CN114701461B - Vehicle braking method and device, electronic equipment and vehicle - Google Patents

Vehicle braking method and device, electronic equipment and vehicle Download PDF

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Publication number
CN114701461B
CN114701461B CN202110573375.7A CN202110573375A CN114701461B CN 114701461 B CN114701461 B CN 114701461B CN 202110573375 A CN202110573375 A CN 202110573375A CN 114701461 B CN114701461 B CN 114701461B
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vehicle
acceleration
wheel
filtering
braking
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CN114701461A (en
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崔晋
张慧君
郜增达
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The disclosure relates to a method and a device for a vehicle, and electronic equipment, namely the vehicle. The method comprises the following steps: under the condition of receiving a vehicle braking signal, acquiring the acceleration and the total braking torque of the vehicle; determining a wheel end braking moment of each wheel according to the acceleration and the total braking moment; and braking the vehicle according to the wheel end braking moment of each wheel. Therefore, the wheel end braking moment of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of locking of the vehicle can be reduced.

Description

Vehicle braking method and device, electronic equipment and vehicle
Technical Field
The disclosure relates to the field of vehicle control, in particular to a vehicle braking method and device, electronic equipment and a vehicle.
Background
With the development of the technology in the automobile industry, a wheel side braking mode is started to be applied to a vehicle, and the vehicle applying the wheel side braking mode is provided with a wheel side braking module at each wheel, so that the braking of the vehicle is realized through the wheel side braking modules. However, during actual vehicle braking, wheel lock may occur.
Disclosure of Invention
The invention provides a vehicle braking method and device, electronic equipment and a vehicle, and can reduce the probability of wheel locking in the vehicle braking process.
In a first aspect, the present disclosure provides a method of vehicle braking, the method comprising:
under the condition of receiving a vehicle braking signal, acquiring the acceleration and the total braking torque of the vehicle;
determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment;
and braking the vehicle according to the wheel end braking moment of each wheel.
Optionally, the acceleration includes a first lateral acceleration and a first longitudinal acceleration; and determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment comprises the following steps:
determining a front axle load proportion and a rear axle load proportion according to the first longitudinal acceleration;
determining a left wheel load proportion and a right wheel load proportion according to the first transverse acceleration;
and calculating the wheel end braking moment of each wheel according to the total braking moment, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
Optionally, determining the front axle load ratio and the rear axle load ratio according to the first longitudinal acceleration includes:
calculating to obtain a front axle load proportion according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the rear axle;
and calculating to obtain a rear axle load proportion according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the front axle.
Optionally, determining the left wheel load ratio and the right wheel load ratio according to the first lateral acceleration includes:
and calculating to obtain a left wheel load proportion and a right wheel load proportion according to the first transverse acceleration, the mass center height and the left wheel tread and the right wheel tread of the vehicle.
Optionally, the acceleration includes a first lateral acceleration and a first longitudinal acceleration, and the acquiring the acceleration of the vehicle includes:
periodically acquiring a second lateral acceleration and a second longitudinal acceleration of the vehicle;
filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration;
and filtering the periodically acquired second longitudinal acceleration to obtain the first longitudinal acceleration.
Optionally, the filtering the periodically acquired second longitudinal acceleration to obtain the first longitudinal acceleration includes:
acquiring a first filtering strength corresponding to the total braking torque of the vehicle from a preset torque filtering corresponding relation, wherein the preset torque filtering corresponding relation comprises a corresponding relation between the total braking torque and the first filtering strength;
filtering the periodically acquired second longitudinal acceleration according to the first filtering strength to obtain the first longitudinal acceleration; or filtering the periodically acquired second longitudinal acceleration according to the sum of the first filtering intensity and a preset first filtering intensity compensation value to obtain the first longitudinal acceleration.
