Anti-lock control method and system for butt joint road surface redundancy braking, vehicle and medium

Abstract

The invention discloses an anti-lock control method and system for butt joint road surface redundancy braking, a vehicle and a medium. The method comprises the steps that firstly, whether two front wheels are on a butt joint road surface or not is recognized according to the slip rate, unstable time, wheel deceleration, vehicle speed and other information of the two front wheels; and when the vehicle anti-lock braking system is recognized as the butt joint road surface from the high-adhesion road surface to the low-adhesion road surface, the vehicle anti-lock braking system enters a pressure reduction state, pressure reduction is continuously conducted till the vehicle leaves the butt joint road surface from the high-adhesion road surface to the low-adhesion road surface, and it is guaranteed that when wheels drive into the low-adhesion road surface from the high-adhesion road surface, pressure reduction can be rapidly conducted, and the wheels are prevented from being locked. And when the vehicle anti-lock braking system is identified as a butt joint road surface from the low-adhesion road surface to the high-adhesion road surface, the vehicle anti-lock braking system enters a pressurizing state and is rapidly pressurized according to a relatively large reinforcing gradient until any front wheel of the vehicle meets an unstable condition, so that when the wheels drive into the high-adhesion road surface from the low-adhesion road surface, the wheels can be rapidly recovered to relatively high braking pressure; and the braking deceleration is improved.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle anti-lock control, and in particular to an anti-lock control method, system, vehicle and medium for redundant braking of a docking road surface. Background Art

[0002] The Anti-lock Braking System (ABS) is an active safety system designed to prevent the wheels from changing from rolling friction to sliding friction during emergency braking, thus preventing the vehicle from losing directional control. When the driver steps on the brake pedal, the ABS system monitors the speed of all four wheels through a series of sensors and continuously calculates their slip ratio relative to the vehicle speed.

[0003] Slip is the difference between the speed at which a wheel is spinning and the speed at which the vehicle is traveling. Slip is at its maximum when the wheel is completely locked, and the wheel no longer spins but drags, which causes increased tire wear and the vehicle may not steer properly. The ABS system aims to keep the wheels at an ideal slip ratio, usually between 10% and 30%, which provides the best braking performance while maintaining directional stability.

[0004] Existing vehicles usually set different ABS control strategies based on roads with different adhesion coefficients. In the case of a docking road with a changed adhesion coefficient, the ABS control strategy selected by the vehicle may be confused, resulting in the ABS system being unable to properly adjust the vehicle's slip rate on the docking road, causing the vehicle to drift or roll over.

[0005] The preceding description is intended to provide general background information and does not necessarily constitute prior art. Summary of the invention

[0006] In order to overcome the problems existing in the related art, the embodiments of the present invention provide an anti-lock control method, system, vehicle and medium for redundant braking of a docking road surface.

[0007] A first aspect of an embodiment of the present invention provides an anti-lock braking control method for redundant braking on a road surface, comprising the following steps: Collect vehicle driving data; Identify the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface; When the road surface on which the vehicle is traveling is a junction road surface between a high-adhesion road surface and a low-adhesion road surface, the vehicle anti-lock braking system is controlled to enter a first adjustment mode; the first adjustment mode is used to gradually reduce the wheel braking pressure to adapt to the low-adhesion road surface; When the vehicle is traveling on a road surface that is a transition between a low-adhesion road surface and a high-adhesion road surface, the vehicle anti-lock braking system is controlled to enter a second adjustment mode; the second adjustment mode is used to quickly increase the wheel braking pressure to adapt to the high-adhesion road surface.

[0008] Furthermore, the collected vehicle driving data is specifically acquired through a vehicle-mounted collection device, and the collection device includes at least one of a radar and a sensor.

[0009] Furthermore, the working modes of the vehicle anti-lock braking system include a decompression working mode, a boost working mode and a pressure-maintaining working mode; the vehicle anti-lock braking system determines the working mode to be executed by the following steps: Obtain the slip rate of each wheel of the vehicle and make a separate working mode judgment for each wheel; When the wheel slip rate is greater than the preset decompression threshold, the vehicle's anti-lock braking system enters the decompression working mode; When the wheel slip rate is less than the preset boost threshold, the vehicle's anti-lock braking system enters the boost working mode; When the wheel slip rate is between the preset pressure increase threshold and the preset pressure reduction threshold, the vehicle's anti-lock braking system enters the pressure maintenance working mode.

[0010] Furthermore, the vehicle anti-lock braking system specifically performs the following steps in the decompression working mode: Obtaining the current braking pressure of the wheel as the first braking pressure; Calculating the decompression amount of each wheel according to the first braking pressure, The wheels are decompressed using the calculated decompression amount, so that the current braking pressure of the wheels is reduced to a second braking pressure; the difference between the second braking pressure and the first braking pressure is not less than the calculated decompression amount for each wheel.

[0011] Furthermore, the vehicle anti-lock braking system specifically performs the following steps in the boost working mode: Obtaining a preset boost gradient; The wheels are pressurized using a preset boost gradient until the wheel slip rate is no less than a preset decompression threshold.

[0012] Furthermore, when the vehicle anti-lock braking system exits the pressure reduction working mode and enters the pressure maintenance working mode, the vehicle anti-lock braking system performs the following steps: Obtain a preset pressure holding time, and maintain the current brake pressure of the wheel within the preset pressure holding time; After the preset pressure holding time, the vehicle's anti-lock braking system re-obtains the wheel slip rate and makes a new round of working mode judgment.

