Anti-lock braking control method, device and vehicle

Abstract

The present application discloses a braking anti-lock control method, device and vehicle, which are applied to the field of braking anti-lock control technology. The method includes: when the vehicle triggers the braking anti-lock function, identifying the driving road surface of the vehicle; if the driving road surface is identified as an open road surface, determining the first wheel and the second wheel according to the front wheel braking pressure of the vehicle, the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel; obtaining the actual slip rate of the first wheel and the actual slip rate of the second wheel, and compensating the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel; increasing or decreasing the pressure of the first wheel according to the compensated slip rate of the first wheel; and increasing or decreasing the pressure of the second wheel according to the actual slip rate of the second wheel. The present application effectively improves the control accuracy of the braking anti-lock function of the vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of anti-lock braking control, in particular to an anti-lock braking control method, device and vehicle. Background Art

[0002] The anti-lock braking system (ABS) function is designed to improve the stability and handling of the vehicle during emergency braking. In related technologies, the anti-lock braking function is used to uniformly control the pressure increase and decrease of the wheels, and the control accuracy of the anti-lock braking function needs to be improved. Summary of the invention

[0003] The embodiments of the present application provide an anti-lock braking control method, an anti-lock braking control device and a vehicle for improving the control accuracy of the anti-lock braking function and ensuring the braking stability of the vehicle when traveling on an oncoming road.

[0004] In one aspect, an embodiment of the present application provides an anti-lock braking control method, the method comprising the following steps:

[0005] When the anti-lock braking function of the vehicle is triggered, identifying the road surface on which the vehicle is traveling;

[0006] If it is identified that the driving road surface is an open road surface, the first wheel and the second wheel are determined according to the front wheel brake pressure of the vehicle; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel;

[0007] Acquiring an actual slip rate of the first wheel and an actual slip rate of the second wheel, and performing compensation processing on the actual slip rate of the first wheel to obtain a compensated slip rate of the first wheel;

[0008] performing pressure increase and pressure reduction control on the first wheel according to the compensation slip ratio of the first wheel;

[0009] The second wheel is controlled to increase or decrease pressure according to an actual slip rate of the second wheel.

[0010] On the other hand, an embodiment of the present application provides an anti-lock braking control device, the device comprising:

[0011] A first processing module, configured to identify a driving road surface of the vehicle when an anti-lock braking function is triggered by the vehicle;

[0012] A second processing module is used to determine a first wheel and a second wheel according to the front wheel brake pressure of the vehicle if the driving road surface is identified as a split road surface; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel;

[0013] a third processing module, configured to obtain an actual slip rate of the first wheel and an actual slip rate of the second wheel, and perform compensation processing on the actual slip rate of the first wheel to obtain a compensated slip rate of the first wheel;

[0014] The fourth processing module is used to control the pressure increase or decrease of the first wheel according to the compensated slip rate of the first wheel, and to control the pressure increase or decrease of the second wheel according to the actual slip rate of the second wheel.

[0015] In another aspect, an embodiment of the present application provides a vehicle, the vehicle comprising:

[0016] at least one processor;

[0017] at least one memory for storing at least one program;

[0018] When the at least one program is executed by the at least one processor, the at least one processor implements the above-mentioned anti-lock braking control method.

[0019] The anti-lock braking control method, device and vehicle of the present application identify the driving road surface of the vehicle when the anti-lock braking function is triggered by the vehicle. If the driving road surface is identified as an open road, the first wheel and the second wheel are determined according to the front wheel braking pressure of the vehicle, where the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel. Then, the actual slip rate of the first wheel and the actual slip rate of the second wheel are obtained, and the actual slip rate of the first wheel is compensated to obtain the compensated slip rate of the first wheel. Finally, the first wheel is increased or reduced pressure controlled according to the compensated slip rate of the first wheel, and the second wheel is increased or reduced pressure controlled according to the actual slip rate of the second wheel. It can be seen that, in the present application, when the vehicle triggers the anti-lock braking function and detects that the vehicle is traveling on an oncoming road, the compensated slip rate is obtained by compensating for the actual slip rate of the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and based on the compensated slip rate, the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle is individually increased or decreased in pressure, while for other wheels, the increase or decrease in pressure is controlled based on the actual slip rate of the wheel. In this way, the control accuracy of the anti-lock braking function on the oncoming road is effectively improved, the robustness of the anti-lock braking function is enhanced, and the braking stability of the vehicle when traveling on an oncoming road is ensured.

[0020] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained by the structures specifically pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a flow chart of the anti-lock braking control method provided by the present application;

[0022] Figure 2 is a schematic diagram of the anti-lock braking control method provided by the present application;

[0023] Figure 3 is a structural diagram of the anti-lock braking control device provided by the present application;

[0024] Figure 4 This is an example diagram of a vehicle provided in this application. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0026] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be regarded as limiting the present application, and all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

[0027] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0029] The anti-lock braking system (ABS) function is mainly used to prevent the wheels of the vehicle from being locked during emergency braking, thereby improving the stability and maneuverability of the vehicle. Specifically, during the braking process of the vehicle, the anti-lock braking function calculates the slip rate of the vehicle in real time and quickly opens and closes the vehicle's braking system based on the calculated slip rate to control the wheel pressure increase or decrease, thereby preventing the wheel from locking while maintaining the steering function of the vehicle. In the related art, the anti-lock braking function is used to uniformly control the pressure increase or decrease of the wheels, and the control accuracy of the anti-lock braking function needs to be improved.

[0030] In view of this, the embodiments of the present application provide an anti-lock braking control method, device and vehicle, aiming to improve the control accuracy of the anti-lock braking function and ensure the braking stability of the vehicle when traveling on an oncoming road.

[0031] First, the implementation steps of the anti-lock braking control method provided in the embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0032] The anti-lock braking control method provided in the embodiment of the present application can be applied to a terminal, a server, or software running in a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited to this. The server can be an independent physical server, or a server cluster or a distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (Content Delivery Network, CDN), and big data and artificial intelligence platforms. In addition, the server can also be a node server in a blockchain network, but is not limited to this. Among them, blockchain is a new application model of computer technologies such as distributed data storage, point-to-point transmission, consensus mechanism, and encryption algorithm.

[0033] Reference Figure 1 , Figure 1 This is a flow chart of an anti-lock braking control method provided in an embodiment of the present application. The anti-lock braking control method may include the following steps S101-S105:

[0034] S101, when the anti-lock braking function of the vehicle is triggered, identifying the road surface on which the vehicle is traveling;

[0035] S102, if it is identified that the driving road surface is a split road, determining the first wheel and the second wheel according to the front wheel brake pressure of the vehicle; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel;

[0036] S103, acquiring an actual slip rate of the first wheel and an actual slip rate of the second wheel, and performing compensation processing on the actual slip rate of the first wheel to obtain a compensated slip rate of the first wheel;

[0037] S104, performing pressure increase and pressure reduction control on the first wheel according to the compensation slip ratio of the first wheel;

[0038] S105, performing pressure increase or decrease control on the second wheel according to the actual slip rate of the second wheel.

[0039] In an embodiment of the present application, first, when the vehicle triggers the anti-lock braking function, the driving surface of the vehicle is identified; if the driving surface is identified as an open road, the first wheel and the second wheel are determined according to the front wheel braking pressure of the vehicle, the first wheel being the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel being the wheels other than the first wheel; then, the actual slip rate of the first wheel and the actual slip rate of the second wheel are obtained, and the actual slip rate of the first wheel is compensated to obtain the compensated slip rate of the first wheel; thereafter, the first wheel is controlled to increase or decrease pressure according to the compensated slip rate of the first wheel; and the second wheel is controlled to increase or decrease pressure according to the actual slip rate of the second wheel. It can be seen that by compensating for the actual slip rate of the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle to obtain the compensated slip rate, and based on the compensated slip rate, performing separate pressure increase and pressure reduction control on the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, the yaw moment generated by the excessive difference in braking torque on both sides of the vehicle can be reduced, reducing the operating difficulty of the driver and the risk of the vehicle running off the track during braking; in addition, for other wheels, the pressure increase and pressure reduction control is implemented based on the actual slip rate of the wheel. In this way, the control accuracy of the anti-lock braking function on oncoming roads is effectively improved, the robustness of the anti-lock braking function is enhanced, and the braking stability of the vehicle when driving on oncoming roads is ensured.

[0040] In the above step S101, if the vehicle triggers the anti-lock braking function, the road surface on which the vehicle is traveling is identified to determine whether the vehicle is traveling on an oncoming road, and the corresponding anti-lock braking control method is adopted for each wheel according to the determination result.

[0041] The above-mentioned vehicle's driving road surface is used to indicate the road surface on which the vehicle is driving.

[0042] The above-mentioned identification of the vehicle's driving road surface may include obtaining a real-time image of the vehicle's driving road surface as an input to a pre-trained neural network model, and obtaining the road surface type of the driving road surface through the neural network model, but is not limited to this.

[0043] The road surface type of the above-mentioned driving road surface can be set according to actual conditions, and the embodiment of the present application does not make any specific limitation on this.

[0044] For example, the road surface type of the above-mentioned driving road surface may include any one of an open road surface type and a non-open road surface type. The non-open road surface type refers to other road surface types except the open road surface type, but is not limited thereto.

