Control method, device and equipment of anti-lock braking system and vehicle

Abstract

The invention discloses a control method, device and equipment of an anti-lock braking system and a vehicle, and relates to the technical field of vehicles. The method comprises the steps that under the condition that it is detected that a vehicle is braked emergently, the road surface adhesion level at the current moment is determined; determining a pressure change rate factor corresponding to the pavement adhesion level at the current moment; the pressure change rate of an anti-lock actuator in the vehicle is adjusted based on the pressure change rate factor, and the target pressure change rate of the anti-lock actuator is obtained; and the pressure change rate of the anti-lock actuator is controlled to be the target pressure change rate. By adopting the method, the brake performance of the vehicle can be improved.

Description

Technical Field

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

[0002] The braking performance of a vehicle is an important guarantee for the safe driving of the vehicle. Therefore, the Anti-lock Braking System (ABS) came into being. In the traditional ABS logic threshold control method, the staff will conduct detailed calibration of the three different adhesion coefficients corresponding to the auxiliary force of the road surface, and then formulate a series of relevant logic control parameters based on the calibration of different adhesion coefficients. After that, ABS adjusts and coordinates the relevant logic control parameters to achieve vehicle braking (or braking). In this way, although it can meet the braking needs of the vehicle to a large extent, it has the problem of low braking performance of the vehicle due to insufficient control, thus affecting the driving safety of the vehicle.

[0003] Therefore, how to improve the braking performance of the vehicle has become an urgent problem to be solved. Summary of the invention

[0004] The embodiments of the present application provide a control method, device, equipment and vehicle for an anti-lock braking system, which can improve the braking performance of the vehicle.

[0005] In a first aspect, an embodiment of the present application provides a control method for an anti-lock braking system, the method comprising:

[0006] When the vehicle is detected to be in emergency braking, determine the road adhesion level at the current moment;

[0007] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0008] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0009] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0010] In one of the embodiments, when it is detected that the vehicle is in emergency braking, the road adhesion level at the current moment is determined, including: when it is detected that the vehicle is in emergency braking, based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment, determining the target slip rate; when it is determined that the target slip rate is greater than a preset slip rate threshold, based on the obtained braking force and vertical force of the anti-lock actuator, determining the road adhesion coefficient at the current moment; based on the road adhesion coefficient at the current moment and the road adhesion coefficient value ranges corresponding to multiple preset road adhesion levels, determining the road adhesion level at the current moment.

[0011] In one of the embodiments, when it is detected that the vehicle is in emergency braking, a target slip rate is determined based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at a current moment, including: when it is detected that the vehicle is in emergency braking, the front wheel slip rate is determined based on the vehicle speed and front wheel speed of the vehicle at a current moment, and the rear wheel slip rate is determined based on the vehicle speed and rear wheel speed of the vehicle at a current moment; and the average of the front wheel slip rate and the rear wheel slip rate is used as the target slip rate.

[0012] In one embodiment, the pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level; the target pressure change rate includes a target decompression rate; adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator includes: when it is determined that the target slip rate is greater than a preset slip rate threshold, adjusting the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor to obtain a target decompression rate of the anti-lock actuator; controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate includes: controlling the decompression rate of the anti-lock actuator to be the target decompression rate.

[0013] In one embodiment, the pressure change rate factor includes a first boost rate factor, wherein the first boost rate factor is positively correlated with the road adhesion level; the target pressure change rate includes a target boost rate; adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator includes: when it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor to obtain a target boost rate of the anti-lock actuator; controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate includes: controlling the boost rate of the anti-lock actuator to be the target boost rate.

[0014] In one embodiment, the decompression rate of an anti-lock brake actuator in a vehicle is adjusted based on a first decompression rate factor to obtain a target decompression rate of the anti-lock brake actuator, including: determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjusting the decompression rate of the anti-lock brake actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain the target decompression rate of the anti-lock brake actuator.

[0015] In one of the embodiments, the boost rate of an anti-lock actuator in a vehicle is adjusted based on a first boost rate factor to obtain a target boost rate of the anti-lock actuator, including: determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from the boost rate factors corresponding to a plurality of preset wheel service life levels; each second boost rate factor is positively correlated with the wheel service life level; and adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and a plurality of second boost rate factors to obtain a target decompression rate of the anti-lock actuator.

[0016] In a second aspect, an embodiment of the present application provides a control device for an anti-lock braking system, the device comprising:

[0017] A determination module, used to determine the road adhesion level of the vehicle at the current moment when it is detected that the vehicle is in emergency braking;

[0018] The determination module is further used to determine the pressure change rate factor corresponding to the road surface adhesion level at the current moment; the determination module is further used to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0019] The control module is used for controlling the pressure change rate of the anti-lock actuator to be a target pressure change rate.

[0020] In a third aspect, an embodiment of the present application provides a vehicle control device, including a memory and a processor, wherein the memory stores a computer program; when the processor executes the computer program, the following steps are implemented:

[0021] When the vehicle is detected to be in emergency braking, determine the road adhesion level of the vehicle at the current moment;

[0022] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0023] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0024] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0025] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the following steps are implemented:

[0026] When the vehicle is detected to be in emergency braking, determine the road adhesion level of the vehicle at the current moment;

[0027] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0028] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0029] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0030] In a fifth aspect, the present application further provides a computer program product, including a computer program, which implements the following steps when executed by a processor:

[0031] When the vehicle is detected to be in emergency braking, determine the road adhesion level of the vehicle at the current moment;

[0032] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0033] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0034] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0035] In a sixth aspect, the present application further provides a vehicle, including a vehicle controller and an anti-lock brake actuator, wherein the vehicle controller is used to execute the steps in the method designed in the first aspect to control the anti-lock brake actuator.

[0036] The control method, device, equipment and vehicle of the anti-lock brake system can determine the road adhesion level of the vehicle at the current moment when the vehicle is in emergency braking; determine the pressure change rate factor corresponding to the road adhesion level at the current moment; adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator; and control the pressure change rate of the anti-lock actuator to the target pressure change rate. Compared with the traditional ABS logic threshold control method, the method can determine the road adhesion level of the vehicle at the current moment when the vehicle is in emergency braking, and accurately control the pressure change rate of the anti-lock actuator in the vehicle based on the road adhesion level at the current moment to obtain the target pressure change rate of the anti-lock actuator. Finally, by controlling the pressure change rate of the anti-lock actuator to the target pressure change rate, the braking performance of the vehicle can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0038] Figure 1 It is a process schematic diagram of an ABS logic threshold control method;

[0039] Figure 2 It is a schematic diagram of an application scenario of a control method for an anti-lock braking system provided in an embodiment of the present application;

[0040] Figure 3 It is a flowchart of a control method of an anti-lock braking system provided by an embodiment of the present application;

[0041] Figure 4 is a flow chart of another anti-lock braking system control method provided by an embodiment of the present application;

[0042] Figure 5 is a structural schematic diagram of a control device for an anti-lock braking system provided in an embodiment of the present application;

[0043] Figure 6 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] 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.

