption of moment of inertia; then the ground braking force F brk The difference between the actual road surface adhesion force F of the wheel and the consumption parameter is taken as the actual road surface adhesion force F of the wheel. x .

[0166] (9)

[0167] S503 determines the target slip ratio of the wheel based on the actual road surface adhesion and vertical load of the wheel.

[0168] The so-called target slip ratio is the optimal slip ratio of the wheel under ideal conditions.

[0169] In one alternative implementation, for each wheel, the target slip ratio can be determined based on the ratio between the wheel's actual road surface adhesion and vertical load. Alternatively, the wheel's actual road surface adhesion and vertical load can be input into a trained slip ratio determination model, which then outputs the wheel's target slip ratio based on these parameters.

[0170] S504 determines the target wheel speed based on the vehicle speed and the target wheel slip ratio in the braking-related parameters.

[0171] In one alternative implementation, for each wheel, the wheel speed coefficient can be determined based on the target slip ratio of that wheel. Then, the vehicle speed in the braking-related parameters is adjusted using this wheel speed coefficient to obtain the target wheel speed. For example, the formula can be referenced. According to the target slip ratio s target and vehicle speed v veh Calculate the target wheel speed v target .

[0172] In this embodiment of the application, the target slip ratio of the wheel is determined based on the wheel speed change of the actual wheel speed in the current cycle and the braking correlation parameters, and the target wheel speed is determined in combination with the target slip ratio, which can ensure the accuracy of the target wheel speed determination.

[0173] Based on the above embodiments, this application provides an optional method for determining the target slip ratio, specifically, determining the target adhesion coefficient of the wheel based on the actual road surface adhesion and vertical load of the wheel; and determining the target slip ratio of the wheel based on the correspondence between the target adhesion coefficient and the slip ratio.

[0174] The target adhesion coefficient measures the degree to which the actual road surface adhesion of the wheel utilizes the maximum adhesion potential of the road surface. The slip ratio correspondence includes the relationship between candidate adhesion coefficients and candidate slip ratios. A candidate adhesion coefficient is a possible adhesion coefficient. A candidate slip ratio is the optimal slip ratio configured for the vehicle under different adhesion coefficients. Therefore, the target slip ratio is also the optimal slip ratio configured for the vehicle under the current target adhesion coefficient.

[0175] For example, the slip ratio correspondence can be determined by inferring the adhesion coefficient based on test data such as vehicle slip ratio, vehicle braking force, and road adhesion coefficient of the test vehicle under different working conditions (different vehicle speed, load, braking intensity, etc.) in different road conditions (dry asphalt, wet and slippery road surface, icy and snowy road surface, etc.), and then fitting the inferred adhesion coefficient and vehicle slip ratio to obtain the slip ratio correspondence.

[0176] In one alternative implementation, for each wheel, the ratio between the actual road surface adhesion and the vertical load of that wheel can be used as the target adhesion coefficient for that wheel. Further, the target adhesion coefficient can be used as an index to query the slip ratio correspondence to obtain the target slip ratio. For example, the slip ratio correspondence can be presented in the form of Table 5 below, and then the target adhesion coefficient can be used to query each candidate adhesion coefficient in Table 5, and the queried candidate slip ratio is used as the target slip ratio. Table 5 is a coefficient correspondence table.

[0177] Table 5 Coefficient Correspondence Table

[0178]

[0179] For example, with a target adhesion coefficient of 0.1, the target slip ratio is 17%.

[0180] In this embodiment of the application, by determining the target adhesion coefficient of the wheel and querying the target slip ratio of the wheel in the slip ratio correspondence based on the target adhesion coefficient, the accuracy of the target slip ratio determination can be guaranteed.

[0181] Based on the above embodiments, in this application example, when the wheel is the first wheel, another optional method for determining the target wheel speed is provided, such as... Figure 6 As shown, the specific steps include:

[0182] S601, determine the correction factor associated with the wheel position based on the wheel position of the first wheel.

[0183] The so-called correction factor is used to correct the target slip ratio of the wheel.

[0184] In one alternative implementation, the wheel position of the first wheel can be used as an index to query the correction factors associated with each wheel position, thereby obtaining the correction factors associated with the wheel position of the first wheel. It is worth noting that when the rear wheels lock up, the vehicle is very prone to sideslip and instability. Therefore, the correction factor correspondence table shown in Table 6 below can be obtained.