[0045] The above neural network model can be set according to actual conditions, and the embodiments of the present application do not make any specific limitations on this.

[0046] For example, the neural network model may be a neural network model using YOLOv3 as a basic network; or, the neural network model may be a neural network model using MobileNet as a basic network, but is not limited thereto.

[0047] In the above step S102, if it is identified that the vehicle is traveling on an open road, the front wheel braking pressure of the vehicle is obtained, and based on the front wheel braking pressure of the vehicle, the front wheel with a larger road adhesion coefficient on both sides of the front axle of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel.

[0048] The front wheel brake pressure is used to indicate the actual brake pressure of each wheel on both sides of the front axle. For example, the front wheel brake pressure may include the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel, but is not limited to this.

[0049] The above-mentioned method for obtaining the front wheel brake pressure can be set according to actual conditions, and the embodiment of the present application does not make any specific limitation on this. For example, the pressure of each front wheel is detected by a preset pressure sensor to obtain the actual brake pressure of each front wheel as the front wheel brake pressure.

[0050] The first wheel mentioned above refers to the front wheel having a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle.

[0051] For example, the wheels on both sides of the front axle of the vehicle include a left front wheel and a right front wheel. If the road adhesion coefficient of the left front wheel is larger, the left front wheel is the first wheel; if the road adhesion coefficient of the right front wheel is larger, the right front wheel is the first wheel.

[0052] The second wheel mentioned above refers to wheels other than the first wheel.

[0053] For example, the wheels of the vehicle include a left front wheel, a right front wheel, a left rear wheel and a right rear wheel. If the left front wheel is the first wheel, the right front wheel, the left rear wheel and the right rear wheel are the second wheels.

[0054] The above-mentioned determining the first wheel and the second wheel based on the front wheel braking pressure of the vehicle may include obtaining the front wheel braking pressure of the vehicle, the front wheel braking pressure including the actual braking pressure of each wheel on both sides of the front axle, determining the wheel with the largest actual braking pressure on both sides of the front axle as the first wheel, and determining the other wheels in the vehicle except the first wheel as the second wheel, but is not limited to this.

[0055] For example, in the case where the wheels on both sides of the front axle of the vehicle include a left front wheel and a right front wheel, the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel are obtained; if the actual braking pressure of the left front wheel is greater than the actual braking pressure of the right front wheel, it means that the left front wheel is on the high adhesion side of the road surface, that is, the left front wheel is the front wheel with the larger road adhesion coefficient among the wheels on both sides of the front axle. At this time, the left front wheel is determined to be the first wheel, and the other wheels except the left wheel are determined to be the second wheel; if the actual braking pressure of the left front wheel is less than the actual braking pressure of the right front wheel, it means that the right front wheel is on the high adhesion side of the road surface, that is, the right front wheel is the front wheel with the larger road adhesion coefficient among the wheels on both sides of the front axle. At this time, the right front wheel is determined to be the first wheel, and the other wheels except the right wheel are determined to be the second wheel; if the actual braking pressure of the left front wheel is equal to the actual braking pressure of the right front wheel, both the left front wheel and the right front wheel are on the high adhesion side of the road surface. At this time, the left front wheel and the right front wheel are determined to be the first wheel, and the other wheels except the left front wheel and the right front wheel are determined to be the second wheel.

[0056] In the above step S103, after determining the first wheel and the second wheel, first, the actual slip rate of the first wheel and the actual slip rate of the second wheel are obtained; then, the actual slip rate of the first wheel is compensated to obtain the compensated slip rate of the first wheel, so as to ensure the braking stability of the first wheel on the open road by compensating the actual slip rate of the first wheel.

[0057] The actual slip ratio of the first wheel is used to indicate the slip degree of the first wheel when the vehicle is traveling on an open road.

[0058] The actual slip ratio of the second wheel is used to indicate the slip degree of the second wheel when the vehicle is traveling on an open road.

[0059] The compensated slip ratio of the first wheel is used to indicate the actual slip ratio after compensation.

[0060] The above-mentioned acquisition of the actual slip rate of the first wheel and the actual slip rate of the second wheel may include acquiring a reference speed of the vehicle, the wheel speed of the first wheel and the wheel speed of the second wheel, calculating the difference between the reference speed of the vehicle and the wheel speed of the first wheel as a first difference, calculating the ratio of the first difference to the reference speed of the vehicle as the actual slip rate of the first wheel, calculating the difference between the reference speed of the vehicle and the wheel speed of the second wheel as a second difference, and calculating the ratio of the second difference to the reference speed of the vehicle as the actual slip rate of the second wheel, but is not limited to this.

[0061] The above-mentioned compensation processing for the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel may include weighting a preset compensation value and the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel, wherein the sum of the weight of the compensation value and the weight of the actual slip rate of the first wheel is one, but is not limited to this.

[0062] In the above step S104, after the compensating slip ratio of the first wheel is obtained, the first wheel is subjected to pressure increase control or pressure reduction control according to the compensating slip ratio of the first wheel, thereby preventing the wheel from locking and ensuring the braking stability of the wheel.

[0063] The above-mentioned pressure increase and pressure decrease control may include pressure increase control or pressure decrease control, but is not limited thereto.

[0064] The above-mentioned pressure increase or decrease control of the first wheel according to the compensating slip ratio of the first wheel may include, if the compensating slip ratio of the first wheel is greater than a preset first threshold, performing pressure decrease control on the first wheel; if the compensating slip ratio of the first wheel is less than a preset second threshold, performing pressure increase control on the first wheel, but is not limited to this.

[0065] The first threshold and the second threshold may be pre-set values, which are not specifically limited in the embodiment of the present application.

[0066] In the above step S105, after the actual slip rate of the second wheel is obtained, the second wheel is subjected to pressure increase control or pressure reduction control according to the actual slip rate of the second wheel, thereby preventing the wheel from locking and ensuring the braking stability of the wheel.

[0067] The above-mentioned pressure increase or decrease control of the second wheel according to the actual slip rate of the second wheel may include, if the actual slip rate of the second wheel is greater than a preset third threshold, performing pressure decrease control on the second wheel; if the actual slip rate of the second wheel is less than a preset fourth threshold, performing pressure increase control on the second wheel, but is not limited to this.

[0068] The third threshold and the fourth threshold may be pre-set values, which are not specifically limited in the embodiment of the present application.

[0069] The above-mentioned pressure increase / decrease control on the first wheel and the above-mentioned pressure increase / decrease control on the second wheel may be executed in parallel.

[0070] For example, the first wheel is subjected to pressure increase / decrease control, while the second wheel is subjected to pressure increase / decrease control.

[0071] Alternatively, the pressure increase / decrease control on the first wheel and the pressure increase / decrease control on the second wheel may be executed in series.

[0072] For example, the pressure increase / decrease control is performed on the first wheel first, and then the pressure increase / decrease control is performed on the second wheel; or, the pressure increase / decrease control is performed on the second wheel first, and then the pressure increase / decrease control is performed on the first wheel.

[0073] The above steps will be further described below.

[0074] In some embodiments, the above-mentioned identification that the driving road surface is an open road surface may include:

[0075] Determine the split recognition factor according to the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle;

[0076] If the opposite-way identification factor is greater than a preset identification threshold, it is determined that the driving road surface is an opposite-way road surface.

[0077] In this embodiment, first, the vehicle's front wheel braking pressure difference and front wheel slip rate difference are used to obtain the opposite road identification factor; then, it is determined whether the opposite road identification factor is greater than a preset identification threshold; if so, it means that the vehicle is currently traveling on an opposite road, and the vehicle's driving road is determined to be an opposite road; if not, it means that the vehicle is currently traveling on a non-opposite road, and the vehicle's driving road is determined to be a non-opposite road, and the non-opposite road can be understood as other roads except the opposite road. In this way, on the one hand, the vehicle's front wheel brake pressure difference and front wheel slip rate difference can fully reflect the dynamic movement of each wheel at the current moment. They can be obtained through real-time information such as brake pressure, wheel speed, vehicle speed, etc., which can ensure the timeliness of oncoming road recognition; on the other hand, the oncoming road recognition factor is determined by the front wheel brake pressure difference and the front wheel slip rate difference, and the oncoming road recognition is realized based on the oncoming road recognition factor, which can not only ensure the recognition accuracy of the oncoming road, but also simplify the recognition method of the oncoming road, reduce the performance requirements of the vehicle controller in the road recognition process, and effectively improve the recognition efficiency of the oncoming road.

[0078] The above front wheel brake pressure difference is used to indicate the difference between the actual brake pressures of any two front wheels.

[0079] For example, if the above-mentioned front wheel braking pressure includes the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel, the front wheel braking pressure difference may be the difference between the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel, or the front wheel braking pressure difference may be the difference between the actual braking pressure of the right front wheel and the actual braking pressure of the left front wheel, but is not limited to this.

[0080] The front wheel slip ratio difference is used to indicate the difference between the actual slip ratios of any two front wheels.