[0045] First, in order to facilitate the understanding of the embodiments of the present application, Figure 1 The ABS logic threshold control method is briefly introduced. Figure 1 This is a process diagram of an ABS logic threshold control method. Figure 1 As shown, the ABS logic threshold control method may include the following 8 stages:

[0046] Stage 1: Steady state stage. At this time, the slip rate is low. As the braking force increases, the slip rate increases and the wheel deceleration gradually decreases. In this stage, the angular deceleration of the wheel does not reach the deceleration threshold value -a.

[0047] Stage 2, the pressure increase and pressure maintenance stage, when the angular deceleration of the wheel is less than -a (i.e., rapid deceleration), the wheel is fully braked and enters the unstable zone near the peak of the road adhesion coefficient μ-slip rate s curve, and the slip rate is still rising.

[0048] Stage 3, decompression stage in unstable area: When the slip rate is greater than a preset slip rate threshold S1 (which can be set based on user needs), the decompression stage at a specific decompression rate is entered, at which time the wheel angular deceleration increases.

[0049] Stage 4: Pressure reduction and pressure holding stage. When the angular deceleration is higher than -a, it enters the pressure holding stage. At this time, the wheel speed increases and the angular deceleration gradually changes from negative to positive.

[0050] Stage 5: First pressure recovery stage. When the angular deceleration is less than the acceleration threshold value +A, the pressure is increased at a specific pressure increase rate to reduce the angular deceleration. If the angular deceleration is always less than another acceleration threshold value +a, it indicates that the road surface is a low adhesion road surface. Where +A>+a.

[0051] Stage 6: Pressure maintenance stage after pressure recovery: When the angular deceleration is less than +A, the wheel enters the stable zone near the peak of the pressure p-slip rate S curve.

[0052] Stage 7: Stable recovery stage. When the angular deceleration is less than +a, it enters the stable zone. At this time, in order to extend the braking time, a specific boost rate with a small rising gradient is used until the angular deceleration of the wheel is less than -a.

[0053] Stage 8: Enter the next cycle of anti-lock braking and end the current cycle.

[0054] In stage 3 of ABS, the decompression rate should be closely related to the road adhesion coefficient μ-slip rate s. However, since the ABS logic threshold control method does not accurately control the decompression rate based on the road adhesion coefficient, the following situation occurs: when the decompression rate is too small, the system is prone to produce unnecessary overshoot amplitude, thereby affecting the stability and safety of the vehicle; when the decompression rate is too large, the braking distance of the vehicle will become longer, thereby affecting the braking performance of the vehicle.

[0055] In stage 7 of ABS, the boost rate should be related to the wheel inertia and road adhesion coefficient. However, the ABS logic threshold control method does not perform more precise control of the boost rate based on the road adhesion coefficient, which affects the vehicle's braking performance.

[0056] Based on this, the embodiments of the present application provide a control method, device, equipment and vehicle for an anti-lock braking system. Figure 2 The control method of the anti-lock braking system provided in the embodiment of the present application is briefly described. Figure 2 Schematic diagram of an application scenario of a control method for an anti-lock braking system provided in an embodiment of the present application. Figure 2 As shown, the application scenario includes a vehicle 201 , and the vehicle 201 includes an anti-lock actuator 202 .

[0057] Among them, the vehicle 201 can determine the road adhesion level at the current moment when the vehicle is in emergency braking; further determine the pressure change rate factor corresponding to the road adhesion level at the current moment; adjust the pressure change rate of the anti-lock actuator 202 in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator 202; and control the pressure change rate of the anti-lock actuator 202 to the target pressure change rate. Compared with the traditional ABS logic threshold control method, the vehicle can determine the road adhesion level at the current moment when the vehicle is in emergency braking, and accurately control the pressure change rate of the anti-lock actuator in the vehicle based on the road adhesion level at the current moment to obtain the target pressure change rate of the anti-lock actuator, thereby improving the braking performance of the vehicle.

[0058] The control method of the anti-lock braking system provided in the embodiment of the present application is described in detail below.

[0059] See also Figure 3 , Figure 3 is a flow chart of a control method of an anti-lock braking system provided by an embodiment of the present application. The method can be performed by a vehicle (e.g. Figure 2 The vehicle 201 in the embodiment is executed. Figure 3 As shown, the control method of the anti-lock braking system may include but is not limited to the following steps:

[0060] S301: When it is detected that the vehicle is in emergency braking, determine the road adhesion level at the current moment.

[0061] Among them, road adhesion refers to the adhesion between the wheels and the road surface.

[0062] Exemplarily, the road adhesion level may be any one of the following: high, medium and low. If the road adhesion level is high (or high road adhesion level), it means that the adhesion between the wheel and the road is high; if the road adhesion level is medium (or medium road adhesion level), it means that the adhesion between the wheel and the road is moderate; if the road adhesion level is low (or low road adhesion level), it means that the adhesion between the wheel and the road is low.

[0063] S302: Determine the pressure change rate factor corresponding to the road surface adhesion level at the current moment.

[0064] In an optional implementation, the vehicle may determine the pressure change rate factor corresponding to the road surface adhesion level at the current moment from a plurality of preset pressure change rate factors corresponding to the road surface adhesion levels.

[0065] Optionally, the pressure change rate factor includes a decompression rate factor and a pressure increase rate factor.

[0066] It is understandable that, in the case of a high road adhesion level, the braking force of the vehicle can restore the wheel speed more quickly, and the pressure does not need to be reduced quickly at this time. Therefore, when the decompression rate factor corresponding to the high road adhesion level is preset, a smaller decompression rate factor can be selected. In the case of a low road adhesion level, the vehicle needs to restore the wheel speed more quickly to ensure driving stability, and the pressure needs to be reduced quickly at this time. Therefore, when the decompression rate factor corresponding to the low road adhesion level is preset, a larger decompression rate factor can be selected. Optionally, the decompression rate factors corresponding to the preset multiple road adhesion levels can be shown in the following Table 1.