[0185] Table 6. Correction Factor Correspondence Table

[0186]

[0187] For example, if the first wheel is positioned as the left rear wheel, the correction factor is 0.9.

[0188] S602 uses a correction factor to correct the target slip ratio of the first wheel.

[0189] In one alternative implementation, a correction factor can be used to correct the target slip ratio of the first wheel, resulting in a corrected target slip ratio. For example, the product of the correction factor and the target slip ratio of the first wheel can be directly used as the corrected target slip ratio.

[0190] S603 determines the target wheel speed of the first wheel based on the vehicle speed and the corrected target slip ratio in the braking correlation parameters.

[0191] In one alternative implementation, the wheel speed coefficient of the first wheel can be determined based on the corrected target slip ratio. For example, after using the difference between a fixed value and the corrected target slip ratio as the wheel speed coefficient, the product of the wheel speed coefficient of the first wheel and the vehicle speed in the braking-related parameters is used as the target wheel speed of the first wheel. The fixed value can be 1.

[0192] In this embodiment of the application, by using a correction factor associated with the position of the first wheel, the target slip ratio of the first wheel is corrected, and the target wheel speed of the first wheel is determined by combining the corrected target slip ratio, which can ensure the accuracy of the target wheel speed of the first wheel.

[0193] Based on the above embodiments, this application provides another optional method for determining the clamping force of the target caliper, such as... Figure 7 As shown, the specific steps include:

[0194] S701 determines the wheel speed deviation between the current actual wheel speed and the target wheel speed.

[0195] The wheel speed deviation value is the difference between the current actual wheel speed and the target wheel speed.

[0196] In one alternative implementation, for each wheel, the difference between the target wheel speed and the current actual wheel speed can be used as the wheel speed deviation value. For example, the formula can be referenced. The target wheel speed v of the wheel target The difference between the actual wheel speed and the current wheel speed v is taken as the wheel speed deviation value v. error .

[0197] S702 uses a controller adjustment coefficient to process wheel speed deviation and obtain braking clamping force.

[0198] The controller adjustment coefficient is a parameter used to adjust the controller's response speed, stability, and steady-state error; it can be a proportional-integral-derivative (PID) coefficient. The brake clamping force is the pressure applied by the caliper between the brake pads and the brake system.

[0199] In an alternative implementation, the controller adjustment coefficient PID (proportional coefficient K) can be used with reference to the following formula (10). p Integral coefficient K i and differential coefficient K d The wheel speed deviation is adjusted to obtain the braking clamping force F. feedback .in, This represents the rate of change of angle corresponding to the wheel speed deviation value.

[0200] (10)

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

[0202] The PID coefficients at each vehicle speed can be presented in Table 7, which is a table showing the PID correspondence for each vehicle speed.

[0203] Table 7 Vehicle Speed ​​PID Correspondence Table

[0204]

[0205] The PID coefficients under the road surface adhesion coefficient can be presented in the form of Table 8, where Table 8 is the PID correspondence table for the road surface adhesion coefficient.

[0206] Table 8. Correspondence Table of Road Surface Adhesion Coefficient (PID)

[0207]

[0208] S703 determines the target caliper clamping force of the wheel based on the braking clamping force and the wheel rolling radius, caliper braking radius and brake parameters in the braking associated parameters.

[0209] The caliper braking radius refers to the radius parameter of the caliper under braking conditions. Brake parameters are parameters related to braking performance, which may include, but are not limited to, caliper braking radius, transmission efficiency, and brake disc friction coefficient.

[0210] In one alternative implementation, the conversion parameters that the brake can provide to convert torque into clamping force can be determined first based on the caliper braking radius, transmission efficiency, and friction coefficient of the brake disc in the brake parameters; then, the brake clamping force and the wheel rolling radius are processed using the conversion parameters to obtain the target caliper clamping force.

[0211] For example, the following formula (11) can be used as a reference, based on the caliper braking radius r in the brake parameters. brk Transmission efficiency coefficient of friction with brake disc Braking clamping force F feedback Given the wheel's rolling radius r, calculate the target caliper clamping force F. clp,t .