[0081] For example, if the front wheels of the above-mentioned vehicle include a left front wheel and a right front wheel, the front wheel slip rate difference may be the difference between the actual slip rate of the left front wheel and the actual slip rate of the right front wheel, or the front wheel slip rate difference may be the difference between the actual slip rate of the right front wheel and the actual slip rate of the left front wheel, but is not limited to this.

[0082] The actual slip rate of the front wheels may be a ratio of the relative difference of the front wheels to the reference speed of the vehicle, where the relative difference of the front wheels is the difference between the reference speed of the vehicle and the wheel speed of the front wheels, but is not limited thereto.

[0083] The above-mentioned determination of the opposite direction identification factor based on the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle may include determining the opposite direction identification factor based on the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle in combination with a machine learning method, but is not limited to this.

[0084] The above-mentioned machine learning method can be set according to actual conditions, and the embodiments of the present application do not make any specific limitations on this.

[0085] For example, the above-mentioned machine learning method may be a support vector machine (SVM); or, the above-mentioned machine learning method may be a random forest (RF) or a logistic regression (LR), but is not limited thereto.

[0086] The above identification threshold can be set according to actual conditions, and this embodiment does not specifically limit this.

[0087] In some embodiments, determining the split identification factor according to the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle may include:

[0088] Obtaining a front wheel compensation pressure value according to the front wheel brake pressure difference and a preset pressure difference coefficient;

[0089] Obtaining a front wheel compensation slip rate value according to the front wheel slip rate difference and a preset slip rate difference coefficient;

[0090] According to the front wheel compensation pressure value and the front wheel compensation slip rate value, the split identification factor is obtained.

[0091] In this embodiment, first, the front wheel brake pressure difference and the preset pressure difference coefficient are used to determine the front wheel compensation pressure value; and the front wheel slip rate difference and the preset slip rate difference coefficient are used to determine the front wheel compensation slip rate value; then, the split recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip rate value. In this way, the front wheel brake pressure difference is corrected by the preset pressure difference coefficient to ensure the accuracy of the front wheel brake pressure difference, and then the front wheel compensation pressure value is obtained; and the front wheel slip rate difference is corrected by the preset slip rate difference coefficient to ensure the accuracy of the front wheel slip rate difference, and then the front wheel compensation slip rate value is obtained; then, the split recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip rate value, which can ensure the timeliness and accuracy of split road recognition.

[0092] The above-mentioned front wheel compensation pressure value is used to indicate the front wheel brake pressure difference value after being corrected by the pressure difference coefficient.

[0093] The above pressure difference coefficient can be set according to actual conditions, and this embodiment does not specifically limit this.

[0094] For example, the value range of the pressure difference coefficient may be [0.5, 5].

[0095] For another example, the pressure difference coefficient may be 1.5.

[0096] The front wheel compensation slip ratio value is used to indicate the front wheel slip ratio difference value corrected by the slip ratio difference coefficient.

[0097] The slip ratio difference coefficient can be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0098] For example, the value range of the slip ratio difference coefficient may be [50, 400].

[0099] For another example, the slip ratio difference coefficient may be 200.

[0100] The above-mentioned obtaining of the front wheel compensation pressure value based on the front wheel brake pressure difference and the preset pressure difference coefficient may include selecting a compensation value corresponding to the front wheel brake pressure difference and the pressure difference coefficient from the preset pressure compensation mapping data as the front wheel compensation pressure value, but is not limited to this.

[0101] The pressure compensation mapping data may include a plurality of preset pressure compensation variables and a compensation value corresponding to each preset pressure compensation variable, wherein the preset pressure compensation variable includes a preset front wheel brake pressure difference value and a preset pressure difference coefficient.

[0102] The pressure compensation mapping data may be chart data or table data, but is not limited thereto.

[0103] Obtaining the front wheel compensation slip value based on the front wheel slip rate difference and the preset slip rate difference coefficient may include selecting a compensation value corresponding to the front wheel slip rate difference and the slip rate difference coefficient from preset slip compensation mapping data as the front wheel compensation slip value, but is not limited to this.

[0104] The slip compensation mapping data may include a plurality of preset slip compensation variables and a compensation value corresponding to each preset slip compensation variable, wherein the preset slip compensation variable includes a preset front wheel slip rate difference value and a preset slip rate difference coefficient.

[0105] The slip compensation map data may be chart data or table data, but is not limited thereto.

[0106] The above-mentioned obtaining the split identification factor based on the front wheel compensation pressure value and the front wheel compensation slip rate value may include obtaining the split identification factor based on the front wheel compensation pressure value and the front wheel compensation slip rate value in combination with a machine learning method, but is not limited thereto.

[0107] The acquisition of the front wheel compensation pressure value and the acquisition of the front wheel compensation slip ratio value may be performed in parallel.

[0108] For example, the front wheel compensation pressure value is obtained according to the front wheel brake pressure difference and the preset pressure difference coefficient, and the front wheel compensation slip rate value is obtained according to the front wheel slip rate difference and the preset slip rate difference coefficient.

[0109] Alternatively, the acquisition of the front wheel compensation pressure value and the acquisition of the front wheel compensation slip ratio value may be performed in series.

[0110] For example, the front wheel compensation pressure value is first obtained based on the front wheel brake pressure difference and the preset pressure difference coefficient, and then the front wheel compensation slip rate value is obtained based on the front wheel slip rate difference and the preset slip rate difference coefficient; or, the front wheel compensation slip rate value is first obtained based on the front wheel slip rate difference and the preset slip rate difference coefficient, and then the front wheel compensation pressure value is obtained based on the front wheel brake pressure difference and the preset pressure difference coefficient.

[0111] In some implementations, obtaining the front wheel compensation pressure value according to the front wheel brake pressure difference and a preset pressure difference coefficient may include:

[0112] Obtaining a difference between an actual braking pressure of a left front wheel of the vehicle and an actual braking pressure of a right front wheel of the vehicle as a front wheel braking pressure difference;

[0113] Calculating the product of the front wheel brake pressure difference and a preset pressure difference coefficient as the front wheel compensation pressure value;

[0114] The above-mentioned method of obtaining the front wheel compensation slip rate value according to the front wheel slip rate difference and the preset slip rate difference coefficient may include:

[0115] Obtaining a difference between an actual slip rate of a left front wheel of the vehicle and an actual slip rate of a right front wheel of the vehicle as a front wheel slip rate difference;

[0116] Calculating the product of the front wheel slip rate difference and a preset slip rate difference coefficient as the front wheel compensation slip rate value;

[0117] The split identification factor obtained according to the front wheel compensation pressure value and the front wheel compensation slip rate value may include:

[0118] The sum of the front wheel compensation pressure value and the front wheel compensation slip ratio value is calculated as the split identification factor.

[0119] In this embodiment, for the calculation of the front wheel compensation pressure value, the difference between the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel is obtained as the front wheel braking pressure difference, and the product of the front wheel braking pressure difference and the preset pressure difference coefficient is calculated as the front wheel compensation pressure value; for the calculation of the front wheel compensation slip rate value, the difference between the actual slip rate of the left front wheel and the actual slip rate of the right front wheel is obtained as the front wheel slip rate difference, and the product of the front wheel slip rate difference and the preset slip rate difference coefficient is calculated as the front wheel compensation slip rate value; for the calculation of the split identification factor, the sum of the front wheel compensation pressure value and the front wheel compensation slip rate value is calculated as the split identification factor. In this way, the front wheel brake pressure difference is corrected by a preset pressure difference coefficient to ensure the accuracy of the front wheel brake pressure difference, and then the front wheel compensation pressure value is obtained; the front wheel slip rate difference is corrected by a preset slip rate difference coefficient to ensure the accuracy of the front wheel slip rate difference, and then the front wheel compensation slip rate value is obtained; and then the on-off recognition factor is obtained based on the front wheel compensation pressure value and the front wheel compensation slip rate value, which can ensure the timeliness and accuracy of on-off road recognition.

[0120] The above split recognition factor can satisfy the following formula (1):

[0121] (1);

[0122] In formula (1), is the split identification factor, is the pressure difference coefficient, is the front wheel brake pressure difference, is the slip rate difference coefficient, is the front wheel slip rate difference.

[0123] In some embodiments, the actual slip rate of the front wheel and the actual slip rate of the second wheel can be obtained by the following formula (2):

[0124] (2);

[0125] in, For the The actual slip rate of each wheel, is the reference speed of the vehicle, For the The wheel speed, represents a preset first control coefficient, the first control coefficient is used to adjust the reference speed of the vehicle; It represents a preset second control coefficient, which is used to adjust the difference between the reference speed of the vehicle and the wheel speed of the wheel.

[0126] In this embodiment, the actual slip rate of each front wheel and the actual slip rate of the second wheel are determined by the reference speed of the vehicle, the actual slip rate of the wheel, the preset first control coefficient and the preset second control coefficient. Since the slip rate of the vehicle will decrease when the reference speed of the vehicle is less than the preset speed threshold, the reference speed of the vehicle is adjusted by the first control coefficient, and then the vehicle is allowed to have a larger slip rate when the reference speed of the vehicle is less than the preset speed threshold, thereby increasing the braking deceleration of the vehicle, shortening the braking distance, and improving the anti-lock braking control effect; and since the slip rate of the vehicle will increase when the reference speed of the vehicle is greater than the preset speed threshold, the difference between the reference speed of the vehicle and the wheel speed of the wheel is adjusted by the second control coefficient, so that when the reference speed of the vehicle is greater than the preset speed threshold, the change of the slip rate of the vehicle is more sensitive, and the braking stability of the vehicle is improved when the reference speed of the vehicle is greater than the preset speed threshold, and the robustness of the anti-lock braking function is improved. In this way, the accuracy of the wheel slip rate can be effectively improved, thereby improving the control accuracy of the anti-lock braking function.

