CN118119536A

CN118119536A - Vehicle braking method and computer readable storage medium

Info

Publication number: CN118119536A
Application number: CN202280063582.0A
Authority: CN
Inventors: 杨斌
Original assignee: Contemporary Amperex Intelligence Technology Shanghai Ltd
Current assignee: Contemporary Amperex Intelligence Technology Shanghai Ltd
Priority date: 2022-07-29
Filing date: 2022-07-29
Publication date: 2024-05-31
Also published as: WO2024021126A1

Abstract

A vehicle braking method and computer readable storage medium, during vehicle braking, when the vehicle is approaching braking, adjusting the front axle braking force and the rear axle braking force of the vehicle according to the total braking force of the vehicle, wherein the total braking force of the vehicle is determined according to the request braking force of a driver or an auxiliary driving system. When the vehicle brakes close to braking, partial braking force of a front axle brake of the vehicle is transferred to a rear axle brake according to the total braking force of the vehicle, so that the nodding state of the vehicle can be relieved, pitching fluctuation of the vehicle is lightened, the braking process is smoother and more natural, and comfort of passengers is improved.

Description

Vehicle braking method and computer readable storage medium

Technical Field

The present application relates to a vehicle braking method and a computer readable storage medium.

Background

With the development of automobile technology, higher demands are now being made on the comfort of the vehicle. Including the comfort of braking.

At present, in the process from vehicle braking to braking, the pitching posture of the vehicle is changed due to the fact that the vehicle is decelerated, so that passengers in the vehicle feel uncomfortable, and experience of the passengers is poor, and therefore a vehicle braking method capable of improving comfort of drivers and passengers is urgently needed.

Disclosure of Invention

The embodiment of the application provides a vehicle braking method and a computer readable storage medium, wherein in the vehicle braking process, when a vehicle is close to braking, the distribution proportion of front axle braking force and rear axle braking force of the vehicle is adjusted, so that the nodding state of the vehicle is relieved, pitching fluctuation of the vehicle is relieved, the braking process is smoother and more natural, and the comfort of passengers is improved.

In a first aspect, an embodiment of the present application provides a vehicle braking method, including:

During the braking process of the vehicle, when the vehicle is stopped near the brake, the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

As one possible implementation manner, adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle includes:

The transfer of a part of the braking force of the front axle of the vehicle to the rear axle is performed to reduce the front axle braking force of the vehicle and to increase the rear axle braking force, wherein the sum of the front axle braking force and the rear axle braking force is equal to the total braking force of the vehicle.

As one possible implementation, transferring a part of the braking force of the front axle of the vehicle to the rear axle is performed, including:

Determining the total braking force, the front axle braking force and the vehicle speed of the vehicle;

determining a target braking force transfer coefficient according to the vehicle speed, wherein the braking force transfer coefficient is the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force;

Determining a front axle target braking force according to the front axle braking force and the target braking force transfer coefficient;

determining a rear axle target braking force according to the total braking force and the front axle target braking force;

The front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force.

As one possible implementation, determining the target braking force transfer coefficient according to the vehicle speed includes:

Determining a target braking force transfer coefficient corresponding to the vehicle speed according to a corresponding relation between the preset vehicle speed and the braking force transfer coefficient; and/or the number of the groups of groups,

And acquiring an attachment coefficient of the current road surface, and determining a target braking force transfer coefficient corresponding to the vehicle speed and the attachment coefficient according to the preset vehicle speed and the corresponding relation between the road surface attachment coefficient and the braking force transfer coefficient.

Acquiring a preset first speed reference value and a preset second speed reference value, wherein the first speed reference value is larger than the second speed reference value;

Calculating a first difference between the first speed reference value and the second speed reference value;

calculating a second difference between the vehicle speed and the first speed reference value;

And taking the product of the negative reciprocal of the first difference value and the second difference value as a target braking force transfer coefficient.

As a possible implementation manner, before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle during braking of the vehicle, the method further includes:

Acquiring the speed of a vehicle;

Comparing the vehicle speed with a vehicle speed threshold;

and if the comparison result shows that the vehicle speed is smaller than the vehicle speed threshold value, determining that the vehicle is close to stopping.

As a possible implementation manner, before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, the method further includes:

acquiring an adhesion coefficient of a current road surface;

Judging whether the attachment coefficient is larger than a coefficient threshold value or not;

the method for adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle comprises the following steps:

When it is determined that the adhesion coefficient is greater than the coefficient threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

acquiring longitudinal deceleration and/or total braking force of the vehicle;

judging whether the longitudinal deceleration is greater than a deceleration threshold value and/or judging whether the total braking force is greater than a braking force threshold value;

In the case where it is determined that the longitudinal deceleration is greater than the deceleration threshold value or the requested braking force is greater than the braking force threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

Acquiring the braking temperature of a rear axle of the vehicle;

judging whether the braking temperature is less than a temperature threshold value;

when it is determined that the brake temperature is less than the temperature threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

As one possible implementation, determining the total braking force of the vehicle includes:

acquiring a request braking force of a driver or an auxiliary driving system;

judging whether the vehicle state of the vehicle meets a preset condition or not;

if the vehicle state is determined to not meet the preset condition, taking the requested braking force as the total braking force of the vehicle;

And if the vehicle state is determined to meet the preset condition, the braking force obtained after the requested braking force is attenuated according to a preset attenuation strategy is used as the total braking force of the vehicle.

As one possible implementation, before controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force, the method further includes:

determining the maximum braking force which can be provided by the rear axle at present;

judging whether the target braking force of the rear axle is smaller than the maximum braking force;

controlling front and rear axles of a vehicle to brake based on a front axle target braking force and a rear axle target braking force, comprising:

in the case where it is determined that the rear axle target braking force is smaller than the maximum braking force, the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force.

