Anti-lock control method, anti-lock control device, controller and four-axle vehicle

Abstract

The embodiment of the invention provides an anti-lock control method, an anti-lock control device, a controller and a four-axle vehicle. The method comprises the steps that a controller can analyze braking information, collected by a wheel speed sensor, of all wheels in real time according to a preset braking mode of the four-axle vehicle. Once the braking information of the wheels of the four-axle vehicle meets the condition indicated by the braking mode, the controller can generate an anti-lock control instruction according to the calculation mode indicated by the braking mode. The controller can send the anti-lock control instructions to the corresponding anti-lock control valves so as to command the anti-lock control valves to quickly adjust the brake pressure. The method is used for achieving the effect of improving the safety of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an anti-lock braking control method, an anti-lock braking control device, a controller and a four-axle vehicle applied to a four-axle vehicle. Background Art

[0002] At present, the configuration and control strategy of the anti-lock braking system of the four-axle vehicle braking system generally adopts the design method of 4 wheel speed sensors and 4 anti-lock control valves. Its control strategy includes low-pressure control and high-pressure control. However, although low-pressure control can reduce yaw and steering torque and improve stability, it will cause its braking distance to increase. Although high-pressure control can fully utilize the adhesion coefficient of the wheel on the side with higher adhesion coefficient and shorten the braking distance, it has the problem of poor stability. Therefore, how to achieve a better design of anti-lock braking system configuration and control strategy has become an urgent problem to be solved. Summary of the invention

[0003] The present application provides an anti-lock braking control method, an anti-lock braking control device, a controller and a four-axle vehicle applied to a four-axle vehicle, so as to solve the problem of how to improve the stability of the anti-lock braking system.

[0004] In a first aspect, the present application provides an anti-lock control method applied to a four-axle vehicle, wherein the four-axle vehicle includes a wheel speed sensor for each wheel on each side of each axle, and the four-axle vehicle includes an anti-lock control valve, including:

[0005] generating an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and according to braking information of each wheel of the four-axle vehicle acquired by each wheel speed sensor;

[0006] According to the anti-lock control instruction, the anti-lock control valve is controlled to perform an anti-lock operation.

[0007] In a second aspect, the present application provides an anti-lock control device for a four-axle vehicle, wherein the four-axle vehicle includes a wheel speed sensor for each wheel on each side of each axle, and the four-axle vehicle includes an anti-lock control valve, and the anti-lock control device is used to implement the anti-lock control method in the first aspect and any one of the embodiments of the first aspect. The anti-lock control device includes:

[0008] A processing module, configured to generate an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and braking information of each wheel of the four-axle vehicle acquired by each wheel speed sensor;

[0009] The control module is used to control the anti-lock control valve to perform an anti-lock operation according to the anti-lock control instruction.

[0010] In a third aspect, the present application provides a controller, comprising: a memory and a processor;

[0011] The memory is used to store a computer program; the processor is used to execute the computer program stored in the memory to implement the anti-lock braking control method in the first aspect and any one of the embodiments of the first aspect.

[0012] In a fourth aspect, the present application provides a four-axle vehicle, which includes a wheel speed sensor for each wheel on each side of each bridge, the four-axle vehicle includes an anti-lock control valve, and the four-axle vehicle includes the anti-lock control device in the second aspect and any one of the embodiments of the second aspect, or the controller in the third aspect and any one of the embodiments of the third aspect.

[0013] In a fifth aspect, the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the anti-lock braking control method in the first aspect and any one of the embodiments of the first aspect is implemented.

[0014] In a sixth aspect, the present application provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the anti-lock braking control method in the first aspect and any one of the embodiments of the first aspect.

[0015] The anti-lock control method, anti-lock control device, controller and four-axle vehicle provided by the present application can analyze the braking information of each wheel collected by the wheel speed sensor in real time according to the braking mode pre-set by the four-axle vehicle; once it is found that the braking information of the wheel of the four-axle vehicle meets the conditions indicated by the braking mode, the controller can generate anti-lock control instructions according to the calculation method indicated by the braking mode; these anti-lock control instructions are sent to the corresponding anti-lock control valve to command the anti-lock control valve to quickly adjust the braking pressure, thereby achieving the effect of improving the safety of the vehicle. In addition, the present application can also set a variety of anti-lock control modes, so that users can choose according to actual needs, thereby improving the flexibility of the vehicle and user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present application or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 A schematic diagram of a 4s4m structure provided for an embodiment of the prior art;

[0018] Figure 2 A schematic diagram of an 8s4m structure provided in an embodiment of the present application;

[0019] Figure 3 A schematic diagram of an anti-lock braking selection mode provided in an embodiment of the present application;

[0020] Figure 4 A flowchart of an anti-lock braking control method applied to a four-axle vehicle provided in one embodiment of the present application;

[0021] Figure 5 A flowchart of an anti-lock braking control method applied to a four-axle vehicle provided in one embodiment of the present application;

[0022] Figure 6 A schematic structural diagram of an anti-lock control device applied to a four-axle vehicle provided in one embodiment of the present application;

[0023] Figure 7 A schematic diagram of the hardware structure of a controller provided in one embodiment of the present application.

[0024] Reference numerals:

[0025] 1-anti-lock control valve; 2-wheel speed sensor; 31-first bridge; 32-second bridge; 33-third bridge; 34-fourth bridge. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions in this application will be clearly and completely described below in conjunction with the drawings in this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0027] At present, the configuration and control strategy of the anti-lock braking system in the braking system of a four-axle vehicle generally adopts a 4s4m structure. Among them, s is a wheel speed sensor, and m is an anti-lock braking control valve, which is used to control the vehicle's anti-lock braking system (ABS). In this application, the 4s4m structure can be understood as that the braking system or anti-lock braking system of a four-axle vehicle includes 4 wheel speed sensors and 4 anti-lock braking control valves. A more common installation method of the 4s4m structure can be as follows Figure 1As shown. Among them, the four wheels of the first bridge 31 and the second bridge 32 are four brake wheel ends. Among them, the order of the first bridge and the second bridge can be set according to the driving direction of the vehicle. The four brake wheel ends can share a 2s2m structure. Similarly, the 2s2m structure includes 2 wheel speed sensors and 2 anti-lock control valves.

