CN114701461A - 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
CN114701461A
CN114701461A CN202110573375.7A CN202110573375A CN114701461A CN 114701461 A CN114701461 A CN 114701461A CN 202110573375 A CN202110573375 A CN 202110573375A CN 114701461 A CN114701461 A CN 114701461A
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vehicle
acceleration
wheel
braking torque
filtering
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CN114701461B (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

Abstract

The disclosure relates to a method and a device for a vehicle and an electronic device, 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 the wheel end braking torque of each wheel according to the acceleration and the total braking torque; and braking the vehicle according to the wheel end braking torque of each wheel. Therefore, the wheel end braking torque of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of vehicle locking 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 applied to a vehicle, a wheel-end braking module is configured on each wheel of the vehicle applying the wheel-side braking mode, and the vehicle is braked through the wheel-end braking module. However, during actual vehicle braking, there is a case where the wheels are locked.
Disclosure of Invention
The disclosure provides a vehicle braking method and device, electronic equipment and a vehicle, which can reduce the probability of wheel locking in the vehicle braking process.
In a first aspect, the present disclosure provides 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 torque of each wheel according to the acceleration and the total braking torque;
and braking the vehicle according to the wheel end braking torque of each wheel.
Optionally, the acceleration comprises a first lateral acceleration and a first longitudinal acceleration; determining a wheel end braking torque for each wheel based on the acceleration and the total braking torque comprises:
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 torque of each wheel according to the total braking torque, 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 proportion and the rear axle load proportion according to the first longitudinal acceleration comprises:
calculating to obtain a front 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 rear axle;
and calculating to obtain the 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.
Optionally, determining the left wheel load proportion and the right wheel load proportion according to 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 height of the mass center of the vehicle and the left and right wheel distances.
Optionally, the acceleration includes a first lateral acceleration and a first longitudinal acceleration, and the obtaining the acceleration of the vehicle includes:
periodically acquiring a second transverse acceleration and a second longitudinal acceleration of the vehicle;
filtering the second transverse acceleration acquired periodically to obtain the first transverse acceleration;
and filtering the second longitudinal acceleration acquired periodically 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 the corresponding relation between the total braking torque and the first filtering strength;
filtering the second longitudinal acceleration acquired periodically according to the first filtering strength to obtain the first longitudinal acceleration; or filtering the second longitudinal acceleration acquired periodically according to the sum of the first filtering strength and a preset first filtering strength 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 strength corresponding to the steering angle of the vehicle from a preset steering angle filtering corresponding relationship, wherein the preset steering angle filtering corresponding relationship comprises a corresponding relationship between the steering angle and the second filtering strength;
filtering a second transverse acceleration acquired periodically according to the second filtering strength to obtain the first transverse acceleration; or filtering the periodically acquired second transverse acceleration according to the sum of the second filtering strength and a preset second filtering strength compensation value to obtain the first transverse acceleration.
In a second aspect, the present disclosure provides a device for braking a vehicle, the device comprising:
the acceleration acquisition module is used for acquiring the acceleration of the vehicle under the condition of receiving a vehicle braking signal;
the total braking torque acquisition module is used for acquiring the total braking torque of the vehicle under the condition of receiving a vehicle braking signal;
the wheel end braking torque determining module is used for determining the wheel end braking torque of each wheel according to the acceleration and the total braking torque;
and the wheel end braking module is used for braking the vehicle according to the wheel end braking torque 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, the acceleration and the total braking torque of the vehicle are obtained under the condition of receiving the vehicle braking signal; determining a wheel end braking torque of each wheel according to the acceleration and the total braking torque; and braking the vehicle according to the wheel end braking torque of each wheel. Therefore, the wheel end braking torque of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of vehicle locking can be reduced.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of a method of braking a vehicle provided by an embodiment of the present disclosure;
FIG. 2 is a schematic diagram illustrating a first filtering strength to total braking torque relationship provided by an embodiment of the disclosure;
fig. 3 is a schematic diagram of a corresponding relationship between a second filtering strength and a steering angle according to an embodiment of the disclosure;
FIG. 4 is a schematic structural diagram of a vehicle braking device provided by the 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 disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
It is noted that, in the present disclosure, the terms "first," "second," and the like are used for descriptive purposes only and not for purposes of indicating or implying relative importance, nor for purposes of indicating or implying order; the terms "S101", "S102", "S201", "S202", etc. are used to distinguish the steps and are not necessarily to be construed as performing method steps in a particular order or sequence; when the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated.