[0067] Table 1 Correspondence between road adhesion level and decompression rate factor

[0068]

[0069] In this way, after executing step S301, the vehicle can search for the decompression rate factor corresponding to the road adhesion level at the current moment from Table 1. For example, assuming that the road adhesion level at the current moment is high, the vehicle can determine that the decompression rate factor corresponding to the road adhesion at the current moment is 0.9. For another example, assuming that the road adhesion level at the current moment is medium, the vehicle can determine that the decompression rate factor corresponding to the road adhesion at the current moment is 1. For another example, assuming that the road adhesion level at the current moment is low, the vehicle can determine that the decompression rate factor corresponding to the road adhesion at the current moment is 1.1.

[0070] It is understandable that in the case of a high road adhesion level, the pressure needs to be increased quickly, so when the pressure increase rate factor corresponding to the high road adhesion level is preset, a larger pressure increase rate factor can be selected. In the case of a low road adhesion level, the pressure does not need to be increased quickly, so when the pressure increase rate factor corresponding to the high road adhesion level is preset, a smaller pressure increase rate factor can be selected. Optionally, the preset pressure increase rate factors corresponding to multiple road adhesion levels can be shown in Table 2 below.

[0071] Table 2 Correspondence between road adhesion level and pressure increase rate factor

[0072]

[0073] In this way, after executing step S301, the vehicle can search for the pressure increase rate factor corresponding to the road surface adhesion level at the current moment from Table 1. For example, assuming that the road surface adhesion level at the current moment is high, the vehicle can determine that the pressure increase rate factor corresponding to the road surface adhesion at the current moment is 1.1. For another example, assuming that the road surface adhesion level at the current moment is medium, the vehicle can determine that the pressure increase rate factor corresponding to the road surface adhesion at the current moment is 1. For another example, assuming that the road surface adhesion level at the current moment is low, the vehicle can determine that the pressure increase rate factor corresponding to the road surface adhesion at the current moment is 0.9.

[0074] S303 : adjusting the pressure change rate of the anti-lock brake actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock brake actuator.

[0075] In an optional implementation, the vehicle can adjust the pressure change rate (decompression rate and / or pressure increase rate) in the traditional ABS logic threshold control method based on the pressure change rate factor, so as to obtain the target pressure change rate of the anti-lock actuator in the vehicle. In this way, since the pressure change rate factor is related to the road adhesion level at the current moment, adjusting the pressure change rate in the traditional ABS logic threshold control method based on the pressure change rate factor is equivalent to considering the influence of the road adhesion level on the pressure change rate, so that the accuracy of the determined target pressure change rate is higher, and then, the anti-lock actuator is controlled based on the target pressure change rate, which can improve the braking performance of the vehicle.

[0076] S304 , controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate.

[0077] In the embodiment of the present application, the vehicle can determine the road adhesion level of the vehicle at the current moment when the vehicle is in emergency braking; determine the pressure change rate factor corresponding to the road adhesion level at the current moment; adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator; and control the pressure change rate of the anti-lock actuator to the target pressure change rate. Compared with the traditional ABS logic threshold control method, the vehicle can determine the road adhesion level at the current moment when the vehicle is in emergency braking, and accurately control the pressure change rate of the anti-lock actuator in the vehicle based on the road adhesion level at the current moment to obtain the target pressure change rate of the anti-lock actuator. Finally, by controlling the pressure change rate of the anti-lock actuator to the target pressure change rate, the braking performance of the vehicle can be improved.

[0078] See also Figure 4 , Figure 4 is a flow chart of another anti-lock braking system control method provided by an embodiment of the present application. Figure 3 The control method of the anti-lock braking system shown is different in that Figure 4 The method shown in FIG. 1 specifically describes how the vehicle determines the road adhesion level at the current moment. Figure 4 As shown, the control method of the anti-lock braking system may include but is not limited to the following steps:

[0079] S401. When it is detected that the vehicle is in emergency braking, determine a target slip ratio based on the vehicle speed, front wheel speed, and rear wheel speed of the vehicle at the current moment.

[0080] Optionally, the front wheel speed at the current moment can be determined by the vehicle in the following manner: obtaining the front left wheel speed and the front right wheel speed at the current moment; taking the average of the front left wheel speed and the front right wheel speed at the current moment as the front wheel speed at the current moment. Optionally, the front wheel speed at the current moment can be recorded as v front .

[0081] Optionally, the rear wheel speed at the current moment can be determined by the vehicle in the following manner: obtaining the rear left wheel speed and the rear right wheel speed at the current moment; taking the average of the rear left wheel speed and the rear right wheel speed at the current moment as the rear wheel speed at the current moment. Optionally, the rear wheel speed at the current moment can be recorded as v rear .

[0082] In an optional embodiment, when the vehicle detects that the vehicle is in emergency braking, the target slip rate is determined based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment. This may include: when the vehicle is detected that the vehicle is in emergency braking, the front wheel slip rate is determined based on the vehicle speed and front wheel speed of the vehicle at the current moment, and the rear wheel slip rate is determined based on the vehicle speed and rear wheel speed of the vehicle at the current moment; and the average of the front wheel slip rate and the rear wheel slip rate is used as the target slip rate.

[0083] In this embodiment, the vehicle may use the following formula (1) to determine the front wheel slip rate based on the vehicle speed and the front wheel speed at the current moment.

[0084] (1)

[0085] In formula (1), s front represents the front wheel slip rate; v vehicle It represents the vehicle speed at the current moment; v front It indicates the front wheel speed at the current moment.

[0086] In this embodiment, the vehicle may use the following formula (2) when determining the rear wheel slip rate based on the vehicle speed and rear wheel speed at the current moment.

[0087] (2)

[0088] In formula (2), s rear Represents the rear wheel slip rate; v vehicle It represents the vehicle speed at the current moment; v front It indicates the rear wheel speed at the current moment.

[0089] S402: When it is determined that the target slip rate is greater than a preset slip rate threshold, determine a road adhesion coefficient at a current moment based on the obtained braking force and vertical force of the anti-lock actuator.

[0090] Optionally, the preset slip rate threshold may be 8%. It should be noted that the preset slip rate threshold may be set based on user needs.