Detecting whether the rear wheel of the vehicle has a locking trend;

In the case where it is determined that the tendency of locking of the rear wheels of the vehicle does not occur, the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force.

In a second aspect, the present application also provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement a vehicle braking method as in any one of the first aspects.

The vehicle braking method and the computer readable storage medium can adjust the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle when the vehicle is stopped near the brake in the vehicle braking process. According to the embodiment of the application, when the vehicle is braked near braking, the nodding state of the vehicle is relieved by adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle, the pitching fluctuation of the vehicle is lightened, the braking process is smoother and more natural, and the comfort of passengers is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic illustration of a vehicle coordinate system provided by one embodiment of the present application;

FIG. 2 is a schematic diagram of a force analysis of a vehicle during driving according to another embodiment of the present application;

FIG. 3 is a schematic view of a force analysis of a vehicle during braking according to yet another embodiment of the present application;

FIG. 4 is a flow chart of a method of braking a vehicle according to one embodiment of the present application;

FIG. 5 is a schematic illustration of a vehicle braking system provided in accordance with another embodiment of the present application;

Fig. 6 is a schematic structural view of a vehicle brake device according to still another embodiment of the present application;

fig. 7 is a schematic structural view of a vehicle brake apparatus provided in still another embodiment of the present application.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having" and any variations thereof in the description of the application and the claims and the description of the drawings above are intended to cover a non-exclusive inclusion. The terms first, second and the like in the description and in the claims or in the above-described figures, are used for distinguishing between different objects and not necessarily for describing a particular sequential or chronological order.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "attached" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

The term "and/or" in the present application is merely an association relation describing the association object, and indicates that three kinds of relations may exist, for example, a and/or B may indicate: a exists alone, A and B exist together, and B exists alone. In the present application, the character "/" generally indicates that the front and rear related objects are an or relationship.

In the embodiments of the present application, the same reference numerals denote the same components, and detailed descriptions of the same components are omitted in different embodiments for the sake of brevity. It should be understood that the thickness, length, width, etc. dimensions of the various components in the embodiments of the application shown in the drawings, as well as the overall thickness, length, width, etc. dimensions of the integrated device, are merely illustrative and should not be construed as limiting the application in any way.

The term "plurality" as used herein refers to two or more (including two).

In general, in the process from the braking of a vehicle to the stopping, that is, the process from the vehicle speed v _x at the beginning of braking to the vehicle speed of 0 completely, subjective feelings of passengers are affected in two aspects, and uncomfortable feelings of the passengers are caused.

First, during vehicle braking, the derivative of a _x is accompanied by a change in the longitudinal deceleration a _x of the vehicleThe sense of drag jerk of the vehicle to the driver is characterized. When a _x is changed at a higher speed, i.eWhen large, the driver and the passenger feel uncomfortable.

Second, changes in the pitch (pitch) attitude of the vehicle due to changes in a _x can also cause discomfort to the occupant. This is mainly reflected in the rate of change of the pitch angle θ of the vehicleAnd (3) upper part. In the braking process, the vehicle has a nodding amount due to the action of the braking force, and when the vehicle finishes the braking process, the nodding amount also disappears along with the disappearance of the braking force, and the vehicle quickly rebounds from the nodding state to the normal state, so that discomfort to drivers and passengers can be caused.

For the above reasons, in order to improve the braking comfort of the vehicle, it is desirable that the variation of a _x is as gentle as possible, i.eThe absolute value of (2) is always controlled within a certain range. At the same time the rate of change of pitch angleAs gentle as possible, and hopefullyCan converge as soon as possible. In view of these two aspects, there is currently a brake control method for improving comfort by monitoring the vehicle speed and deceleration, and slightly reducing the braking force of the brake system when the vehicle is stopped close to the brake, so as to achieve a smooth feeling of stopping the vehicle.

The method can improve the comfort of the vehicle during braking, and the change rate of a _x is obviously improved in the braking stage through data analysis. However, the above method still has two disadvantages, firstly, the pitch angle change rate of the vehicleThe improvement is not obvious, and for some vehicles with high mass centers, the vehicles still have obvious pitching variation in the braking process; secondly, the braking method is realized by reducing the braking force of a braking system at the moment of braking, so that the deceleration of the vehicle is lost when the vehicle is close to the braking, and the vehicle cannot be braked, so that the driver has poor experience.

In order to solve the technical problem, the applicant provides another thought to solve the problem, so as to improve the comfort of the vehicle braking process. Anti-squat suspension geometry (anti-squat) structures, such as multi-link suspensions, double-wishbone suspensions, and trailing arm suspensions, are commonly used in modern automotive rear suspensions in current vehicle suspension system designs. Whether the multi-link suspension structure, the double-cross arm suspension structure or the trailing arm suspension structure, the suspension system drives the wheels to move.

Referring to fig. 1, a schematic diagram of a vehicle coordinate system is provided in an embodiment of the present application. In general, there is a virtual instant of motion O in both the y-z and x-z planes, as shown for example in fig. 2, i.e. the runout of the wheel under the action of the suspension system can be understood as a rotational movement about the instant of motion O in the respective plane.

Referring to fig. 2, a schematic diagram of a stress analysis of a vehicle with a squat-resistant suspension geometry during driving is provided in an embodiment of the present application. As shown in fig. 2, for a vehicle employing rear wheel drive and having anti-squat suspension geometry, the driving force F _Drive will generate a moment on the wheel and suspension system that acts behind the tire-to-ground contact point O' to give the suspension system a vertically directed reaction force F _anti that reacts to the vehicle body through the instant center O, thereby achieving anti-squat effect of the vehicle.