First, an application scenario of the present disclosure will be explained. The present disclosure may be applied to vehicle braking scenarios, in particular braking scenarios of vehicles with wheel end braking modules. The inventor finds that: in the related art, only when a wheel is locked, the locked wheel can be rotated again through the adjustment of the wheel end braking module; during normal running and braking, the brake force distribution of the wheel-end brake module to each wheel is not particularly set. For example, in a conventional ABS (Anti-lock Braking System), the ABS may determine a locking state of a wheel according to a speed signal transmitted from each wheel speed sensor, and if the wheel is locked, the ABS opens the normally closed output solenoid valve to rapidly reduce a Braking pressure on the wheel, thereby preventing the wheel from being locked for a long time due to an excessive Braking force. However, the 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 above problems, the present disclosure provides a method, an apparatus, an electronic device and a vehicle for braking a vehicle, in a braking scenario, a wheel end braking torque of each wheel may be determined according to an acceleration and a total braking torque of the vehicle, and a wheel end braking module of each wheel is controlled according to the wheel end braking torque to perform braking of the vehicle. In this way, the wheel-end braking torque of each wheel can be distributed according to the actual condition of the vehicle, and the occurrence probability of vehicle locking can be reduced.
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings.
Fig. 1 is a method for braking a vehicle according to an embodiment of the present disclosure, and as shown in fig. 1, the method may include:
s101, under the condition that a vehicle braking signal is received, the acceleration and the total braking torque of the vehicle are obtained.
The braking signal of the vehicle may be a braking signal generated by a vehicle controller according to the driver operation or the driving information of the vehicle. For example: a brake signal generated by stepping on a brake pedal by a driver; the driving assistance module automatically generates a braking signal when judging that the vehicle is about to collide, and the like.
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 the brake signal is generated by trampling a brake pedal by a driver, the depth information of the brake pedal can be obtained, and the total braking torque required by the driver is determined according to the depth information of the brake pedal; and under the condition that the braking signal is automatically generated by the driving assistance module when the vehicle is judged to be about to collide, the total braking torque can be determined according to the current running speed of the vehicle and the distance between the vehicle and the front obstacle.
The acceleration may be a current acceleration of the vehicle measured by an acceleration sensor of the vehicle.
And S102, determining the wheel end braking torque of each wheel according to the acceleration and the total braking torque.
In this step, a total braking torque may be distributed to each wheel according to the acceleration, so as to obtain a wheel end braking torque of each wheel, exemplarily:
under the condition that the acceleration is smaller than or equal to a first acceleration threshold value, uniformly distributing the total braking torque to each wheel to obtain the wheel end braking torque of each wheel;
in the event that the acceleration is greater than the first acceleration threshold, a greater wheel end braking torque is distributed to the rear wheels and a lesser wheel end braking torque is distributed to the front wheels such that the difference in wheel end braking torque between the front and rear wheels is greater than or equal to the first braking torque difference. The first braking torque difference may be a first braking torque difference corresponding to the acceleration obtained according to a preset corresponding relationship of a preset acceleration torque difference, and the preset corresponding relationship of the acceleration may include a preset corresponding relationship between the acceleration of the vehicle and the first braking torque difference. The corresponding relation of the preset acceleration torque difference value can be set according to empirical data, and the larger the acceleration is, the larger the first braking torque difference value is.
And S103, braking the vehicle according to the wheel end braking torque 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 of receiving the vehicle braking signal; determining the wheel end braking torque of each wheel according to the acceleration and the total braking torque; and braking the vehicle according to the wheel end braking torque of each wheel. Therefore, the wheel end braking torque of each wheel is distributed according to the actual condition of the vehicle, and the occurrence probability of vehicle locking 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 according to 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 proportion and a right wheel load proportion according to the first lateral acceleration.
It should be noted that the acceleration of the vehicle can be divided into a lateral acceleration and a longitudinal acceleration, wherein the longitudinal acceleration of the vehicle is used to represent the acceleration in the driving direction of the vehicle. The longitudinal acceleration of the vehicle may be measured by a longitudinal acceleration sensor. The lateral acceleration of the vehicle is used to represent an acceleration in a direction perpendicular to the vehicle traveling direction, and is generally an acceleration due to a centrifugal force generated when the vehicle travels while turning. The lateral acceleration of the vehicle may be measured by a lateral acceleration sensor.