Optionally, the filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration includes:
acquiring a second filtering intensity corresponding to the steering angle of the vehicle from a preset steering angle filtering corresponding relation, wherein the preset steering angle filtering corresponding relation comprises a corresponding relation between the steering angle and the second filtering intensity;
according to the second filtering intensity, the second lateral acceleration acquired periodically is filtered, and the first lateral acceleration is obtained; or filtering the periodically acquired second lateral acceleration according to the sum of the second filtering intensity and a preset second filtering intensity compensation value to obtain the first lateral acceleration.
In a second aspect, the present disclosure provides an apparatus for vehicle braking, the apparatus comprising:
the acceleration acquisition module is used for acquiring the acceleration of the vehicle under the condition of receiving the vehicle braking signal;
the total braking moment acquisition module is used for acquiring the total braking moment of the vehicle under the condition of receiving the vehicle braking signal;
the wheel end braking moment determining module is used for determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment;
and the wheel end braking module is used for braking the vehicle according to the wheel end braking moment of each wheel.
In a third aspect, the present disclosure provides a vehicle comprising: the vehicle braking device according to the second aspect of the present disclosure.
In a fourth aspect, the present disclosure provides an electronic device comprising: a memory having a computer program stored thereon; a processor for executing the computer program in the memory to implement the steps of the method of the first aspect of the disclosure.
By adopting the technical scheme, under the condition of receiving a vehicle braking signal, the acceleration and the total braking torque of the vehicle are obtained; determining a wheel end braking moment of each wheel according to the acceleration and the total braking moment; and braking the vehicle according to the wheel end braking moment of each wheel. Therefore, the wheel end braking moment of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of locking of the vehicle can be reduced.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a flow chart of a method of vehicle braking provided by an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a correspondence between a first filtering strength and a total braking torque according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram of a correspondence relationship between a second filtering strength and a steering angle according to an embodiment of the disclosure;
FIG. 4 is a schematic structural view of a vehicle braking device provided in an embodiment of the present disclosure;
FIG. 5 is a block diagram of a vehicle provided by an embodiment of the present disclosure;
FIG. 6 is a block diagram of an electronic device provided by an embodiment of the present disclosure;
fig. 7 is a block diagram of another electronic device provided by an embodiment of the present disclosure.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
It should be noted that, in this disclosure, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or order of indication or implying any particular order; the terms "S101", "S102", "S201", "S202", etc. are used to distinguish steps and are not necessarily to be construed as performing the method steps in a particular order or sequence; when the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated.
First, an application scenario of the present disclosure will be described. The present disclosure may be applied to a vehicle braking scenario, particularly a braking scenario of a vehicle having a wheel end braking module. The inventors found that: in the related art, only under the condition of locked wheels, the locked wheels can be restored to rotate through the adjustment of the wheel end braking module; in the normal driving and braking process, the braking force distribution of the wheel end braking module for each wheel is not specially set. For example, the ABS (antilock braking system) is commonly used, and the ABS can determine the locking state of the wheel according to the speed signal transmitted from each wheel speed sensor, if the wheel locks, the normally closed output electromagnetic valve is opened, so that the braking pressure on the wheel drops rapidly, and the wheel is prevented from locking for a long time due to overlarge braking force. However, ABS cannot actively adjust the braking torque of the four wheels of the vehicle during braking or steering of the vehicle, and thus cannot reduce the probability of wheel locking.
In order to solve the problems, the present disclosure provides a method, an apparatus, an electronic device and a vehicle for braking a vehicle, where under a braking scenario, a wheel end braking moment of each wheel may be determined according to an acceleration and a total braking moment of the vehicle, and a wheel end braking module of each wheel may be controlled according to the wheel end braking moment to perform braking of the vehicle. Therefore, the wheel end braking moment of each wheel can be distributed according to the actual condition of the vehicle, and the occurrence probability of locking of the vehicle can be reduced.
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.
Fig. 1 is a method for braking a vehicle according to an embodiment of the disclosure, as shown in fig. 1, the method may include:
s101, under the condition that a vehicle braking signal is received, acquiring the acceleration and the total braking torque of the vehicle.