Referring to fig. 3, a schematic diagram of a stress analysis of a vehicle with anti-squat suspension geometry during braking is provided according to an embodiment of the present application. As shown in fig. 3, in the vehicle braking condition, the braking force F _Brake obtained by the rear wheel acts on the contact center O' of the rear wheel with the road surface, and after the braking force is equivalent to the instant center O, a moment M _pull can be obtained:

M _pull＝F _Brake*svsa _height

wherein svsa _height represents the height of the instant center O relative to the ground.

The moment described above can be equivalent to the force at the rear wheel F _pull:

F _pull＝M _pull/svsa _lenght

Wherein svsa _lenght denotes the distance of the instant center O in the x-axis direction with respect to the rear axis.

F _pull is a virtual force, F _pull acts the braking force on the vehicle body through the suspension system in the form of moment through the rod system, so that the vehicle body is pulled to sink, and the vehicle has a sitting-back feel.

Based on the above mechanism, the applicant found that if the braking force of the braking system is transferred to the rear axle as much as possible during the process that the vehicle is braked near the brake, and the rear axle is used to bear most of the braking force before the brake, then F _pull helps the vehicle to make the effect of squatting backwards, and a vehicle pitch angle change trend opposite to the brake nodding, namely, squatting backwards trend, is generated, helps the vehicle to pass from the posture of the brake nodding to the horizontal posture in advance, and reduces the brake nodding amount, so that the vehicle pitch angle change after the brake is braked is smaller or even completely absent, the vehicle is expressed as a whole vehicle is sunk, and then the whole vehicle is lifted up, which is very friendly to comfort. By transferring the braking force, smooth and comfortable braking can be realized.

Accordingly, embodiments of the present application provide a vehicle braking method, apparatus, device, and computer storage medium.

The following first describes a vehicle braking method provided by an embodiment of the present application.

The vehicle braking method provided by one embodiment of the application comprises the following steps:

According to the vehicle braking method, in the vehicle braking process, when the vehicle is stopped near braking, the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle can be adjusted. According to the embodiment of the application, when the vehicle is braked near braking, the nodding state of the vehicle is relieved by adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle, the pitching fluctuation of the vehicle is lightened, the braking process is smoother and more natural, and the comfort of passengers is improved.

In some embodiments, during vehicle braking, it may be determined whether the vehicle is approaching a brake in the following manner:

And acquiring the speed of the vehicle, comparing the speed with a speed threshold, if the speed is smaller than the speed threshold, determining that the vehicle is close to braking, and if the speed is larger than or equal to the speed threshold, considering that the vehicle is not close to braking. The vehicle speed threshold may be set according to actual conditions, for example, may be 1m/s, and specifically, may be generally adjusted according to vehicle performance.

Since the change in pitch angle of the vehicle generally occurs when the vehicle is stopped, in the case where it is determined that the vehicle is stopped close to the stop, the step of adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle according to the total braking force of the vehicle may be further performed to alleviate the change in pitch angle when the vehicle is stopped.

In some embodiments, adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle may include:

Further, in some embodiments, as shown in fig. 4, transferring a portion of the braking force of the front axle of the vehicle to the rear axle may include the steps of:

S41, determining the total braking force, the front axle braking force and the vehicle speed of the vehicle.

In the embodiment of the application, the total braking force, the front axle braking force and the vehicle speed of the vehicle are all acquired in real time. The steps S42-S45 can be executed once every time it is acquired to realize real-time adjustment of the front and rear axle braking force, so that the front and rear axle braking force can meet the demand of comfortable braking in real time.

S42, determining a target braking force transfer coefficient according to the vehicle speed, wherein the braking force transfer coefficient is the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force.

S43, determining a front axle target braking force according to the front axle braking force and the target braking force transfer coefficient.

S44, determining a rear axle target braking force according to the total braking force and the front axle target braking force.

S45, controlling front axles and rear axles of the vehicle to brake based on the front axle target braking force and the rear axle target braking force.

According to the vehicle braking method, when the vehicle brakes close to braking, the total braking force, the front axle braking force and the vehicle speed of the vehicle are determined; determining a target braking force transfer coefficient according to the vehicle speed, wherein the braking force transfer coefficient is the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force; determining a front axle target braking force according to the front axle braking force and the target braking force transfer coefficient; determining a rear axle target braking force according to the total braking force and the front axle target braking force; the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force. According to the embodiment of the application, in the braking process, the braking force of the front axle is transferred to the rear axle according to the braking force transfer coefficient, and most of the braking force is borne by the rear axle, so that the moment of the rear axle is increased, the force equivalent to the rear wheel is increased, the force at the rear wheel can act on the vehicle body to pull the vehicle body to sink, thereby reducing the braking point quantity of the vehicle, relieving the pitching fluctuation of the vehicle, ensuring smoother and natural braking process and improving the comfort of drivers and passengers.

Specific implementations of the steps S41-S45 are described below.

In some embodiments, in S41, the total braking force of the vehicle may be determined according to the requested braking force of the driver or the assisted driving system.

In one example, when determining the total braking force of the vehicle, the requested braking force of the driver or the auxiliary driving system may be obtained, and it may be determined whether the vehicle state of the vehicle satisfies a preset condition, if it is determined that the vehicle state does not satisfy the preset condition, the obtained requested braking force is taken as the total braking force of the vehicle, and if it is determined that the vehicle state satisfies the preset condition, the braking force obtained after the requested braking force is attenuated according to a preset attenuation strategy is taken as the total braking force of the vehicle. The attenuation strategy can be set according to actual conditions.

In one example, determining whether the vehicle state satisfies the preset condition may be comprehensively determined by factors such as road adhesion coefficient, vehicle deceleration, and millimeter wave or ultrasonic radar acquisition of the vehicle and obstacle distance. For example, when the road attachment coefficient is low, the deceleration is large, and/or the distance from the obstacle is short, the overall braking force of the vehicle is not allowed to be reduced.