[0028] The left and right sides of the first bridge 31 and the second bridge 32 share an anti-lock control valve 1. The two brake wheel ends of the second bridge 32 are respectively provided with a wheel speed sensor 2. Among them, the right wheel speed sensor 2 of the second bridge 32 is used as a reference signal for adjusting the right anti-lock control valve 1. That is, the right wheel of the second bridge 32 is an induction wheel, and the right wheel of the first bridge 31 is a non-induction wheel. Among them, the left wheel speed sensor 2 of the second bridge 32 is used as a reference signal for adjusting the left anti-lock control valve 1. That is, the left wheel of the second bridge 32 is an induction wheel, and the left wheel of the first bridge 31 is a non-induction wheel.

[0029] The third bridge 33 and the fourth bridge 34 share an anti-lock control valve 1 on their left and right sides. A wheel speed sensor 2 is provided at each of the two brake wheel ends of the third bridge 33. The right wheel speed sensor 2 of the third bridge 33 serves as a reference signal for adjusting the right anti-lock control valve 1. That is, the right wheel of the third bridge 33 is an induction wheel, and the right wheel of the fourth bridge 34 is a non-induction wheel. The left wheel speed sensor 2 of the third bridge 33 serves as a reference signal for adjusting the left anti-lock control valve 1. That is, the left wheel of the third bridge 33 is an induction wheel, and the left wheel of the fourth bridge 34 is a non-induction wheel.

[0030] According to different installation positions of the wheel speed sensors, the 4s4m structure can be as shown in Table 1, including the following construction methods. Wherein, X indicates that wheel speed sensors are arranged at the two brake wheel ends of the bridge.

[0031] Table 1

[0032]

[0033] At present, the anti-lock braking control mode based on the 4S4M structure can include two modes: high-pressure mode and low-pressure mode. Among them, the braking operation of the non-sensing axle in the low-pressure mode depends on the corresponding sensing axle. This design takes into account the performance of the laterally arranged brake wheel end on an asymmetric road surface, and the braking pressure will be adjusted according to the state of the pre-locked wheel. The advantage of this control mode is that it can ensure that the braking force of the left and right wheels remains consistent, thereby effectively reducing the yaw and steering torque, and improving the vehicle's handling stability and driving safety. However, its disadvantage is also obvious, that is, on the side with a higher adhesion coefficient, its adhesion coefficient cannot be fully utilized, which may lead to an increase in braking distance. Among them, in the high-pressure mode, the non-sensing axle is controlled by the corresponding sensing axle. The characteristic of this control mode is that when the laterally arranged brake wheel end faces an asymmetric road surface, the braking pressure will be determined according to the state of the rear locked wheel. The advantage of this design is that the adhesion coefficient of the wheel on the side with a higher adhesion coefficient can be fully utilized, thereby effectively reducing the braking distance and improving the braking efficiency. However, its disadvantages are equally obvious, that is, since the braking forces of the left and right wheels are no longer consistent, this will increase the vehicle's yaw and steering torque, thereby affecting the vehicle's handling stability and driving safety.

[0034] In addition, the current anti-lock control system can only use one fixed control mode to adapt to subsequent vehicle operation after the vehicle is calibrated, which lacks flexibility. Specifically, vehicles calibrated to low-pressure mode may have problems with braking distance failing to meet customer-specific requirements during testing. Vehicles calibrated to high-pressure control mode face the challenge of steering stability not meeting customer standards. This results in the vehicle being unable to meet the needs of different users under different road conditions, and the system cannot flexibly adjust its configuration according to actual conditions, limiting its adaptability and performance.

[0035] In response to the above problems, the present application proposes an anti-lock control for four-axle vehicles. The purpose of the present application is to set a variety of flexible anti-lock control modes for the vehicle. Based on the multiple anti-lock control modes, users can simply and quickly switch the anti-lock control modes to cope with the road application conditions and test requirements of different users, providing customers with more diverse application solutions. Specifically, the present application adds 4 wheel speed sensors on the basis of the existing 4s4m structure to achieve an 8s4m structure. In the 8s4m structure, the 8 wheel speed sensors can be used to detect the locking state of each wheel of the four-axle vehicle. Among them, the layout of the anti-lock control valve remains unchanged. The specific layout of the 8s4m structure can be as follows Figure 2 It goes without saying that the 8s4m structure includes 8 wheel speed sensors and 4 anti-lock control valves.

[0036] In this application, based on the 8s4m structure and referring to the requirements for steering stability and braking strength during braking, the following can be set: Figure 3 The five control modes shown are fusion modes based on the existing high-pressure mode and low-pressure mode. In actual use, users can select a mode according to their own usage scenarios and performance requirements to achieve the use of the control mode. The present application improves the stability of the vehicle and the flexibility of control by setting the anti-lock control mode.

[0037] The technical solution of the present application is described in detail with specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0038] In the present application, the controller is used as the execution subject to execute the anti-lock control method applied to a four-axle vehicle of the following embodiment. Specifically, the execution subject may be a hardware device of the controller, or a software application implementing the following embodiment in the controller, or a computer-readable storage medium installed with the software application implementing the following embodiment, or a code implementing the software application of the following embodiment.

[0039] Figure 4 The flowchart of an anti-lock control method for a four-axle vehicle provided by an embodiment of the present application is shown. The four-axle vehicle is provided with a wheel speed sensor for each wheel on each side of each bridge. And the four-axle vehicle includes an anti-lock control valve. Figures 1 to 3 Based on the embodiment shown, Figure 4 As shown, with the controller as the execution subject, the method of this embodiment may include the following steps:

[0040] S101, generating an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and braking information of each wheel of the four-axle vehicle obtained by each wheel speed sensor.

[0041] In this embodiment, a plurality of braking modes may be preset in the controller. The user may select a braking mode as the preset braking mode before the four-axle vehicle is put into use. The controller may analyze the braking information of each wheel collected by each wheel speed sensor of the four-axle vehicle in real time according to the braking mode preset by the four-axle vehicle. Once it is found that the braking information of the wheels of the four-axle vehicle meets the conditions indicated by the braking mode, the controller may generate an anti-lock control instruction according to the calculation method indicated by the braking mode. The anti-lock control instruction may be used to control the four anti-lock control valves in the 8s4m structure to perform corresponding anti-lock control. Optionally, the anti-lock control instruction may also include the braking pressure of each anti-lock control valve during execution. Optionally, the braking information may include the locking state and the braking pressure.