[0212] (11)

[0213] In this embodiment, the wheel speed deviation of the wheel is processed by the controller adjustment coefficient to obtain the braking clamping force. Then, based on the braking clamping force, the wheel rolling radius, the caliper braking radius and the brake parameters, the target caliper clamping force of the wheel is determined, which can ensure the accuracy of the target caliper clamping force calculation.

[0214] Based on the above embodiments, this application example provides an optional method for determining the current reference wheel speed. Specifically, for each second wheel, a target parameter is selected from the front wheel steering angle, yaw rate, and wheel track in the vehicle's braking-related parameters according to the wheel positions of the first wheel and the second wheel; based on the target parameter and the current actual wheel speed of the second wheel, the current reference wheel speed of the first wheel predicted by the second wheel is determined.

[0215] The target parameters are the relevant parameters used in calculating the current reference wheel speed. The front wheel steering angle includes the left front wheel steering angle and the right front wheel steering angle.

[0216] In one alternative implementation, for each second wheel, a calculation strategy for calculating the current reference wheel speed can be determined first based on the wheel positions of the first and second wheels. Then, target parameters are selected from the vehicle's braking-related parameters, including front wheel steering angle, yaw rate, and track width, according to the calculation parameters required by the calculation strategy. Further, the target parameters and the current actual wheel speed of the second wheel can be substituted into the selected calculation strategy to calculate the current reference wheel speed of the first wheel predicted based on the second wheel.

[0217] For example, in the case where there is only one first wheel, and the wheel position of the first wheel is the left front wheel fl, the following formulas (12)-(14) can be used as a reference, respectively based on the left front wheel steering angle. Right front wheel steering angle Wheelbase t and yaw rate Determine the current reference wheel speed v of the left front wheel based on the prediction of the right front wheel fr. fl,fr The current reference wheel speed v of the left front wheel fl is predicted based on the left rear wheel rl. fl,rl And the current reference wheel speed v of the left front wheel fl predicted based on the right rear wheel rr. fl,rr Among them, v fr v represents the current actual wheel speed of the right front wheel. rl v represents the current actual wheel speed of the right front wheel. rr This represents the current actual wheel speed of the right rear wheel.

[0218] (12)

[0219] (13)

[0220] (14)

[0221] When the first wheel is positioned as the right front wheel (fr), the following formulas (15)-(17) can be used as a reference, depending on the turning angle of the left front wheel. Right front wheel steering angle Wheelbase t and yaw rate Determine the current reference wheel speed v of the right front wheel fr based on the prediction of the left front wheel fl. fr,fl The current reference wheel speed v of the right front wheel fr is predicted based on the left rear wheel rl. fr,rl And the current reference wheel speed v of the right front wheel fr predicted based on the right rear wheel rr. fr,rr .

[0222] (15)

[0223] (16)

[0224] (17)

[0225] When the first wheel is positioned as the left rear wheel rl, the following formulas (18)-(20) can be used as a reference, depending on the left front wheel turning angle. Right front wheel steering angle Wheelbase t and yaw rate Determine the current reference wheel speed v of the left rear wheel rl based on the prediction of the left front wheel fl. rl,fl The current reference wheel speed v of the left rear wheel rl is predicted based on the right front wheel fr. rl,fr And the current reference wheel speed v of the left rear wheel rl predicted based on the right rear wheel rr. rl,rr .

[0226] (18)

[0227] (19)

[0228] (20)

[0229] When the first wheel is positioned as the right rear wheel (rr), the following formulas (21)-(23) can be used as a reference, depending on the turning angle of the left front wheel. Right front wheel steering angle Wheelbase t and yaw rate Determine the current reference wheel speed v of the right rear wheel based on the prediction of the left front wheel fl. rr,fl The current reference wheel speed v of the right rear wheel rr is predicted based on the right front wheel fr. rr,fr And the current reference wheel speed v of the right rear wheel rr predicted based on the left rear wheel rl. rr,rl .

[0230] (twenty one)

[0231] (twenty two)

[0232] (twenty three)

[0233] In this embodiment, by combining the wheel positions of the first wheel and the second wheel, and based on the front wheel steering angle, yaw rate, and track width in the vehicle's braking-related parameters, the current reference wheel speed of the first wheel predicted by each second wheel can be determined, thus ensuring the accuracy of the current reference wheel speed determination.