[0091] In an optional implementation, before step S402 , the vehicle may also obtain the braking force (denoted as F) and the vertical force (denoted as N) of the anti-lock actuator at the current moment.

[0092] In an optional implementation, when the vehicle determines the road adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator, the following formula (3) may be used.

[0093] (3)

[0094] In formula (3), F represents the braking force of the anti-lock actuator; N represents the vertical force; and μ represents the road adhesion coefficient at the current moment.

[0095] Optionally, if the vehicle determines that the target slip rate is less than or equal to a preset slip rate threshold, that is, when the target slip rate is less than or equal to the preset slip rate threshold, the vehicle may not execute subsequent steps, but control the anti-lock actuator according to the traditional ABS logic threshold control method.

[0096] S403: Determine the road adhesion level at the current moment based on the road adhesion coefficient at the current moment and road adhesion coefficient value ranges corresponding to a plurality of preset road adhesion levels.

[0097] The preset multiple road adhesion levels may include the following three levels: high, medium and low.

[0098] In an optional embodiment, the vehicle determines the road adhesion level of the vehicle at the current moment based on the road adhesion coefficient at the current moment and the road adhesion coefficient value ranges corresponding to multiple preset road adhesion levels, which may include: determining a target road adhesion coefficient value range to which the road adhesion coefficient at the current moment belongs from the road adhesion coefficient value ranges corresponding to multiple preset road adhesion levels; and using the road adhesion level corresponding to the target road adhesion coefficient value range as the road adhesion level at the current moment.

[0099] Exemplarily, it is assumed that the preset multiple road adhesion levels include the following three levels: high, medium and low, wherein the road adhesion coefficient value interval corresponding to the high road adhesion is (0.7, 1], the road adhesion coefficient value interval corresponding to the medium road adhesion is (0.4, 0.7], and the road adhesion coefficient value interval corresponding to the low road adhesion is (0.1, 0.4]. If the road adhesion coefficient at the current moment is 0.8, the vehicle can determine that the target road adhesion coefficient value interval to which the road adhesion coefficient 0.8 at the current moment belongs is (0.7, 1]. In this case, the vehicle can use the road adhesion level (high) corresponding to the target road adhesion coefficient value interval (0.7, 1] as the road adhesion level at the current moment, that is, the road adhesion level at the current moment is high.

[0100] S404: Determine the pressure change rate factor corresponding to the road surface adhesion level at the current moment.

[0101] S405 . Adjust the pressure change rate of the anti-lock brake actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock brake actuator.

[0102] S406 , controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate.

[0103] In an optional implementation, the relevant descriptions of steps S404 to S406 can refer to the descriptions of the aforementioned steps S302 to S304, and will not be repeated here.

[0104] In the embodiment of the present application, the vehicle can determine the target slip rate based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment when it is detected that the vehicle is in emergency braking; determine the road adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator when it is determined that the target slip rate is greater than the preset slip rate threshold; determine the road adhesion level at the current moment based on the road adhesion coefficient at the current moment and the road adhesion coefficient value ranges corresponding to the preset multiple road adhesion levels, so that the road adhesion level at the current moment can be determined more accurately, and thus, the pressure change rate factor for adjusting the ABS pressure change rate can be accurately determined. Further, the pressure change rate of the anti-lock actuator in the vehicle can be adjusted based on the pressure change rate factor to obtain an accurate target pressure change rate of the anti-lock actuator. Finally, by controlling the pressure change rate of the anti-lock actuator to the target pressure change rate, the braking performance of the vehicle can be improved, and further, the safety and stability of the vehicle driving can be improved.

[0105] In an optional embodiment, Figure 3 and Figure 4The pressure change rate factor mentioned in the control method of the anti-lock braking system shown in the figure may include a first decompression rate factor and / or a first pressure increase rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level, and the first pressure increase rate factor is positively correlated with the road adhesion level; the target pressure change rate may include a target decompression rate and / or a target pressure increase rate. The following describes the control method of the anti-lock braking system based on the pressure change rate factor of the vehicle in the following manner using the description of embodiments 1.1 to 1.3. Figure 3 Steps S303 and S304 in, and Figure 4 Steps S405 and S406 are described in detail.

[0106] Implementation 1.1: The pressure change rate factor includes a first decompression rate factor, and the target pressure change rate includes a target decompression rate.

[0107] In this implementation 1.1, the vehicle adjusts the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, which may include: when it is determined that the target slip rate is greater than the preset slip rate threshold, adjusting the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator; the vehicle controls the pressure change rate of the anti-lock actuator to be the target pressure change rate, which may include: controlling the decompression rate of the anti-lock actuator to be the target decompression rate. Figure 1 , the vehicle can control the Figure 1 The decompression rate in stage 3 is the target decompression rate, which is achieved by executing Figure 1 The vehicle can be braked at each stage.

[0108] In an optional embodiment, the vehicle adjusts the decompression rate of an anti-lock brake actuator in the vehicle based on a first decompression rate factor to obtain a target decompression rate of the anti-lock brake actuator, which may include: determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjusting the decompression rate of the anti-lock brake actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain the target decompression rate of the anti-lock brake actuator.

[0109] In this embodiment, the wheel service life level of each wheel is determined by: determining the vehicle mileage corresponding to each wheel; determining the wheel service life level of each wheel based on the vehicle mileage corresponding to each wheel and a plurality of preset mileage intervals; wherein each mileage interval corresponds to a wheel service life level.

[0110] Optionally, the vehicle determines the vehicle mileage corresponding to each wheel, which may include: for each wheel, obtaining the vehicle's historical mileage when the wheel was replaced before the current moment and the current mileage at the current moment; and using the difference between the current mileage and the historical mileage as the vehicle mileage corresponding to the wheel.

[0111] Optionally, the decompression rate factors corresponding to the preset multiple wheel service life levels may be shown in Table 3 below.

[0112] Table 3 Correspondence between wheel service life level and decompression rate factor

[0113]

[0114] In this way, the vehicle can look up the second decompression rate factor corresponding to the wheel service life level of each wheel from Table 3. For example, assuming that the vehicle determines that the wheel service life level of the front left wheel is new, the second decompression rate factor corresponding to the front left wheel can be determined to be 1.1; for another example, assuming that the vehicle determines that the wheel service life level of the rear left wheel is old, the second decompression rate factor corresponding to the rear left wheel can be determined to be 0.9.