The braking signal of the vehicle may be a braking signal generated by the vehicle controller according to the operation of the driver or the traveling information of the vehicle. For example: a brake signal generated by the driver stepping on the brake pedal; the driving assistance module automatically generates a braking signal or the like when it is determined that the vehicle is about to collide.
The total braking torque may be a torque obtained by the vehicle controller according to the driver operation or the vehicle running information. For example: under the condition that a brake signal is generated according to the fact that a driver steps on a brake pedal, brake pedal depth information can be obtained, and total brake moment required by the driver is determined according to the brake pedal depth information; and in the case where the braking signal is automatically generated by the driving assistance module when it is determined that the vehicle is about to collide, the total braking torque may be determined according to the current running speed of the vehicle and the distance between the vehicle and the obstacle ahead.
The acceleration may be a current acceleration of the vehicle measured by an acceleration sensor of the vehicle.
S102, determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment.
In this step, the total braking torque may be distributed to each wheel based on the acceleration, resulting in a wheel end braking torque for each wheel, illustratively:
under the condition that the acceleration is smaller than or equal to a first acceleration threshold value, uniformly distributing the total braking moment to each wheel to obtain the wheel end braking moment of each wheel;
and under the condition that the acceleration is larger than a first acceleration threshold value, distributing larger wheel end braking moment to the rear wheel and distributing smaller wheel end braking moment to the front wheel, so that the difference value of the wheel end braking moment between the front wheel and the rear wheel is larger than or equal to the first braking moment difference value. The first braking torque difference value may be a first braking torque difference value corresponding to the acceleration obtained according to a preset acceleration torque difference value corresponding relation, and the preset acceleration torque difference value corresponding relation may be a preset corresponding relation including an acceleration of the vehicle and the first braking torque difference value. The preset acceleration moment difference corresponding relation can be set according to empirical data, and the larger the acceleration is, the larger the first braking moment difference is.
And S103, braking the vehicle according to the wheel end braking moment of each wheel.
In this step, the wheel end braking module of each wheel may be controlled according to the wheel end braking torque to perform braking of the vehicle.
By adopting the method, the acceleration and the total braking torque of the vehicle are obtained under the condition that the braking signal of the vehicle is received; determining a wheel end braking moment of each wheel according to the acceleration and the total braking moment; and braking the vehicle according to the wheel end braking moment of each wheel. Therefore, the wheel end braking moment of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of locking of the vehicle can be reduced.
In another embodiment of the present disclosure, the acceleration may include a first lateral acceleration and a first longitudinal acceleration; in the above step S102, determining the wheel end braking torque of each wheel from the acceleration and the total braking torque may be achieved by:
firstly, determining a front axle load proportion and a rear axle load proportion according to the first longitudinal acceleration; and determining a left wheel load ratio and a right wheel load ratio based on the first lateral acceleration.
The acceleration of the vehicle may be divided into a lateral acceleration and a longitudinal acceleration, wherein the longitudinal acceleration of the vehicle is used to characterize the acceleration in the vehicle traveling direction. The longitudinal acceleration of the vehicle can be measured by a longitudinal acceleration sensor. The lateral acceleration of the vehicle is used to represent acceleration in a direction perpendicular to the vehicle running direction, and is generally acceleration due to centrifugal force generated when the vehicle is running in a curve. The lateral acceleration of the vehicle can be measured by a lateral acceleration sensor.
In this step, the front axle load ratio may be calculated according to the first longitudinal acceleration, the center of mass height of the vehicle, the front-rear axle distance, and the center of mass-to-rear axle distance; and calculating a rear axle load ratio according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the front axle.
Specifically, the front axle load ratio may be calculated by the following formula (1), and the rear axle load ratio may be calculated by the following formula (2):
Figure BDA0003083484530000071
Figure BDA0003083484530000072
wherein, factor is FrontAxle Representing front axle load ratio, factor RearAxle Represents the front axle load ratio, g represents the gravitational acceleration, L represents the front-rear axle distance of the vehicle, L R Representing the distance of the centroid to the rear axis, LF represents the distance of the centroid to the front axis, a x_F Representing a first longitudinal acceleration, h represents the vehicle's centroid height.