[0234] Based on the same inventive concept, this application also provides a vehicle, which includes a vehicle controller, and braking systems and sensors corresponding to each wheel. The vehicle controller is connected to both the braking system and the sensors; the vehicle controller is used to control the operating state of the vehicle; and the braking systems corresponding to each wheel are used to control the operation of the corresponding wheel.

[0235] Based on this, the vehicle wheel control method is as follows: when the vehicle controller detects a lack of wheel speed in the first wheel, it obtains the current actual wheel speed of each second wheel at the current moment through the sensors corresponding to the second wheels; the vehicle controller determines the current reference wheel speed of the first wheel corresponding to each second wheel based on the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel; the vehicle controller determines the current actual wheel speed of the first wheel based on the braking correlation parameters and the current reference wheel speed of the first wheel corresponding to each second wheel; the vehicle controller determines the target caliper clamping force of each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel, and sends the target caliper clamping force to the braking system of the corresponding wheel; the braking system corresponding to each wheel controls the operation of the corresponding wheel based on the target caliper clamping force of the wheel.

[0236] Each second wheel is one of the wheels of the vehicle other than the first wheel.

[0237] For example, you can refer to Figure 8 The diagram shows the vehicle structure. The wheel speed sensors on all four wheels transmit the collected current wheel speeds to the vehicle controller in real time. If the vehicle controller detects a missing wheel speed from the first wheel, it can first obtain the current actual wheel speeds of the second wheels using the sensors on the second wheels.

[0238] Subsequently, the vehicle controller can refer to the steps in the above embodiments to determine the current reference wheel speed of the first wheel corresponding to each second wheel based on the vehicle's braking correlation parameters and the current actual wheel speed of each second wheel, and determine the current actual wheel speed of the first wheel based on the braking correlation parameters and the current reference wheel speed of the first wheel corresponding to each second wheel.

[0239] Furthermore, the vehicle controller can determine the target caliper clamping force for each wheel based on braking-related parameters and the current actual wheel speed, and send the target caliper clamping force to the corresponding wheel's braking system. Upon receiving the target caliper clamping force, the braking system corresponding to each wheel can control the operation of the corresponding wheel based on the target caliper clamping force.

[0240] Figure 9 This is a flowchart illustrating a vehicle control method in another embodiment. Based on the above embodiments, this embodiment provides an optional example of a vehicle control method. (Combined with...) Figure 9 The specific implementation process is as follows:

[0241] S901, when a lack of wheel speed of the first wheel in the vehicle is detected, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel.

[0242] Each second wheel is one of the wheels of the vehicle other than the first wheel.

[0243] Optionally, for each second wheel, a target parameter is selected from the front wheel steering angle, yaw rate, and track width in the vehicle's braking-related parameters, based on the wheel positions of the first wheel and the second wheel; and the current reference wheel speed of the first wheel is determined based on the target parameter and the current actual wheel speed of the second wheel.

[0244] S902 determines the ground braking force and vertical load of each wheel based on the braking correlation parameters.

[0245] S903 determines the ideal braking coefficient for each wheel based on the ground braking force and vertical load.

[0246] S904, for each second wheel, determine the target wheel speed weight of the second wheel based on the braking correlation parameters, the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel.

[0247] Optionally, a target coefficient difference parameter is determined between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel; a wheel speed reference weight is determined for the second wheel based on the target coefficient difference parameter and the first weight correspondence; wherein the first weight correspondence includes the correspondence between candidate coefficient difference parameters and candidate reference weights; the current slip ratio of the second wheel is determined based on the vehicle speed in the braking association parameters and the current actual wheel speed of the second wheel; a wheel speed constraint weight is determined for the second wheel based on the current slip ratio of the second wheel and the second weight correspondence; wherein the second weight correspondence includes the correspondence between candidate slip ratios and candidate constraint weights; and a target wheel speed weight is determined for the second wheel based on the wheel speed reference weight and the wheel speed constraint weight.

[0248] S905, determine the current actual wheel speed of the first wheel based on the target wheel speed weight of each second wheel and the corresponding current reference wheel speed.

[0249] S906, for each wheel, determines the target wheel speed based on the braking correlation parameters and the wheel speed change of the actual wheel speed in the current cycle, and determines the target caliper clamping force of the wheel based on the braking correlation parameters, the current actual wheel speed and the target wheel speed.

