Regulation and control method, device and equipment of vehicle braking system and storage medium

Abstract

The invention provides a regulation and control method, device and equipment for a vehicle braking system and a storage medium. The vehicle speed of a target vehicle is detected, and whether the vehicle speed is within a target interval or not is judged; if it is determined that the vehicle speed is within the target interval, driving posture parameters of the target vehicle are collected; judging whether the target vehicle passes through a bumpy road surface or not according to the driving posture parameters; and if it is determined that the target vehicle passes through the bumpy road surface, pressure buildup of a braking system is conducted on all wheels of the target vehicle through a braking electric control system till the pressure of the braking system corresponding to all the wheels reaches a preset value. According to the application, the brake idle stroke increased by each wheel can be eliminated through an active pressure building mode of the brake electric control system, so that the time required by a driver in the braking process is shortened, the risk of vehicle collision is reduced, and the safety and the driving experience of the vehicle are improved. The invention relates to the technical field of vehicles.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a control method, device, equipment and storage medium for a vehicle braking system. Background Art

[0002] In recent years, with the continuous development of social economy, the number of cars has continued to increase. Compared with public transportation, cars can go directly from the departure point to the destination, saving waiting and transfer time, improving travel efficiency, and providing convenience and comfort for people's life and work.

[0003] At present, when the vehicle is driving, the driver has an expectation of the braking deceleration of the whole vehicle corresponding to the pedal stroke, because the change of the braking stroke corresponding to the whole vehicle deceleration is usually linear, and the corresponding relationship will not change suddenly during the life cycle; however, due to the inherent properties of the braking system, the idle stroke of the brake pedal will suddenly become longer under certain driving conditions of the vehicle, that is, after the driver steps on the brake pedal, the vehicle will not generate the whole vehicle deceleration for a considerable period of time. When this happens, it may cause the vehicle to decelerate in time and cause a collision accident. More seriously, it may cause the driver to panic and think that the vehicle's brakes have failed, which will lead to very dangerous situations such as stepping on the brake pedal suddenly or mistaking the accelerator for the brake. The reason is that there is a gap between the brake disc and the friction plate of the vehicle. After each braking, the hydraulic pressure is released, and the brake disc and the friction plate are in contact. As the brake disc rotates, it will hit the friction plate during the rotation process, knocking back the brake piston on the wheel side, and establishing a gap between the brake disc and the friction plate. The existence of this gap is to reduce the drag torque between the brake disc and the friction plate during the driving process of the vehicle, reduce losses, and increase the vehicle's cruising range. However, when the vehicle is passing through a washboard road or a bumpy road at a certain speed, the impact of the tire with the ground will transfer a large force to the brake disc, and there will be a large impact force between the brake disc and the friction pad, which will cause the gap between the brake disc and the friction pad to become particularly large. The increase in the small gap between the wheel-side brake disc and the friction pad will lead to a large increase in the idle travel at the driver's brake pedal end.

[0004] In order to solve this problem, the current mainstream approach is to increase the knocking and retracting force of the brake caliper piston. In this way, when the brake disc knocks the friction plate, the gap between the friction plate and the brake disc will not increase too much because the brake caliper piston is pressing against the friction plate, which can effectively curb the increase of the idle stroke. However, this approach requires major hardware changes, has a long cycle and high cost, and will cause the drag torque of the brake to increase, which will increase the vehicle's fuel consumption and has poor practicality.

[0005] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the invention

[0006] The purpose of the present invention is to solve one of the technical problems existing in the related art to at least a certain extent.

[0007] The main purpose of the embodiments of the present application is to provide a control method, device, equipment and storage medium for a vehicle braking system.

[0008] To achieve the above-mentioned purpose, one aspect of an embodiment of the present application provides a method for controlling a vehicle braking system, the method comprising:

[0009] Detecting the speed of the target vehicle and determining whether the speed is within a target range;

[0010] If it is determined that the vehicle speed is within the target range, collecting the driving posture parameters of the target vehicle;

[0011] According to the driving posture parameter, determining whether the target vehicle has passed through a bumpy road;

[0012] If it is determined that the target vehicle has passed through a bumpy road, the brake system pressure of each wheel of the target vehicle is built up through the brake electronic control system until the pressure of the brake system corresponding to each wheel reaches a preset value.

[0013] In addition, the control method of a vehicle braking system according to the above embodiment of the present application may also have the following additional technical features:

[0014] In some embodiments, determining whether the vehicle speed is within a target range includes:

[0015] Comparing the vehicle speed with a preset first threshold and a preset second threshold; wherein the first threshold is smaller than the second threshold;

[0016] If the vehicle speed is greater than the first threshold and less than the second threshold, it is determined that the vehicle speed is within the target range.