When the vehicle is braked, the front axle load increases and the rear axle load decreases due to the transfer of the axle load in the vehicle running direction, and at this time, if the front and rear wheels apply the same braking torque, the rear wheels are locked before the front wheels, so that the friction force of the whole vehicle cannot be fully utilized. The front axle braking moment can be increased, the rear axle braking moment can be reduced, the probability of wheel locking can be reduced, the friction force of front and rear wheels can be fully utilized, and the braking effect can be improved based on the modes of the formula (1) and the formula (2), because the longitudinal acceleration is a negative value when the vehicle brakes.
Therefore, the load proportion of the front axle and the rear axle can be distributed according to the structural parameters and the longitudinal acceleration of the vehicle, so that the wheel end braking moment of the front wheel and the rear wheel can be reasonably distributed, and the locking probability of the vehicle can be effectively reduced.
Further, a left wheel load ratio and a right wheel load ratio can be calculated according to the first lateral acceleration, the centroid height and the left and right wheel tracks of the vehicle.
Specifically, the left-wheel load ratio may be calculated by the following formula (3), and the right-wheel load ratio may be calculated by the following formula (4):
Figure BDA0003083484530000081
Figure BDA0003083484530000082
wherein, factor is LeftSide Representing the left wheel load ratio, factor RightSide Represents the right wheel load ratio, g represents the gravitational acceleration, a y_F Representing a first lateral acceleration, h representing the height of the center of mass of the vehicle, and B identifying the left-right track of the vehicle, i.e., the distance between the left and right wheels of the vehicle.
When the vehicle is braked in a steering mode, the vertical load on the outer side is increased and the inner side is reduced due to the transfer of axle load, and at the moment, if the same braking torque is applied to the left wheel and the right wheel, the inner side wheel locks before the outer side wheel, and the friction force of the whole vehicle can not be fully utilized. In this embodiment, the positive and negative of the lateral acceleration may be preset, and the lateral acceleration may be set to be accelerated to a positive value to the left and to a negative value to the right. Therefore, the braking torque is distributed in the mode of the formula (3) and the formula (4) in the embodiment, so that the left braking torque and the right braking torque can be adjusted, the outer braking torque is increased, the inner braking torque is reduced, the stability of the vehicle can be maintained, and the occurrence probability of locking of the vehicle can be effectively reduced.
And then, calculating the wheel end braking moment of each wheel according to the total braking moment, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
In this step, the following formulas (5) to (8) can be used
T FL ＝T×Factor FrontAxle ×Factor LeftSide (5)
T FR ＝T×Factor FrontAxle ×Factor RightSide (6)
T RL ＝T×Factor RearAxle ×Factor LeftSide (7)
T RR ＝T×Factor RearAxle ×Factor RightSide (8)
Wherein T is FL Representing the wheel end braking moment of the left front wheel, T FR Representing the wheel end braking moment of the right front wheel, T RL Representing the wheel end braking moment of the left rear wheel, T RR Representing the wheel end braking torque of the right rear wheel, T representing the total braking torque and Factor FrontAxle Representing front axle load ratio, factor RearAxle Representing front axle load ratio, factor LeftSide Representing the left wheel load ratio, factor RightSide Indicating the right wheel load ratio.
Therefore, according to the structural parameters, the first longitudinal acceleration and the first transverse acceleration of the vehicle, the wheel end braking moments of the front, back, left and right wheels can be reasonably distributed, and therefore the occurrence probability of locking of the vehicle is effectively reduced.
In another embodiment of the present disclosure, in the case where the above-described acceleration includes the first lateral acceleration and the first longitudinal acceleration, acquiring the vehicle acceleration may be achieved by:
periodically acquiring a second lateral acceleration and a second longitudinal acceleration of the vehicle; and respectively filtering the periodically acquired second transverse acceleration and second longitudinal acceleration to obtain the first transverse acceleration and the first longitudinal acceleration.