[0250] Optionally, the angular deceleration of the wheel is determined based on the wheel speed variation of the actual wheel speed in the current cycle and the wheel rolling radius in the braking-related parameters; the actual road surface adhesion of the wheel is determined based on the ground braking force, angular deceleration, wheel rolling radius and tire moment of inertia in the braking-related parameters; the target adhesion coefficient of the wheel is determined based on the actual road surface adhesion and vertical load; the target slip ratio of the wheel is determined based on the correspondence between the target adhesion coefficient and slip ratio; wherein the slip ratio correspondence includes the correspondence between candidate adhesion coefficients and candidate slip ratios; the wheel speed deviation between the current actual wheel speed and the target wheel speed is determined; the wheel speed deviation is processed using the controller adjustment coefficient to obtain the braking clamping force; the target caliper clamping force of the wheel is determined based on the braking clamping force and the wheel rolling radius, caliper braking radius and brake parameters in the braking-related parameters.

[0251] Furthermore, when the wheel is the first wheel, a correction factor associated with the wheel position is determined based on the wheel position of the first wheel; the target slip ratio of the first wheel is corrected using the correction factor; and the target wheel speed of the first wheel is determined based on the vehicle speed in the braking associated parameters and the corrected target slip ratio.

[0252] S907 controls the movement of the corresponding wheel based on the clamping force of each target caliper.

[0253] The specific processes of S901-S907 described above can be found in the description of the above method embodiments. Their implementation principles and technical effects are similar, and will not be repeated here.

[0254] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0255] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0256] In one exemplary embodiment, such as Figure 10 As shown, a vehicle control device 1 is provided, including: a first determining module 10, a second determining module 20, and a vehicle control module 30, wherein:

[0257] The first determining module 10 is used to determine the current reference wheel speed of the first wheel based on the predicted wheel speed of each second wheel when the wheel speed of the first wheel in the vehicle is detected to be missing, according to the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is a wheel other than the first wheel among the wheels of the vehicle.

[0258] The second determining module 20 is used to determine the current actual wheel speed of the first wheel based on the braking correlation parameters and each current reference wheel speed;

[0259] The vehicle control module 30 is used to determine the target caliper clamping force of each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel, and to control the operation of the corresponding wheel based on the target caliper clamping force.

[0260] In one exemplary embodiment, the second determining module 20 is specifically used for:

[0261] Based on the braking correlation parameters, determine the ground braking force and vertical load of each wheel; for each wheel, determine the ideal braking coefficient based on the ground braking force and vertical load; for each second wheel, determine the target wheel speed weight based on the braking correlation parameters, the ideal braking coefficient of the second wheel, and the ideal braking coefficient of the first wheel; and determine the current actual wheel speed of the first wheel based on the target wheel speed weight of each second wheel and the corresponding current reference wheel speed.

[0262] In one exemplary embodiment, the second determining module 20 is further configured to:

[0263] Determine the target coefficient difference parameter between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel; determine the wheel speed reference weight of the second wheel based on the target coefficient difference parameter and the first weight correspondence; wherein, the first weight correspondence includes the correspondence between the candidate coefficient difference parameter and the candidate reference weight; determine the target wheel speed weight of the second wheel based on the braking correlation parameter and the wheel speed reference weight of the second wheel.

[0264] In one exemplary embodiment, the second determining module 20 is further configured to:

[0265] Based on the vehicle speed and the current actual wheel speed of the second wheel in the braking associated parameters, the current slip ratio of the second wheel is determined; based on the correspondence between the current slip ratio of the second wheel and the second weight, the wheel speed constraint weight of the second wheel is determined; wherein, the correspondence between the second weight includes the correspondence between the candidate slip ratio and the candidate constraint weight; based on the wheel speed reference weight and the wheel speed constraint weight of the second wheel, the target wheel speed weight of the second wheel is determined.

[0266] In one exemplary embodiment, the vehicle control module 30 is specifically used for:

[0267] For each wheel, the target wheel speed is determined based on the braking correlation parameters and the wheel speed change of the actual wheel speed in the current cycle; the target caliper clamping force of the wheel is determined based on the braking correlation parameters, the current actual wheel speed and the target wheel speed.