[0042] In one example, the specific process of the controller generating the anti-lock braking control instruction may include:

[0043] Step 1: Determine the anti-lock control instructions of the first bridge and the second bridge according to the braking mode and the braking information of each wheel of the first bridge and the second bridge of the four-bridge vehicle.

[0044] In this step, the controller determines the calculation timing and calculation method of the anti-lock control instructions of the first bridge and the second bridge according to the braking mode. The controller can determine whether the calculation timing has been reached after receiving the braking information of the wheels of the first bridge and the second bridge. After reaching the calculation timing, the controller can calculate the anti-lock control instructions of the first bridge and the second bridge according to the calculation method using the braking information of the four wheels of the first bridge and the second bridge. Optionally, the controller can detect the speed change rate of each wheel in real time through a wheel speed sensor set on each wheel of the first bridge and the second bridge, thereby obtaining the braking information of the wheel.

[0045] Step 2: Determine the anti-lock control instructions of the third bridge and the fourth bridge according to the braking mode and the braking information of each wheel of the third bridge and the fourth bridge of the four-bridge vehicle.

[0046] In this step, the controller can determine the calculation timing and calculation method of the anti-lock control instructions of the third bridge and the fourth bridge according to the braking mode. After receiving the braking information of the wheels of the third bridge and the fourth bridge, the controller can determine whether the calculation timing has been reached. After reaching the calculation timing, the controller can use the braking information of the four wheels of the third bridge and the fourth bridge according to the calculation method to calculate the anti-lock control instructions of the third bridge and the fourth bridge. Optionally, the controller can detect the speed change rate of each wheel in real time through a wheel speed sensor set on each wheel of the third bridge and the fourth bridge, thereby obtaining the braking information of the wheel.

[0047] S102: According to the anti-lock control instruction, control the anti-lock control valve to perform the anti-lock operation.

[0048] In this embodiment, after calculating the anti-lock control instructions, the controller can send these anti-lock control instructions to the corresponding anti-lock control valve to instruct the anti-lock control valve to quickly adjust the brake pressure. Optionally, the controller can effectively prevent the wheels from completely locking by periodically reducing and restoring the braking force, thereby ensuring that the four-axle vehicle can still maintain stability and shorten the braking distance during emergency braking, thereby improving driving safety.

[0049] The anti-lock control method for a four-axle vehicle provided in the present application can analyze the braking information of each wheel collected by the wheel speed sensor in real time according to the braking mode pre-set for the four-axle vehicle. Once it is found that the braking information of the wheels of the four-axle vehicle meets the conditions indicated by the braking mode, the controller can generate an anti-lock control instruction according to the calculation method indicated by the braking mode. The controller can send these anti-lock control instructions to the corresponding anti-lock control valve to command the anti-lock control valve to quickly adjust the braking pressure. In the present application, the braking information collected by the wheel speed sensor is analyzed in real time and matched with the braking mode pre-set for the four-axle vehicle to generate an anti-lock control instruction and send it to the corresponding anti-lock control valve, thereby achieving the effect of quickly adjusting the braking pressure and improving the safety of the vehicle.

[0050] Figure 5 A flowchart of an anti-lock braking control method for a four-axle vehicle provided by an embodiment of the present application is shown. Figures 1 to 4 Based on the embodiment shown, Figure 5 As shown, with the controller as the execution subject, the method of this embodiment may include the following steps:

[0051] S201: Determine, according to a braking mode, a first condition for triggering generation of an anti-lock control instruction for a first bridge and a second bridge.

[0052] In this embodiment, the controller first determines the first condition for triggering the generation of the anti-lock control instructions for the first bridge and the second bridge according to the preset braking mode. Optionally, different braking modes may correspond to different first conditions.

[0053] In one example, when including Figure 3 When there are five braking modes shown, the first conditions corresponding to the five braking modes can be determined as:

[0054] The locked state of any wheel in the first bridge or the second bridge is locked. Alternatively, the locked state of any wheel in the first bridge is locked. Alternatively, the locked state of two wheels on the same side in the first bridge or the second bridge are both locked.

[0055] The first condition that any one wheel of the first bridge or the second bridge is locked can be applied to the first mode or the third mode. The first condition that any one wheel of the first bridge is locked can be applied to the second mode or the fourth mode. The first condition that both wheels on the same side of the first bridge or the second bridge are locked can be applied to the fifth mode.

[0056] S202: If the first condition is met, generating anti-lock control instructions for the first bridge and the second bridge according to braking information of the wheels in the first bridge and the second bridge that are in a locked state.

[0057] In this embodiment, once the first condition is detected, the controller can obtain the braking information of the wheels in the first bridge and / or the second bridge that are in a locked state. The controller can calculate and accurately generate the anti-lock control instructions for the first bridge and the second bridge according to the braking information of the wheels.

[0058] In one example, the anti-lock control instructions generated by the controller for the first bridge and the second bridge may specifically include the following two forms:

[0059] First, if a wheel on the first bridge or the second bridge is in a locked state, or if a wheel on the first bridge is in a locked state, anti-lock control instructions for the first bridge and the second bridge are determined according to braking information of the locked wheel.

[0060] In this step, if the braking mode is the first mode or the third mode, the controller determines whether a wheel of the first bridge or the second bridge is in a locked state. If the controller detects that a wheel of the first bridge or the second bridge is in a locked state, the controller can determine the anti-lock control instructions of the first bridge and the second bridge according to the braking information of the locked wheel.

[0061] Alternatively, if the braking mode is the second mode or the fourth mode, the controller determines whether a wheel on the first bridge is in a locked state. If a wheel on the first bridge is in a locked state, the controller can determine the anti-lock control instructions of the first bridge and the second bridge according to the braking information of the locked wheel.

[0062] Optionally, after determining the braking information of the wheel that first enters the locked state, the controller may determine the braking pressure of other wheels in the first bridge and the second bridge according to the braking pressure in the braking information. The controller may determine the execution pressure applied to the anti-lock control valve according to the braking pressure of other wheels. The controller may generate an anti-lock control instruction corresponding to each anti-lock control valve according to the execution pressure.