[0127] The first control coefficient is used to adjust the reference speed of the vehicle.

[0128] The first control coefficient can be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0129] For example, the value range of the first control coefficient may be [0, 10].

[0130] For another example, the first control coefficient may be 6.

[0131] The second control coefficient is used to adjust the difference between the reference vehicle speed and the wheel speed of the wheel.

[0132] The second control coefficient can be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0133] For example, the value range of the second control coefficient may be [1.0, 1.2].

[0134] For another example, the second control coefficient may be 1.1.

[0135] In some implementations, determining the first wheel and the second wheel according to the front wheel brake pressure of the vehicle may include:

[0136] If the front wheel brake pressure difference of the vehicle is greater than a preset first pressure difference threshold, the left front wheel of the vehicle is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel, and the front wheel brake pressure difference is the difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel of the vehicle;

[0137] Alternatively, if the front wheel brake pressure difference of the vehicle is less than a preset second pressure difference threshold, the right front wheel of the vehicle is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel, and the second pressure difference threshold is the opposite of the first pressure difference threshold;

[0138] Alternatively, if the front wheel braking pressure difference is less than or equal to the first pressure difference threshold and greater than or equal to the second pressure difference threshold, the first wheel determined when the anti-lock braking function was last triggered is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel.

[0139] In the present embodiment, when the wheels on both sides of the front axle of the vehicle include a left front wheel and a right front wheel, first, the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel are obtained; then, the difference between the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel is calculated as the front wheel braking pressure difference; thereafter, the front wheel braking pressure difference is compared with a preset first pressure difference threshold and a preset second pressure difference threshold, the first pressure difference threshold and the second pressure difference threshold are opposite numbers to each other, and the corresponding wheels are determined as the first wheel and the second wheel according to the comparison result.

[0140] Specifically, if the front wheel braking pressure difference is greater than a preset first pressure difference threshold, it means that the left front wheel is on the high adhesion side of the road surface, that is, the left front wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle. At this time, the left front wheel is determined to be the first wheel, and the other wheels except the left wheel are determined to be the second wheel.

[0141] If the front wheel braking pressure difference is less than the preset second pressure difference threshold, it means that the right front wheel is on the high adhesion side of the road surface, that is, the right front wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle. At this time, the right front wheel is determined to be the first wheel, and the other wheels except the right wheel are determined to be the second wheel. The first pressure difference threshold is the opposite of the second pressure difference threshold.

[0142] If the front wheel braking pressure difference is less than or equal to a preset first pressure difference threshold and greater than or equal to a preset second pressure difference threshold, the first wheel determined when the anti-lock braking function was last triggered is determined as the first wheel, and other wheels except the first wheel determined when the anti-lock braking function was last triggered are selected as the second wheel.

[0143] The first pressure difference threshold and the second pressure difference threshold can be set according to actual conditions, and this embodiment does not specifically limit this. It should be noted that the first pressure difference threshold and the second pressure difference threshold are opposite numbers to each other.

[0144] In some embodiments, the above-mentioned compensating the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel may include:

[0145] Obtaining a slip ratio compensation coefficient according to a preset first increase / decrease pressure compensation coefficient, a preset second increase / decrease pressure compensation coefficient, and a preset neutralization coefficient;

[0146] The actual slip rate of the first wheel is compensated according to the slip rate compensation coefficient to obtain a compensated slip rate of the first wheel.

[0147] In this embodiment, after obtaining the actual slip rate of the first wheel, the slip rate compensation coefficient is obtained by using the preset first increase / decrease pressure compensation coefficient, the preset second increase / decrease pressure compensation coefficient and the preset neutralization coefficient, and then the actual slip rate of the first wheel is compensated using the slip rate compensation coefficient to obtain the compensated slip rate of the first wheel, thereby improving the slip rate accuracy of the first wheel.

[0148] The first boost / decompression compensation coefficient is used to adjust the influence of boost control on the actual slip rate of the first wheel.

[0149] The first pressure increase / decrease compensation coefficient may be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0150] For example, the value range of the first pressure increase / decrease compensation coefficient may be [0.01, 0.1].

[0151] For another example, the first pressure increase / decrease compensation coefficient may be 0.02.

[0152] The second pressure increase / decrease compensation coefficient is used to adjust the influence of the pressure reduction control on the actual slip rate of the first wheel.

[0153] The second pressure increase / decrease compensation coefficient may be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0154] For example, the value range of the second pressure increase / decrease compensation coefficient may be [0.01, 0.2].

[0155] For another example, the second pressure increase / decrease compensation coefficient may be 0.05.

[0156] The neutralization coefficient is used to correct the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient.

[0157] The above neutralization coefficient can be set according to actual conditions, and this embodiment does not specifically limit this.

[0158] For example, the value range of the neutralization coefficient may be [0.8, 1.2].

[0159] For another example, the neutralization coefficient may be 1.

[0160] The actual slip rate of the first wheel is a ratio of the relative difference of the first wheel to the reference speed of the vehicle, and the relative difference of the first wheel is a difference between the reference speed of the vehicle and the wheel speed of the first wheel.

[0161] The slip ratio compensation coefficient is used to compensate for the actual slip ratio of the first wheel.

[0162] The slip rate compensation coefficient is obtained according to the preset first increase / decrease compensation coefficient, the preset second increase / decrease compensation coefficient and the preset neutralization coefficient, and may include weighting the preset first increase / decrease compensation coefficient, the preset second increase / decrease compensation coefficient and the preset neutralization coefficient to obtain the slip rate compensation coefficient, wherein the sum of the weight of the first increase / decrease compensation coefficient, the weight of the second increase / decrease compensation coefficient and the weight of the neutralization coefficient is one, but is not limited to this.

[0163] The above-mentioned compensating the actual slip rate of the first wheel according to the slip rate compensation coefficient to obtain the compensated slip rate of the first wheel may include calculating the product of the slip rate compensation coefficient and the actual slip rate of the first wheel as the compensated slip rate of the first wheel, but is not limited thereto.

[0164] In some embodiments, the slip rate compensation coefficient is obtained according to the preset first increase / decrease pressure compensation coefficient, the preset second increase / decrease pressure compensation coefficient and the preset neutralization coefficient, and may include:

[0165] Obtaining a first compensation coefficient according to the first increase / decrease compensation coefficient and the second increase / decrease compensation coefficient;

[0166] A slip ratio compensation coefficient is obtained according to the first compensation coefficient and the neutralization coefficient.

[0167] In the present embodiment, firstly, the first increase / decrease pressure compensation coefficient can adjust the influence of the boost control on the actual slip rate of the first wheel, and the second increase / decrease pressure compensation coefficient can adjust the influence of the decompression control on the actual slip rate of the first wheel. The first compensation coefficient is obtained by the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient. The first compensation coefficient can adjust the influence of the decompression control and the boost control on the actual slip rate of the first wheel. Then, the first compensation coefficient is corrected by the neutralization coefficient to obtain the slip rate compensation coefficient, so as to compensate for the actual slip rate of the first wheel in the subsequent steps, thereby ensuring the slip rate accuracy of the first wheel.

[0168] The first compensation coefficient is used to adjust the influence of the anti-lock braking control on the actual slip rate of the first wheel.

[0169] The first compensation coefficient is obtained according to the first increase / decrease compensation coefficient and the second increase / decrease compensation coefficient, which may include weighting the first increase / decrease compensation coefficient and the second increase / decrease compensation coefficient to obtain the first compensation coefficient, wherein the sum of the weight of the first increase / decrease compensation coefficient and the weight of the second increase / decrease compensation coefficient is one, but is not limited to this.

[0170] Obtaining the slip rate compensation coefficient according to the first compensation coefficient and the neutralization coefficient may include weighting the first compensation coefficient and the neutralization coefficient to obtain the slip rate compensation coefficient, wherein the sum of the weight of the first compensation coefficient and the weight of the neutralization coefficient is one, but is not limited thereto.

[0171] In some embodiments, obtaining the first compensation coefficient according to the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient may include:

[0172] Calculate the sum of the first increase / decrease compensation coefficient and the second increase / decrease compensation coefficient as the total increase / decrease compensation coefficient;

[0173] Calculating a ratio of the total increase / decrease compensation coefficient to a preset first value as a first compensation coefficient;

[0174] The slip rate compensation coefficient obtained according to the first compensation coefficient and the neutralization coefficient may include:

[0175] The product of the first compensation coefficient and the neutralization coefficient is calculated as the slip ratio compensation coefficient.