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

[0269] Based on the wheel speed variation of the actual wheel speed in the current cycle and the wheel rolling radius in the braking-related parameters, determine the wheel's angular deceleration; based on the wheel's ground braking force, angular deceleration, and the wheel rolling radius and tire moment of inertia in the braking-related parameters, determine the wheel's actual road adhesion; based on the wheel's actual road adhesion and vertical load, determine the wheel's target slip ratio; based on the vehicle speed in the braking-related parameters and the wheel's target slip ratio, determine the wheel's target wheel speed.

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

[0271] The target adhesion coefficient of the wheel is determined based on the actual road surface adhesion and vertical load of the wheel; the target slip ratio of the wheel is determined based on the correspondence between the target adhesion coefficient and the slip ratio; wherein, the slip ratio correspondence includes the correspondence between the candidate adhesion coefficient and the candidate slip ratio.

[0272] In one exemplary embodiment, the vehicle control module 30 is further configured to:

[0273] Based on the wheel position of the first wheel, determine the correction factor associated with the wheel position; use the correction factor to correct the target slip ratio of the first wheel; determine the target wheel speed of the first wheel based on the vehicle speed in the braking associated parameters and the corrected target slip ratio.

[0274] In one exemplary embodiment, the vehicle control module 30 is further configured to:

[0275] Determine the wheel speed deviation between the current actual wheel speed and the target wheel speed; process the wheel speed deviation using the controller adjustment coefficient to obtain the braking clamping force; determine the target caliper clamping force of the wheel based on the braking clamping force, as well as the wheel rolling radius, caliper braking radius, and brake parameters in the braking associated parameters.

[0276] In an exemplary embodiment, the first determining module 10 is specifically used for:

[0277] For each second wheel, target parameters are selected from the front wheel steering angle, yaw rate, and track width in the vehicle's braking-related parameters, based on the wheel positions of the first and second wheels. Based on the target parameters and the current actual wheel speed of the second wheel, the current reference wheel speed of the first wheel, predicted based on the second wheel, is determined.

[0278] Each module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0279] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 11As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or a second technology. When the computer program is executed by the processor, it implements a vehicle control method. The display unit is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0280] Those skilled in the art will understand that Figure 11 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0281] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0282] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0283] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0284] It should be noted that the data involved in this application (including but not limited to data related to vehicle operation) is all data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0285] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0286] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0287] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: If a wheel speed loss of the first wheel in the vehicle is detected, the current reference wheel speed of the first wheel is determined based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein, each second wheel is a wheel of the vehicle other than the first wheel. Based on the braking correlation parameters, determine the ground braking force and vertical load of each wheel; For each wheel, the ideal braking coefficient of the wheel is determined based on the ground braking force and vertical load of the wheel; For each second wheel, the target wheel speed weight of the second wheel is determined based on the braking correlation parameters, the ideal braking coefficient of the second wheel, and the ideal braking coefficient of the first wheel. The current actual wheel speed of the first wheel is determined based on the target wheel speed weight of each second wheel and the corresponding current reference wheel speed. Based on the braking correlation parameters and the current actual wheel speed of each wheel, the target caliper clamping force of each wheel is determined, and the operation of the corresponding wheel is controlled according to the target caliper clamping force.

2. The method according to claim 1, characterized in that, The step of determining the target wheel speed weight of the second wheel based on the braking correlation parameters, the ideal braking coefficient of the second wheel, and the ideal braking coefficient of the first wheel includes: Determine the target coefficient difference parameter between the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel; Based on the target coefficient difference parameter and the first weight correspondence, the wheel speed reference weight of the second wheel is determined; wherein, the first weight correspondence includes the correspondence between the candidate coefficient difference parameter and the candidate reference weight. The target wheel speed weight of the second wheel is determined based on the braking correlation parameters and the wheel speed reference weight of the second wheel.

3. The method according to claim 2, characterized in that, Determining the target wheel speed weight of the second wheel based on the braking correlation parameters and the wheel speed reference weight of the second wheel includes: The current slip ratio of the second wheel is determined based on the vehicle speed and the current actual wheel speed of the second wheel in the braking correlation parameters. Based on the current slip ratio of the second wheel and the correspondence between the second weights, the wheel speed constraint weights of the second wheel are determined; wherein, the correspondence between the second weights includes the correspondence between candidate slip ratios and candidate constraint weights; The target wheel speed weight of the second wheel is determined based on the wheel speed reference weight and wheel speed constraint weight of the second wheel.