[0063] Secondly, if the two wheels on the same side of the first bridge and the second bridge are both locked, the anti-lock control instructions of the first bridge and the second bridge are determined according to the braking information of the two locked wheels on the same side.

[0064] In this step, if the braking mode is the fifth mode, the controller needs to determine whether the two wheels on the same side of the first bridge and the second bridge are both locked. If the two wheels on the same side of the first bridge and the second bridge are both locked, the controller can determine the anti-lock control instructions of the first bridge and the second bridge according to the braking information of the two locked wheels.

[0065] Optionally, the controller may determine the target braking pressure according to the average of the braking pressures in the braking information of the two wheels on the same side of the lock. The controller may generate the anti-lock control instructions for the first bridge and the second bridge according to the target braking pressure. Optionally, the controller may determine the braking pressures of the other wheels of the first bridge and the second bridge according to the target braking pressure. The controller may determine the execution pressure applied to the anti-lock control valve according to the braking pressures of the other wheels. The controller may generate the anti-lock control instructions corresponding to each anti-lock control valve according to the execution pressure.

[0066] S203: Determine, according to the braking mode, a second condition for triggering generation of anti-lock control instructions for the third bridge and the fourth bridge.

[0067] In this embodiment, the controller may continue to determine the second condition for triggering the generation of the anti-lock control instructions for the third bridge and the fourth bridge according to the braking mode. Optionally, different braking modes may correspond to different second conditions.

[0068] In one example, when including Figure 3 When there are five braking modes shown, the second conditions corresponding to the five braking modes can be determined as:

[0069] The locked state of one wheel in the third bridge or the fourth bridge is locked. Alternatively, the locked state of one wheel in the third bridge is locked. Alternatively, the locked state of two wheels on the same side in the third bridge or the fourth bridge is locked.

[0070] Among them, two conditions that one wheel in the third bridge or the fourth bridge is locked can be applied to the first mode. Two conditions that one wheel in the third bridge is locked can be applied to the second mode. Two conditions that two wheels on the same side in the third bridge or the fourth bridge are locked can be applied to the third mode, the fourth mode or the fifth mode.

[0071] S204: If the second condition is met, generating anti-lock control instructions for the third bridge and the fourth bridge according to the braking information of the wheels in the first bridge and the second bridge that are in a locked state.

[0072] In this embodiment, if the second condition is met, the controller can generate anti-lock control instructions for the third bridge and the fourth bridge according to the braking information of the locked wheels in the third bridge and the fourth bridge to ensure the braking safety of the entire third bridge and the fourth bridge.

[0073] In one example, the anti-lock control instructions generated by the controller for the third bridge and the fourth bridge may specifically include the following two forms:

[0074] First, if a wheel on the third bridge or the fourth bridge is in a locked state, or a wheel on the third bridge is in a locked state, the anti-lock control instructions of the third bridge and the fourth bridge are determined according to the braking information of the locked wheel.

[0075] In this step, if the braking mode is the first mode, the controller determines whether a wheel on the third bridge or the fourth bridge is in a locked state. If the controller detects that a wheel on the third bridge or the fourth bridge is in a locked state, the anti-lock control instructions of the third bridge and the fourth bridge are determined according to the braking information of the locked wheel.

[0076] Alternatively, if the braking mode is the second mode, the controller determines whether a wheel on the third bridge is in a locked state. If the controller detects that a wheel on the third bridge is in a locked state, the controller determines the anti-lock control instructions for the third bridge and the fourth bridge according to the braking information of the locked wheel.

[0077] Optionally, after determining the braking information of the wheel that first enters the locked state, the controller may determine the braking pressure of other wheels in the third bridge and the fourth bridge according to the braking pressure in the braking information. The controller may determine the execution pressure applied to the anti-lock control valve according to the braking pressure of other wheels. The controller may generate an anti-lock control instruction corresponding to each anti-lock control valve according to the execution pressure.

[0078] Second, if two wheels on the same side of the third bridge or the fourth bridge are in a locked state, the anti-lock control instructions of the third bridge and the fourth bridge are determined according to the braking information of the two locked wheels on the same side.

[0079] In this step, if the braking mode is the third mode, the fourth mode, or the fifth mode, the controller needs to determine whether the two wheels on the same side of the third bridge and the fourth bridge are both locked. If the two wheels on the same side of the third bridge and the fourth bridge are both locked, the controller can determine the anti-lock control instructions of the third bridge and the fourth bridge according to the braking information of the two locked wheels.

[0080] Optionally, the controller may determine the target braking pressure according to the average of the braking pressures in the braking information of the two wheels on the same side of the lock. The controller may generate the anti-lock control instructions for the third bridge and the fourth bridge according to the target braking pressure. Optionally, the controller may determine the braking pressures of the other wheels of the third bridge and the fourth bridge according to the target braking pressure. The controller may determine the execution pressure applied to the anti-lock control valve according to the braking pressures of the other wheels. The controller may generate the anti-lock control instructions corresponding to each anti-lock control valve according to the execution pressure.

[0081] The anti-lock control method for a four-axle vehicle provided in the present application, the controller first determines the first condition for triggering the generation of the anti-lock control instructions for the first and second axles according to the preset braking mode. Once the first condition is detected to be met, the controller can obtain the braking information of the wheels in the first and / or second axles that are in a locked state. The controller can calculate and accurately generate the anti-lock control instructions for the first and second axles according to the braking information of the wheels. The controller can continue to determine the second condition for triggering the generation of the anti-lock control instructions for the third and fourth axles according to the braking mode. If the second condition is met, the controller can generate the anti-lock control instructions for the third and fourth axles according to the braking information of the wheels locked in the third and fourth axles. In the present application, the anti-lock triggering condition is determined by the preset braking mode and the anti-lock control instructions for each axle of the vehicle are accurately generated, thereby improving the safety of the vehicle. In addition, the present application sets different anti-lock control modes, so that users can choose according to the usage scenario and actual needs, thereby improving the flexibility and user experience of the vehicle.

