Intelligent Electronic Brakeforce Distribution Method and System

Abstract

The present invention discloses an intelligent electronic braking force distribution method and system. The method includes the following steps: obtaining the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state; when the vehicle is in the safe braking state, controlling the adjustment and distribution of the braking force on the front and rear axles so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized. The intelligent electronic braking force distribution method provided in this application enables the intelligent electronic braking force distribution function in the case of safe braking. On the premise of braking safety, it solves the problem of asynchronous wear of the front and rear axle tires and the front and rear brake friction linings, thereby providing a braking method that safely and effectively reduces the replacement and maintenance frequency and cost of the friction linings.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking control, and particularly to an intelligent electronic braking force distribution method and system. Background Art

[0002] For currently matched vehicles with hydraulic braking systems, in order to give full play to the braking efficiency of the vehicles, designers will design the front axle brakes to be larger and the rear axle brakes to be relatively smaller. The reason is as follows: When a normal vehicle is moving forward and braking, the vehicle load transfers, and the front axle load becomes larger. At this time, the available tire braking force is larger. In order to make full use of the braking limit of the whole vehicle during extreme braking, the front axle brakes are designed to be larger.

[0003] Before the braking force control system (ABS / ESC system) intervenes, the front axle braking force > the rear axle braking force. According to a certain statistical analysis, braking within 0.4g accounts for more than 97% of the whole vehicle braking conditions, and braking within 0.4g basically does not trigger the intervention of the braking force control system (ABS / ESC system). That is, during 97% of the braking conditions in the life cycle of a vehicle, the front axle braking force is greater than that of the rear axle. The problems brought about by this are: the front axle tires wear faster than the rear axle, and the front brake friction pads wear faster than the rear brake friction pads. Summary of the Invention

[0004] The purpose of the present invention is to overcome the above deficiencies in the background art and provide an intelligent electronic braking force distribution method and system.

[0005] In a first aspect, the present application provides an intelligent electronic braking force distribution method, including the following steps:

[0006] Obtain the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state;

[0007] When the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the front and rear axle tires and the front and rear brake friction pads wear synchronously.

[0008] According to the first aspect, in the first possible implementation manner of the first aspect, the step of "obtain the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state" specifically includes the following steps:

[0009] Obtain the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning conditions;

[0010] When the wheel slip ratio is not less than the preset slip ratio, or, the rate at which the driver steps on the brake pedal is higher than the preset rate, or, the vehicle longitudinal acceleration is greater than the preset acceleration, it is determined that the vehicle is in an unsafe braking state;

[0011] When the wheel slip ratio is less than the initial set value of the slip ratio, and the speed at which the driver steps on the brake pedal is not higher than the preset speed value, and the longitudinal acceleration of the vehicle is not greater than the preset acceleration value, it is determined that the vehicle is in a safe braking state.

[0012] According to the first aspect, in the first possible implementation manner of the first aspect, the step of "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized" specifically includes the following steps:

[0013] When the vehicle is in a safe braking state, obtain the target deceleration of the whole vehicle;

[0014] Through the control of the ESC internal valve system, adjust the braking hydraulic pressure leading to the front and rear brakes to make the front and rear axle braking torques equal and the sum reach the target deceleration of the whole vehicle.

[0015] According to the first aspect, in the third possible implementation manner of the first aspect, the step of "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized" specifically includes the following steps:

[0016] When the vehicle is in a safe braking state, control the execution of a noise reduction strategy, and under the noise reduction working condition, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized.

[0017] According to the third possible implementation manner of the first aspect, in the fourth possible implementation manner of the first aspect, the step of "control the execution of a noise reduction strategy" specifically includes the following steps:

[0018] Set the current for opening and closing the ESC inlet and outlet valves within the initial current value range, and set the motor speed within the initial motor speed value range.

[0019] According to the third possible implementation manner of the first aspect, in the fifth possible implementation manner of the first aspect, after the step of "when the vehicle is in a safe braking state, control the execution of a noise reduction strategy, and under the noise reduction working condition, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized", the following steps are further included:

[0020] Detect the actual deceleration of the vehicle;

[0021] According to the detected actual deceleration of the vehicle, control the execution of different intelligent electronic braking force distribution strategies.