In this embodiment, the second lateral acceleration and the second longitudinal acceleration of the vehicle may be periodically acquired by the acceleration sensor of the vehicle as well. The acceleration sensor can be equally divided into a longitudinal acceleration sensor and a lateral acceleration sensor. The acquisition period may be any time between 1 millisecond and 10 seconds, for example, may be 10 milliseconds, 100 milliseconds, or1 second.
There may be various ways of filtering the periodically acquired second lateral acceleration and second longitudinal acceleration, respectively, for example: the method of abrupt change value filtering can be adopted, for example, if the absolute value of the difference between the acceleration acquired in the current period and the acceleration acquired in the previous period is greater than or equal to an abrupt change threshold, it can be determined that the acceleration acquired in the current period has abrupt change abnormality, and the value of the acceleration is kept to be the value of the acceleration acquired in the previous period.
Alternatively, the periodically acquired second longitudinal acceleration may be filtered to obtain the first longitudinal acceleration by:
first, a first filtering strength corresponding to the total braking torque of the vehicle is obtained from a preset torque filtering corresponding relation, wherein the preset torque filtering corresponding relation comprises a corresponding relation between the total braking torque and the first filtering strength.
And secondly, filtering the periodically acquired second longitudinal acceleration according to the first filtering strength to obtain the first longitudinal acceleration.
The second longitudinal acceleration may be filtered, for example, by the following equation (9), resulting in the first longitudinal acceleration:
a x_F_n ＝a x_F_m +factor1×(a x -a x_F_m ) (9)
wherein a is x_F_n Representing the first longitudinal acceleration calculated in this period, a x_F_m Representing the first longitudinal acceleration, a, calculated over the last period x The second longitudinal acceleration acquired in this period is represented, and factor1 represents the first filter strength.
It should be noted that, the foregoing preset torque filtering correspondence may be calibrated according to the foregoing vehicle braking test, and fig. 2 is a correspondence between the first filtering strength and the total braking torque provided in the embodiment of the present disclosure, as shown in fig. 2, where in the preset torque filtering correspondence, the first filtering strength may increase along with an increase of the braking torque.
Further, in this step, the second longitudinal acceleration collected periodically may be filtered according to the sum of the first filtering strength and a preset first filtering strength compensation value to obtain the first longitudinal acceleration. The preset first filter strength compensation value may also be calibrated according to the vehicle braking test described above.
In this way, by the method, more accurate longitudinal acceleration can be obtained, the problem that the distribution of the braking moment is affected due to abrupt change of the longitudinal acceleration caused by sensor errors is avoided, and the accuracy of the distribution of the braking moment is further improved.
Also alternatively, the periodically acquired second lateral acceleration may be filtered to obtain the first lateral acceleration by:
first, a second filtering intensity corresponding to a steering angle of the vehicle is obtained from a preset steering angle filtering corresponding relation, wherein the preset steering angle filtering corresponding relation comprises a corresponding relation between the steering angle and the second filtering intensity.
And secondly, according to the second filtering intensity, filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration.
The second longitudinal acceleration may be filtered, for example, by the following equation (10), resulting in the first longitudinal acceleration:
a y_F_n ＝a y_F_m +factor2×(a y -a y_F_m ) (10)
wherein a is y_F_n Representing the first lateral acceleration calculated in this period, a y_F_m Representing the first lateral acceleration, a, calculated in the previous cycle y The second lateral acceleration acquired in this period is represented, and factor2 represents the second filter strength.
It should be noted that, the foregoing preset steering angle filtering correspondence may be calibrated according to a vehicle braking test, and fig. 3 is a correspondence between the second filtering strength and the steering angle provided in the embodiment of the present disclosure, as shown in fig. 3, in the preset steering angle filtering correspondence, the second filtering strength may increase along with an increase of the steering angle.
Further, in this step, the second lateral acceleration collected periodically may be filtered according to the sum of the second filtering strength and a preset second filtering strength compensation value, to obtain the first lateral acceleration. The preset second filter strength compensation value may also be calibrated according to the vehicle braking test described above.