[0082] Based on the above embodiments, Figure 2 As shown, for the two left wheels of the first bridge and the second bridge, anti-lock control can be implemented by using the anti-lock control valves assigned to the two left wheels of the first bridge and the second bridge. For the two right wheels of the first bridge and the second bridge, anti-lock control can be implemented by using the anti-lock control valves assigned to the two right wheels of the first bridge and the second bridge. For the two left wheels of the third bridge and the fourth bridge, anti-lock control can be implemented by using the anti-lock control valves assigned to the two left wheels of the third bridge and the fourth bridge. For the two right wheels of the third bridge and the fourth bridge, anti-lock control can be implemented by using the anti-lock control valves assigned to the two right wheels of the third bridge and the fourth bridge.

[0083] Based on the above embodiments, Figure 3 The specific implementation of the five modes shown can be as follows:

[0084] First, in the first mode, it is found that any wheel on the first bridge or the second bridge is in a locked state, and an anti-lock control command for the first bridge and the second bridge is generated according to the braking information of the wheel. It is also found that any wheel on the third bridge or the fourth bridge is in a locked state, and an anti-lock control command for the third bridge and the fourth bridge is generated according to the braking information of the wheel.

[0085] Specifically, if any wheel on any side of the four wheel speed signals in the first bridge and the second bridge is locked, the controller can determine the braking pressure of the anti-lock control valve of the first bridge and the second bridge according to the braking information of the locked wheel. Furthermore, the controller can use the braking pressure of the locked wheel as a standard value to control the braking of the wheel on the other side. The same applies to the third bridge and the fourth bridge. If any wheel on any side of the four wheel speed signals in the third bridge and the fourth bridge is locked, the controller can determine the braking pressure of the anti-lock control valve of the third bridge and the fourth bridge according to the braking information of the locked wheel. The execution of the first mode can ensure that the braking force of the left and right wheels is the same, thereby reducing the yaw and steering torque and maintaining the stability of the vehicle.

[0086] Secondly, in the second mode, it is found that any wheel on the first bridge is in a locked state, and the anti-lock control instructions for the first bridge and the second bridge are generated according to the braking information of the wheel. And it is found that any wheel on the third bridge is in a locked state, and the anti-lock control instructions for the third bridge and the fourth bridge are generated according to the braking information of the wheel.

[0087] Specifically, if only one wheel on the first bridge is locked among the four wheel speed signals of the first bridge and the second bridge, the controller can determine the braking pressure of the anti-lock control valve of the first bridge and the second bridge according to the braking information of the locked wheel. Furthermore, the controller can use the braking pressure of the locked wheel as the standard value to control the wheel on the other side to brake. The braking pressure of the third and fourth bridges can be based on the braking pressure of a locked wheel of the third bridge when it is locked. The use of the second mode improves the braking strength to a certain extent compared with the first mode.

[0088] Third, in the third mode, it is found that any one wheel on the first bridge or the second bridge is in a locked state, and an anti-lock control command for the first bridge and the second bridge is generated according to the braking information of the wheel. It is also found that two wheels on the same side of the third bridge and the fourth bridge are in a locked state, and an anti-lock control command for the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side.

[0089] Specifically, if any wheel on any side of the four wheel speed signals of the first bridge and the second bridge is locked, the controller can determine the braking pressure of the anti-lock control valve of the first bridge and the second bridge according to the braking information of the locked wheel. Furthermore, the controller can use the braking pressure of the locked wheel as a standard value to control the wheel on the other side to brake. When the wheels on the same side of the third bridge and the fourth bridge are locked, the controller can determine the braking pressure of the third bridge and the fourth bridge according to the braking pressure of the two locked wheels on the same side. Furthermore, the controller can use the braking pressure of the locked wheel as a standard value to control the wheel on the other side to brake.

[0090] Fourthly, in the fourth mode, it is found that any wheel in the first bridge is in a locked state, and the anti-lock control command of the first bridge and the second bridge is generated according to the braking information of the wheel. It is also found that two wheels on the same side of the third bridge and the fourth bridge are in a locked state, and the anti-lock control command of the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side.

[0091] Specifically, if only one wheel on one side of the first bridge is locked among the four wheel speed signals of the first bridge and the second bridge, the controller can determine the braking pressure of the anti-lock control valve of the first bridge and the second bridge according to the braking information of the locked wheel. Furthermore, the controller can use the braking pressure of the locked wheel as a standard value to control the wheel on the other side to brake. When the wheels on the same side of the third bridge and the fourth bridge are locked, the controller can determine the braking pressure of the third bridge and the fourth bridge according to the braking pressure of the two locked wheels on the same side. Furthermore, the controller can use the braking pressure of the locked wheel as a standard value to control the wheel on the other side to brake. The use of the fourth mode can ensure that the braking strength of the third bridge and the fourth bridge is fully utilized under the condition of a certain degree of stable steering control, so that the adhesion coefficient of the wheel on the side with a higher adhesion coefficient is fully utilized under the condition of ensuring steering stability, thereby reducing the braking distance.

[0092] Fifth, in the fifth mode, it is found that the locked state of two wheels on the same side of the first bridge and the second bridge is locked, and the anti-lock control command of the first bridge and the second bridge is generated according to the braking information of the two wheels on the same side. It is also found that the locked state of two wheels on the same side of the third bridge and the fourth bridge is locked, and the anti-lock control command of the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side.

[0093] Specifically, if one of the four wheel speed signals on the first bridge and the second bridge is locked, the controller may not adjust the braking pressure of the wheels on the first bridge and the second bridge. As the braking pressure increases, when two wheels on the same side of the first bridge and the second bridge are locked, the controller may determine the braking pressure of the first bridge and the second bridge according to the braking pressure of the two locked wheels on the same side. Furthermore, the controller may use the braking pressure of the locked wheel as a standard value to control the wheel on the other side to brake. The same is true for the third bridge and the fourth bridge. When the wheels on the same side of the third bridge and the fourth bridge are locked, the controller may determine the braking pressure of the third bridge and the fourth bridge according to the braking pressure of the two locked wheels on the same side. The use of the fifth mode can make full use of the wheel braking strength while ensuring steering stability, thereby reducing the braking distance.