[0022] According to the fifth possible implementation manner of the first aspect, in the sixth possible implementation manner of the first aspect, the step of "controlling and executing different intelligent electronic brake force distribution strategies according to the detected actual vehicle deceleration" specifically includes the following steps:

[0023] When the deviation between the actual vehicle deceleration and the driver's desired deceleration exceeds the upper limit of the deviation value or is lower than the lower limit of the deviation value, control to exit the intelligent electronic brake force distribution function.

[0024] In a second aspect, the present application provides an intelligent electronic brake force distribution system, including:

[0025] A braking state acquisition module, configured to acquire the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state;

[0026] A braking adjustment and distribution module, communicatively connected to the braking state acquisition module, configured to, when the vehicle is in a safe braking state, control to adjust and distribute the front and rear axle braking ratios so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized.

[0027] According to the second aspect, in the first possible implementation manner of the second aspect, the braking state acquisition module includes:

[0028] A vehicle driving condition acquisition sub-module, configured to acquire the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning condition;

[0029] An unsafe braking state determination sub-module, communicatively connected to the vehicle driving condition acquisition sub-module, configured to determine that the vehicle is in an unsafe braking state when the wheel slip ratio is not less than the preset slip ratio value, or, the rate at which the driver steps on the brake pedal is higher than the preset rate value, or, the vehicle longitudinal acceleration is greater than the preset acceleration value;

[0030] A safe braking state determination sub-module, communicatively connected to the vehicle driving condition acquisition sub-module, configured to determine that the vehicle is in a safe braking state when the wheel slip ratio is less than the initial set value of the slip ratio, and, the speed at which the driver steps on the brake pedal is not higher than the preset rate value, and, the vehicle longitudinal acceleration is not greater than the preset acceleration value.

[0031] According to the second aspect, in the second possible implementation manner of the second aspect, the braking adjustment and distribution module includes:

[0032] A target deceleration acquisition sub-module, configured to, when the vehicle is in a safe braking state, acquire the target deceleration of the whole vehicle;

[0033] The braking adjustment control sub-module, which is communicatively connected to the target deceleration acquisition sub-module, is configured to adjust the braking hydraulic pressure leading to the front and rear brakes through the internal valve system of the ESC, so as to make the braking torques of the front and rear axles equal and comprehensively achieve the target deceleration of the whole vehicle.

[0034] Compared with the prior art, the advantages of the present invention are as follows:

[0035] The intelligent electronic braking force distribution method provided in this application enables the intelligent electronic braking force distribution function to be turned on in the case of safe braking. On the premise of braking safety, the problem of asynchronous wear of the front and rear axle tires and the front and rear brake friction pads is solved, thereby providing a braking method that can safely and effectively reduce the replacement and maintenance frequency and cost of the friction pads. Description of the Drawings

[0036] Figure 1 is the method flow chart of the intelligent electronic braking force distribution method according to the embodiment of the present invention;

[0037] Figure 2 is another method flow chart of the intelligent electronic braking force distribution method according to the embodiment of the present invention;

[0038] Figure 3 is the functional module block diagram of the intelligent electronic braking force distribution system according to the embodiment of the present invention;

[0039] Figure 4 is another functional module block diagram of the intelligent electronic braking force distribution system according to the embodiment of the present invention. Detailed Embodiments

[0040] Now, specific embodiments of the present invention will be described in detail, and examples of the present invention are illustrated in the drawings. Although the present invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the present invention to the described embodiments. On the contrary, it is intended to cover modifications, variations, and equivalents included within the spirit and scope of the present invention as defined by the appended claims. It should be noted that the method steps described herein can all be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.

[0041] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the drawings and specific embodiments.

[0042] Note: The examples to be introduced next are only specific examples, and are not intended to limit the embodiments of the present invention to the following specific steps, numerical values, conditions, data, sequences, etc. Those skilled in the art can use the concept of the present invention to construct more embodiments not mentioned in this specification by reading this specification.

[0043] When a vehicle with a hydraulic braking system brakes, the braking force on the front axle is greater than that on the rear axle. After multiple brakings, the front axle tires wear faster than the rear axle tires, and the front brake friction pads wear faster than the rear brake friction pads. As a result, the front brake friction pads need to be designed with increased thickness, which incurs higher costs. The front axle tires and front brake friction pads need to be frequently replaced, leading to even higher maintenance costs.