In this way, by the method, more accurate lateral acceleration can be obtained, the problem that the distribution of braking moment is affected due to sudden change of the lateral acceleration caused by sensor errors is avoided, and the accuracy of the distribution of the braking moment is further improved.
Fig. 4 is a schematic structural diagram of a device for braking a vehicle according to an embodiment of the present disclosure, as shown in fig. 4, the device includes:
an acceleration acquisition module 401, configured to acquire an acceleration of a vehicle when a vehicle brake signal is received;
a total braking torque obtaining module 402, configured to obtain a total braking torque of a vehicle when a vehicle braking signal is received;
a wheel end braking moment determining module 403, configured to determine a wheel end braking moment of each wheel according to the acceleration and the total braking moment;
the wheel end braking module 404 is configured to perform braking of the vehicle according to a wheel end braking torque of each wheel.
In another embodiment of the present disclosure, the acceleration includes a first lateral acceleration and a first longitudinal acceleration; the wheel end braking torque determining module 403 is configured to determine a front axle load proportion and a rear axle load proportion according to the first longitudinal acceleration; determining a left wheel load ratio and a right wheel load ratio according to the first lateral acceleration; and calculating the wheel end braking moment of each wheel according to the total braking moment, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
In another embodiment of the present disclosure, the wheel end braking torque determination module 403 is configured to calculate a front axle load ratio according to the first longitudinal acceleration, the center of mass height of the vehicle, a front-rear axle distance, and a center of mass-to-rear axle distance; and calculating to obtain the rear axle load proportion according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the front axle.
Further, the wheel end braking torque determining module 403 is configured to calculate a left wheel load ratio and a right wheel load ratio according to the first lateral acceleration, the center of mass height of the vehicle, and the left and right wheel tracks.
In another embodiment of the present disclosure, the acceleration includes a first lateral acceleration and a first longitudinal acceleration, the acceleration acquisition module 401 is configured to periodically acquire a second lateral acceleration and a second longitudinal acceleration of the vehicle; filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration; and filtering the periodically acquired second longitudinal acceleration to obtain the first longitudinal acceleration.
Further, the acceleration obtaining module 401 is configured to obtain a first filtering strength corresponding to a total braking torque of the vehicle from a preset torque filtering correspondence, where the preset torque filtering correspondence includes a correspondence between the total braking torque and the first filtering strength; according to the first filtering strength, the second longitudinal acceleration acquired periodically is filtered to obtain the first longitudinal acceleration; or filtering the periodically acquired second longitudinal acceleration according to the sum of the first filtering intensity and a preset first filtering intensity compensation value to obtain the first longitudinal acceleration.
Further, the acceleration obtaining module 401 is configured to obtain a second filtering intensity corresponding to a steering angle of the vehicle from a preset steering angle filtering correspondence, where the preset steering angle filtering correspondence includes a correspondence between the steering angle and the second filtering intensity; according to the second filtering intensity, the second lateral acceleration acquired periodically is filtered to obtain the first lateral acceleration; or filtering the periodically acquired second lateral acceleration according to the sum of the second filtering intensity and a preset second filtering intensity compensation value to obtain the first lateral acceleration.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
Fig. 5 is a block diagram of a vehicle provided by an embodiment of the present disclosure, as shown in fig. 5, the vehicle includes: the device 501 for braking the vehicle.
Fig. 6 is a block diagram of an electronic device 600, according to an example embodiment. As shown in fig. 6, the electronic device 600 may include: a processor 601, a memory 602. The electronic device 600 may also include one or more of a multimedia component 603, an input/output (I/O) interface 604, and a communication component 605.