By the mode, when the vehicle state meets the preset condition, the stability of the vehicle in the braking process can be further improved by attenuating the braking force, so that more comfortable braking is realized. .

In one example, when the requested braking force of the driver is acquired, the displacement amount of the brake pedal may be acquired, and then the requested braking force of the driver is determined according to the displacement amount of the brake pedal. In general, the displacement amount of the brake pedal may be detected by a displacement sensor provided on the brake pedal, and after the displacement amount of the brake pedal is acquired, the requested braking force of the driver may be determined from the correspondence between the previously provided brake pedal displacement amount and braking force.

In another example, the driver's requested braking force may also be obtained by obtaining the brake system hydraulic pressure. And multiplying the obtained brake system hydraulic pressure by the sum of the front axle braking efficiency and the rear axle braking efficiency to obtain the requested braking force of the driver.

In another example, when the requested braking force of the auxiliary driving system is acquired, a braking signal transmitted by the auxiliary driving system may be received, and the requested braking force of the auxiliary driving system may be determined by analyzing the braking signal.

After the requested braking force of the driver or the auxiliary driving system is acquired, the total braking force of the vehicle can be determined according to the acquired requested braking force.

In one example, the acquired requested braking force may be taken as the total braking force of the vehicle.

In some embodiments, the front axle braking force may be obtained in S41 by:

in one example, the actual or estimated front axle braking force is obtained by a control system having control capability for the braking system, or a brake actuation system.

First, the front wheel pipe actual pressure is acquired, for example, the front wheel pipe actual pressure may be detected by a pressure sensor provided on the front wheel pipe, and then the front axle braking force of the vehicle is determined from the front wheel pipe actual pressure.

In one example, after determining the front wheel line actual pressure, the front axle braking force may be determined by the following equation:

Wherein F _front denotes a front axle braking force, P _f denotes a front wheel line actual pressure, S _f denotes a front axle air chamber effective area, L _f denotes a front axle brake clearance automatic adjustment arm length, J _f denotes a front axle mechanical efficiency, B _f denotes a front axle efficiency factor, R _f1 denotes a front axle brake drum radius, and R _f2 denotes a front wheel radius.

In some embodiments, the vehicle speed in S41 may be obtained by:

Wheel speeds v _whl,FL、v _whl,FR、v _whl,RL and v _whl,RR of four wheels of the vehicle are collected through a wheel speed sensor and other collection devices, then an average value of the four wheel speeds is calculated, and the calculated average value is used as the vehicle speed.

In some embodiments, S42 may obtain the corresponding target braking force transfer coefficient by means of parameter setting.

In one example, the correspondence relationship of the vehicle speed and the braking force transfer coefficient may be set and recorded in advance. Based on this, after the vehicle speed is obtained through S41, the braking force transfer coefficient corresponding to the vehicle speed may be determined according to the above-described correspondence relationship, and the braking force transfer coefficient corresponding to the vehicle speed may be taken as the target braking force transfer coefficient.

In another example, the correspondence relationship between the two-dimensional array composed of the vehicle speed and the road surface adhesion coefficient and the braking force transfer coefficient may be set and recorded in advance. Based on this, after the vehicle speed is acquired through S41, the adhesion coefficient of the current road surface may be acquired, then, based on the above correspondence, a braking force transfer coefficient corresponding to an array composed of the vehicle speed acquired through S41 and the adhesion coefficient of the current road surface is determined, and the determined braking force transfer coefficient is taken as the target braking force transfer coefficient.

The target braking force transfer coefficient is determined by the parameter setting mode, so that the process is simple and easy to realize.

In some embodiments, S42 may also computationally determine the target braking force transfer coefficient.

In one example, after the vehicle speed is obtained through S41, S42 may calculate the target braking force transfer coefficient according to the following calculation formula:

Wherein co _fade represents a target braking force transfer coefficient, v _start represents a set first speed reference value, v _end represents a set second speed reference value, wherein v _start is greater than v _end,v _veh represents an acquired vehicle speed, co _Max is a preset maximum braking force transfer coefficient, and when co _Max is set to 1, it represents that when v _veh reaches v _end, the braking force transfer coefficient is 1. The maximum braking force transfer coefficient co _Max can be a preset fixed value, or can be a value determined by looking up a table or the like according to the road surface attachment coefficient and the lateral acceleration of the vehicle, and when the road surface attachment coefficient is lower or the lateral acceleration of the vehicle exists, the maximum braking transfer coefficient can be correspondingly reduced.

In the above manner, when the vehicle speed decreases to v _start, the braking force transfer coefficient starts to increase from 0 to v _end, and the braking force transfer coefficient increases to co _Max. Wherein the brake transfer coefficient represents the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force, 0 represents no transfer, and 1 represents the total transfer of the front axle braking force to the rear axle, i.e., the complete through-the-rear axle braking.

By the mode, the braking force distribution coefficient can be accurately controlled.

In some embodiments, since the braking force transfer coefficient is a ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force, the magnitude of the braking force required to be transferred to the rear axle can be calculated from the front axle braking force and the target braking force transfer coefficient, and the front axle target braking force is obtained by subtracting the braking force required to be transferred to the rear axle from the front axle braking force. Therefore, S43 may calculate the front axle target braking force according to the following equation:

F _brake,tar,FA＝F _brake,FA*(1-co _fade)

Where F _brkae,tar,FA represents the front axle target braking force, and F _brake,FA represents the front axle braking force.