[0044] In view of this, the present application provides an intelligent electronic braking force distribution method, which includes the following steps:

[0045] Step S1, obtain the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state;

[0046] Step S2, when the vehicle is in the safe braking state, control the adjustment and classification of the braking forces on the front and rear axles so that the front and rear axle tires and the front and rear brake friction pads wear synchronously.

[0047] The intelligent electronic braking force distribution method provided by the present application performs intelligent electronic braking force distribution on the front and rear axle tires and the front and rear brake friction pads based on the safe braking state of the vehicle to solve the problem of asynchronous wear of the front and rear brake friction pads. There is no need to design the front brake friction pads too thick to accommodate a larger braking force, effectively reducing the manufacturing cost of the vehicle brake friction pads, and providing a braking method that safely and effectively reduces the replacement and maintenance frequency and cost of the friction pads.

[0048] In an embodiment, the step of "obtain the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state" specifically includes the following steps:

[0049] Step S11, obtain the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning conditions;

[0050] Step S12, when the wheel slip ratio is not less than the preset slip ratio value, or the rate at which the driver steps on the brake pedal is higher than the preset rate value, or the vehicle longitudinal acceleration is greater than the preset acceleration value, determine that the vehicle is in an unsafe braking state;

[0051] Step S13, when the wheel slip ratio is less than the initial set value of the slip ratio, and the speed at which the driver steps on the brake pedal is not higher than the preset rate value, and the vehicle longitudinal acceleration is not greater than the preset acceleration value, determine that the vehicle is in a safe braking state.

[0052] In a more specific embodiment, when the wheel slip ratio is less than the initial set value, the rotational speed of the wheel is consistent with the vehicle speed. At this time, it can be considered that the vehicle is in a safe and controllable state. When the wheel slip ratio is greater than the preset slip ratio value, the vehicle is in an unsafe braking state. At this time, if braking is performed, it is easy to enter the vehicle skidding state. Therefore, to ensure vehicle safety first, the adjustment and distribution of the braking forces on the front and rear axles are not executed. More specifically, when the vehicle slip ratio is less than 3%, it is determined that the vehicle is in a safe braking state. When the vehicle slip ratio is greater than 5%, it is determined that the vehicle is in an unsafe braking state. In the embodiments of the present application, the initial set value of the slip ratio and the preset slip ratio value can be specifically calibrated according to the actual slip situation of the vehicle.

[0053] In an embodiment, it is determined whether the current vehicle is in a safe braking state according to the driver's operation intention. Specifically, when the driver performs an emergency brake, it is determined that the vehicle is in an unsafe braking state, and it is necessary to ensure the rapid realization of the braking function first. More specifically, the driver's operation intention is judged by monitoring the rate at which the driver steps on the brake pedal: when the rate at which the driver steps on the brake pedal is higher than the preset rate value, it is considered that the driver is performing an emergency brake at this time, and it is determined that the vehicle is in an unsafe braking state; when the rate at which the driver steps on the brake pedal is not higher than the preset rate value, it is considered that the driver does not have an emergency braking operation intention at this time, and it is determined that the vehicle is in a safe braking state. In a more specific embodiment, the preset rate value is 30 mm / s.

[0054] In an embodiment, when the vehicle is in a sharp turn working condition, it is determined that the vehicle is in an unsafe braking state, and it is necessary to ensure the vehicle safety to perform the sharp turn operation first. More specifically, the sharp turn working condition of the vehicle is obtained by the magnitude of the longitudinal acceleration value of the vehicle. In a more specific embodiment, when the longitudinal acceleration is greater than 0.4 m / s², it is considered that the vehicle is in a sharp turn working condition at this time, and intelligent electronic power distribution is not performed.

[0055] In summary, when there is no wheel slip risk, the driver does not perform an emergency brake, and the vehicle is not in a sharp turn working condition, it is determined that the vehicle is in a safe and controllable state, and intelligent electronic braking force distribution can be executed to balance the wear of the front and rear axle tires and the front and rear brake friction linings.