[0013] Furthermore, in the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a connecting road surface from a high-adhesion road surface to a low-adhesion road surface is specifically determined by the following steps: Calculating the slip rate of each front wheel of the vehicle, and determining whether the slip rate of each front wheel of the vehicle is greater than a first slip rate threshold; When the slip rates of the front wheels of the vehicle are all greater than a first slip rate threshold, calculating the unstable time of each front wheel of the vehicle, and determining whether the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold; When the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold, it is determined that the road surface on which the vehicle is traveling is a junction road surface from a high-adhesion road surface to a low-adhesion road surface.

[0014] Further, the vehicle anti-lock braking system includes a first docking road surface mark position; when the road surface on which the vehicle is traveling is a docking road surface from a high-adhesion road surface to a low-adhesion road surface, the first docking road surface mark position is a first value; when the road surface on which the vehicle is traveling is not a docking road surface from a high-adhesion road surface to a low-adhesion road surface, the first docking road surface mark position is a second value.

[0015] Furthermore, the vehicle anti-lock braking system further performs the following steps: When the first docking road surface mark position is a first value, the vehicle anti-lock braking system is controlled to be locked in a decompression working mode until the wheel slip rate is less than a preset boost threshold.

[0016] Furthermore, the method further comprises the following steps: in the first adjustment mode, when the front wheels of the vehicle meet any of the following conditions, the vehicle anti-lock braking system exits the first adjustment mode: The maximum wheel acceleration of the front wheels of the vehicle is greater than the first wheel acceleration threshold; The slip ratio of any front wheel of the vehicle is less than a second slip ratio threshold.

[0017] Furthermore, in the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a connecting road surface between a low-adhesion road surface and a high-adhesion road surface is determined specifically by the following steps: Calculate the docking identification factor of the vehicle; When the docking identification factor of the vehicle is greater than a preset docking identification factor threshold, it is determined that the road surface on which the vehicle is traveling is a docking road surface from a low-adhesion road surface to a high-adhesion road surface.

[0018] Furthermore, the docking recognition factor is calculated by the following formula: ; in, represents the docking recognition factor, Indicates the wheel acceleration flag. Indicates the time when the vehicle speed signal is in the invalid flag position. Indicates the boost time of the vehicle's anti-lock braking system; , , is the preset weight coefficient; Among them, the wheel acceleration flag value is 0 or 1. When the maximum wheel acceleration of each wheel of the vehicle is greater than the second wheel acceleration threshold and the average wheel acceleration is greater than the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is set to 0.

[0019] Furthermore, the vehicle anti-lock braking system includes a second docking road surface mark position; when the road surface on which the vehicle is traveling is a docking road surface from a low-adhesion road surface to a high-adhesion road surface, the second docking road surface mark position is a third value; when the road surface on which the vehicle is traveling is not a docking road surface from a low-adhesion road surface to a high-adhesion road surface, the second docking road surface mark position is a fourth value.

[0020] Furthermore, the vehicle anti-lock braking system further performs the following steps: When the second docking road surface mark position is a third value, the wheel is pressurized using an enhanced gradient until the wheel slip rate is greater than a preset decompression threshold; the enhanced gradient is greater than the preset boost gradient.

[0021] Furthermore, when the vehicle meets the following conditions, the vehicle anti-lock braking system exits the second adjustment mode and sets the second docking road surface mark position to the fourth value: The wheel slip rate of any front wheel of the vehicle is greater than the preset decompression threshold.

[0022] Furthermore, the wheel slip rate is specifically calculated by the following formula: ; in, L is the actual wheel slip rate, is the current speed of the vehicle, is the wheel speed, a , b is a preset constant.

[0023] A second aspect of an embodiment of the present invention provides an anti-lock braking control system for redundant braking of a road surface, comprising a road surface acquisition module, a vehicle anti-lock braking system and a data processing module; the system specifically performs the following steps: When the vehicle anti-lock braking system is activated, the road surface acquisition module collects vehicle driving data; The data processing module identifies the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface; When the road surface on which the vehicle is traveling is a junction road surface between a high-adhesion road surface and a low-adhesion road surface, controlling the vehicle anti-lock braking system to enter a first adjustment mode; When the road on which the vehicle is traveling is a junction of a low-adhesion road and a high-adhesion road, the vehicle anti-lock braking system is controlled to enter the second adjustment mode.

[0024] A third aspect of an embodiment of the present invention provides a vehicle, on which is installed an on-board computer, the on-board computer including a processor, a memory, and computer program instructions stored in the memory and executable on the processor, wherein the processor implements the anti-lock braking control method for redundant braking of the docking road surface when executing the computer program instructions.

[0025] A fourth aspect of an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the anti-lock control method for redundant braking of a docking road surface.

[0026] The present invention has the following beneficial effects: the embodiment of the present invention proposes an anti-lock control method, system, vehicle and medium for redundant braking on a docking road surface; first, it is identified whether the vehicle is on a docking road surface (the docking road surface includes a docking road surface from a high adhesion road surface to a low adhesion road surface and a docking road surface from a low adhesion road surface to a high adhesion road surface) according to information such as the slip rate, instability time, wheel deceleration, and vehicle speed of the two front wheels. When the docking road surface is identified as a docking road surface from a high adhesion road surface to a low adhesion road surface, the vehicle anti-lock braking system enters a decompression state, and continues to decompress until it is no longer identified as a docking road surface from a high adhesion road surface to a low adhesion road surface, so as to ensure that the wheel can quickly decompress when entering the low adhesion road surface from the high adhesion road surface, thereby preventing the wheel from locking. When the docking road surface is identified as a docking road surface from a low adhesion road surface to a high adhesion road surface, the vehicle anti-lock braking system enters a pressurization state, and quickly pressurizes according to a larger reinforcement gradient until the wheel meets the unstable condition, thereby ensuring that the wheel can quickly recover to a higher braking pressure when entering the high adhesion road surface from the low adhesion road surface, thereby improving the braking deceleration.