In some embodiments, because the magnitude of the braking force of the entire vehicle needs to meet the expectations of the driver when the vehicle is braked, the braking force of the entire vehicle generally needs to be consistent with the total braking force of the vehicle. The braking force of the entire vehicle is the sum of the front axle braking force and the rear axle braking force, and therefore, the sum of the front axle braking force and the rear axle braking force needs to be identical to the total braking force of the vehicle. Based on this, in S44, the rear axle target braking force can be calculated by:

F _brake,tar,RA＝F _brake,req-F _brake,tar,FA

Where F _brake,tar,RA denotes a rear axle target braking force, and F _brake,req denotes a total braking force.

After the front axle target braking force is determined in the above manner, the rear axle target braking force can be determined quickly.

In some embodiments, after the front axle target braking force and the rear axle target braking force are determined, braking force distribution may be performed through S45.

In one example, a first braking force request F _tar,FA may be generated based on the front axle target braking force, a second braking force request F _tar,RA may be generated based on the rear axle target braking force, and then F _tar,FA and F _tar,RA may be output to a braking system of the vehicle for execution to control the front axle brake to adjust the braking force of the front axle brake to the front axle target braking force based on F _tar,FA and to control the rear axle brake to adjust the braking force of the rear axle brake to the rear axle target braking force based on F _tar,RA in S45.

By the aid of the method, braking force distribution control can be performed when the fact that the vehicle is close to braking is determined, and therefore the purpose of reducing the vehicle nodding amount after braking is achieved.

As another implementation manner of the present application, in order to improve the safety of braking, the following steps may be further included before S42:

And acquiring an adhesion coefficient of the current road surface, judging whether the adhesion coefficient is larger than a coefficient threshold value, and determining a target braking force transfer coefficient according to the vehicle speed under the condition that the adhesion coefficient is larger than the coefficient threshold value. The coefficient threshold may be set according to the actual situation.

If the adhesion coefficient of the current road surface is low, the vehicle is liable to slip, so in order to secure the safety and stability of braking, it is possible to prohibit the braking force of the front axle from being transferred to the rear axle on the road surface where the adhesion coefficient is low. And the larger change rate of the longitudinal deceleration of the vehicle can not be generated in the process of braking and stopping the road surface with lower attachment coefficient, namely the nodding amount is lower.

As another implementation manner of the present application, in order to ensure rapid braking in case of emergency braking, the following steps may be further included before S42:

The method includes the steps of acquiring longitudinal deceleration of the vehicle, judging whether the longitudinal deceleration is larger than a deceleration threshold value, and/or judging whether a requested braking force is larger than a braking force threshold value, and determining a target braking force transfer coefficient according to the vehicle speed when it is determined that the longitudinal deceleration is larger than the deceleration threshold value or the requested braking force is larger than the braking force threshold value. The deceleration threshold may be set according to the actual situation.

When the vehicle is braked at a large longitudinal deceleration or the driver/autopilot system requests a large braking force, which is often representative of a situation in which the vehicle is braked relatively urgent, it is necessary to give priority to ensuring the deceleration to stop the vehicle as soon as possible, so that the transfer of the braking force of the front axle to the rear axle can be prohibited at this time.

As another implementation manner of the present application, in order to further improve braking safety, the following steps may be further included before S42:

and acquiring the braking temperature of the rear axle, judging whether the braking temperature is smaller than a temperature threshold value, and determining a target braking force transfer coefficient according to the vehicle speed under the condition that the braking temperature is smaller than the temperature threshold value. The temperature threshold may be set according to actual conditions.

In one example, the brake temperature of the rear axle may be obtained by a temperature sensor disposed near the rear axle.

In general, when the braking temperature of the rear axle is greater than or equal to the temperature threshold value, it is indicated that there is a heat deterioration risk of the rear axle, and in order to ensure the safety of braking, in the case where it is determined that there is a heat deterioration risk of the rear axle, it is possible to prohibit the braking force of the front axle from being transferred to the rear axle.

As another implementation manner of the present application, in order to avoid slip locking of the rear wheel of the vehicle during braking, the following steps may be further included before S45:

And determining the maximum braking force which can be provided by the rear axle at present, namely determining the maximum braking force which can be provided by the rear axle brake at present, judging whether the rear axle target braking force is smaller than the maximum braking force, and controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force under the condition that the rear axle target braking force is smaller than the maximum braking force.

If the rear axle target braking force is greater than the maximum braking force, if the rear axle target braking force obtained by the current calculation is used for distributing braking force to the rear axle, the situation of locking of rear wheel slip may occur, so that when the rear axle target braking force is determined to be greater than or equal to the maximum braking force which can be provided by the rear axle, a saturation signal can be sent to a braking system to limit the increase of the target braking force transfer coefficient, so that the rear axle target braking force is continuously determined again based on the target braking force transfer coefficient obtained by the previous calculation, and then braking force transfer is performed instead of braking force transfer based on the target braking force transfer coefficient obtained by the current calculation.

By the mode, when the target braking force of the rear axle is determined to be larger than the maximum braking force which can be provided by the rear axle, the situation that the rear wheels slide and lock up can be effectively avoided by limiting the increase of the transfer coefficient of the target braking force, so that the braking safety is ensured.

As another implementation manner of the present application, in order to avoid the situation that the rear wheel is locked, the following steps may be further included before S45:

Detecting whether the rear wheels of the vehicle have a locking trend, and controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force under the condition that the rear wheels of the vehicle are determined not to have the locking trend.

When the locking trend of the rear wheels of the vehicle is detected, in order to avoid the locking condition of the rear wheels, a saturation signal saturation can be sent to a braking system to limit the increase of a target braking force transfer coefficient, so that the target braking force of the rear axle is continuously determined again based on the target braking force transfer coefficient obtained by the previous calculation, then the braking force is transferred, and the braking force is transferred instead of the target braking force transfer coefficient obtained by the current calculation.