[0115] In this embodiment, the vehicle adjusts the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor and the plurality of second decompression rate factors, and when obtaining the target decompression rate of the anti-lock actuator, the following formula (4) may be used.

[0116] (4)

[0117] In formula (4), k dec It represents the target decompression rate of the anti-lock actuator; δ u1 It represents the first decompression rate factor corresponding to the road adhesion level at the current moment; δ i1,1 It represents the second decompression rate factor corresponding to the left wheel at the current moment; δ i1,2 It represents the second decompression rate factor corresponding to the right wheel at the current moment; δ i1,3 It represents the second decompression rate factor corresponding to the left wheel at the current moment; δ i1,4 It represents the second decompression rate factor corresponding to the right wheel at the current moment; k ref1 It represents the decompression rate in the traditional ABS logic threshold control method.

[0118] Embodiment 1.2: The pressure change rate factor includes a first pressure increasing rate factor, and the target pressure change rate includes a target pressure increasing rate.

[0119] In this embodiment 1.2, the vehicle adjusts the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, which may include: when it is determined that the angular deceleration of the wheel is less than the preset angular deceleration threshold, adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator; the vehicle controls the pressure change rate of the anti-lock actuator to be the target pressure change rate, which may include: controlling the boost rate of the anti-lock actuator to be the target boost rate. Figure 1 , the vehicle can control the Figure 1 The boost rate of stage 7 in is the target boost rate, which is calculated by executing Figure 1 The vehicle can be braked at each stage.

[0120] In an optional embodiment, the vehicle adjusts the boost rate of an anti-lock brake actuator in the vehicle based on a first boost rate factor to obtain a target boost rate of the anti-lock brake actuator, which may include: determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from multiple preset boost rate factors corresponding to each wheel service life level; each second boost rate factor is positively correlated with the wheel service life level; and adjusting the boost rate of the anti-lock brake actuator in the vehicle based on the first boost rate factor and multiple second boost rate factors to obtain a target decompression rate of the anti-lock brake actuator.

[0121] In this implementation manner, the method for determining the wheel service life grade of each wheel can refer to the relevant description in the aforementioned implementation manner 1.1, and will not be repeated here.

[0122] Optionally, the boost rate factors corresponding to the preset multiple wheel service life levels may be as shown in Table 4 below.

[0123] Table 4 Correspondence between wheel service life level and boost rate factor

[0124]

[0125] In this way, the vehicle can look up the pressure-increasing rate factor corresponding to the wheel service life level of each wheel from Table 4. For example, assuming that the vehicle determines that the wheel service life level of the front left wheel is new, the second pressure-increasing rate factor corresponding to the front left wheel can be determined to be 1.1; for another example, assuming that the vehicle determines that the wheel service life level of the rear left wheel is old, the second pressure-increasing rate factor corresponding to the rear left wheel can be determined to be 0.9.

[0126] In this embodiment, the vehicle adjusts the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and the plurality of second boost rate factors, and when obtaining the target boost rate of the anti-lock actuator, the following formula (5) may be used.

[0127] (5)

[0128] In formula (5), k acc It represents the target boost rate of the anti-lock actuator; δ u2 It represents the first pressure increase rate factor corresponding to the road adhesion level at the current moment; δ i2,1 It represents the second boost rate factor corresponding to the left wheel at the current moment; δ i2,2 It represents the second boost rate factor corresponding to the right wheel at the current moment; δ i2,3 It represents the second boost rate factor corresponding to the left wheel at the current moment; δ i2,4 It represents the second boost rate factor corresponding to the right wheel at the current moment; k ref2 It represents the boost rate in the traditional ABS logic threshold control method.

[0129] Embodiment 1.3: The pressure change rate factor includes a first decompression rate factor and a first pressure increase rate factor, and the target pressure change rate includes a target decompression rate and a target pressure increase rate.

[0130] In this embodiment 1.3, the vehicle may adjust the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator when it is determined that the target slip rate is greater than the preset slip rate threshold, and adjust the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator when it is determined that the angular deceleration of the wheel is less than the preset angular deceleration threshold; control the decompression rate of the anti-lock actuator to be the target decompression rate, and control the boost rate of the anti-lock actuator to be the target boost rate. Figure 1 , the vehicle can control the Figure 1 The decompression rate in stage 3 is the target decompression rate, and the control Figure 1 The boost rate of stage 7 in is the target boost rate, which is calculated by executing Figure 1 The vehicle can be braked at each stage.

[0131] Optionally, when the vehicle determines that the target slip rate is greater than a preset slip rate threshold, the vehicle adjusts the decompression rate of the anti-lock brake actuator in the vehicle based on the first decompression rate factor. For the relevant explanation of obtaining the target decompression rate of the anti-lock brake actuator, please refer to the description in the aforementioned implementation 1.1, which will not be repeated here; when the vehicle determines that the angular deceleration of the wheel is less than a preset angular deceleration threshold, the vehicle adjusts the boost rate of the anti-lock brake actuator in the vehicle based on the first boost rate factor. For the relevant explanation of obtaining the target boost rate of the anti-lock brake actuator, please refer to the description in the aforementioned implementation 1.2, which will not be repeated here.

[0132] By adopting the above-mentioned embodiment, the vehicle can determine the second decompression rate factor and / or the second pressure increase rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors and / or the pressure increase rate factors corresponding to the preset multiple wheel service life levels. In this way, the influence of the change in wheel rigidity caused by wheel aging on the decompression rate and the pressure increase rate of the anti-lock actuator can be reduced as much as possible. Therefore, when the target decompression rate of the anti-lock actuator in the vehicle is determined based on the first decompression rate factor and the multiple second decompression rate factors, and / or, when the target pressure increase rate of the anti-lock actuator is determined based on the first pressure increase rate factor and the multiple second pressure increase rate factors, the accuracy of the determined target decompression rate and / or target pressure increase rate of the anti-lock actuator can be further improved. Furthermore, by controlling the decompression rate of the anti-lock actuator to be the target decompression rate, and / or, controlling the pressure increase rate of the anti-lock actuator to be the target pressure increase rate, the braking performance of the vehicle can be further improved, and further, the safety and stability of the vehicle driving can be further improved.

[0133] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0134] Based on the same inventive concept, the embodiment of the present application also provides a control device for an anti-lock braking system for implementing the control method of the anti-lock braking system involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more embodiments of the control device for an anti-lock braking system provided below can refer to the limitations of the control method for an anti-lock braking system above, and will not be repeated here.