[0027] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 The present invention is a flow chart of the main steps of an anti-lock control method for redundant braking of a docking road surface.

[0029] Figure 2 The invention discloses a method for selecting a working mode of a vehicle anti-lock braking system.

[0030] Figure 3It is a flow chart for implementing the decompression working mode of the vehicle anti-lock braking system in the present invention.

[0031] Figure 4 It is a flow chart for implementing the boosting working mode of the vehicle anti-lock braking system in the present invention.

[0032] Figure 5 It is a flow chart for implementing the pressure-maintaining working mode of the vehicle anti-lock braking system in the present invention.

[0033] Figure 6 It is a flow chart for identifying the connecting road surface from a high-adhesion road surface to a low-adhesion road surface in the present invention.

[0034] Figure 7 It is a working flow chart of the vehicle anti-lock braking system in the first adjustment mode of the present invention.

[0035] Figure 8 It is a flow chart for identifying the connecting road surface from a low-adhesion road surface to a high-adhesion road surface in the present invention.

[0036] Fig. 9 It is a working flow chart of the vehicle anti-lock braking system in the second adjustment mode of the present invention.

[0037] Fig.10 It is a schematic diagram of a vehicle architecture of the present invention.

[0038] Fig.11 It is a schematic diagram of a computer-readable storage medium architecture of the present invention. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. At the same time, it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0040] The existing vehicle anti-lock braking system mainly uses the logic threshold value method to control the wheel slip rate, and sets different braking control strategies for different road adhesion coefficients to control the vehicle's braking. However, on the interface between high-adhesion road surfaces and low-adhesion road surfaces, since the road adhesion coefficient changes very quickly, if the vehicle anti-lock braking system cannot quickly complete the adjustment of the braking control strategy, it may cause brake failure or wheel locking, affecting driving safety.

[0041] To overcome the problem of adjusting the anti-lock braking system strategy of vehicles on the docking road, such as Figure 1As shown, the first embodiment of the present invention provides an anti-lock braking control method for redundant braking of a contact road surface, comprising the following steps: S101. Collect vehicle driving data; S102. Identify the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is traveling is a butt joint road surface between a high adhesion road surface and a low adhesion road surface; S103-1. When the vehicle is traveling on a road surface that is a high-adhesion road surface to a low-adhesion road surface, the vehicle anti-lock braking system is controlled to enter the first adjustment mode; S103-2. When the road surface on which the vehicle is traveling is a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle anti-lock braking system is controlled to enter the second adjustment mode.

[0042] In the embodiment of the present invention, a first adjustment mode and a second adjustment mode are set for the vehicle anti-lock braking system to apply to the docking road surface, so that the vehicle anti-lock braking system can adjust the braking control strategy in time after identifying the docking road surface, thereby effectively improving the control performance of the vehicle braking system on the docking road surface.

[0043] In the embodiment of the present invention, a high-adhesion road surface refers to a road surface with a high adhesion coefficient (friction coefficient) such as a dry asphalt road surface, and its adhesion coefficient (μ) is generally greater than 0.6; a low-adhesion road surface refers to a road surface with a low adhesion coefficient such as an ice surface, and its adhesion coefficient (μ) is generally less than 0.2.

[0044] In the embodiment of the present invention, the vehicle driving data is specifically obtained by the vehicle-mounted acquisition device, and the acquisition device includes at least one of a radar and a sensor. The vehicle driving data collected by the embodiment of the present invention includes the current speed of the vehicle, the wheel speed, the wheel acceleration, etc. The road surface condition on which the vehicle is currently driving is judged according to the various vehicle driving data of the vehicle. For example, the current speed of the wheel can be determined by the vehicle-mounted radar, and the wheel speed and wheel acceleration can be collected by the Hall sensor, accelerometer and other devices. After the vehicle driving data is obtained by the vehicle-mounted acquisition device, further calculation and analysis are performed to obtain the road surface condition on which the vehicle is currently driving. In the embodiment of the present invention, the vehicle-mounted acquisition device is set to start in advance, and the required vehicle driving data is synchronously or pre-collected for calculation and analysis when the driver brakes, so as to achieve a rapid response to the adjustment of the vehicle anti-lock braking system. In some embodiments, the vehicle driving data can also be set to be collected after the vehicle anti-lock braking system is started, so as to achieve precise adjustment of the vehicle anti-lock braking system.

[0045] In the embodiment of the present invention, the vehicle anti-lock braking system is provided with a decompression working mode, a pressure increasing working mode and a pressure maintaining working mode. The slip rate of each wheel is calculated by the collected vehicle driving data, and the wheel is matched with an appropriate working mode according to the slip rate of the wheel.

[0046] Since different wheels may be in contact with different road environments, especially when driving on a butted road surface in the embodiment of the present invention, the front wheels of the vehicle may be driving on a low-adhesion road surface while the rear wheels of the vehicle are still driving on a high-adhesion road surface, or the wheels on one side are driving on a high-adhesion road surface while the wheels on the other side are driving on a low-adhesion road surface. Therefore, the embodiment of the present invention calculates the slip rate for each wheel separately and allocates a decompression, pressure increase or pressure maintenance working mode to it separately, so that the braking capacity of each wheel is maintained at a relatively close level, thereby improving the overall braking capacity of the vehicle.