[0176] In this embodiment, first, the sum of the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient is calculated, and then the ratio of the sum to the preset first value is calculated as the first compensation coefficient; then, the product of the first compensation coefficient and the neutralization coefficient is calculated as the slip rate compensation coefficient. In this way, the average influence of the anti-lock braking control on the actual slip rate of the first wheel can be adjusted by the first compensation coefficient, and the first compensation coefficient can be corrected by the neutralization coefficient to ensure the accuracy of the first compensation coefficient, thereby ensuring the slip rate accuracy of the first wheel.

[0177] The first value mentioned above can be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0178] For example, the first value may be 2.

[0179] The above slip rate compensation coefficient can satisfy the following formula (3):

[0180] (3);

[0181] In formula (3), is the slip rate compensation coefficient, is the neutralization coefficient, is the first pressure increase and decrease compensation coefficient, is the second pressure increase / decrease compensation coefficient, is the first value.

[0182] In some embodiments, compensating the actual slip rate of the first wheel according to the slip rate compensation coefficient to obtain the compensated slip rate of the first wheel may include:

[0183] A difference between the actual slip ratio of the first wheel and the slip ratio compensation coefficient is calculated as the compensated slip ratio of the first wheel.

[0184] In this embodiment, the difference between the actual slip rate of the first wheel and the slip rate compensation coefficient is calculated as the compensated slip rate of the first wheel, thereby achieving compensation processing for the actual slip rate of the first wheel and ensuring the slip rate accuracy of the first wheel.

[0185] The compensation slip ratio of the first wheel can satisfy the following formula (4):

[0186] (4);

[0187] In formula (4), is the compensation slip rate of the first wheel, is the slip rate compensation coefficient, is the actual slip rate of the first wheel, is the reference speed of the vehicle, is the wheel speed of the first wheel.

[0188] In some embodiments, the above-mentioned controlling the pressure increase and pressure decrease of the first wheel according to the compensating slip ratio of the first wheel may include:

[0189] Obtaining a first pressure increase threshold and a first pressure reduction threshold according to a preset first pressure increase / decrease compensation coefficient and a preset second pressure increase / decrease compensation coefficient;

[0190] Pressure increase control or pressure reduction control is performed on the first wheel according to the compensation slip ratio of the first wheel, the first pressure increase threshold value, and the first pressure reduction threshold value.

[0191] In the present embodiment, in order to adjust the slip rate threshold of boost control and the slip rate threshold of decompression control to ensure the accuracy of boost and decompression control, firstly, the first boost threshold and the first decompression threshold are determined respectively by a preset first boost and decompression compensation coefficient and a preset second boost and decompression compensation coefficient; then, boost control or decompression control is performed on the first wheel through the compensated slip rate of the first wheel, the first boost threshold and the first decompression threshold, thereby realizing anti-lock braking control and ensuring the control accuracy of the anti-lock braking function.

[0192] The first boost pressure threshold is used to represent a slip ratio threshold for controlling the first wheel to perform boost pressure control.

[0193] The first decompression threshold is used to represent a slip rate threshold for controlling the first wheel to perform decompression control.

[0194] The first boost threshold and the first decompression threshold are obtained according to the preset first boost / decompression compensation coefficient and the preset second boost / decompression compensation coefficient, which may include calculating the product of the first boost / decompression compensation coefficient and the preset boost threshold as the first boost threshold, and calculating the product of the second boost / decompression compensation coefficient and the preset decompression threshold as the first decompression threshold, but is not limited to this.

[0195] The above-mentioned boost control or decompression control of the first wheel based on the compensating slip rate of the first wheel, the first boost threshold and the first decompression threshold may include performing boost control on the first wheel if the difference between the compensating slip rate of the first wheel and the first boost threshold is smaller than the preset boost / decompression threshold; or performing decompression control on the first wheel if the difference between the compensating slip rate of the first wheel and the first decompression threshold is greater than the preset boost / decompression threshold, but is not limited to this,

[0196] In some implementations, obtaining the first pressure increase threshold and the first pressure reduction threshold according to the preset first pressure increase / decrease compensation coefficient and the preset second pressure increase / decrease compensation coefficient may include:

[0197] Calculating a difference between the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient as a third compensation coefficient;

[0198] Calculating a difference between the second increase / decrease pressure compensation coefficient and the first increase / decrease pressure compensation coefficient as a fourth compensation coefficient;

[0199] Calculating a ratio of the third compensation coefficient to a preset second value as a first boost threshold;

[0200] A ratio of the fourth compensation coefficient to the second value is calculated as the first decompression threshold.

[0201] In this embodiment, first, the difference between the first increase / decrease compensation coefficient and the second increase / decrease compensation coefficient is calculated as the third compensation coefficient, and then the ratio of the third compensation coefficient to the preset second value is calculated as the first increase / decrease threshold; and the difference between the second increase / decrease compensation coefficient and the first increase / decrease compensation coefficient is calculated as the fourth compensation coefficient, and then the ratio of the fourth compensation coefficient to the second value is calculated as the first decompression threshold. In this way, the accuracy of the slip rate threshold of the increase / decrease control and the slip rate threshold of the decompression control can be effectively ensured, and the increase / decrease control accuracy of the first wheel can be improved.

[0202] The second value mentioned above can be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0203] For example, the second value may be 2.

[0204] The acquisition of the third compensation coefficient and the acquisition of the fourth compensation coefficient may be performed in parallel.

[0205] For example, the third compensation coefficient is calculated while the fourth compensation coefficient is calculated.

[0206] Alternatively, the acquisition of the third compensation coefficient and the acquisition of the fourth compensation coefficient may be performed in series.

[0207] For example, the third compensation coefficient is calculated first, and then the fourth compensation coefficient is calculated; or, the fourth compensation coefficient is calculated first, and then the third compensation coefficient is calculated.

[0208] The acquisition of the first pressure increase threshold and the acquisition of the first pressure decrease threshold may be performed in parallel.

[0209] For example, a first pressure increase threshold is calculated, and a first pressure decrease threshold is calculated at the same time.

[0210] Alternatively, the acquisition of the first pressure increase threshold and the acquisition of the first pressure decrease threshold may be performed in series.

[0211] For example, the first pressure increase threshold is calculated first, and then the first pressure reduction threshold is calculated; or the first pressure reduction threshold is calculated first, and then the first pressure increase threshold is calculated.

[0212] The first boost threshold value may satisfy the following formula (5):

[0213] (5);

[0214] In formula (5), is the first boost threshold, is the first pressure increase and decrease compensation coefficient, is the second pressure increase / decrease compensation coefficient, is the second value.

[0215] The first decompression threshold value may satisfy the following formula (6):

[0216] (6);

[0217] In formula (6), is the first decompression threshold.

[0218] In some embodiments, performing the boost control or the decompression control on the first wheel according to the compensated slip ratio of the first wheel, the first boost threshold, and the first decompression threshold may include:

[0219] If the compensation slip ratio of the first wheel is less than the first boost threshold, boost control is performed on the first wheel;

[0220] Alternatively, if the compensated slip ratio of the first wheel is greater than the first decompression threshold, decompression control is performed on the first wheel.

[0221] In this embodiment, in order to improve the increase / decrease control accuracy of the first wheel, the compensating slip ratio of the first wheel is compared with the first boost threshold and the first decompression threshold; if the compensating slip ratio of the first wheel is less than the first boost threshold, it is regarded that the first wheel meets the boost condition, and the first wheel is subjected to boost control; if the compensating slip ratio of the first wheel is greater than the first decompression threshold, it is regarded that the first wheel meets the decompression condition, and the first wheel is subjected to decompression control, thereby improving the increase / decrease control accuracy of the first wheel.

[0222] The above-mentioned boost control on the first wheel may include increasing the actual braking pressure of the first wheel according to a preset first boost gradient until the actual braking pressure of the first wheel increases to the expected braking pressure of the first wheel, but is not limited thereto.

[0223] The first boost gradient may be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0224] For example, the numerical range of the first boost gradient may be [0.1, 1].

[0225] For another example, the first boost gradient may be 0.4.

[0226] The above-mentioned decompression control of the first wheel may include reducing the actual braking pressure of the first wheel according to a preset first decompression gradient until the actual braking pressure of the first wheel is reduced to the expected braking pressure of the first wheel, but is not limited thereto.

[0227] The first decompression gradient may be set according to actual conditions, and this embodiment does not impose any specific limitation thereto.

[0228] In some embodiments, the above method may further include:

[0229] During the pressure increase / decrease control of the first wheel, the desired brake pressure of the first wheel is updated according to the desired brake pressure of each wheel on both sides of the front axle of the vehicle;

[0230] The expected braking pressure of the wheel is the pressure value of the wheel after the wheel is increased or decreased in pressure.

[0231] In this embodiment, during the boost control or decompression control of the first wheel, the expected braking pressure of the first wheel is updated using the expected braking pressure of each wheel on both sides of the front axle of the vehicle to ensure the boost control accuracy and decompression control accuracy of the first wheel.

[0232] The above-mentioned expected braking pressure refers to the pressure value of the wheel after the wheel is increased or decreased in pressure.

[0233] The above-mentioned desired braking pressure may be obtained by selecting the braking pressure corresponding to the compensated slip ratio of the first wheel from preset desired pressure mapping data as the desired braking pressure of the first wheel, but is not limited thereto.