[0135] See also Figure 5 , Figure 5 Schematic diagram of the structure of a control device for an anti-lock braking system provided in an embodiment of the present application. Figure 5 As shown, the control device of the anti-lock braking system may include but is not limited to:

[0136] The determination module 501 is used to determine the road adhesion level of the vehicle at the current moment when it is detected that the vehicle is in emergency braking;

[0137] The determination module 501 is further used to determine the pressure change rate factor corresponding to the road surface adhesion level at the current moment;

[0138] The determination module 501 is further configured to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate factor of the anti-lock actuator;

[0139] The control module 502 is used to control the pressure change rate of the anti-lock actuator to be a target pressure change rate.

[0140] In one embodiment, when the determination module 501 is used to determine the road adhesion level at a current moment when it is detected that the vehicle is in emergency braking, it is specifically used to: determine the target slip rate based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment when it is detected that the vehicle is in emergency braking; determine the road adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator when it is determined that the target slip rate is greater than a preset slip rate threshold; determine the road adhesion level at the current moment based on the road adhesion coefficient at the current moment and the road adhesion coefficient value ranges corresponding to multiple preset road adhesion levels.

[0141] In one embodiment, when the determination module 501 is used to determine the target slip rate based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment when it is detected that the vehicle is in emergency braking, it is specifically used to: when it is detected that the vehicle is in emergency braking, determine the front wheel slip rate based on the vehicle speed and front wheel speed of the vehicle at the current moment, and determine the rear wheel slip rate based on the vehicle speed and rear wheel speed of the vehicle at the current moment; and use the average of the front wheel slip rate and the rear wheel slip rate as the target slip rate.

[0142] In one embodiment, the pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level; the target pressure change rate includes a target decompression rate; when the determination module 501 is used to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, it is specifically used to: when it is determined that the target slip rate is greater than a preset slip rate threshold, adjust the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator; when the control module 502 is used to control the pressure change rate of the anti-lock actuator to be the target pressure change rate, it is specifically used to: control the decompression rate of the anti-lock actuator to be the target decompression rate.

[0143] In one embodiment, the pressure change rate factor includes a first boost rate factor, wherein the first boost rate factor is positively correlated with the road adhesion level; the target pressure change rate includes a target boost rate; the determination module 501, when used to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, is specifically used to: when it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, adjust the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator; the control module 502, when used to control the pressure change rate of the anti-lock actuator to the target pressure change rate, is specifically used to: control the boost rate of the anti-lock actuator to the target boost rate.

[0144] In one embodiment, when the determination module 501 is used to adjust the decompression rate of an anti-lock actuator in a vehicle based on a first decompression rate factor to obtain a target decompression rate of the anti-lock actuator, it is specifically used to: determine a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjust the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain the target decompression rate of the anti-lock actuator.

[0145] In one embodiment, when the determination module 501 is used to adjust the boost rate of an anti-lock actuator in a vehicle based on a first boost rate factor to obtain a target boost rate of the anti-lock actuator, it is specifically used to: determine a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from the boost rate factors corresponding to a plurality of preset wheel service life levels; each second boost rate factor is positively correlated with the wheel service life level; and adjust the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and a plurality of second boost rate factors to obtain a target decompression rate of the anti-lock actuator.

[0146] Each module in the control device of the anti-lock braking system can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a vehicle control device in the form of software, so that the processor can call and execute operations corresponding to each module.

[0147] In an exemplary embodiment, a vehicle control device is provided, which can be applied to a vehicle. The vehicle control device can be a terminal, and its internal structure diagram can be as shown in FIG. Figure 6 As shown. The vehicle control device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the vehicle control device is used to provide computing and control capabilities. The memory of the vehicle control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the vehicle control device is used to exchange information between the processor and the external device. The communication interface of the vehicle control device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be realized through WIFI, a mobile cellular network, near field communication (NFC) or other technologies. When the computer program is executed by the processor, the steps in a control method of an anti-lock braking system are implemented. The display unit of the vehicle control device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the vehicle control device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the shell of the vehicle control device, or an external keyboard, touchpad, etc.

[0148] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the vehicle control device or server to which the scheme of the present application is applied. The specific vehicle control device or server may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0149] In an exemplary embodiment, the present application provides a vehicle control device, including a memory and a processor, wherein the memory stores a computer program; when the processor executes the computer program, the following steps are implemented:

[0150] When the vehicle is detected to be in emergency braking, determine the road adhesion level at the current moment;

[0151] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0152] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0153] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0154] In one embodiment, when a processor executes a computer program to determine the road adhesion level at a current moment when it is detected that the vehicle is in emergency braking, the following steps are specifically implemented: when it is detected that the vehicle is in emergency braking, a target slip rate is determined based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at the current moment; when it is determined that the target slip rate is greater than a preset slip rate threshold, a road adhesion coefficient at the current moment is determined based on the obtained braking force and vertical force of the anti-lock actuator; and the road adhesion level at the current moment is determined based on the road adhesion coefficient at the current moment and road adhesion coefficient value ranges corresponding to a plurality of preset road adhesion levels.

[0155] In one embodiment, the processor executes a computer program to determine the target slip rate based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at a current moment when it is detected that the vehicle is in emergency braking, and specifically implements the following steps: when it is detected that the vehicle is in emergency braking, determine the front wheel slip rate based on the vehicle speed and front wheel speed of the vehicle at a current moment, and determine the rear wheel slip rate based on the vehicle speed and rear wheel speed of the vehicle at a current moment; and use the average of the front wheel slip rate and the rear wheel slip rate as the target slip rate.

[0156] In one embodiment, the pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level; the target pressure change rate includes a target decompression rate; when the processor executes a computer program to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the target slip rate is greater than a preset slip rate threshold, the decompression rate of the anti-lock actuator in the vehicle is adjusted based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator; when the processor executes a computer program to control the pressure change rate of the anti-lock actuator to be the target pressure change rate, the following steps are specifically implemented: the decompression rate of the anti-lock actuator is controlled to be the target decompression rate.

[0157] In one embodiment, the pressure change rate factor includes a first boost rate factor, wherein the first boost rate factor is positively correlated with the road adhesion level; the target pressure change rate includes a target boost rate; when the processor executes a computer program to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, the boost rate of the anti-lock actuator in the vehicle is adjusted based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator; when the processor executes a computer program to control the pressure change rate of the anti-lock actuator to be the target pressure change rate, the following steps are specifically implemented: controlling the boost rate of the anti-lock actuator to be the target boost rate.