In one example, whether the rear wheels have a tendency to lock may be determined from the wheel speeds of the wheels of the vehicle. Whether the locking trend occurs is determined according to the wheel speed, and is not described in detail herein for the prior art.

Through the mode, when the locking trend of the rear wheels is determined, the situation of locking of the rear wheels is avoided by limiting the increase of the target braking force transfer coefficient, and the braking safety is ensured.

As another embodiment of the present application, there is further provided a braking system for implementing the above-mentioned vehicle braking method, referring to fig. 5, which is a schematic diagram of the vehicle braking system, as shown in fig. 5, where the vehicle braking system provided by the embodiment of the present application may include:

The system comprises a signal receiving unit, an enabling processing unit, a braking force distribution unit, a braking force decision unit and a saturation braking force saturation monitoring unit.

The signal receiving unit is used for receiving signals required by braking control, such as total braking force F _brake,FA, front axle braking force F _brake,FA, rear axle braking force F _brake,RA, wheel speeds v _whl,FL、v _whl,FR、v _whl,RL and v _whl,RR of four wheels acquired by a wheel speed sensor, estimated road adhesion coefficient mu, current longitudinal deceleration a _x of the vehicle and the like.

The enabling processing unit is used for receiving the signals acquired by the signal receiving unit signals and judging whether the condition for triggering braking force transfer is met. For example, the enabling processing unit may determine whether a condition for triggering the transfer of braking force is satisfied by determining whether the vehicle speed of the vehicle is less than a vehicle speed threshold value, determining whether a road adhesion coefficient is greater than a coefficient threshold value, determining whether a longitudinal deceleration of the vehicle is greater than a deceleration threshold value, determining whether a requested braking force is greater than a braking force threshold value, and/or determining whether a braking temperature of a rear axle is less than a temperature threshold value, and the like, and give an Enable signal Enable according to a determination result, wherein an Enable set represents that the triggering condition is satisfied and a zero set represents that the triggering condition is not satisfied.

The braking force distribution unit is used for determining a target braking force transfer coefficient in the case that the braking force transfer triggering condition is determined to be met.

The braking force decision unit is used for determining a front axle target braking force and a rear axle target braking force according to the target braking force transfer coefficient, the requested braking force, the front axle current braking force and/or the rear axle current braking force and the like. In the braking force transfer process, the braking force decision unit may also determine whether a preset condition for attenuation of the total braking force of the vehicle is satisfied or the like, and then decide whether to attenuate the total braking force based on the determination.

The braking force saturation monitoring unit is used for outputting braking force requests F _tar,FA、F _tar,RA of the front and rear axles to the braking system for execution according to the enabling signal and target braking force of the front and rear axles. The braking force saturation monitoring unit may further determine whether the rear wheel has a slip locking risk and/or a locking tendency before outputting the braking force request F _tar,FA、F _tar,RA, and limit an increase of the target braking force transfer coefficient co _fade when determining that the rear wheel has the slip locking risk and/or the locking tendency.

Based on the vehicle braking method provided by the embodiment, correspondingly, the application further provides a specific implementation mode of the vehicle braking device. Please refer to the following examples.

The vehicle braking device provided by the embodiment of the application can comprise:

And the adjusting unit is used for adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle when the vehicle is stopped near the brake in the vehicle braking process.

The vehicle braking device provided by the embodiment of the application can be used for adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle when the vehicle is stopped near braking in the vehicle braking process. According to the embodiment of the application, when the vehicle is braked near braking, the nodding state of the vehicle is relieved by adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle, the pitching fluctuation of the vehicle is lightened, the braking process is smoother and more natural, and the comfort of passengers is improved.

In some embodiments, the adjusting unit may transfer a part of the braking force of the front axle of the vehicle to the rear axle to perform to reduce the front axle braking force of the vehicle and to increase the rear axle braking force, wherein the sum of the front axle braking force and the rear axle braking force is equal to the total braking force of the vehicle.

In one example, referring to fig. 6, a vehicle adjustment unit provided by an embodiment of the present application may include the following sub-units:

The acquisition subunit 601 is configured to determine a total braking force, a front axle braking force, and a vehicle speed of the vehicle during braking of the vehicle.

A coefficient determination subunit 602 configured to determine a target braking force transfer coefficient according to the vehicle speed, where the braking force transfer coefficient is a ratio of a braking force required to be transferred from the front axle to the rear axle to a front axle braking force.

A first braking force determination subunit 603 for determining a front axle target braking force from the front axle braking force and the target braking force transfer coefficient.

A second braking force determination subunit 604 for determining a rear axle target braking force from the total braking force and the front axle target braking force.

A braking subunit 605 for controlling the front axle and the rear axle of the vehicle to perform braking based on the front axle target braking force and the rear axle target braking force.

The vehicle braking device provided by the embodiment of the application can determine the total braking force, the front axle braking force and the vehicle speed of the vehicle when the vehicle is braked near braking; determining a target braking force transfer coefficient according to the vehicle speed, wherein the braking force transfer coefficient is the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force; determining a front axle target braking force according to the front axle braking force and the target braking force transfer coefficient; determining a rear axle target braking force according to the request braking force and the front target braking force; the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force. According to the embodiment of the application, in the braking process, the braking force of the front axle is transferred to the rear axle according to the braking force transfer coefficient, and most of the braking force is borne by the rear axle, so that the moment of the rear axle is increased, the force equivalent to the rear wheel is increased, the force at the rear wheel can act on the vehicle body to pull the vehicle body to sink, thereby reducing the braking point quantity of the vehicle, relieving the pitching fluctuation of the vehicle, ensuring smoother and natural braking process and improving the comfort of drivers and passengers.