[0094] On the basis of the above embodiment, the controller can also determine the preset braking mode of the four-axle vehicle in response to the user selection instruction before the vehicle is put into use. Optionally, the user selection instruction can include the user selection braking mode. The user selection braking mode is the preset braking mode. The four-axle vehicle can meet the vehicle in more application conditions and usage requirements by selecting different anti-lock braking control modes. Optionally, the controller can realize the selection of the braking mode by setting calibration parameters. The calibration parameters can be shown in Table 2.

[0095] Table 2

[0096]

[0097] Figure 6 FIG. 1 shows a schematic structural diagram of an anti-lock braking control device for a four-axle vehicle provided by an embodiment of the present application. Figure 6 As shown, the four-axle vehicle of this embodiment includes a wheel speed sensor for each wheel on each side of each bridge, and the four-axle vehicle includes an anti-lock control valve. The anti-lock control device 300 of this embodiment is used to implement the anti-lock control method in any of the above method embodiments. The anti-lock control device 300 of this embodiment includes:

[0098] The processing module 301 is used to generate an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and braking information of each wheel of the four-axle vehicle obtained by each wheel speed sensor;

[0099] The control module 302 is used to control the anti-lock control valve to perform the anti-lock operation according to the anti-lock control instruction.

[0100] Optionally, the processing module 301 is used to:

[0101] Determine anti-lock control instructions for the first bridge and the second bridge according to the braking mode and braking information of each wheel of the first bridge and the second bridge of the four-bridge vehicle;

[0102] According to the braking mode and the braking information of each wheel of the third bridge and the fourth bridge of the four-bridge vehicle, the anti-lock control instructions of the third bridge and the fourth bridge are determined.

[0103] Optionally, the processing module 301 is used to:

[0104] Determining, according to the braking mode, a first condition for triggering generation of an anti-lock control instruction for the first bridge and the second bridge;

[0105] If the first condition is met, anti-lock control instructions for the first bridge and the second bridge are generated according to the braking information of the wheels in the first bridge and the second bridge that are in a locked state.

[0106] Optionally, the first condition is determined as:

[0107] - the locking state of any wheel on the first axle or the second axle is locked; or

[0108] - any wheel on the first axle is locked; or

[0109] - The two wheels on the same side of the first axle and the second axle are both locked.

[0110] Optionally, the processing module 301 is used to:

[0111] If a wheel on the first bridge or the second bridge is in a locked state, or if a wheel on the first bridge is in a locked state, determining an anti-lock control instruction for the first bridge and the second bridge according to braking information of the locked wheel;

[0112] If the two wheels on the same side of the first bridge and the second bridge are both locked, the anti-lock control instructions of the first bridge and the second bridge are determined according to the braking information of the two locked wheels on the same side.

[0113] Optionally, the processing module 301 is used to:

[0114] Determine the target braking pressure according to the average of the braking pressures in the braking information of the two wheels on the same side of the lock;

[0115] Anti-lock control commands for the first bridge and the second bridge are generated according to the target brake pressure.

[0116] Optionally, the processing module 301 is used to:

[0117] Determining, according to the braking mode, a second condition for triggering generation of anti-lock control instructions for the third bridge and the fourth bridge;

[0118] If the second condition is met, anti-lock control instructions for the third bridge and the fourth bridge are generated according to the braking information of the wheels in the first bridge and the second bridge that are in a locked state.

[0119] Optionally, the second condition is determined as:

[0120] - any wheel on the third or fourth axle is locked; or

[0121] - any wheel on the third axle is locked; or

[0122] - The locking state of two wheels on the same side of the third and fourth axles is locked.

[0123] Optionally, the processing module 301 is used to:

[0124] If the locking state of one wheel in the third bridge or the fourth bridge is locked, or the locking state of one wheel in the third bridge is locked, then the anti-lock control instructions of the third bridge and the fourth bridge are determined according to the braking information of the locked wheel;

[0125] If two wheels on the same side of the third bridge and the fourth bridge are in a locked state, anti-lock control instructions for the third bridge and the fourth bridge are determined according to braking information of the two locked wheels on the same side.

[0126] Optionally, the control module 302 is configured to implement the anti-lock control valve method as follows:

[0127] - Anti-lock control valves for the two left-hand wheels of the first and second axles;

[0128] - Anti-lock control valves for the two right-hand wheels of the first and second axles;

[0129] - Anti-lock control valves for the two left wheels of the third and fourth axles;

[0130] - Anti-lock control valves assigned to the two right-hand wheels of the third and fourth axles.

[0131] Optionally, the control module 302 is configured to implement the method in any one of the following five braking modes:

[0132] In the first mode, it is found that any wheel in the first bridge or the second bridge is in a locked state, and an anti-lock control instruction for the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that any wheel in the third bridge or the fourth bridge is in a locked state, and an anti-lock control instruction for the third bridge and the fourth bridge is generated according to the braking information of the wheel;

[0133] In the second mode, it is found that any wheel in the first bridge is in a locked state, and an anti-lock control instruction for the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that any wheel in the third bridge is in a locked state, and an anti-lock control instruction for the third bridge and the fourth bridge is generated according to the braking information of the wheel;

[0134] In the third mode, it is found that the locking state of any one wheel in the first bridge or the second bridge is locked, and the anti-lock control command of the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that the locking state of two wheels on the same side of the third bridge and the fourth bridge is locked, and the anti-lock control command of the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side;

[0135] In the fourth mode, it is found that any one wheel of the first bridge is in a locked state, and an anti-lock control instruction for the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that two wheels on the same side of the third bridge and the fourth bridge are in a locked state, and an anti-lock control instruction for the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side;

[0136] In the fifth mode, it is found that the locking state of two wheels on the same side of the first bridge and the second bridge is locked, and the anti-lock control instructions of the first bridge and the second bridge are generated according to the braking information of the two wheels on the same side; and it is found that the locking state of two wheels on the same side of the third bridge and the fourth bridge is locked, and the anti-lock control instructions of the third bridge and the fourth bridge are generated according to the braking information of the two wheels on the same side.

[0137] Optionally, the control module 302 is used to:

[0138] In response to a user selection instruction, a preset braking mode for the four-axle vehicle is determined.

[0139] The anti-lock control device 300 for a four-axle vehicle provided in the embodiment of the present application can execute the above method embodiment. Its specific implementation principle and technical effects can be found in the above method embodiment, which will not be described in detail in this embodiment.