In this step, the front axle load ratio can be calculated according to the first longitudinal acceleration, the height of the center of mass of the vehicle, the distance between the front axle and the rear axle, and the distance between the center of mass and the rear axle; and calculating to obtain the 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, FactorFrontAxleRepresenting front axle load ratio, FactorRearAxleRepresenting the front axle load ratio, g representing the gravitational acceleration, L representing the front-rear axle distance of the vehicle, LRRepresenting the distance of the centroid to the rear axis, LF representing the distance of the centroid to the front axis, ax_FTo representThe first longitudinal acceleration, h, represents the height of the center of mass of the vehicle.
It should be noted that, when the vehicle is braked, in the vehicle running direction, due to the axle load transfer, the front axle load is increased, and the rear axle load is decreased, at this time, if the front and rear wheels apply the same braking torque, the rear wheels will be locked before the front wheels, so that the friction force of the whole vehicle cannot be fully utilized. The method in this embodiment is adopted to distribute the braking torque, so that adjustment of the front and rear braking torques can be realized, and because the longitudinal acceleration is a negative value when the vehicle brakes, the method based on the formula (1) and the formula (2) can increase the front axle braking torque, reduce the rear axle braking torque, reduce the probability of wheel locking, fully utilize the friction force of the front and rear wheels, and improve the braking effect.
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 torque of the front wheel and the wheel end braking torque of the rear wheel can be reasonably distributed, and the probability of vehicle locking can be effectively reduced.
Further, a left wheel load proportion and a right wheel load proportion can be calculated according to the first transverse acceleration, the height of the mass center of the vehicle and the left and right wheel distances.
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, FactorLeftSideIndicating the left wheel load ratio, FactorRightSideRepresenting the right wheel load ratio, g representing the gravitational acceleration, ay_FRepresenting a first lateral acceleration, h representing the height of the center of mass of the vehicle, and B identifying the left and right track width of the vehicle, i.e. the distance between the left and right wheels of the vehicle.
It should be noted that, during the steering braking of the vehicle, the vertical load on the outer side increases and the vertical load on the inner side decreases due to the shift of the axle load, and at this time, if the left and right wheels apply the same braking torque, the inner side wheel will lock before the outer side wheel, which also results in the friction force of the whole vehicle not being fully utilized. In the present embodiment, the positive or negative of the lateral acceleration may be preset, and the lateral acceleration may be set to be positive to the left and negative to the right. Thus, the braking torque is distributed by adopting the modes of the formula (3) and the formula (4) in the embodiment, the left and right braking torques can be adjusted, the outer braking torque is increased, the inner braking torque is reduced, the stability of the vehicle can be kept, and the occurrence probability of the vehicle locking can be effectively reduced.
Then, the wheel end braking torque of each wheel is calculated according to the total braking torque, the front axle load proportion, the rear axle load proportion, the left wheel load proportion and the right wheel load proportion.
In this step, it is possible to obtain a desired effect by the following formulas (5) to (8)
TFL＝T×FactorFrontAxle×FactorLeftSide (5)
TFR＝T×FactorFrontAxle×FactorRightSide (6)
TRL＝T×FactorRearAxle×FactorLeftSide (7)
TRR＝T×FactorRearAxle×FactorRightSide (8)
Wherein, TFLIndicating the wheel end braking torque, T, of the left front wheelFRIndicating the wheel end braking torque, T, of the right front wheelRLIndicating the wheel end braking torque, T, of the left rear wheelRRRepresenting the wheel end braking torque of the right rear wheel, T representing the total braking torque, FactorFrontAxleRepresenting front axle load ratio, FactorRearAxleRepresenting front axle load ratio, FactorLeftSideIndicating the left wheel load ratio, FactorRightSideIndicating the right wheel load ratio.
Therefore, through the mode, according to the structural parameters, the first longitudinal acceleration and the first transverse acceleration of the vehicle, the wheel end braking torques of the front wheel, the rear wheel, the left wheel, the right wheel, the left wheel and the right wheel can be reasonably distributed, and the occurrence probability of vehicle locking is effectively reduced.
In another embodiment of the present disclosure, in the case where the above-described acceleration includes a first lateral acceleration and a first longitudinal acceleration, acquiring the vehicle acceleration may be realized by:
periodically acquiring a second transverse acceleration and a second longitudinal acceleration of the vehicle; and respectively filtering the second transverse acceleration and the second longitudinal acceleration which are periodically collected to obtain the first transverse acceleration and the first longitudinal acceleration.