[0056] In an embodiment, the step of "when the vehicle is in a safe braking state, controlling the adjustment and distribution of the braking forces on the front and rear axles so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized" specifically includes the following steps:

[0057] When the vehicle is in a safe braking state, obtain the target deceleration of the whole vehicle;

[0058] Through the control of the ESC internal valve system, adjust the braking hydraulic pressure leading to the front and rear brakes to make the braking torques on the front and rear axles equal and the sum reach the target deceleration of the whole vehicle.

[0059] Generally, the braking torque calculation formula is as follows:

[0060] W = P * S * r;

[0061] P = W / (S * r);

[0062] Wherein, W is the braking torque, P is the caliper braking hydraulic pressure, S is the caliper wheel cylinder area, and r is the effective action radius of the brake.

[0063] Therefore, by adjusting the braking hydraulic pressure of the front and rear brakes, it is possible to make the braking torques of the front and rear axles equal, and by further adjustment, the deceleration achieved by the final braking can meet the requirements of the target deceleration.

[0064] In one embodiment, when the intelligent electronic braking distribution is performed through the intervention of the braking force control system (ABS Anti-lock Braking System / ESC Electronic Stability Control), it will involve the opening and closing of the inlet and outlet valves of the ESC system and the noise problem caused by the excessive motor speed. Therefore, in order to improve the vehicle comfort during intelligent electronic braking force distribution, the step of "when the vehicle is in a safe braking state, control the adjustment and distribution of the braking forces on the front and rear axles so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized" specifically includes the following steps:

[0065] When the vehicle is in a safe braking state, control the execution of the noise reduction strategy, and when the vehicle is in the noise reduction working condition, control the adjustment and distribution of the braking forces on the front and rear axles so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized.

[0066] In one embodiment, the step of "control the execution of the noise reduction strategy" specifically includes the following steps:

[0067] Set the current for opening and closing the ESC inlet and outlet valves within the initial current value range to avoid the ESC working noise generated by the opening, closing of the ESC inlet and outlet valves and the actions such as the motor driving the plunger pump to increase the pressure; set the motor speed within the initial motor speed value range to avoid excessive noise caused by too fast motor speed. More specifically, within the initial current value range is within 10A, and within the initial motor speed value range is within 3000 revolutions per second.

[0068] In one embodiment, in order to ensure the normal realization of the braking function of the vehicle, after the step of "when the vehicle is in a safe braking state, control the execution of the noise reduction strategy, and when the vehicle is in the noise reduction working condition, control the adjustment and distribution of the braking forces on the front and rear axles so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized", the following steps are further included:

[0069] Detect the actual deceleration of the vehicle;

[0070] According to the detected actual deceleration of the vehicle, control and execute different intelligent electronic brake force distribution strategies.

[0071] In one embodiment, the step of "According to the detected actual deceleration of the vehicle, control and execute different intelligent electronic brake force distribution strategies" specifically includes the following steps:

[0072] When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration exceeds the upper limit of the deviation value or is lower than the lower limit of the deviation value, control to exit the intelligent electronic brake force distribution function.

[0073] In a more specific embodiment, the longitudinal acceleration information of the in-vehicle IMU sensor is used to assist in detecting the actual deceleration of the vehicle at this time. When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration is too large or too small, it is considered that the overall vehicle deceleration is abnormally small or large at this time, and there may be a decline in the performance of the braking system and the ESC build pressure is too large or too small. To ensure the safety of the vehicle, control the vehicle to exit the intelligent electronic brake force distribution function. In one embodiment, the initial deviation value is set to ±10%. When the actual deceleration of the vehicle is greater than 10% of the driver's expected deceleration, it is determined that the overall vehicle deceleration is abnormally large. When the actual deceleration of the vehicle is less than 10% of the driver's expected deceleration, it is determined that the overall vehicle deceleration is abnormally small. In other embodiments of the present application, the initial deviation value can be calibrated according to the actual situation.

[0074] In a second aspect, based on the same inventive concept, the present application further provides an intelligent electronic brake force distribution system, including a braking state acquisition module 100 and a braking adjustment and distribution module 200. The braking state acquisition module 100 is used to acquire the braking state of the vehicle, and the braking state includes a safe braking state and an unsafe braking state; the braking adjustment and distribution module 200 is communicatively connected to the braking state acquisition module 100 and is used to control the adjustment and distribution of the front and rear axle braking ratios when the vehicle is in a safe braking state so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized.