As a possible implementation, the coefficient determination subunit 602 is configured to:

determining a target braking force transfer coefficient corresponding to the vehicle speed according to a corresponding relation between the preset vehicle speed and the braking force transfer coefficient; and/or;

As a possible implementation manner, the apparatus may further include a brake judging subunit, configured to:

And in the braking process of the vehicle, before the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted according to the total braking force of the vehicle, the speed of the vehicle is obtained, the speed is compared with a speed threshold value, and if the speed is smaller than the speed threshold value, the vehicle is determined to be stopped close to the brake.

As a possible implementation manner, the apparatus may further include a first judging unit, configured to:

Before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, judging whether the vehicle speed is smaller than a vehicle speed threshold value or not;

The adjusting unit is used for:

When it is determined that the vehicle speed is less than the vehicle speed threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

As a possible implementation manner, the apparatus may further include a second judging unit, configured to:

Before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, acquiring the adhesion coefficient of the current road surface; judging whether the attachment coefficient is larger than a coefficient threshold value or not;

The adjusting unit is used for:

As a possible implementation manner, the apparatus may further include a third judging unit, configured to:

Before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, determining the longitudinal deceleration and/or the total braking force of the vehicle; judging whether the longitudinal deceleration is greater than a deceleration threshold value and/or judging whether the total braking force is greater than a braking force threshold value;

The adjusting unit is used for:

In the case where it is determined that the longitudinal deceleration is greater than the deceleration threshold value or the total braking force is greater than the braking force threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.

As a possible implementation manner, the apparatus may further include a fourth judging unit, configured to:

Before adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, acquiring the braking temperature of the rear axle; judging whether the braking temperature is less than a temperature threshold value;

The adjusting unit is used for:

when it is determined that the brake temperature is less than the temperature threshold value, the front axle braking force and the rear axle braking force of the vehicle are adjusted.

As a possible implementation, the acquiring subunit 601 is configured to:

Acquiring a request braking force of a driver or an auxiliary driving system; judging whether the vehicle state of the vehicle meets a preset condition or not; if the vehicle state is determined to not meet the preset condition, taking the requested braking force as the total braking force of the vehicle; and if the vehicle state is determined to meet the preset condition, the braking force obtained after the requested braking force is attenuated according to the preset attenuation strategy is used as the total braking force of the vehicle.

As a possible implementation manner, the apparatus may further include a fifth judging unit, configured to:

Determining a maximum braking force that the rear axle can currently provide before controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force; judging whether the target braking force of the rear axle is smaller than the maximum braking force;

The brake subunit 605 is configured to:

As a possible implementation manner, the apparatus may further include a sixth judging unit, configured to:

before controlling a front axle and a rear axle of a vehicle to brake based on a front axle target braking force and a rear axle target braking force, detecting whether a locking trend of rear wheels of the vehicle occurs;

The brake subunit 605 is configured to:

Fig. 7 shows a schematic hardware structure of a vehicle brake device according to an embodiment of the present application. A processor 701 may be included in the vehicle braking device as well as a memory 702 in which computer program instructions are stored.

In particular, the processor 701 may comprise a Central Processing Unit (CPU), or an Application SPECIFIC INTEGRATED Circuit (ASIC), or may be configured as one or more integrated circuits that implement embodiments of the present application.

Memory 702 may include mass storage for data or instructions. By way of example, and not limitation, memory 702 may include a hard disk drive (HARD DISK DRIVE, HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or universal serial bus (Universal Serial Bus, USB) drive, or a combination of two or more of the foregoing. The memory 702 may include removable or non-removable (or fixed) media, where appropriate. Memory 702 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In a particular embodiment, the memory 702 is a non-volatile solid state memory.

Memory 702 may include read-only memory (ROM), random-access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical/tangible memory storage devices. Thus, in general, the memory 702 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software comprising computer-executable instructions and when the software is executed (e.g., by one or more processors) it is operable to perform the operations described with reference to methods in accordance with aspects of the present disclosure.

The processor 701 implements any one of the vehicle braking methods of the above embodiments by reading and executing the computer program instructions stored in the memory 702.

In one example, the vehicle braking device may also include a communication interface 703 and a bus 710. As shown in fig. 7, the processor 701, the memory 702, and the communication interface 703 are connected by a bus 710 and perform communication with each other.

The communication interface 703 is mainly used for implementing communication between each module, device, unit and/or apparatus in the embodiment of the present application.

Bus 710 includes hardware, software, or both that couple the components of the online data flow billing device to each other. By way of example, and not limitation, the buses may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an infiniband interconnect, a Low Pin Count (LPC) bus, a memory bus, a micro channel architecture (MCa) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a video electronics standards association local (VLB) bus, or other suitable bus, or a combination of two or more of the above. Bus 710 may include one or more buses, where appropriate. Although embodiments of the application have been described and illustrated with respect to a particular bus, the application contemplates any suitable bus or interconnect.

In addition, in combination with the vehicle braking method in the above embodiment, the embodiment of the present application may be implemented by providing a computer storage medium. The computer storage medium has stored thereon computer program instructions; the computer program instructions, when executed by a processor, implement any of the vehicle braking methods of the above embodiments.

It should be understood that the application is not limited to the particular arrangements and instrumentality described above and shown in the drawings. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and shown as examples. The method processes of the present application are not limited to the specific steps described and shown, but various changes, modifications and additions, or the order between steps may be made by those skilled in the art after appreciating the spirit of the present application.