[0158] In one embodiment, when a processor executes a computer program to adjust the decompression rate of an anti-lock actuator in a vehicle based on a first decompression rate factor to obtain a target decompression rate of the anti-lock actuator, the following steps are specifically implemented: determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjusting the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain a target decompression rate of the anti-lock actuator.

[0159] In one embodiment, when a processor executes a computer program to adjust the boost rate of an anti-lock actuator in a vehicle based on a first boost rate factor to obtain a target boost rate of the anti-lock actuator, the following steps are specifically implemented: determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from the boost rate factors corresponding to a plurality of preset wheel service life levels; each second boost rate factor is positively correlated with the wheel service life level; and adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and the plurality of second boost rate factors to obtain a target decompression rate of the anti-lock actuator.

[0160] In an exemplary embodiment, the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0161] When the vehicle is detected to be in emergency braking, determine the road adhesion level at the current moment;

[0162] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0163] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0164] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0165] In one embodiment, a computer program is executed by a processor to implement the following steps when determining the road adhesion level at a current moment when it is detected that the vehicle is in emergency braking: when it is detected that the vehicle is in emergency braking, determining a target slip rate based on the vehicle speed, front wheel speed, and rear wheel speed at the current moment; when it is determined that the target slip rate is greater than a preset slip rate threshold, determining the road adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator; determining the road adhesion level at the current moment based on the road adhesion coefficient at the current moment and road adhesion coefficient value ranges corresponding to a plurality of preset road adhesion levels.

[0166] In one embodiment, a computer program is executed by a processor to implement, when a target slip rate is determined based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at a current moment, when it is detected that the vehicle is in emergency braking, the following steps are specifically implemented: when it is detected that the vehicle is in emergency braking, the front wheel slip rate is determined based on the vehicle speed and front wheel speed of the vehicle at a current moment, and the rear wheel slip rate is determined based on the vehicle speed and rear wheel speed of the vehicle at a current moment; and the average of the front wheel slip rate and the rear wheel slip rate is used as the target slip rate.

[0167] In one embodiment, the pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level; the target pressure change rate includes a target decompression rate; when the computer program is executed by the processor to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the target slip rate is greater than a preset slip rate threshold, the decompression rate of the anti-lock actuator in the vehicle is adjusted based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator; when the processor executes the computer program to control the pressure change rate of the anti-lock actuator to the target pressure change rate, the following steps are specifically implemented: the decompression rate of the anti-lock actuator is controlled to be the target decompression rate.

[0168] In one embodiment, the pressure change rate factor includes a first boost rate factor, wherein the first boost rate factor is positively correlated with the road adhesion level; the target pressure change rate includes a target boost rate; when the computer program is executed by the processor to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, the boost rate of the anti-lock actuator in the vehicle is adjusted based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator; when the computer program is executed by the processor to control the pressure change rate of the anti-lock actuator to the target pressure change rate, the following steps are specifically implemented: controlling the boost rate of the anti-lock actuator to the target boost rate.

[0169] In one embodiment, a computer program is executed by a processor to adjust the decompression rate of an anti-lock actuator in a vehicle based on a first decompression rate factor to obtain a target decompression rate of the anti-lock actuator, and specifically implements the following steps: determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjusting the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain a target decompression rate of the anti-lock actuator.

[0170] In one embodiment, a computer program is executed by a processor to adjust the boost rate of an anti-lock actuator in a vehicle based on a first boost rate factor to obtain a target boost rate of the anti-lock actuator, and specifically implements the following steps: determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from the boost rate factors corresponding to a plurality of preset wheel service life levels; each second boost rate factor is positively correlated with the wheel service life level; and adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and the plurality of second boost rate factors to obtain a target decompression rate of the anti-lock actuator.

[0171] In an exemplary embodiment, the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, the following steps are implemented:

[0172] When the vehicle is detected to be in emergency braking, determine the road adhesion level at the current moment;

[0173] Determine the pressure change rate factor corresponding to the road adhesion level at the current moment;

[0174] Adjusting the pressure change rate of an anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator;

[0175] The pressure change rate of the anti-lock actuator is controlled to be a target pressure change rate.

[0176] In one embodiment, a computer program is executed by a processor to implement the following steps when determining the road adhesion level at a current moment when it is detected that the vehicle is in emergency braking: when it is detected that the vehicle is in emergency braking, determining a target slip rate based on the vehicle speed, front wheel speed, and rear wheel speed at the current moment; when it is determined that the target slip rate is greater than a preset slip rate threshold, determining the road adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator; determining the road adhesion level at the current moment based on the road adhesion coefficient at the current moment and road adhesion coefficient value ranges corresponding to a plurality of preset road adhesion levels.

[0177] In one embodiment, a computer program is executed by a processor to implement, when a target slip rate is determined based on the vehicle speed, front wheel speed and rear wheel speed of the vehicle at a current moment, when it is detected that the vehicle is in emergency braking, the following steps are specifically implemented: when it is detected that the vehicle is in emergency braking, the front wheel slip rate is determined based on the vehicle speed and front wheel speed of the vehicle at a current moment, and the rear wheel slip rate is determined based on the vehicle speed and rear wheel speed of the vehicle at a current moment; and the average of the front wheel slip rate and the rear wheel slip rate is used as the target slip rate.

[0178] In one embodiment, the pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road adhesion level; the target pressure change rate includes a target decompression rate; when the computer program is executed by the processor to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the target slip rate is greater than a preset slip rate threshold, the decompression rate of the anti-lock actuator in the vehicle is adjusted based on the first decompression rate factor to obtain the target decompression rate of the anti-lock actuator; when the processor executes the computer program to control the pressure change rate of the anti-lock actuator to the target pressure change rate, the following steps are specifically implemented: the decompression rate of the anti-lock actuator is controlled to be the target decompression rate.

[0179] In one embodiment, the pressure change rate factor includes a first boost rate factor, wherein the first boost rate factor is positively correlated with the road adhesion level; the target pressure change rate includes a target boost rate; when the computer program is executed by the processor to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain the target pressure change rate of the anti-lock actuator, the following steps are specifically implemented: when it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, the boost rate of the anti-lock actuator in the vehicle is adjusted based on the first boost rate factor to obtain the target boost rate of the anti-lock actuator; when the computer program is executed by the processor to control the pressure change rate of the anti-lock actuator to the target pressure change rate, the following steps are specifically implemented: controlling the boost rate of the anti-lock actuator to the target boost rate.