[0075] In one embodiment, the braking state acquisition module 100 includes a vehicle driving condition acquisition sub-module 110, an unsafe braking state determination sub-module 120, and a safe braking state determination sub-module 130. The vehicle driving condition acquisition sub-module 110 is configured to acquire the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning conditions. The unsafe braking state determination sub-module 120 is communicatively connected to the vehicle driving condition acquisition sub-module, and is configured to determine that the vehicle is in an unsafe braking state when the wheel slip ratio is not less than a preset slip ratio value, or the rate at which the driver steps on the brake pedal is higher than a preset rate value, or the vehicle longitudinal acceleration is greater than a preset acceleration value. The safe braking state determination sub-module 130 is communicatively connected to the vehicle driving condition acquisition sub-module, and is configured to determine that the vehicle is in a safe braking state when the wheel slip ratio is less than an initial set slip ratio value, and the speed at which the driver steps on the brake pedal is not higher than a preset rate value, and the vehicle longitudinal acceleration is not greater than a preset acceleration value.

[0076] In one embodiment, the vehicle driving condition acquisition sub-module is implemented as a wheel speed sensor, a pedal travel sensor, and a longitudinal acceleration sensor. The rotational speed of the tire is acquired by the wheel speed sensor, compared with the vehicle speed, and the tire slip ratio μ at this time is calculated as μ=(V 轮边 –V 车速 ) / V 车速 . When the tire slip ratio μ exceeds a certain value, initially set to 3% (calibratable), that is, when the slip ratio of the tire exceeds 3%, it is considered that the vehicle is in an unstable state at this time, so intelligent electronic brake force distribution is not performed. The deceleration a of the vehicle at this time is read through the acceleration sensor, and the actual deceleration a of the vehicle is used as one of the determination conditions for the "safe braking state". Initially set, when a>0.4 (calibratable), it is defined as an unsafe braking state at this time, that is, when the vehicle deceleration is greater than 0.4g, "intelligent brake force distribution" is not started. By monitoring the rate and depth at which the driver steps on the brake pedal, it is determined whether it is an emergency brake at this time, and the driver's expected vehicle braking deceleration at this time. Initially set, when the speed at which the driver steps on the brake pedal exceeds 30 mm / s (calibratable), it is determined that the driver is performing an emergency brake. The depth of stepping on the pedal corresponds to the vehicle deceleration one by one. Based on the depth at which the driver steps on the brake pedal, the driver's expected braking deceleration at this time can be obtained by looking up a table.

[0077] In one embodiment, the braking adjustment and distribution module includes:

[0078] A target deceleration acquisition sub-module, configured to acquire the target deceleration of the whole vehicle when the vehicle is in a safe braking state;

[0079] The braking adjustment control sub-module, which is communicatively connected to the target deceleration acquisition sub-module, is configured to adjust the braking hydraulic pressure leading to the front and rear brakes through the internal valve system of the ESC, so as to make the braking torques of the front and rear axles equal and comprehensively achieve the target deceleration of the whole vehicle. Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, all or some of the method steps of the above method are realized.

[0080] To implement all or part of the processes in the above method, the present invention can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above method embodiments can be realized. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate forms, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0081] Based on the same inventive concept, an embodiment of the present application further provides an electronic device, including a memory and a processor. A computer program is stored on the memory and runs on the processor. When the processor executes the computer program, all or some of the method steps of the above method are realized.

[0082] The so-called processor may be a Central Processing Unit (CPU), or may also be other general-purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The processor is the control center of the computer device and connects all parts of the entire computer device using various interfaces and circuits.

[0083] The memory can be used to store computer programs and / or modules. By running or executing the computer programs and / or modules stored in the memory, and by calling the data stored in the memory, the processor realizes various functions of the computer device. The memory may mainly include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function (such as a sound playback function, an image playback function, etc.); the data storage area can store data created according to the use of the mobile phone (such as audio data, video data, etc.). In addition, the memory may include high-speed random access memory and may also include non-volatile memory, such as a hard disk, memory, plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, Flash Card, at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage devices.