[0047] Specifically, Figure 2 As shown, after calculating the wheel slip rate, the vehicle anti-lock braking system of the embodiment of the present invention compares the wheel slip rate with the preset decompression threshold and the pressure increase threshold. When the wheel slip rate is greater than the preset decompression threshold, it means that the current road adhesion coefficient of the wheel is low, and the wheel can be easily stopped by braking the wheel with the preset braking pressure, and then the locking phenomenon occurs. Therefore, the vehicle anti-lock braking system enters the decompression working mode to reduce the wheel braking pressure. The decompression threshold value range is between 0.05 and 0.3, and the embodiment of the present invention is 0.15. When the wheel slip rate is less than the preset pressure increase threshold, it means that the current road adhesion coefficient of the wheel is high, and the wheel cannot be effectively braked by the preset braking pressure, and the brake failure phenomenon is likely to occur. Therefore, the vehicle anti-lock braking system enters the pressure increase working mode to increase the wheel braking pressure. The pressure increase threshold value range is between 0.01 and 0.05, and the embodiment of the present invention is 0.03. When the wheel slip rate is between the preset boost threshold and the preset decompression threshold, it means that the adhesion coefficient of the road surface contacted by the wheel is relatively matched with the preset braking pressure. Therefore, the vehicle's anti-lock braking system enters the pressure maintenance working mode to keep the wheel braking pressure at the current level.

[0048] The preset parameter range in the embodiment of the present invention is generally obtained through actual vehicle testing. It can be understood by those skilled in the art that different empirical parameters may be obtained as preset parameters based on different vehicle data and test scenarios.

[0049] As a preferred embodiment, the wheel slip rate is calculated by the following formula: ; in, L is the actual wheel slip rate, is the current speed of the vehicle, is the wheel speed, a , b is a preset constant. Wherein a is in the range of 0 to 10, b is in the range of 1.0 to 1.2, and in the embodiment of the present invention, a is 6 and b is 1.1 for slip rate calculation.

[0050] like Figure 3As shown, the vehicle anti-lock braking system specifically performs the following steps in the decompression working mode: S301. Obtain the current braking pressure of the wheel as the first braking pressure; S302. Calculate the decompression amount of each wheel according to the first brake pressure, S303. Use the calculated decompression amount to perform a decompression operation on the wheel, so that the current braking pressure of the wheel drops to a second braking pressure.

[0051] As a preferred embodiment, the decompression amount of the wheel is calculated by the following formula: ; in, is the wheel pressure reduction, is the first brake pressure obtained, It is the preset decompression factor. The value range is 0.1 to 0.3, and the embodiment of the present invention takes 0.2. After calculating the decompression amount of the wheel, the wheel is decompressed to reduce the braking pressure of the wheel by a decompression amount to reach the second braking pressure. After the decompression is completed, the working mode of the next cycle is determined again according to the wheel slip rate. If the wheel slip rate is still greater than the preset decompression threshold, the decompression working mode is entered again; until the wheel slip rate reaches the range of the pressure maintaining working mode or the pressure increasing working mode.

[0052] like Figure 4 As shown, the vehicle anti-lock braking system specifically performs the following steps in the boost working mode: S401. Obtaining a preset boost gradient; S402. Use a preset boost gradient to boost the wheels until the wheel slip rate is no less than a preset decompression threshold.

[0053] Preset boost gradient The value range is between 0.5 and 2, and the value in the embodiment of the present invention is 1.2. Different from the decompression working mode, the boost working mode does not use a periodic boosting method to boost the wheels, but increases the wheel braking pressure at one time to a level that reaches the decompression threshold, and then gradually decompresses the wheels starting from the decompression threshold. This is because when the wheel braking pressure is insufficient, the vehicle cannot brake effectively and brake failure is likely to occur. In order to quickly restore the braking performance of the vehicle, it is necessary to continue to boost the wheels and use reaching the decompression threshold as a sign that the wheel boosting is complete. Therefore, after the boost working mode ends, the vehicle's anti-lock braking system directly enters the decompression working mode, and gradually stabilizes the vehicle's braking pressure in the decompression working mode and the pressure-maintaining working mode.

[0054] like Figure 5 As shown, the vehicle anti-lock braking system specifically performs the following steps in the pressure-maintaining working mode: S501. Obtaining a preset pressure holding time, and maintaining the current braking pressure of the wheel within the preset pressure holding time; S502. After the preset pressure holding time, the vehicle anti-lock braking system re-obtains the wheel slip rate and performs a new round of working mode judgment.

[0055] The preset pressure holding time ranges from 0.015s to 0.2s, and is 0.1s in the embodiment of the present invention. After the preset pressure holding time, the vehicle anti-lock braking system performs a new round of working mode judgment. If the wheel slip rate is less than the preset pressure increase threshold, it enters the pressure increase working mode; if the wheel slip rate is greater than the preset pressure reduction threshold, it enters the pressure reduction working mode; otherwise, it maintains the pressure holding working mode.

[0056] In particular, in the embodiment of the present invention, the vehicle anti-lock braking system is provided with a first adjustment mode and a second adjustment mode, which are respectively used for the interface between the high-adhesion road surface and the low-adhesion road surface and the high-adhesion road surface. In the first adjustment mode and the second adjustment mode, the vehicle anti-lock braking system has a special working mode adjustment mechanism. When the vehicle anti-lock braking system identifies that the road surface on which the vehicle is traveling is the interface road surface, the vehicle anti-lock braking system can quickly enter the first adjustment mode or the second adjustment mode to adjust the working mode, so that the vehicle can maintain a stable braking pressure on the interface road surface to ensure the safety of the driver.