[0180] In one embodiment, a computer program is executed by a processor to adjust the decompression rate of an anti-lock actuator in a vehicle based on a first decompression rate factor to obtain a target decompression rate of the anti-lock actuator, and specifically implements the following steps: determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from the decompression rate factors corresponding to a plurality of preset wheel service life levels; each second decompression rate factor is positively correlated with the wheel service life level; and adjusting the decompression rate of the anti-lock actuator in the vehicle based on the first decompression rate factor and a plurality of second decompression rate factors to obtain a target decompression rate of the anti-lock actuator.

[0181] In one embodiment, a computer program is executed by a processor to adjust the boost rate of an anti-lock actuator in a vehicle based on a first boost rate factor to obtain a target boost rate of the anti-lock actuator, and specifically implements the following steps: determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from the boost rate factors corresponding to a plurality of preset wheel service life levels; each second boost rate factor is positively correlated with the wheel service life level; and adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor and the plurality of second boost rate factors to obtain a target decompression rate of the anti-lock actuator.

[0182] It should be noted that the data involved in this application (including but not limited to the first decompression rate factor, the second decompression rate factor, the first pressurization rate factor, the second pressurization rate factor, the target decompression rate and the target pressurization rate, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data need to comply with relevant regulations.

[0183] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0184] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0185] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A control method for an anti-lock braking system, characterized in that: The method comprises: When the vehicle is detected to be in emergency braking, determine the road adhesion level at the current moment; Determining a pressure change rate factor corresponding to the road surface adhesion level at the current moment; adjusting the pressure change rate of the anti-lock brake actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock brake actuator; The pressure change rate of the anti-lock actuator is controlled to be the target pressure change rate.

2. The method according to claim 1, characterized in that The step of determining the road adhesion level at the current moment when the vehicle is detected to be in emergency braking includes: In the case where it is detected that the vehicle is in emergency braking, determining a target slip ratio based on the vehicle speed, front wheel speed, and rear wheel speed of the vehicle at a current moment; When it is determined that the target slip ratio is greater than a preset slip ratio threshold, determining the road surface adhesion coefficient at the current moment based on the obtained braking force and vertical force of the anti-lock actuator; The road adhesion level at the current moment is determined based on the road adhesion coefficient at the current moment and road adhesion coefficient value intervals corresponding to a plurality of preset road adhesion levels.

3. The method according to claim 2, characterized in that The method of determining a target slip ratio based on a vehicle speed, a front wheel speed, and a rear wheel speed of the vehicle at a current moment when the vehicle is detected to be in emergency braking comprises: In the case where it is detected that the vehicle is in emergency braking, determining the front wheel slip ratio based on the vehicle speed and the front wheel speed of the vehicle at the current moment, and determining the rear wheel slip ratio based on the vehicle speed and the rear wheel speed of the vehicle at the current moment; An average value of the front wheel slip ratio and the rear wheel slip ratio is used as the target slip ratio.

4. The method according to claim 3, characterized in that The pressure change rate factor includes a first decompression rate factor, wherein the first decompression rate factor is negatively correlated with the road surface adhesion level; the target pressure change rate includes a target decompression rate; The step of adjusting the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator includes: When it is determined that the target slip ratio is greater than a preset slip ratio threshold, adjusting a decompression rate of an anti-lock brake actuator in the vehicle based on the first decompression rate factor to obtain a target decompression rate of the anti-lock brake actuator; The step of controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate comprises: The decompression rate of the anti-lock actuator is controlled to be the target decompression rate.

5. The method according to any one of claims 1 to 4, characterized in that: The pressure change rate factor includes a first pressure increase rate factor, wherein the first pressure increase rate factor is positively correlated with the road surface adhesion level; the target pressure change rate includes a target pressure increase rate; The step of adjusting the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator includes: When it is determined that the angular deceleration of the wheel is less than a preset angular deceleration threshold, adjusting the boost rate of the anti-lock actuator in the vehicle based on the first boost rate factor to obtain a target boost rate of the anti-lock actuator; The step of controlling the pressure change rate of the anti-lock actuator to be the target pressure change rate comprises: The pressure increase rate of the anti-lock actuator is controlled to be the target pressure increase rate.

6. The method according to claim 4, characterized in that The step of adjusting the decompression rate of the anti-lock brake actuator in the vehicle based on the first decompression rate factor to obtain a target decompression rate of the anti-lock brake actuator includes: Determining a second decompression rate factor corresponding to the wheel service life level of each wheel in the vehicle from among the preset decompression rate factors corresponding to the wheel service life levels; each of the second decompression rate factors is positively correlated with the wheel service life level; The decompression rate of the anti-lock brake actuator in the vehicle is adjusted based on the first decompression rate factor and a plurality of the second decompression rate factors to obtain a target decompression rate of the anti-lock brake actuator.

7. The method according to claim 5, characterized in that The step of adjusting the pressure increase rate of the anti-lock actuator in the vehicle based on the first pressure increase rate factor to obtain a target pressure increase rate of the anti-lock actuator includes: Determining a second boost rate factor corresponding to the wheel service life level of each wheel in the vehicle from among the boost rate factors corresponding to the preset plurality of wheel service life levels; each of the second boost rate factors is positively correlated with the wheel service life level; The pressure increase rate of the anti-lock actuator in the vehicle is adjusted based on the first pressure increase rate factor and the plurality of the second pressure increase rate factors to obtain a target pressure reduction rate of the anti-lock actuator.

8. A control device for an anti-lock braking system, characterized in that: The device comprises: A determination module, used to determine the road adhesion level at the current moment when it is detected that the vehicle is in emergency braking; The determination module determines the pressure change rate factor corresponding to the road surface adhesion level at the current moment; The determination module is further configured to adjust the pressure change rate of the anti-lock actuator in the vehicle based on the pressure change rate factor to obtain a target pressure change rate of the anti-lock actuator; The control module is used to control the pressure change rate of the anti-lock actuator to be the target pressure change rate.

9. A device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method according to any one of claims 1 to 7 when executing the computer program.

10. A vehicle, characterized in that: It comprises a vehicle controller and an anti-lock brake actuator; the vehicle controller is used to execute the method according to any one of claims 1 to 7 to control the anti-lock brake actuator.

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