It should be noted that, in this mode, the second lateral acceleration and the second longitudinal acceleration of the vehicle may also be periodically acquired by the acceleration sensor of the vehicle. The acceleration sensor can also be classified 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, 10 milliseconds, 100 milliseconds, or1 second.
The manner of filtering the periodically acquired second lateral acceleration and second longitudinal acceleration respectively may be various, for example: 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 the sudden change threshold, it may be determined that the acceleration acquired in the current period has a sudden change abnormality, and the value of the acceleration is continuously maintained as the acceleration value acquired in the previous period.
Optionally, the first longitudinal acceleration may be obtained by filtering the periodically acquired second longitudinal acceleration in the following manner:
first, a first filtering strength corresponding to a total braking torque of the vehicle is obtained from a preset torque filtering corresponding relationship, wherein the preset torque filtering corresponding relationship comprises a corresponding relationship between the total braking torque and the first filtering strength.
And secondly, filtering the second longitudinal acceleration acquired periodically according to the first filtering strength to obtain the first longitudinal acceleration.
For example, the first longitudinal acceleration may be obtained by filtering the second longitudinal acceleration by the following equation (9):
ax_F_n＝ax_F_m+factor1×(ax-ax_F_m) (9)
wherein, ax_F_nRepresenting the first longitudinal acceleration, a, calculated during the cyclex_F_mRepresenting the first longitudinal acceleration, a, calculated in the previous cyclexRepresenting the second longitudinal acceleration acquired during the present cycle, and factor1 represents the first filtered strength.
It should be noted that the preset torque filtering corresponding relationship may also be calibrated according to the vehicle braking test, and fig. 2 is a corresponding relationship between the first filtering strength and the total braking torque provided in the embodiment of the disclosure, as shown in fig. 2, in the preset torque filtering corresponding relationship, the first filtering strength may increase with the increase of the braking torque.
Further, in this step, the periodically acquired second longitudinal acceleration may also be filtered according to a sum of the first filtering strength and a preset first filtering strength compensation value, so as to obtain the first longitudinal acceleration. The preset first filter strength compensation value can also be calibrated according to the vehicle braking test.
Therefore, by the method, more accurate longitudinal acceleration can be obtained, the problem that the distribution of the braking torque is influenced by sudden change of the longitudinal acceleration caused by sensor errors is avoided, and the distribution accuracy of the braking torque is further improved.
Also optionally, the first lateral acceleration may be obtained by filtering the periodically acquired second lateral acceleration in the following manner:
first, a second filtering strength corresponding to the steering angle of the vehicle is obtained from a preset steering angle filtering corresponding relationship, wherein the preset steering angle filtering corresponding relationship comprises a corresponding relationship between the steering angle and the second filtering strength.
And secondly, filtering the second transverse acceleration acquired periodically according to the second filtering strength to obtain the first transverse acceleration.
For example, the first longitudinal acceleration may be obtained by filtering the second longitudinal acceleration by the following equation (10):
ay_F_n＝ay_F_m+factor2×(ay-ay_F_m) (10)
wherein, ay_F_nRepresenting the first lateral acceleration, a, calculated during the cycley_F_mRepresenting the first lateral acceleration, a, calculated in the previous cycleyRepresenting the second lateral acceleration acquired during the present cycle, and factor2 represents the second filter strength.
It should be noted that the preset steering angle filtering corresponding relationship may be calibrated according to a vehicle braking test, and fig. 3 is a corresponding relationship 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 corresponding relationship, the second filtering strength may increase with an increase in the steering angle.
Further, in this step, the second lateral acceleration acquired periodically may be filtered according to a sum of the second filtering strength and a preset second filtering strength compensation value, so as to obtain the first lateral acceleration. The preset second filter strength compensation value can also be calibrated according to the vehicle braking test.
Therefore, by the method, more accurate transverse acceleration can be obtained, the problem that the distribution of the braking torque is influenced by sudden change of the transverse acceleration caused by the error of the sensor is avoided, and the distribution accuracy of the braking torque is further improved.
Fig. 4 is a schematic structural diagram of a vehicle braking device according to an embodiment of the present disclosure, and as shown in fig. 4, the device includes:
an acceleration obtaining module 401, configured to obtain an acceleration of the vehicle when the vehicle braking signal is received;
a total braking torque obtaining module 402, configured to obtain a total braking torque of the vehicle when the vehicle braking signal is received;
a wheel end braking torque determination module 403 for determining a wheel end braking torque of each wheel according to the acceleration and the total braking torque;
and a wheel end braking module 404 for braking the vehicle according to the 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 ratio and a rear axle load ratio 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 torque of each wheel according to the total braking torque, 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 determining module 403 is configured to calculate a front axle load ratio according to the first longitudinal acceleration, the height of the center of mass of the vehicle, the distance between the front axle and the rear axle, and the distance between the center of mass and the rear axle; and calculating to obtain the 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.