Wherein the processor 601 is configured to control the overall operation of the electronic device 600 to perform all or part of the steps of the method for braking a vehicle described above. The memory 602 is used to store various types of data to support operations at the electronic device 600, which may include, for example, instructions for any application or method operating on the electronic device 600, as well as application-related data, such as contact data, transceived messages, pictures, audio, video, and the like. The Memory 602 may be implemented by any type or combination of volatile or nonvolatile Memory devices, such as static random access Memory (Static Random Access Memory, SRAM for short), electrically erasable programmable Read-Only Memory (Electrically Erasable Programmable Read-Only Memory, EEPROM for short), erasable programmable Read-Only Memory (Erasable Programmable Read-Only Memory, EPROM for short), programmable Read-Only Memory (Programmable Read-Only Memory, PROM for short), read-Only Memory (ROM for short), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia component 603 may include a screen and an audio component. Wherein the screen may be, for example, a touch screen, the audio component being for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 602 or transmitted through the communication component 605. The audio assembly further comprises at least one speaker for outputting audio signals. The I/O interface 604 provides an interface between the processor 601 and other interface modules, which may be a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wireless communication, such as Wi-Fi, bluetooth, near field communication (Near Field Communication, NFC for short), 2G, 3G, 4G, 5G, NB-IOT, eMTC, or other 6G, etc., or one or a combination of more thereof, is not limited herein. The corresponding communication component 605 may thus comprise: wi-Fi module, bluetooth module, NFC module etc.
In an exemplary embodiment, the electronic device 600 may be implemented by one or more application specific integrated circuits (Application Specific Integrated Circuit, abbreviated ASIC), digital signal processor (Digital Signal Processor, abbreviated DSP), digital signal processing device (Digital Signal Processing Device, abbreviated DSPD), programmable logic device (Programmable Logic Device, abbreviated PLD), field programmable gate array (Field Programmable Gate Array, abbreviated FPGA), controller, microcontroller, microprocessor, or other electronic components for performing the method of vehicle braking described above.
In another exemplary embodiment, a computer readable storage medium is also provided comprising program instructions which, when executed by a processor, implement the steps of the method of vehicle braking described above. For example, the computer readable storage medium may be the memory 602 including program instructions described above that are executable by the processor 601 of the electronic device 600 to perform the method of vehicle braking described above.
Fig. 7 is a block diagram of an electronic device 700, according to an example embodiment. For example, the electronic device 700 may be provided as a server. Referring to fig. 7, the electronic device 700 includes a processor 722, which may be one or more in number, and a memory 732 for storing computer programs executable by the processor 722. The computer program stored in memory 732 may include one or more modules each corresponding to a set of instructions. Further, the processor 722 may be configured to execute the computer program to perform the method of vehicle braking described above.
In addition, the electronic device 700 can further include a power component 726 and a communication component 750, the power component 726 can be configured to perform power management of the electronic device 700, and the communication component 750 can be configured to enable communication of the electronic device 700, e.g., wired or wireless communication. In addition, the electronic device 700 may also include an input/output (I/O) interface 758. The electronic device 700 may operate based on an operating system stored in memory 732, such as Windows Server, mac OS, unix, linux, etc.
In another exemplary embodiment, a computer readable storage medium is also provided comprising program instructions which, when executed by a processor, implement the steps of the method of vehicle braking described above. For example, the computer readable storage medium may be the memory 732 described above that includes program instructions executable by the processor 722 of the electronic device 700 to perform the method of vehicle braking described above.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-mentioned method of vehicle braking when being executed by the programmable apparatus.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.

Claims (9)

1. A method of braking a vehicle, the method comprising:
under the condition of receiving a vehicle braking signal, acquiring the acceleration and the total braking torque of the vehicle;
determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment;
braking the vehicle according to the wheel end braking moment of each wheel;
wherein the acceleration comprises a first lateral acceleration and a first longitudinal acceleration; and determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment comprises the following steps:
determining a front axle load proportion and a rear axle load proportion according to the first longitudinal acceleration;
determining a left wheel load proportion and a right wheel load proportion according to the first transverse acceleration;
and calculating the wheel end braking moment of each wheel according to the total braking moment, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
2. The method of claim 1, wherein determining a front axle load ratio and a rear axle load ratio based on the first longitudinal acceleration comprises:
calculating to obtain a front axle load proportion according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the rear axle;
and calculating to obtain a rear axle load proportion according to the first longitudinal acceleration, the height of the mass center of the vehicle, the distance between the front axle and the rear axle and the distance between the mass center and the front axle.