[0084] Those skilled in the art should understand that the embodiments of the present invention may be provided as a method, a system, a server, or a computer program product. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk memories and optical memories, etc.) containing computer-usable program code.

[0085] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the present invention. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, as well as the combination of flows and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0086] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including instruction means that implement the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0087] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0088] Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention is also intended to include these modifications and variations.

Claims

1. An intelligent electronic brake force distribution method, characterized in that Including the following steps: Obtain the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state; Obtain the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning conditions; When the wheel slip ratio is not less than the preset slip ratio value, or the rate at which the driver steps on the brake pedal is higher than the preset rate value, or the vehicle longitudinal acceleration is greater than the preset acceleration value, it is determined that the vehicle is in an unsafe braking state; When the wheel slip ratio is less than the initial set value of the slip ratio, and the speed at which the driver steps on the brake pedal is not higher than the preset rate value, and the vehicle longitudinal acceleration is not greater than the preset acceleration value, it is determined that the vehicle is in a safe braking state; When the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized; When the vehicle is in a safe braking state, obtain the target deceleration of the whole vehicle; Through the control of the ESC internal valve system, adjust the braking hydraulic pressure leading to the front and rear brakes to make the front and rear axle braking torques equal and the sum reach the target deceleration of the whole vehicle; When the vehicle is in a safe braking state, control the execution of a noise reduction strategy, and under the noise reduction condition, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized; Set the current for opening and closing the ESC inlet and outlet valves within the initial current value range, and set the motor speed within the initial motor speed value range.

2. The intelligent electronic braking force distribution method according to claim 1, characterized in that After the step of "when the vehicle is in a safe braking state, control the execution of a noise reduction strategy, and under the noise reduction condition, control the adjustment and distribution of the front and rear axle braking forces so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized", the following steps are further included: Detect the actual deceleration of the vehicle; According to the detected actual deceleration of the vehicle, control the execution of different intelligent electronic braking force distribution strategies.

3. The intelligent electronic brake force distribution method according to claim 2, characterized in that, The step of "according to the detected actual deceleration of the vehicle, control the execution of different intelligent electronic braking force distribution strategies" specifically includes the following steps: When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration exceeds the upper limit of the deviation value or is lower than the lower limit of the deviation value, control to exit the intelligent electronic braking force distribution function.

4. An intelligent electronic brake force distribution system, characterized in that, Including: A braking state acquisition module for obtaining the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state; A braking adjustment and distribution module communicatively connected to the braking state acquisition module for controlling the adjustment and distribution of the front and rear axle braking ratios so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized when the vehicle is in a safe braking state; The braking state acquisition module includes: A vehicle driving condition acquisition sub-module for obtaining the wheel slip ratio, the driver's operation intention, and the vehicle driving and turning conditions; An unsafe braking state determination sub-module communicatively connected to the vehicle driving condition acquisition sub-module for determining that the vehicle is in an unsafe braking state when the wheel slip ratio is not less than the preset slip ratio value, or the rate at which the driver steps on the brake pedal is higher than the preset rate value, or the vehicle longitudinal acceleration is greater than the preset acceleration value; The safety braking state determination sub-module, which is communicatively connected to the vehicle driving condition acquisition sub-module, is used to determine that the vehicle is in a safety braking state when the wheel slip ratio is less than the initial set value of the slip ratio, and the speed at which the driver steps on the brake pedal is not higher than the preset speed, and the longitudinal acceleration of the vehicle is not greater than the preset acceleration value; The braking adjustment and distribution module includes: The target deceleration acquisition sub-module is used to acquire the target deceleration of the whole vehicle when the vehicle is in a safety braking state; The braking adjustment control sub-module, which is communicatively connected to the target deceleration acquisition sub-module, is used to control the braking hydraulic pressure leading to the front and rear brakes through the ESC internal valve system, so as to make the braking torques of the front and rear axles equal and comprehensively reach the target deceleration of the whole vehicle; When the vehicle is in a safety braking state, control the execution of the noise reduction strategy, and adjust and distribute the braking forces of the front and rear axles under the noise reduction working condition of the vehicle so that the wear of the front and rear axle tires and the front and rear brake friction linings is synchronized; Set the current for opening and closing the ESC inlet and outlet valves within the initial current value range, and set the motor speed within the initial motor speed value range.

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