[0057] like Figure 6 As shown, in the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a connecting road surface from a high-adhesion road surface to a low-adhesion road surface is specifically determined by the following steps: S501. Calculate the slip rate of each front wheel of the vehicle, and determine whether the slip rate of each front wheel of the vehicle is greater than a first slip rate threshold; S502. When the slip rates of the front wheels of the vehicle are greater than the first slip rate threshold, the unstable time of each front wheel of the vehicle is calculated, and it is determined whether the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold; S503. When the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold, it is determined that the road surface on which the vehicle is traveling is a junction road surface from a high-adhesion road surface to a low-adhesion road surface.

[0058] In an embodiment of the present invention, after the vehicle anti-lock braking system is activated, it is determined whether the slip rate of the front wheels of the vehicle is greater than the first slip rate threshold. The first slip rate threshold ranges from 0.4 to 0.6, and the embodiment of the present invention takes 0.5. If the slip rates of the front wheels of the vehicle are all greater than the first slip rate threshold, it is further determined whether the sum of the unstable time of the front wheels of the vehicle is greater than the first unstable time threshold. The first unstable time threshold ranges from 0.1 to 0.3, and the embodiment of the present invention takes 0.16. If the conditions of the above two vehicle driving data are met, it is deemed that the vehicle is driving on the connecting road surface from the high adhesion road surface to the low adhesion road surface; otherwise, it is determined that the vehicle is not driving on the connecting road surface from the high adhesion road surface to the low adhesion road surface.

[0059] As an optional embodiment, the vehicle anti-lock braking system has a first docking road surface marker built in , used to indicate whether the road the vehicle is traveling on is a junction between a high-adhesion road and a low-adhesion road. When the vehicle is traveling on a junction between a high-adhesion road and a low-adhesion road, the first junction road sign is The first value is set to the first value. When the vehicle is not traveling on the connecting road from the high adhesion road to the low adhesion road, the first connecting road mark position Set to the second value.

[0060] In the embodiment of the present invention, the first docking road surface marking position Used to provide the vehicle anti-lock braking system with a working response of the first adjustment mode. Figure 7 As shown, the working mode of the vehicle anti-lock braking system in the first adjustment mode is somewhat different from the normal working mode. Specifically, when the first docking road mark When the pressure is set to the first value, the vehicle anti-lock braking system is controlled to be locked in the decompression working mode until the wheel slip rate is less than the preset pressure increase threshold. The above working response can make the wheel brake pressure drop quickly to prevent the wheel from locking on a low-adhesion road surface.

[0061] Furthermore, in the first adjustment mode, when the front wheels of the vehicle meet any of the following conditions, the vehicle anti-lock braking system exits the first adjustment mode: The maximum wheel acceleration of the vehicle's front wheels is greater than the first wheel acceleration threshold. The first wheel acceleration threshold range is 80m / s 2 ~150m / s 2 , the embodiment of the present invention is 120m / s 2 .

[0062] The slip rate of any front wheel of the vehicle is less than a second slip rate threshold value. The second slip rate threshold value ranges from 0.1 to 0.15, and is 0.125 in the embodiment of the present invention.

[0063] After the vehicle anti-lock braking system exits the first adjustment mode, the first docking road mark The vehicle anti-lock braking system no longer recognizes the junction between the high-adhesion road surface and the low-adhesion road surface.

[0064] like Figure 8 As shown, in the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a connecting road surface from a low-adhesion road surface to a high-adhesion road surface is specifically determined by the following steps: S801. Calculate the docking identification factor of the vehicle; S802. When the docking identification factor of the vehicle is greater than a preset docking identification factor threshold, it is determined that the road surface on which the vehicle is traveling is a docking road surface from a low-adhesion road surface to a high-adhesion road surface.

[0065] In step S801, the docking recognition factor is calculated by the following formula: ; in, represents the docking recognition factor, Indicates the wheel acceleration flag. Indicates the time when the vehicle speed signal is in the invalid flag position. Indicates the boost time of the vehicle's anti-lock braking system; , , is a preset weight coefficient. The time when the vehicle speed signal is in the failure flag position and the boost time of the vehicle anti-lock braking system are part of the vehicle driving data; The value range of is 0.5 to 2, and is 1 in the embodiment of the present invention; The value range of is 3 to 6, and the value of is 4.5 in the embodiment of the present invention; The value range of is 2 to 5, and is 3 in the embodiment of the present invention.

[0066] Specifically, The wheel acceleration flag value is 0 or 1. When the maximum wheel acceleration of each wheel of the vehicle is greater than the second wheel acceleration threshold and the average wheel acceleration is greater than the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is 0. The second wheel acceleration threshold range is 120 to 200 m / s 2 , the embodiment of the present invention is 160m / s 2 ; The third round acceleration threshold is -6~-2m / s 2 , the embodiment of the present invention is -4m / s 2 .

[0067] As an optional embodiment, the vehicle anti-lock braking system includes a second docking road surface marking position , used to indicate whether the road the vehicle is traveling on is the junction of a low-adhesion road and a high-adhesion road. When the vehicle is traveling on the junction of a low-adhesion road and a high-adhesion road, the second junction road sign is The second junction road sign is set to the third value. When the vehicle is not traveling on the junction road from the low adhesion road to the high adhesion road, the second junction road sign is set to the third value. Set to the fourth value.

[0068] For the first road marking and the second road marking For example, the first value and the third value, the second value and the fourth value can be the same value or different values, as long as the first value and the second value, the third value and the fourth value are different. In the embodiment of the present invention, the first value and the third value are "1", and the second value and the fourth value are "0".