[0140] Figure 7 FIG. 1 shows a hardware structure diagram of a controller provided in an embodiment of the present application. Figure 7 As shown, the controller 400 is used to implement the operations corresponding to the controller in any of the above method embodiments. The controller 400 of this embodiment may include: a memory 401 , a processor 402 and a communication interface 404 .

[0141] The memory 401 is used to store computer programs. The memory 401 may include a high-speed random access memory (RAM), and may also include a non-volatile memory (NVM), such as at least one disk memory, and may also be a USB flash drive, a mobile hard disk, a read-only memory, a disk or an optical disk.

[0142] Processor 402 is used to execute the computer program stored in the memory to implement the method in the above embodiment. For details, please refer to the relevant description in the above method embodiment. The processor 402 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the invention can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor.

[0143] Optionally, the memory 401 may be independent or integrated with the processor 402 .

[0144] When the memory 401 is a device independent of the processor 402, the controller 400 may further include a bus 403. The bus 403 is used to connect the memory 401 and the processor 402. The bus 403 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0145] The communication interface 404 may be connected to the processor 402 via the bus 403. The processor 402 may control the communication interface 404 to implement the functions of receiving and sending signals.

[0146] The controller provided in this embodiment can be used to execute the above method, and its implementation method and technical effect are similar, which will not be described in detail in this embodiment.

[0147] The present application also provides a four-axle vehicle. The four-axle vehicle includes a wheel speed sensor for each wheel on each side of each bridge; the four-axle vehicle includes an anti-lock control valve; the four-axle vehicle includes Figure 6 The anti-lock control device shown or Figure 7 Controller shown.

[0148] Specifically, the first bridge, the second bridge, the third bridge and the fourth bridge of the four-bridge vehicle can be as follows: Figure 2 As shown. The four-bridge vehicle includes a wheel speed sensor, an anti-lock control valve and a controller. Optionally, the four-bridge vehicle may include 8 wheel speed sensors. Optionally, the 8 wheel speed sensors may be arranged on the wheels of the 8 wheel ends of the four-bridge vehicle. Optionally, the 8 wheel speed sensors are used to obtain the wheel speeds of the wheels of the 8 wheel ends of the four-bridge vehicle. Optionally, the four-bridge vehicle may include 4 anti-lock control valves. Among them, an anti-lock control valve may be arranged between the left wheel of the first bridge and the left wheel of the second bridge. An anti-lock control valve may be arranged between the right wheel of the first bridge and the right wheel of the second bridge. An anti-lock control valve may be arranged between the left wheel of the third bridge and the left wheel of the fourth bridge. An anti-lock control valve may be arranged between the right wheel of the third bridge and the right wheel of the fourth bridge. The controller is used to determine the timing of generating an anti-lock control instruction according to the locking state of each wheel, and generate the anti-lock control instruction, and the controller is used to instruct the anti-lock control valve to execute the anti-lock control instruction.

[0149] The present application also provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, it is used to implement the methods provided in the various embodiments described above.

[0150] Among them, the computer-readable storage medium can be a computer storage medium or a communication medium. The communication medium includes any medium that is convenient for transmitting a computer program from one place to another. The computer storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer. For example, a computer-readable storage medium is coupled to a processor so that the processor can read information from the computer-readable storage medium and write information to the computer-readable storage medium. Of course, the computer-readable storage medium can also be a component of the processor. The processor and the computer-readable storage medium can be located in an application-specific integrated circuit (ASIC). In addition, the ASIC can be located in a user device. Of course, the processor and the computer-readable storage medium can also exist in a communication device as discrete components.

[0151] Specifically, the computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The storage medium may be any available medium that can be accessed by a general or special-purpose computer.

[0152] The present application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor of a device can read the computer program from the computer-readable storage medium, and at least one processor executes the computer program so that the device implements the methods provided in the various embodiments described above.

[0153] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0154] Among them, each module can be physically separated, for example, installed in different locations of a device, or installed on different devices, or distributed on multiple network units, or distributed on multiple processors. Each module can also be integrated together, for example, installed in the same device, or integrated in a set of codes. Each module can exist in the form of hardware, or can also exist in the form of software, or can also be implemented in the form of software plus hardware. The present application can select some or all of the modules according to actual needs to achieve the purpose of the present embodiment.

[0155] It should be understood that, although the various steps in the flowcharts in the above-described embodiments are sequentially displayed according to the indications of the arrows, these steps are not necessarily executed sequentially in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps is not strictly limited in order, and they can be executed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily to be carried out sequentially, but can be executed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0156] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the above embodiments can still be modified, or some or all of the technical features can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An anti-lock braking control method applied to a four-axle vehicle, characterized in that: The four-axle vehicle includes a wheel speed sensor for each wheel on each side of each axle, and the four-axle vehicle includes an anti-lock control valve, and the method includes: generating an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and according to braking information of each wheel of the four-axle vehicle acquired by each wheel speed sensor; According to the anti-lock control instruction, the anti-lock control valve is controlled to perform an anti-lock operation.

2. The method according to claim 1, characterized in that The step of "generating an anti-lock control instruction according to the preset braking mode of the four-axle vehicle and the braking information of each wheel of the four-axle vehicle obtained by each wheel speed sensor" includes: Determining anti-lock control instructions for the first bridge and the second bridge according to the braking mode and the braking information of each wheel of the first bridge and the second bridge of the four-bridge vehicle; Anti-lock control instructions for the third bridge and the fourth bridge are determined according to the braking mode and the braking information of each wheel of the third bridge and the fourth bridge of the four-bridge vehicle.

3. The method according to claim 2, characterized in that The step of "determining the anti-lock control instructions of the first bridge and the second bridge according to the braking mode and the braking information of each wheel of the first bridge and the second bridge of the four-bridge vehicle" includes: Determining, according to the braking mode, a first condition for triggering generation of anti-lock control instructions for the first bridge and the second bridge; If the first condition is met, anti-lock control instructions for the first bridge and the second bridge are generated according to the braking information of the wheels in the first bridge and the second bridge whose locking state is locked in the braking information.