[0234] The expected pressure mapping data may include a plurality of preset slip ratios and a braking pressure corresponding to each preset slip ratio.

[0235] The expected pressure mapping data may be chart data or table data, but is not limited thereto.

[0236] The above-mentioned updating of the expected braking pressure of the first wheel according to the expected braking pressure of each wheel on both sides of the front axle of the vehicle may include selecting the minimum value of the expected braking pressure from the expected braking pressure of each wheel on both sides of the front axle of the vehicle as the expected braking pressure of the first wheel, so as to avoid excessive pressure on the first wheel during pressure increase or decrease control, thereby reducing the braking risk of the vehicle during braking, but is not limited to this.

[0237] In some embodiments, the updating of the expected braking pressure of the first wheel according to the expected braking pressure of each wheel on both sides of the front axle of the vehicle includes:

[0238] Obtaining an expected braking pressure difference according to an expected braking pressure of the first wheel and an expected braking pressure of a wheel with the smallest actual braking pressure among the wheels on both sides of the front axle;

[0239] If the expected braking pressure difference is greater than a preset pressure threshold, the expected braking pressure of the first wheel is updated according to the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle.

[0240] In this embodiment, during the pressure increase / decrease control of the first wheel, the front axle of the vehicle is the steering axle. If the pressure difference between the first wheel and the other front wheels is too large, a redundant yaw torque will be generated on the steering system of the vehicle, and the yaw torque will affect the anti-lock braking control of the vehicle, thereby causing the anti-lock braking control accuracy of the vehicle to decrease. To this end, firstly, according to the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle, an expected braking pressure difference is obtained, and the expected braking pressure difference can measure the braking pressure difference between the first wheel and the other front wheels during the pressure increase / decrease control of the first wheel; then, the expected braking pressure difference is compared with a preset pressure threshold; if the expected braking pressure difference is greater than the preset pressure threshold, the expected braking pressure of the first wheel is updated according to the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle, thereby reducing the influence of the redundant yaw torque on the anti-lock braking control of the vehicle and improving the anti-lock braking control accuracy of the vehicle.

[0241] The expected brake pressure difference is used to indicate the difference in brake pressure between the first wheel and the other front wheels during the increase / decrease pressure control of the first wheel.

[0242] The above pressure threshold can be set according to actual conditions, and this embodiment does not specifically limit this.

[0243] For example, the value range of the above pressure threshold may be [40, 100].

[0244] For another example, the pressure threshold may be 60.

[0245] The above-mentioned expected braking pressure difference is obtained based on the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle, which can include calculating the difference between the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle as the expected braking pressure difference.

[0246] Alternatively, the expected braking pressure difference is obtained based on the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle, which may include calculating the difference between the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle and the expected braking pressure of the first wheel as the expected braking pressure difference, but is not limited to this.

[0247] The above-mentioned updating of the expected braking pressure of the first wheel based on the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle can include weighting the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle to obtain a pressure update value, and replacing the numerical value of the expected braking pressure of the first wheel with the pressure update value, wherein the sum of the weight of the pressure threshold and the weight of the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle is one, but is not limited to this.

[0248] In one example, when the wheels on both sides of the front axle of a vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right wheel is the second wheel, then during the increase or decrease pressure control of the left front wheel, the expected braking pressure difference is obtained based on the expected braking pressure of the left front wheel and the expected braking pressure of the right front wheel; if the expected braking pressure difference is greater than a preset pressure threshold, the expected braking pressure of the left front wheel is updated based on the pressure threshold and the expected braking pressure of the right front wheel.

[0249] In some embodiments, the updating of the expected braking pressure of the first wheel according to the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle may include:

[0250] Calculate the sum of the pressure threshold and the expected brake pressure of the wheel with the smallest actual brake pressure among the wheels on both sides of the front axle as the pressure update value;

[0251] The numerical value of the desired brake pressure of the first wheel is replaced by the pressure update value.

[0252] In this embodiment, the sum of the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle is calculated as the pressure update value, and then the value of the expected braking pressure of the first wheel is replaced by the pressure update value, thereby implementing the update processing of the expected braking pressure of the first wheel. In this way, the influence of the redundant yaw torque on the anti-lock braking control of the vehicle can be effectively reduced, and the anti-lock braking control accuracy of the vehicle can be improved.

[0253] In one example, when the wheels on both sides of the front axle of a vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right wheel is the second wheel, then during the pressure increase and decrease control of the left front wheel, the difference between the expected braking pressure of the left front wheel and the expected braking pressure of the right front wheel is calculated as the expected braking pressure difference, and the expected braking pressure difference is compared with the pressure threshold; if the expected braking pressure difference is greater than the pressure threshold, the sum of the pressure threshold and the expected braking pressure of the right front wheel is calculated as the pressure update value, and the expected braking pressure of the left front wheel is replaced by the pressure update value.

[0254] In another example, when the wheels on both sides of the front axle of the vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right wheel is the second wheel, then during the increase / decrease pressure control of the left front wheel, the expected braking pressure of the left front wheel is 100 bar, the expected braking pressure of the right front wheel is 20 bar, and the pressure threshold is 60 bar. Since the difference between the expected braking pressure of the left front wheel and the expected braking pressure of the right front wheel is 80 bar, which is greater than the pressure threshold, the pressure update value is calculated to be 80 bar, and the expected braking pressure of the left front wheel is replaced by the pressure update value.

[0255] In some implementations, the above-mentioned controlling the pressure increase and pressure decrease of the second wheel according to the actual slip rate of the second wheel may include:

[0256] If the actual slip rate of the second wheel is less than a preset second boost threshold, boost control is performed on the second wheel;

[0257] Alternatively, if the actual slip rate of the second wheel is greater than a preset second decompression threshold, decompression control is performed on the second wheel.

[0258] In this embodiment, in order to ensure the control accuracy of the anti-lock braking function, a normal anti-lock braking control mode is adopted for the second wheel. Specifically, the actual slip rate of the second wheel is compared with the preset second pressure increase threshold and the preset second pressure reduction threshold. If the actual slip rate of the second wheel is less than the preset second pressure increase threshold, the second wheel is subjected to pressure increase control; or if the actual slip rate of the second wheel is greater than the preset second pressure reduction threshold, the second wheel is subjected to pressure reduction control.

[0259] The second boost threshold may be set according to actual conditions, and this embodiment does not impose any specific limitation on this.

[0260] For example, the value range of the second boost threshold may be [0.01, 0.05].

[0261] For another example, the second boost threshold may be 0.03.

[0262] The second decompression threshold may be set according to actual conditions, and this embodiment does not specifically limit this.

[0263] For example, the value range of the second decompression threshold may be [0.05, 0.3].

[0264] For another example, the second decompression threshold may be 0.15.

[0265] The above-mentioned boost control on the second wheel may include increasing the actual braking pressure of the second wheel according to a preset second boost gradient until the actual braking pressure of the second wheel increases to the expected braking pressure of the second wheel, but is not limited thereto.

[0266] The second boost gradient can be set according to actual conditions, and this embodiment does not specifically limit this. It should be noted that the first boost gradient is smaller than the second boost gradient, which is beneficial to increase the braking deceleration, shorten the braking distance, maintain the driving stability of the vehicle, and thus improve the accuracy of boost control.

[0267] For example, the value range of the second boost gradient may be [0.5, 2].

[0268] For another example, the second boost gradient may be 1.2.

[0269] The above-mentioned decompression control on the second wheel may include reducing the actual braking pressure of the second wheel according to a preset second decompression gradient until the actual braking pressure of the second wheel is reduced to the expected braking pressure of the second wheel, but is not limited thereto.

[0270] The second decompression gradient may be set according to actual conditions, and this embodiment does not impose any specific limitation thereto.

[0271] Alternatively, the above-mentioned decompression control of the second wheel may include calculating the product of an actual braking pressure of the second wheel at the start of the decompression control and a preset decompression coefficient as a target decompression amount, and calculating the difference between the actual braking pressure of the second wheel at the start of the decompression control and the target decompression amount as the expected braking pressure of the second wheel, thereby improving the accuracy of the decompression control and facilitating improved vehicle comfort during braking.

[0272] The above-mentioned preset decompression coefficient can be set according to actual conditions, and this embodiment does not specifically limit this.

[0273] For example, the value range of the above decompression coefficient may be [0.1, 0.3].

[0274] For another example, the decompression coefficient may be 0.2.

[0275] The above target decompression amount can satisfy the following formula (7):

[0276] (7);

[0277] In formula (7), Indicates the target decompression amount. represents the decompression factor, Indicates the actual brake pressure of the second wheel when pressure reduction control starts.

[0278] The desired braking pressure of the second wheel may be obtained by selecting a braking pressure corresponding to the actual slip ratio of the second wheel from preset desired pressure mapping data as the desired braking pressure of the second wheel, but is not limited thereto.

[0279] In some embodiments, the above method may further include:

[0280] During the pressure increase / decrease control of the second wheel, the minimum value of the expected braking pressure is selected from the expected braking pressures of the wheels on both sides of the rear axle of the vehicle as the expected braking pressure of the wheels on both sides of the rear axle.