4. The method according to claim 1, characterized in that, The step of determining the target caliper clamping force for each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel includes: For each wheel, the target wheel speed is determined based on the braking correlation parameters and the wheel speed change of the wheel in the current cycle. The target caliper clamping force of the wheel is determined based on the braking correlation parameters, the current actual wheel speed, and the target wheel speed.

5. The method according to claim 4, characterized in that, Determining the target wheel speed based on the braking correlation parameters and the wheel speed change of the wheel in the current cycle includes: The angular deceleration of the wheel is determined based on the wheel speed change of the actual wheel speed in the current cycle and the wheel rolling radius in the braking associated parameters. The actual road surface adhesion of the wheel is determined based on the ground braking force of the wheel, the angular deceleration, and the wheel rolling radius and tire moment of inertia in the braking-related parameters. The target slip ratio of the wheel is determined based on the actual road surface adhesion and vertical load of the wheel. The target wheel speed is determined based on the vehicle speed and the target slip ratio of the wheel in the braking correlation parameters.

6. The method according to claim 5, characterized in that, The step of determining the target slip ratio of the wheel based on the actual road surface adhesion and vertical load of the wheel includes: The target adhesion coefficient of the wheel is determined based on the actual road surface adhesion and vertical load of the wheel. The target slip ratio of the wheel is determined based on the correspondence between the target adhesion coefficient and the slip ratio; wherein the correspondence between the slip ratio includes the correspondence between the candidate adhesion coefficient and the candidate slip ratio.

7. The method according to claim 5, characterized in that, When the wheel is the first wheel, determining the target wheel speed of the wheel based on the vehicle speed in the braking correlation parameters and the target slip ratio of the wheel includes: Based on the wheel position of the first wheel, determine the correction factor associated with the wheel position; The target slip ratio of the first wheel is corrected using the aforementioned correction factor; The target wheel speed of the first wheel is determined based on the vehicle speed and the corrected target slip ratio in the braking correlation parameters.

8. The method according to claim 4, characterized in that, The step of determining the target caliper clamping force of the wheel based on the braking correlation parameters, the current actual wheel speed, and the target wheel speed includes: Determine the wheel speed deviation between the current actual wheel speed and the target wheel speed; The wheel speed deviation is processed using a controller adjustment coefficient to obtain the braking clamping force; The target caliper clamping force of the wheel is determined based on the braking clamping force, as well as the wheel rolling radius, caliper braking radius, and brake parameters in the braking associated parameters.

9. The method according to claim 1, characterized in that, The step of determining the current reference wheel speed of the first wheel based on the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel includes: For each second wheel, based on the wheel position of the first wheel and the wheel position of the second wheel, target parameters are selected from the front wheel steering angle, yaw rate and wheel track of the vehicle's braking associated parameters. Based on the target parameters and the current actual wheel speed of the second wheel, determine the current reference wheel speed of the first wheel based on the prediction of the second wheel.

10. A vehicle control device, characterized in that, The device includes: The first determining module is used to determine the current reference wheel speed of the first wheel based on the predicted wheel speed of each second wheel when the wheel speed of the first wheel in the vehicle is detected to be missing, according to the braking correlation parameters of the vehicle and the current actual wheel speed of each second wheel; wherein each second wheel is a wheel other than the first wheel among the wheels of the vehicle. The second determining module is used to determine the ground braking force and vertical load of each wheel according to the braking correlation parameters; for each wheel, determine the ideal braking coefficient of the wheel according to the ground braking force and vertical load; for each second wheel, determine the target wheel speed weight of the second wheel according to the braking correlation parameters, the ideal braking coefficient of the second wheel and the ideal braking coefficient of the first wheel; and determine the current actual wheel speed of the first wheel according to the target wheel speed weight of each second wheel and the corresponding current reference wheel speed. The vehicle control module is used to determine the target caliper clamping force of each wheel based on the braking correlation parameters and the current actual wheel speed of each wheel, and to control the operation of the corresponding wheel based on the target caliper clamping force.

11. A vehicle, characterized in that, The vehicle includes a vehicle controller, as well as braking systems and sensors corresponding to each wheel; wherein the vehicle controller is connected to the braking system and the sensors respectively, and the vehicle controller is used to execute the method according to any one of claims 1-9.

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