4. The method according to claim 3, characterized in that The first condition is determined as: - the locked state of any wheel on the first axle or the second axle is locked; or - the locking state of any wheel on the first axle is locked; or - The locking states of two wheels on the same side of the first axle and the second axle are both locked.

5. The method according to claim 4, characterized in that The step of "if the first condition is met, generating anti-lock control instructions for the first bridge and the second bridge according to the braking information of the wheels in the braking information of the first bridge and the second bridge whose locking state is locked" includes: If the locked state of one wheel on the first bridge or the second bridge is locked, or if the locked state of one wheel on the first bridge is locked, determining anti-lock control instructions of the first bridge and the second bridge according to braking information of the locked wheel; If the locked states of two wheels on the same side of the first bridge and the second bridge are both locked, the anti-lock control instructions of the first bridge and the second bridge are determined according to the braking information of the two locked wheels on the same side.

6. The method according to claim 5, characterized in that The step of "determining the anti-lock control instructions of the first bridge and the second bridge according to the braking information of the two wheels on the same side of the locked wheels" includes: Determining a target braking pressure according to an average of the braking pressures in the braking information of the two wheels on the same side that are locked; Anti-lock control instructions for the first bridge and the second bridge are generated according to the target braking pressure.

7. The method according to any one of claims 2 to 6, characterized in that: The step of "determining the anti-lock control instructions of the third bridge and the fourth bridge according to the braking mode and the braking information of each wheel of the third bridge and the fourth bridge of the four-bridge vehicle" includes: Determining, according to the braking mode, a second condition for triggering generation of anti-lock control instructions for the third bridge and the fourth bridge; If the second condition is met, anti-lock control instructions for the third bridge and the fourth bridge are generated according to the braking information of the wheels in the braking information of the third bridge and the fourth bridge whose locking state is locked.

8. The method according to claim 7, characterized in that The second condition is determined as: - the locked state of any wheel on the third bridge or the fourth bridge is locked; or - the locking state of any wheel on the third axle is locked; or - The locked state of two wheels on the same side of the third axle and the fourth axle is locked.

9. The method according to claim 8, characterized in that The step of "if the second condition is met, generating anti-lock control instructions for the third bridge and the fourth bridge according to the braking information of the wheels in the third bridge and the fourth bridge whose locked state is locked" includes: If the locked state of one wheel in the third bridge or the fourth bridge is locked, or the locked state of one wheel in the third bridge is locked, determining the anti-lock control instructions of the third bridge and the fourth bridge according to the braking information of the locked wheel; If the locked state of two wheels on the same side of the third bridge and the fourth bridge is locked, the anti-lock control instructions of the third bridge and the fourth bridge are determined according to the braking information of the two locked wheels on the same side.

10. The method according to any one of claims 1 to 6, characterized in that: The method is implemented using the following anti-lock control valve: - Anti-lock control valves for the two left-hand wheels of the first and second axles; - Anti-lock control valves for the two right-hand wheels of the first and second axles; - Anti-lock control valves for the two left wheels of the third and fourth axles; - Anti-lock control valves assigned to the two right-hand wheels of the third and fourth axles.

11. The method according to any one of claims 1 to 6, characterized in that: The method is implemented in any one of the following five braking modes: In the first mode, it is found that any wheel in the first bridge or the second bridge is in a locked state, and an anti-lock control instruction for the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that any wheel in the third bridge or the fourth bridge is in a locked state, and an anti-lock control instruction for the third bridge and the fourth bridge is generated according to the braking information of the wheel; In the second mode, it is found that any wheel in the first bridge is in a locked state, and an anti-lock control instruction for the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that any wheel in the third bridge is in a locked state, and an anti-lock control instruction for the third bridge and the fourth bridge is generated according to the braking information of the wheel; In the third mode, it is found that the locking state of any one wheel in the first bridge or the second bridge is locked, and the anti-lock control instructions of the first bridge and the second bridge are generated according to the braking information of the wheel; and it is found that the locking state of two wheels on the same side of the third bridge and the fourth bridge is locked, and the anti-lock control instructions of the third bridge and the fourth bridge are generated according to the braking information of the two wheels on the same side; In the fourth mode, it is found that any one wheel of the first bridge is in a locked state, and an anti-lock control instruction of the first bridge and the second bridge is generated according to the braking information of the wheel; and it is found that two wheels on the same side of the third bridge and the fourth bridge are in a locked state, and an anti-lock control instruction of the third bridge and the fourth bridge is generated according to the braking information of the two wheels on the same side; In the fifth mode, it is found that the locking state of two wheels on the same side of the first bridge and the second bridge is locked, and the anti-lock control instructions of the first bridge and the second bridge are generated according to the braking information of the two wheels on the same side; and it is found that the locking state of two wheels on the same side of the third bridge and the fourth bridge is locked, and the anti-lock control instructions of the third bridge and the fourth bridge are generated according to the braking information of the two wheels on the same side.

12. The method according to claim 11, characterized in that The method further comprises: In response to a user selection instruction, a preset braking mode of the four-axle vehicle is determined. 13.An anti-lock control device for a four-axle vehicle, characterized in that: The four-axle vehicle comprises a wheel speed sensor for each wheel on each side of each axle, and the four-axle vehicle comprises an anti-lock control valve, the anti-lock control device is configured to implement the method according to any one of claims 1 to 12, the anti-lock control device comprises: A processing module, configured to generate an anti-lock control instruction according to a preset braking mode of the four-axle vehicle and braking information of each wheel of the four-axle vehicle acquired by each wheel speed sensor; The control module is used to control the anti-lock control valve to perform an anti-lock operation according to the anti-lock control instruction.

14. A controller, characterized in that: The device comprises: a memory and a processor; The memory is used to store computer programs; The processor is used to execute the computer program stored in the memory to implement the anti-lock braking control method according to any one of claims 1-12.

15. A four-axle vehicle, characterized in that: The four-axle vehicle comprises a wheel speed sensor for each wheel on each side of each axle, the four-axle vehicle comprises an anti-lock control valve, and the four-axle vehicle comprises the anti-lock control device of claim 13 or the controller of claim 14.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the computer program is used to implement the anti-lock braking control method according to any one of claims 1 to 12.

17. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the anti-lock braking control method according to any one of claims 1 to 12 is implemented.

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