[0281] In this embodiment, in order to ensure the anti-lock braking control accuracy of the wheels on both sides of the rear axle, the wheels on both sides of the rear axle of the vehicle are controlled in the low selection mode. Specifically, during the increase / decrease control of the second wheel, the minimum value is selected from the expected braking pressures of all the rear wheels, and the selected minimum value is used as the expected braking pressure of all the rear wheels.

[0282] In one example, when the wheels on both sides of the rear axle of the vehicle include a left rear wheel and a right rear wheel, if the expected braking pressure of the left rear wheel is less than the expected braking pressure of the right rear wheel, the expected braking pressure of the left rear wheel is used as the final expected braking pressure of the left rear wheel and the right rear wheel.

[0283] In another example, when the wheels on both sides of the rear axle of the vehicle include a left rear wheel and a right rear wheel, the expected braking pressure of the left rear wheel is 50 bar, and the expected braking pressure of the right rear wheel is 40 bar, 40 bar is selected as the final expected braking pressure of the left rear wheel and the right rear wheel.

[0284] In some embodiments, the above method may further include:

[0285] If it is recognized that the traveling road surface is not a split road, pressure increase or decrease control is performed on each wheel according to the actual slip rate of each wheel of the vehicle.

[0286] In this embodiment, if it is identified that the driving road surface is not an open road, a common anti-lock braking control method is used to increase or decrease the pressure of each wheel. For example, for each wheel, if the actual slip rate of the wheel is less than the preset third pressure increase threshold, the wheel is controlled to increase pressure; or if the actual slip rate of the wheel is greater than the preset third pressure reduction threshold, the wheel is controlled to reduce pressure.

[0287] The third pressure increase threshold and the third pressure reduction threshold can be set according to actual conditions, and this embodiment does not specifically limit this.

[0288] In order to facilitate the understanding of the above-mentioned anti-lock braking control method of the present application, the actual application scenario of the above-mentioned anti-lock braking control method of the present application is used as an example. In this example, the wheels of the vehicle include a left front wheel, a right front wheel, a left rear wheel and a right rear wheel. Figure 2 The vehicle's anti-lock braking control process is specifically as follows: steps S201-S203.

[0289] S201, when the vehicle triggers the anti-lock braking function, an oncoming road identification factor is obtained according to the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle and the preset pressure difference coefficient and the preset slip rate difference coefficient, and based on the oncoming road identification factor, it is determined whether the vehicle is traveling on an oncoming road; if so, the process proceeds to step S202; if not, each wheel is controlled by the ordinary anti-lock braking method, and the process returns to the step of determining whether the vehicle is traveling on an oncoming road, so as to realize cyclic detection.

[0290] Specifically, first, the difference between the actual braking pressure of the left front wheel and the actual braking pressure of the right front wheel is obtained as the front wheel braking pressure difference, and at the same time, the difference between the actual slip rate of the left front wheel and the actual slip rate of the right front wheel is obtained as the front wheel slip rate difference, wherein the actual braking pressure of the front wheel is detected by a pressure sensor, and the actual slip rate of the front wheel is calculated by the above formula (2); then, according to the front wheel braking pressure difference, the front wheel slip rate difference, the preset pressure difference coefficient and the preset slip rate difference coefficient, combined with the above formula (1), the opposite road identification factor is calculated; then, it is determined whether the opposite road identification factor is greater than a preset identification threshold value, if so, it is determined that the vehicle is traveling on an opposite road surface, otherwise it is determined that the vehicle is traveling on a non-opposite road surface, and the non-opposite road surface refers to a road surface other than the opposite road surface.

[0291] S202, determining the first wheel and the second wheel by using the front wheel brake pressure difference of the vehicle.

[0292] Specifically, if the front wheel brake pressure difference of the vehicle is greater than a preset first pressure difference threshold, the left front wheel of the vehicle is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel, and the front wheel brake pressure difference is the difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel of the vehicle;

[0293] Alternatively, if the front wheel brake pressure difference of the vehicle is less than a preset second pressure difference threshold, the right front wheel of the vehicle is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel, and the second pressure difference threshold is the opposite of the first pressure difference threshold;

[0294] Alternatively, if the front wheel braking pressure difference is less than or equal to the first pressure difference threshold and greater than or equal to the second pressure difference threshold, the first wheel determined when the ABS function was last triggered is determined as the first wheel, and the wheels other than the first wheel determined when the ABS function was last triggered are determined as the second wheel.

[0295] S203: For the first wheel, an independent anti-lock braking control method is adopted; for the second wheel, a common anti-lock braking control method is adopted.

[0296] Specifically, for the anti-lock braking control of the first wheel, there are:

[0297] First, the compensatory slip rate of the first wheel is determined. More specifically, the ratio of the relative difference of the first wheel to the reference speed of the vehicle is calculated as the actual slip rate of the first wheel, the relative difference of the first wheel is the difference between the reference speed of the vehicle and the wheel speed of the first wheel, and the slip rate compensation coefficient is calculated based on the preset first increase / decrease pressure compensation coefficient, the preset second increase / decrease pressure compensation coefficient and the preset neutralization coefficient in combination with the above formula (3), and then the difference between the actual slip rate of the first wheel and the slip rate compensation coefficient is calculated as the compensatory slip rate of the first wheel, as shown in the above formula (4).

[0298] At the same time, the first pressure increase threshold and the first pressure reduction threshold are determined. More specifically, the first pressure increase threshold is calculated based on the preset first pressure increase / decrease compensation coefficient and the preset second pressure increase / decrease compensation coefficient in combination with the above formula (5); and the first pressure reduction threshold is calculated based on the preset first pressure increase / decrease compensation coefficient and the preset second pressure increase / decrease compensation coefficient in combination with the above formula (6).

[0299] Then, the first wheel is subjected to pressure increase control or pressure reduction control. Specifically, if the compensated slip ratio of the first wheel is less than the first pressure increase threshold, the first wheel is subjected to pressure increase control based on a preset first pressure increase gradient, so that the actual braking pressure of the first wheel is increased to the desired braking pressure of the first wheel;

[0300] Alternatively, if the compensated slip ratio of the first wheel is greater than the first decompression threshold, decompression control is performed on the first wheel so that the actual braking pressure of the first wheel is reduced to the desired braking pressure of the first wheel.

[0301] During the increase / decrease pressure control of the first wheel, the difference between the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle is calculated as the expected braking pressure difference; if the expected braking pressure difference is greater than the preset pressure threshold, the sum of the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle is calculated as the pressure update value, and the numerical value of the expected braking pressure of the first wheel is replaced by the pressure update value, thereby realizing the update processing of the expected braking pressure of the first wheel.

[0302] For the anti-lock braking control of the second wheel, there are:

[0303] If the actual slip rate of the second wheel is less than a preset second boost threshold, boost control is performed on the second wheel based on a preset second boost gradient, so that the actual braking pressure of the second wheel is increased to the expected braking pressure of the second wheel, wherein the second boost gradient is greater than the first boost gradient;

[0304] Alternatively, if the actual slip rate of the second wheel is greater than a preset second decompression threshold, the product of the actual braking pressure of the second wheel at the start of the decompression control and the preset decompression coefficient is calculated as the target decompression amount, and the difference between the actual braking pressure of the second wheel at the start of the decompression control and the target decompression amount is calculated as the expected braking pressure of the second wheel, and decompression control is performed on the second wheel so that the actual braking pressure of the second wheel is reduced to the expected braking pressure of the second wheel.

[0305] During the pressure increase / decrease control of the wheels on both sides of the rear axle among the second wheels, the minimum value of the expected braking pressure is selected as the expected braking pressure of each wheel among the wheels on both sides of the rear axle of the vehicle.

[0306] Secondly, the implementation method of the anti-lock braking control device provided in the embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0307] Reference Figure 3 The anti-lock braking control device provided in the embodiment of the present application may include:

[0308] The first processing module 301 is used to identify the road surface on which the vehicle is traveling when the anti-lock braking function of the vehicle is triggered;

[0309] The second processing module 302 is used to determine the first wheel and the second wheel according to the front wheel brake pressure of the vehicle if the driving road surface is identified as a split road; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel;

[0310] The third processing module 303 is used to obtain the actual slip rate of the first wheel and the actual slip rate of the second wheel, and perform compensation processing on the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel;

[0311] The fourth processing module 304 is used to control the pressure increase or decrease of the first wheel according to the compensated slip rate of the first wheel, and to control the pressure increase or decrease of the second wheel according to the actual slip rate of the second wheel.

[0312] The contents of the above method embodiments are all applicable to the present device embodiments. The functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0313] Finally, refer to Figure 4 , an embodiment of the present application provides a vehicle, which may include:

[0314] at least one processor 401;

[0315] At least one memory 402, used to store at least one program;

[0316] When at least one program is executed by the at least one processor 401 , the at least one processor 401 implements the above-mentioned anti-lock braking control method.

[0317] The above-mentioned vehicles can be private cars, such as sedans, sport utility vehicles (SUV), multi-purpose vehicles (MPV) or pickup trucks, etc., or they can be commercial vehicles, such as vans, buses, small trucks or large trailers, etc. They can also be gasoline vehicles or new energy vehicles such as hybrid vehicles and pure electric vehicles.