[0069] In the embodiment of the present invention, the second docking road surface marking position Used to provide the vehicle anti-lock braking system with a second adjustment mode of operation response. Fig. 9 As shown, the working mode of the vehicle anti-lock braking system in the second adjustment mode is somewhat different from the normal working mode. Specifically, when the second docking road mark When set to the third value, the vehicle anti-lock braking system is controlled with a larger strengthening gradient. Replace boost gradient The vehicle is boosted until the wheel slip rate is less than the preset boost threshold. The boost gradient value range is 1 to 2.5, and is 1.5 in the embodiment of the present invention; the boost gradient value is greater than the boost gradient. The above working response can make the wheel brake pressure rise quickly to prevent the wheel from brake failure on high adhesion roads.

[0070] Furthermore, in the second adjustment mode, when the vehicle meets the following conditions, the vehicle anti-lock braking system exits the second adjustment mode and sets the second docking road surface mark position to the fourth value: The wheel slip rate of any front wheel of the vehicle is greater than the preset decompression threshold. The preset decompression threshold is the decompression threshold for judging whether the vehicle enters the decompression working mode. In the embodiment of the present invention, the wheel slip rate reaching the preset decompression threshold is used as the exit index of the second adjustment mode. When the wheel slip rate reaches the preset decompression threshold, it is considered that the boost operation of the vehicle has achieved the expected effect.

[0071] After the vehicle's anti-lock braking system exits the second adjustment mode, the second docking road marking position When the value is set to the fourth value, the vehicle anti-lock braking system no longer identifies the connection between the low-adhesion road surface and the high-adhesion road surface.

[0072] Three different vehicle anti-lock braking system working scenarios are provided below to further describe the embodiments of the present invention: ①: The driver drives the vehicle at a certain speed. When the driver steps on the brake pedal, the vehicle's anti-lock braking system is triggered to control the brake pressure of the wheels. At this time, no docking road surface is identified, the first docking road surface mark and the second road surface mark are both 0, and the preset anti-lock braking system control logic is entered to perform pressure increase / pressure reduction / pressure maintenance operations on the vehicle. After the pressure reduction is completed, the pressure maintenance state is entered. After a certain period of pressure maintenance, the wheels meet the pressure increase conditions and the pressure increase process begins. The vehicle's anti-lock braking system repeats the "pressure reduction-pressure maintenance-pressure increase" cycle during the driver's braking process until the vehicle stops.

[0073] ②: The driver drives the vehicle at a certain speed. When the driver steps on the brake pedal, the vehicle's anti-lock braking system is triggered to control the brake pressure of the wheels. At this time, the high-adhesion road surface to the low-adhesion road surface is identified, and the first connection road surface mark is Set to 1, the vehicle anti-lock braking system enters the first adjustment mode. In the first adjustment mode, the vehicle anti-lock braking system controls the wheels to continue to reduce pressure until the first adjustment mode is exited. When set to 0, the vehicle's anti-lock braking system repeats the cycle of "decompression-maintaining pressure-increasing pressure" during the driver's braking process until the vehicle stops.

[0074] ③: The driver drives the vehicle at a certain speed. When the driver steps on the brake pedal, the vehicle's anti-lock braking system is triggered to control the brake pressure of the wheels. At this time, the low-adhesion road surface to the high-adhesion road surface is identified, and the second connection road surface mark is Set to 1, the vehicle anti-lock braking system enters the second adjustment mode. In the second adjustment mode, the vehicle anti-lock braking system controls the wheels to strengthen the gradient Rapidly increase the pressure until the wheels meet the decompression conditions again, and then exit the second adjustment mode. When set to 0, the vehicle's anti-lock braking system repeats the cycle of "decompression-maintaining pressure-increasing pressure" during the driver's braking process until the vehicle stops.

[0075] The embodiment of the present invention first identifies whether the vehicle is on a mating road surface (the mating road surface includes a mating road surface from a high adhesion road surface to a low adhesion road surface and a mating road surface from a low adhesion road surface to a high adhesion road surface) based on information such as the slip rate, instability time, wheel deceleration, and vehicle speed of the two front wheels. When the vehicle is identified as a mating road surface from a high adhesion road surface to a low adhesion road surface, the vehicle anti-lock braking system enters a decompression state and continues to decompress until the mating road surface from a high adhesion road surface to a low adhesion road surface is no longer identified, thereby ensuring that the wheel can quickly decompress when entering the low adhesion road surface from the high adhesion road surface to prevent the wheel from locking. When the vehicle is identified as a mating road surface from a low adhesion road surface to a high adhesion road surface, the vehicle anti-lock braking system enters a pressurization state and quickly pressurizes according to a larger reinforcement gradient until the wheel meets the unstable condition, thereby ensuring that the wheel can quickly recover to a higher braking pressure when entering the high adhesion road surface from the low adhesion road surface to improve the braking deceleration.

[0076] The second embodiment of the present invention provides an anti-lock braking control system for redundant braking of a road surface, comprising a road surface acquisition module, a vehicle anti-lock braking system and a data processing module; the system specifically performs the following steps: When the vehicle's anti-lock braking system is activated, the road surface acquisition module collects vehicle driving data; The data processing module identifies the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface; When the road surface on which the vehicle is traveling is a junction road surface between a high-adhesion road surface and a low-adhesion road surface, controlling the vehicle anti-lock braking system to enter a first adjustment mode; When the road on which the vehicle is traveling is a junction of a low-adhesion road and a high-adhesion road, the vehicle anti-lock braking system is controlled to enter the second adjustment mode.

[0077] The contents of the method in the first embodiment of the present invention are all applicable to this system embodiment. The functions specifically implemented by this system embodiment are the same as those of the above method embodiment, and the beneficial effects achieved are also the same as those achieved by the above method.