The functional blocks shown in the above-described structural block diagrams may be implemented in hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an Application Specific Integrated Circuit (ASIC), suitable firmware, a plug-in, a function card, or the like. When implemented in software, the elements of the application are the programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine readable medium or transmitted over transmission media or communication links by a data signal carried in a carrier wave. A "machine-readable medium" may include any medium that can store or transfer information. Examples of machine-readable media include electronic circuitry, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio Frequency (RF) links, and the like. The code segments may be downloaded via computer networks such as the internet, intranets, etc.

It should also be noted that the exemplary embodiments mentioned in this disclosure describe some methods or systems based on a series of steps or devices. The present application is not limited to the order of the above-described steps, that is, the steps may be performed in the order mentioned in the embodiments, or may be performed in a different order from the order in the embodiments, or several steps may be performed simultaneously.

Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to being, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware which performs the specified functions or acts, or combinations of special purpose hardware and computer instructions.

It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may be modified or some technical features may be replaced with others, which may not depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

A vehicle braking method comprising:

And in the process of braking the vehicle, when the vehicle is stopped near the brake, adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle.
The method of claim 1, wherein the adjusting of the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle comprises:

Transferring a partial braking force of the front axle of the vehicle to a rear axle to reduce the front axle braking force of the vehicle and increase the rear axle braking force, wherein a sum of the front axle braking force and the rear axle braking force is equal to a total braking force of the vehicle.
The method of claim 2, wherein the transferring a portion of the braking force of the front axle of the vehicle to the rear axle is performed, comprising:

Determining a total braking force, a front axle braking force and a vehicle speed of the vehicle;

Determining a target braking force transfer coefficient according to the vehicle speed, wherein the braking force transfer coefficient is the ratio of the braking force required to be transferred from the front axle to the rear axle to the front axle braking force;

determining a front axle target braking force according to the front axle braking force and the target braking force transfer coefficient;

Determining a rear axle target braking force according to the total braking force and the front axle target braking force;

And controlling front and rear axles of the vehicle to brake based on the front axle target braking force and the rear axle target braking force.
A method according to claim 3, wherein said determining a target braking force transfer coefficient from said vehicle speed comprises:

Determining a target braking force transfer coefficient corresponding to a preset vehicle speed according to a corresponding relation between the vehicle speed and the braking force transfer coefficient; and/or;

And acquiring an adhesion coefficient of the current road surface, and determining a target braking force transfer coefficient corresponding to the vehicle speed and the adhesion coefficient according to a preset vehicle speed and a corresponding relation between the road surface adhesion coefficient and the braking force transfer coefficient.
A method according to claim 3, wherein said determining a target braking force transfer coefficient from said vehicle speed comprises:

acquiring a preset first speed reference value and a preset second speed reference value, wherein the first speed reference value is larger than the second speed reference value;

calculating a first difference between the first speed reference value and the second speed reference value;

Calculating a second difference between the vehicle speed and the first speed reference value;

And taking the product of the negative reciprocal of the first difference value and the second difference value as a target braking force transfer coefficient.
The method of claim 1, wherein prior to adjusting the front axle braking force and the rear axle braking force of the vehicle during vehicle braking, the method further comprises:

Acquiring the speed of the vehicle;

Comparing the vehicle speed with a vehicle speed threshold;

And if the vehicle speed is smaller than the vehicle speed threshold value, determining that the vehicle is close to stopping.
The method according to claim 1, wherein before the adjustment of the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, the method further comprises:

acquiring an adhesion coefficient of a current road surface;

judging whether the attachment coefficient is larger than a coefficient threshold value or not;

the adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle includes:

And adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle under the condition that the adhesion coefficient is determined to be larger than the coefficient threshold value.
The method according to claim 1, wherein before the adjustment of the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, the method further comprises:

Determining a longitudinal deceleration and/or a total braking force of the vehicle;

Judging whether the longitudinal deceleration is greater than a deceleration threshold and/or judging whether the total braking force is greater than a braking force threshold;

the adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle includes:

in the case where it is determined that the longitudinal deceleration is greater than the deceleration threshold value or the total braking force is greater than the braking force threshold value, the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle is adjusted.
The method according to claim 1, wherein before the adjustment of the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle, the method further comprises:

Acquiring the braking temperature of the rear axle;

judging whether the braking temperature is less than a temperature threshold value;

the adjusting the distribution ratio of the front axle braking force and the rear axle braking force of the vehicle includes:

And adjusting the distribution proportion of the front axle braking force and the rear axle braking force of the vehicle under the condition that the braking temperature is determined to be smaller than the temperature threshold value.
The method of claim 3 or 8, wherein the determining the total braking force of the vehicle comprises:

acquiring a request braking force of a driver or an auxiliary driving system;

Judging whether the vehicle state of the vehicle meets a preset condition or not;

If the vehicle state is determined not to meet the preset condition, taking the request braking force as the total braking force of the vehicle;

And if the vehicle state is determined to meet the preset condition, the braking force obtained after the requested braking force is attenuated according to a preset attenuation strategy is used as the total braking force of the vehicle.
The method according to claim 3, wherein before the controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force, the method further comprises:

determining a maximum braking force that the rear axle can currently provide;

judging whether the rear axle target braking force is smaller than the maximum braking force;

The controlling of the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force includes:

In the case where it is determined that the rear axle target braking force is smaller than the maximum braking force, the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force.
The method according to claim 3, wherein before the controlling the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force, the method further comprises:

detecting whether a locking trend occurs on a rear wheel of the vehicle;

The controlling of the front axle and the rear axle of the vehicle to brake based on the front axle target braking force and the rear axle target braking force includes:

In the case where it is determined that the tendency of locking of the rear wheels of the vehicle does not occur, the front axle and the rear axle of the vehicle are controlled to brake based on the front axle target braking force and the rear axle target braking force.
A computer readable storage medium having stored thereon computer program instructions which when executed by a processor implement a vehicle braking method according to any of claims 1-12.