[0318] The above-mentioned memory 402, as a non-transient network system, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 402 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory 402 may optionally include a memory 402 remotely arranged relative to the processor 401, and these remote memories 402 may be connected to the processor 401 via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0319] The above-mentioned memory 402 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device or a random access memory (RAM). The memory 402 can store an operating system and other application programs. When the technical solution provided in the embodiment of this specification is implemented by software or firmware, the relevant program code is stored in the memory 402, and the processor 401 is called to execute the method of the embodiment of this application.

[0320] The processor 401 may be implemented by a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solution provided in the embodiments of the present application.

[0321] In some embodiments, the vehicle may further include:

[0322] Input / output interface, used to realize information input and output;

[0323] Communication interface, used to realize communication interaction between this device and other devices. Communication can be realized through wired methods (such as USB, network cable, etc.) or wireless methods (such as mobile network, WIFI, Bluetooth, etc.);

[0324] A bus that transmits information between various components of the device (e.g., processor 401, memory 402, input / output interfaces, and communication interfaces);

[0325] The processor 401 , the memory 402 , the input / output interface and the communication interface may be communicatively connected to each other within the device via a bus.

[0326] Similarly, the contents of the above method embodiments are all applicable to the present vehicle embodiment. The functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0327] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiment presented and described in the flow chart of the application is provided by way of example, for the purpose of providing a more comprehensive understanding of technology. The disclosed method is not limited to the operation and logic flow presented herein. Optional embodiments are expected, wherein the order of various operations is changed and the sub-operation described as a part of a larger operation is performed independently.

[0328] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise specified, one or more of the functions and / or features can be integrated into a single physical device and / or software module, or one or more functions and / or features can be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the present application. More specifically, in view of the properties, functions, and internal relationships of the various functional modules in the device disclosed herein, the actual implementation of the module will be understood within the conventional techniques of the engineer. Therefore, those skilled in the art can implement the present application set forth in the claims without excessive experimentation using ordinary techniques. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the attached claims and their equivalents.

[0329] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several programs to enable a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0330] The logic and / or steps represented in the flowchart or otherwise described herein, for example, may be considered as an ordered list of executable programs for implementing logical functions, and may be embodied in any computer-readable medium for use by a program execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch and execute a program from a program execution system, device or apparatus), or in conjunction with such program execution system, device or apparatus. For purposes of this specification, a "computer-readable medium" may be any device that can contain, store, communicate, propagate or transmit a program for use by a program execution system, device or apparatus, or in conjunction with such program execution system, device or apparatus.

[0331] More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering or, if necessary, processing in another suitable manner, and then stored in a computer memory.

[0332] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0333] In the above description of this specification, the description with reference to the terms "one embodiment / example", "another embodiment / example" or "certain embodiments / examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0334] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0335] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the described embodiments. Technical personnel familiar with the field may make various equivalent modifications or substitutions without violating the spirit of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A braking anti-lock control method, characterized in that: The following steps are involved: When the anti-lock braking function of the vehicle is triggered, identifying the road surface on which the vehicle is traveling; If it is identified that the driving road surface is an open road surface, the first wheel and the second wheel are determined according to the front wheel brake pressure of the vehicle; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel; Acquiring an actual slip rate of the first wheel and an actual slip rate of the second wheel, and performing compensation processing on the actual slip rate of the first wheel to obtain a compensated slip rate of the first wheel; performing pressure increase and pressure reduction control on the first wheel according to the compensation slip ratio of the first wheel; performing pressure increase and pressure reduction control on the second wheel according to an actual slip rate of the second wheel; The step of identifying that the driving road surface is an open road surface includes: Determining a split identification factor according to a front wheel brake pressure difference and a front wheel slip rate difference of the vehicle; If the split road identification factor is greater than a preset identification threshold, determining that the driving road surface is the split road surface; Wherein, determining the split recognition factor according to the front wheel brake pressure difference and the front wheel slip rate difference of the vehicle comprises: Obtaining a front wheel compensation pressure value according to the front wheel brake pressure difference and a preset pressure difference coefficient; Obtaining a front wheel compensation slip rate value according to the front wheel slip rate difference and a preset slip rate difference coefficient; The split identification factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip ratio value.

2. The anti-lock braking control method according to claim 1, characterized in that: The determining the first wheel and the second wheel according to the front wheel brake pressure of the vehicle comprises: If the front wheel brake pressure difference of the vehicle is greater than a preset first pressure difference threshold, the left front wheel of the vehicle is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel, and the front wheel brake pressure difference is the difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel of the vehicle; Alternatively, if the front wheel brake pressure difference of the vehicle is less than a preset second pressure difference threshold, the right front wheel of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel, and the second pressure difference threshold is the opposite of the first pressure difference threshold; Alternatively, if the front wheel braking pressure difference is less than or equal to the first pressure difference threshold and greater than or equal to the second pressure difference threshold, the first wheel determined when the anti-lock braking function was last triggered is determined as the first wheel, and the wheels other than the first wheel are determined as the second wheel.

3. The anti-lock braking control method according to claim 1, characterized in that: The compensating the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel includes: Obtaining a slip ratio compensation coefficient according to a preset first increase / decrease pressure compensation coefficient, a preset second increase / decrease pressure compensation coefficient, and a preset neutralization coefficient; The actual slip rate of the first wheel is compensated according to the slip rate compensation coefficient to obtain a compensated slip rate of the first wheel.

4. The anti-lock braking control method according to claim 3, characterized in that: The step of obtaining the slip rate compensation coefficient according to the preset first increase / decrease pressure compensation coefficient, the preset second increase / decrease pressure compensation coefficient and the preset neutralization coefficient includes: Obtaining a first compensation coefficient according to the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient; The slip ratio compensation coefficient is obtained according to the first compensation coefficient and the neutralization coefficient.

5. The anti-lock braking control method according to claim 1, characterized in that: The controlling of increasing or decreasing the pressure of the first wheel according to the compensating slip ratio of the first wheel includes: Obtaining a first pressure increase threshold and a first pressure reduction threshold according to a preset first pressure increase / decrease compensation coefficient and a preset second pressure increase / decrease compensation coefficient; Pressure increase control or pressure reduction control is performed on the first wheel according to the compensated slip ratio of the first wheel, the first pressure increase threshold, and the first pressure reduction threshold.

6. The anti-lock braking control method according to claim 5, characterized in that: The step of obtaining a first pressure increase threshold and a first pressure reduction threshold according to a preset first pressure increase / decrease compensation coefficient and a preset second pressure increase / decrease compensation coefficient comprises: calculating a difference between the first increase / decrease pressure compensation coefficient and the second increase / decrease pressure compensation coefficient as a third compensation coefficient; calculating a difference between the second increase / decrease pressure compensation coefficient and the first increase / decrease pressure compensation coefficient as a fourth compensation coefficient; calculating a ratio of the third compensation coefficient to a preset second value as the first boost threshold; A ratio of the fourth compensation coefficient to the second value is calculated as the first decompression threshold.

7. The anti-lock braking control method according to claim 5, characterized in that: The step of performing pressure increase control or pressure reduction control on the first wheel according to the compensated slip rate of the first wheel, the first pressure increase threshold, and the first pressure reduction threshold comprises: If the compensating slip ratio of the first wheel is less than the first boost threshold, performing boost control on the first wheel; Alternatively, if the compensated slip ratio of the first wheel is greater than the first decompression threshold, decompression control is performed on the first wheel.

8. The anti-lock braking control method according to claim 1, characterized in that: The method further comprises the following steps: During the pressure increase / decrease control of the first wheel, updating the expected braking pressure of the first wheel according to the expected braking pressure of each wheel on both sides of the front axle of the vehicle; The expected braking pressure of the wheel is the pressure value of the wheel after the wheel is increased or decreased in pressure.

9. The anti-lock braking control method according to claim 8, characterized in that: The updating of the expected braking pressure of the first wheel according to the expected braking pressure of each wheel on both sides of the front axle of the vehicle includes: Obtaining an expected braking pressure difference according to the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle; If the expected braking pressure difference is greater than a preset pressure threshold, the expected braking pressure of the first wheel is updated according to the pressure threshold and the expected braking pressure of the wheel with the smallest actual braking pressure among the wheels on both sides of the front axle.

10. An anti-lock braking control device, characterized in that: Applicable to an anti-lock braking control method as claimed in any one of claims 1 to 9, the device comprising: A first processing module, configured to identify a driving road surface of the vehicle when an anti-lock braking function is triggered by the vehicle; A second processing module is used to determine a first wheel and a second wheel according to the front wheel brake pressure of the vehicle if the driving road surface is identified as a split road surface; wherein the first wheel is the front wheel with a larger road adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel; a third processing module, configured to obtain an actual slip rate of the first wheel and an actual slip rate of the second wheel, and perform compensation processing on the actual slip rate of the first wheel to obtain a compensated slip rate of the first wheel; The fourth processing module is used to control the pressure increase or decrease of the first wheel according to the compensated slip rate of the first wheel, and to control the pressure increase or decrease of the second wheel according to the actual slip rate of the second wheel.

11. A vehicle, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the anti-lock braking control method as described in any one of claims 1 to 9.

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