3. The method of claim 1, wherein determining a left wheel load ratio and a right wheel load ratio based on the first lateral acceleration comprises:
and calculating to obtain a left wheel load proportion and a right wheel load proportion according to the first transverse acceleration, the mass center height and the left wheel tread and the right wheel tread of the vehicle.
4. The method of claim 1, wherein the acquiring acceleration of the vehicle comprises:
periodically acquiring a second lateral acceleration and a second longitudinal acceleration of the vehicle;
filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration;
and filtering the periodically acquired second longitudinal acceleration to obtain the first longitudinal acceleration.
5. The method of claim 4, wherein filtering the periodically acquired second longitudinal acceleration to obtain the first longitudinal acceleration comprises:
acquiring a first filtering strength corresponding to the total braking torque of the vehicle from a preset torque filtering corresponding relation, wherein the preset torque filtering corresponding relation comprises a corresponding relation between the total braking torque and the first filtering strength;
filtering the periodically acquired second longitudinal acceleration according to the first filtering strength to obtain the first longitudinal acceleration; or filtering the periodically acquired second longitudinal acceleration according to the sum of the first filtering intensity and a preset first filtering intensity compensation value to obtain the first longitudinal acceleration.
6. The method of claim 4, wherein filtering the periodically acquired second lateral acceleration to obtain the first lateral acceleration comprises:
acquiring a second filtering intensity corresponding to the steering angle of the vehicle from a preset steering angle filtering corresponding relation, wherein the preset steering angle filtering corresponding relation comprises a corresponding relation between the steering angle and the second filtering intensity;
according to the second filtering intensity, the second lateral acceleration acquired periodically is filtered, and the first lateral acceleration is obtained; or filtering the periodically acquired second lateral acceleration according to the sum of the second filtering intensity and a preset second filtering intensity compensation value to obtain the first lateral acceleration.
7. An apparatus for braking a vehicle, the apparatus comprising:
the acceleration acquisition module is used for acquiring the acceleration of the vehicle under the condition of receiving the vehicle braking signal;
the total braking moment acquisition module is used for acquiring the total braking moment of the vehicle under the condition of receiving the vehicle braking signal;
the wheel end braking moment determining module is used for determining the wheel end braking moment of each wheel according to the acceleration and the total braking moment; the acceleration includes a first lateral acceleration and a first longitudinal acceleration;
the wheel end braking module is used for braking the vehicle according to the wheel end braking moment of each wheel;
the wheel end braking moment determining module is used for determining a front axle load proportion and a rear axle load proportion according to the first longitudinal acceleration; determining a left wheel load proportion and a right wheel load proportion according to the first transverse acceleration; and calculating the wheel end braking moment of each wheel according to the total braking moment, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
8. A vehicle, characterized in that the vehicle comprises:
the vehicle braking device of claim 7.
9. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of any one of claims 1 to 6.
CN202110573375.7A 2021-05-25 2021-05-25 Vehicle braking method and device, electronic equipment and vehicle Active CN114701461B (en)

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JP2006335171A (en) * 2005-06-01 2006-12-14 Toyota Motor Corp Driving/braking force control device for vehicle
JP5143103B2 (en) * 2009-09-30 2013-02-13 日立オートモティブシステムズ株式会社 Vehicle motion control device
WO2012043683A1 (en) * 2010-09-28 2012-04-05 日立オートモティブシステムズ株式会社 Vehicle motion control device
DE102011003298A1 (en) * 2011-01-28 2012-07-12 Audi Ag Method for detecting and correcting vehicle reference speed and vehicle system
JP2013216278A (en) * 2012-04-11 2013-10-24 Mitsubishi Motors Corp Grounding load estimation device
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