[0078] Fig.10: is a schematic diagram of the structure of the vehicle proposed in the third embodiment of the present invention. Exemplarily, the vehicle includes a processor and a memory coupled to the processor. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, a bus, a small truck or a large trailer. The vehicle can be a fuel vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle. In this embodiment, the memory stores program instructions for implementing the anti-lock control method for redundant braking of the docking road surface in any of the above embodiments. The processor is used to execute the program instructions stored in the memory to perform anti-lock control of redundant braking of the docking road surface. Among them, the processor can also be called a CPU (Central Processing Unit). The processor may be an integrated circuit chip with signal processing capabilities. The processor can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0079] Fig.11 It is a schematic diagram of the structure of the storage medium of the third embodiment of the present invention. The storage medium of the fourth embodiment of the present invention stores program instructions that can implement the above-mentioned anti-lock control method for redundant braking of the docking road surface, wherein the program instructions can be stored in the above-mentioned storage medium in the form of a software product, including a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) or a processor (processor) to execute all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes, or terminal devices such as computers, servers, mobile phones, tablets, etc.

[0080] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement the anti-lock control method for redundant braking of the docking road surface provided in the above-mentioned embodiment.

[0081] Those skilled in the art will appreciate that the modules in the devices in the embodiments of the present invention may be adaptively changed and arranged in one or more devices different from the embodiments. The modules or units or components in the embodiments of the present invention may be combined into one module or unit or component, and in addition they may be divided into a plurality of submodules or subunits or subcomponents. Except that at least some of such features and / or processes or units are mutually exclusive, all features disclosed in this specification (including the corresponding claims, abstracts and drawings) and all processes or units of any method or device disclosed in this manner may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the corresponding claims, abstracts and drawings) may be replaced by an alternative feature providing the same, equivalent or similar purpose.

[0082] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0083] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0084] In addition, each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other. In particular, for embodiments such as devices and equipment, since they are basically similar to method embodiments, the relevant parts can refer to the partial description of the method embodiments. The embodiments of the devices and equipment described above are merely schematic, wherein the modules, units, etc. described as separate components may or may not be physically separated, that is, they may be located in one place, or they may be distributed in multiple places, such as nodes of a system network. Specifically, some or all of the modules and units may be selected according to actual needs to achieve the purpose of the above-mentioned embodiment scheme. Those skilled in the art can understand and implement it without paying creative labor.

[0085] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0086] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0087] In addition, the terms "first", "second", etc. used in the embodiments of the present invention are only used for descriptive purposes and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the present embodiment. Therefore, the features defined by the terms "first", "second", etc. in the embodiments of the present invention can explicitly or implicitly indicate that the embodiment includes at least one of the features. In the description of the present invention, the word "multiple" means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.

[0088] In the embodiments of the present invention, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element. In addition, components, features, and elements with the same name in different embodiments of the present invention may have the same meaning or different meanings, and their specific meanings need to be determined by their explanation in the specific embodiment or further combined with the context in the specific embodiment.

[0089] Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and cannot be construed as limitations of the present invention, and those of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present invention. Those skilled in the art will readily come to think of other embodiments of the present invention after considering the specification and practicing the present invention. This application is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art that are not disclosed in the present invention. The specification and embodiments are intended to be exemplary only, and the true scope and spirit of the present invention are indicated by the following claims.

Claims

1. An anti-lock braking control method for redundant braking on a road surface, characterized in that: The following steps are involved: Collect vehicle driving data; Identify the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface; When the road surface on which the vehicle is traveling is a junction road surface between a high-adhesion road surface and a low-adhesion road surface, the vehicle anti-lock braking system is controlled to enter a first adjustment mode; the first adjustment mode is used to gradually reduce the wheel braking pressure to adapt to the low-adhesion road surface; When the vehicle is traveling on a road surface that is a transition between a low-adhesion road surface and a high-adhesion road surface, the vehicle anti-lock braking system is controlled to enter a second adjustment mode; the second adjustment mode is used to quickly increase the wheel braking pressure to adapt to the high-adhesion road surface.

2. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: The collected vehicle driving data is specifically obtained through a vehicle-mounted collection device, and the collection device includes at least one of a radar and a sensor.

3. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: The working modes of the vehicle anti-lock braking system include a decompression working mode, a boost working mode and a pressure-maintaining working mode; the vehicle anti-lock braking system determines the working mode to be executed by the following steps: Obtain the slip rate of each wheel of the vehicle and make a separate working mode judgment for each wheel; When the wheel slip rate is greater than the preset decompression threshold, the vehicle's anti-lock braking system enters the decompression working mode; When the wheel slip rate is less than the preset boost threshold, the vehicle's anti-lock braking system enters the boost working mode; When the wheel slip rate is between the preset pressure increase threshold and the preset pressure reduction threshold, the vehicle's anti-lock braking system enters the pressure maintenance working mode.

4. The anti-lock braking control method for redundant braking on a road surface according to claim 3, characterized in that: The vehicle anti-lock braking system specifically performs the following steps in the decompression working mode: Obtaining the current braking pressure of the wheel as the first braking pressure; Calculating the decompression amount of each wheel according to the first braking pressure, The wheels are decompressed using the calculated decompression amount, so that the current braking pressure of the wheels is reduced to a second braking pressure; the difference between the second braking pressure and the first braking pressure is not less than the calculated decompression amount for each wheel.

5. The anti-lock braking control method for redundant braking on a road surface according to claim 3, characterized in that: The vehicle anti-lock braking system specifically performs the following steps in the boost working mode: Obtaining a preset boost gradient; The wheels are pressurized using a preset boost gradient until the wheel slip rate is no less than a preset decompression threshold.