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 height of the center of mass of the vehicle, and the left and right wheel distances.
In another embodiment of the present disclosure, the acceleration includes a first lateral acceleration and a first longitudinal acceleration, and the acceleration acquisition module 401 is configured to periodically acquire a second lateral acceleration and a second longitudinal acceleration of the vehicle; filtering the second transverse acceleration acquired periodically to obtain the first transverse acceleration; and filtering the second longitudinal acceleration acquired periodically 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 corresponding relationship, where the preset torque filtering corresponding relationship includes a corresponding relationship between the total braking torque and the first filtering strength; filtering the second longitudinal acceleration acquired periodically according to the first filtering strength to obtain the first longitudinal acceleration; or filtering the second longitudinal acceleration acquired periodically according to the sum of the first filtering strength and a preset first filtering strength compensation value to obtain the first longitudinal acceleration.
Further, the acceleration obtaining module 401 is configured to obtain a second filtering strength corresponding to the steering angle of the vehicle from a preset steering angle filtering corresponding relationship, where the preset steering angle filtering corresponding relationship includes a corresponding relationship between the steering angle and the second filtering strength; filtering the second transverse acceleration acquired periodically according to the second filtering strength to obtain the first transverse acceleration; or filtering the second transverse acceleration acquired periodically according to the sum of the second filtering strength and a preset second filtering strength compensation value to obtain the first transverse acceleration.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
Fig. 5 is a block diagram of a vehicle provided in an embodiment of the present disclosure, and as shown in fig. 5, the vehicle includes: the vehicle braking device 501.
Fig. 6 is a block diagram illustrating an electronic device 600 according to an example embodiment. As shown in fig. 6, the electronic device 600 may include: a processor 601 and 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 communications component 605.
The processor 601 is configured to control the overall operation of the electronic device 600 to complete all or part of the steps of the above-described method for braking the vehicle. The memory 602 is used to store various types of data to support operation at the electronic device 600, such as instructions for any application or method operating on the electronic device 600 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and the like. The Memory 602 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk. The multimedia components 603 may include a screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 602 or transmitted through the communication component 605. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 604 provides an interface between the processor 601 and other interface modules, such as 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 (NFC), 2G, 3G, 4G, 5G, NB-IOT, eMTC, or other 6G, or a combination of one or more of them, which is not limited herein. The corresponding communication component 605 may therefore include: 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 (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the above-described method of vehicle braking.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the above-described method of vehicle braking is also provided. For example, the computer readable storage medium may be the memory 602 described above including program instructions 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 shown in accordance with an example embodiment. For example, the electronic device 700 may be provided as a server. Referring to fig. 7, an electronic device 700 includes a processor 722, which may be one or more in number, and a memory 732 for storing computer programs that are executable by the processor 722. The computer programs stored in memory 732 may include one or more modules that each correspond 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.
Additionally, the electronic device 700 may also include a power component 726 that may be configured to perform power management of the electronic device 700 and a communication component 750 that may be configured to enable communication, e.g., wired or wireless communication, of the electronic device 700. The electronic device 700 may also include input/output (I/O) interfaces 758. The electronic device 700 may operate based on an operating system, such as Windows Server, Mac OS, Unix, Linux, etc., stored in the memory 732.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the above-described method of vehicle braking is also provided. For example, the computer readable storage medium may be the memory 732 described above including program instructions that are 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 device, the computer program having code portions for performing the above-mentioned method of braking a vehicle when executed by the programmable device.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

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

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CN111267856A (en) * 2020-01-10 2020-06-12 南京理工大学 Vehicle automatic drift control method and system based on longitudinal force pre-distribution

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101189149A (en) * 2005-06-01 2008-05-28 丰田自动车株式会社 Vehicle braking/driving force control apparatus
CN102481930A (en) * 2009-09-30 2012-05-30 日立汽车系统株式会社 Vehicle motion control device
US20140145498A1 (en) * 2010-09-28 2014-05-29 Hitachi Automotive Systems, Ltd. Motion control system of vehicle
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