6. The anti-lock braking control method for redundant braking on a road surface according to claim 3, characterized in that: When the vehicle's anti-lock braking system exits the pressure reduction mode and enters the pressure maintenance mode, the vehicle's anti-lock braking system performs the following steps: Obtain a preset pressure holding time, and maintain the current brake pressure of the wheel within the preset pressure holding time; After the preset pressure holding time, the vehicle's anti-lock braking system re-obtains the wheel slip rate and makes a new round of working mode judgment.

7. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: In the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface is determined specifically by the following steps: Calculating the slip rate of each front wheel of the vehicle, and determining whether the slip rate of each front wheel of the vehicle is greater than a first slip rate threshold; When the slip rates of the front wheels of the vehicle are all greater than a first slip rate threshold, calculating the unstable time of each front wheel of the vehicle, and determining whether the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold; When the sum of the unstable time of each front wheel of the vehicle is greater than the first unstable time threshold, it is determined that the road surface on which the vehicle is traveling is a junction road surface from a high-adhesion road surface to a low-adhesion road surface.

8. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: The vehicle anti-lock braking system includes a first docking road surface mark position; when the road surface on which the vehicle is traveling is a docking road surface from a high-adhesion road surface to a low-adhesion road surface, the first docking road surface mark position is a first value; when the road surface on which the vehicle is traveling is not a docking road surface from a high-adhesion road surface to a low-adhesion road surface, the first docking road surface mark position is a second value.

9. The anti-lock braking control method for redundant braking on a road surface according to claim 8, characterized in that: The vehicle anti-lock braking system further performs the following steps: When the first docking road surface mark position is a first value, the vehicle anti-lock braking system is controlled to be locked in a decompression working mode until the wheel slip rate is less than a preset boost threshold.

10. The anti-lock braking control method for redundant braking on a road surface according to claim 8, characterized in that: The method further includes the following steps: in the first adjustment mode, when the front wheels of the vehicle meet any of the following conditions, the vehicle anti-lock braking system exits the first adjustment mode: The maximum wheel acceleration of the front wheels of the vehicle is greater than the first wheel acceleration threshold; The slip ratio of any front wheel of the vehicle is less than a second slip ratio threshold.

11. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: In the step of identifying the road surface according to the vehicle driving data, whether the road surface on which the vehicle is driving is a road surface connecting a low-adhesion road surface to a high-adhesion road surface is determined specifically by the following steps: Calculate the docking identification factor of the vehicle; When the docking identification factor of the vehicle is greater than a preset docking identification factor threshold, it is determined that the road surface on which the vehicle is traveling is a docking road surface from a low-adhesion road surface to a high-adhesion road surface.

12. The anti-lock braking control method for redundant braking on a road surface according to claim 11, characterized in that: The docking recognition factor is calculated by the following formula: ； in, represents the docking recognition factor, Indicates the wheel acceleration flag. Indicates the time when the vehicle speed signal is in the invalid flag position. Indicates the boost time of the vehicle's anti-lock braking system; , , is the preset weight coefficient; Among them, the wheel acceleration flag value is 0 or 1. When the maximum wheel acceleration of each wheel of the vehicle is greater than the second wheel acceleration threshold and the average wheel acceleration is greater than the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is set to 0.

13. The anti-lock braking control method for redundant braking on a road surface according to claim 1, characterized in that: The vehicle anti-lock braking system includes a second docking road surface mark position; when the road surface on which the vehicle is traveling is a docking road surface from a low-adhesion road surface to a high-adhesion road surface, the second docking road surface mark position is a third value; when the road surface on which the vehicle is traveling is not a docking road surface from a low-adhesion road surface to a high-adhesion road surface, the second docking road surface mark position is a fourth value.

14. The anti-lock braking control method for redundant braking on a road surface according to claim 13, characterized in that: The vehicle anti-lock braking system further performs the following steps: When the second docking road surface mark position is a third value, the wheel is pressurized using an enhanced gradient until the wheel slip rate is greater than a preset decompression threshold; the enhanced gradient is greater than the preset boost gradient.

15. The anti-lock braking control method for redundant braking on a road surface according to claim 13, characterized in that: When the vehicle meets the following conditions, the vehicle anti-lock braking system exits the second adjustment mode and sets the second docking road surface mark position to the fourth value: The wheel slip rate of any front wheel of the vehicle is greater than the preset decompression threshold.

16. An anti-lock braking control method for redundant braking on a road surface according to any one of claims 3-7, 10 and 14, characterized in that: The wheel slip rate is specifically calculated by the following formula: ； in, L is the actual wheel slip rate, is the current speed of the vehicle, is the wheel speed, a , b is a preset constant. 17.An anti-lock braking control system with redundant braking on a road surface, characterized in that: The system comprises a road surface acquisition module, a vehicle anti-lock braking system and a data processing module; the system specifically performs the following steps: When the vehicle anti-lock braking system is activated, the road surface acquisition module collects vehicle driving data; The data processing module identifies the road surface according to the vehicle driving data to determine whether the road surface on which the vehicle is driving is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface; When the road surface on which the vehicle is traveling is a junction road surface between a high-adhesion road surface and a low-adhesion road surface, controlling the vehicle anti-lock braking system to enter a first adjustment mode; When the road on which the vehicle is traveling is a junction of a low-adhesion road and a high-adhesion road, the vehicle anti-lock braking system is controlled to enter the second adjustment mode.

18. A vehicle, characterized in that: The vehicle is equipped with an on-board computer, which includes a processor, a memory, and computer program instructions stored in the memory and executable on the processor. When the processor executes the computer program instructions, an anti-lock control method for redundant braking of a road surface as described in any one of claims 1 to 15 is implemented.

19. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement an anti-lock control method for redundant braking on a road surface as described in any one of claims 1 to 15 above.

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