[0017] In some embodiments, the collecting of the driving posture parameters of the target vehicle includes at least one of the following:

[0018] Collecting first acceleration data of the target vehicle in at least one of the three directions of the X-axis, the Y-axis, and the Z-axis;

[0019] Alternatively, collecting height data of at least one corner on the body of the target vehicle relative to the wheel;

[0020] Alternatively, collecting second acceleration data of at least one angle on the body of the target vehicle relative to the wheel;

[0021] Alternatively, third acceleration data of at least one wheel of the target vehicle is collected.

[0022] In some embodiments, the driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0023] Detecting the amplitude variation range of the first acceleration data;

[0024] If the amplitude variation range of the first acceleration data is greater than a first amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0025] In some embodiments, the driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0026] detecting a fluctuation frequency of the first acceleration data;

[0027] If the fluctuation frequency of the first acceleration data is greater than a first frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0028] In some embodiments, the driving posture parameter includes the height data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0029] Detecting the amplitude variation range of the height data;

[0030] If the amplitude variation range of the height data is greater than a second amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0031] In some embodiments, the driving posture parameter includes the height data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0032] detecting a fluctuation frequency of the altitude data;

[0033] If the fluctuation frequency of the height data is greater than a second frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0034] In some embodiments, the driving posture parameter includes the second acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0035] Detecting the amplitude variation range of the second acceleration data;

[0036] If the amplitude variation range of the second acceleration data is greater than a third amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0037] In some embodiments, the driving posture parameter includes the second acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0038] detecting a fluctuation frequency of the second acceleration data;

[0039] If the fluctuation frequency of the second acceleration data is greater than a third frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0040] In some embodiments, the driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0041] Detecting the amplitude variation range of the third acceleration data;

[0042] If the amplitude variation range of the third acceleration data is greater than a fourth amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0043] In some embodiments, the driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0044] detecting a fluctuation frequency of the third acceleration data;

[0045] If the fluctuation frequency of the third acceleration data is greater than a fourth frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0046] In some embodiments, the driving posture parameter includes at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0047] Determining whether the target vehicle has passed through a bumpy road in at least two dimensions according to at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data;

[0048] If it is determined in the at least two dimensions that the target vehicle has passed through a bumpy road, it is determined that the target vehicle has passed through a bumpy road.

[0049] In some embodiments, if it is determined that the target vehicle has passed through a bumpy road, building up the pressure of the brake system of each wheel of the target vehicle through the brake electronic control system includes:

[0050] If it is determined that the target vehicle has passed through a bumpy road, detecting whether a stability function of the target vehicle is triggered;

[0051] If it is determined that the stability function of the target vehicle is triggered, after the stability function is triggered, return to the step of detecting the speed of the target vehicle; or, if it is determined that the stability function of the target vehicle is not triggered, build up pressure on the braking system of each wheel of the target vehicle through the braking electronic control system.

[0052] In some embodiments, if it is determined that the target vehicle has passed through a bumpy road, building up the pressure of the brake system of each wheel of the target vehicle through the brake electronic control system includes:

[0053] If it is determined that the target vehicle has passed through a bumpy road, detecting the hydraulic pressure of the brake of the target vehicle;

[0054] If the hydraulic pressure is less than or equal to the third threshold, the brake system pressure is built up for each wheel of the target vehicle through the brake electronic control system.

[0055] In one aspect of an embodiment of the present application, a control device for a vehicle braking system is provided, the device comprising:

[0056] A detection unit, used to detect the speed of the target vehicle and determine whether the speed is within a target range;

[0057] A collection unit, configured to collect driving posture parameters of the target vehicle if it is determined that the vehicle speed is within a target range;

[0058] A processing unit, configured to determine whether the target vehicle has passed through a bumpy road according to the driving posture parameter;

[0059] The execution unit is used to build up the pressure of the braking system of each wheel of the target vehicle through the braking electronic control system if it is determined that the target vehicle has passed through a bumpy road, until the pressure of the braking system corresponding to each wheel reaches a preset value.

[0060] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes an electronic device, which includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the vehicle braking system control method described above is implemented.

[0061] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides a vehicle, wherein the vehicle includes the control device of the vehicle braking system described above or the electronic device described above.

[0062] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle braking system control method described above is implemented.

[0063] The embodiments of the present application include at least the following beneficial effects:

[0064] The present application provides a control method, device, equipment and storage medium for a vehicle braking system, the method detecting the speed of a target vehicle and determining whether the speed is within a target range; if it is determined that the speed is within the target range, collecting the driving posture parameters of the target vehicle; judging whether the target vehicle has passed through a bumpy road surface according to the driving posture parameters; if it is determined that the target vehicle has passed through a bumpy road surface, building up the pressure of the braking system of each wheel of the target vehicle through the braking electronic control system until the pressure of the braking system corresponding to each wheel reaches a preset value. The present application can eliminate the increased braking idle travel of each wheel by actively building up the pressure of the braking electronic control system, thereby shortening the time required for the driver's braking process, reducing the risk of vehicle collision, and improving the safety and driving experience of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 It is a schematic diagram of an implementation environment of a vehicle braking system control method provided in an embodiment of the present application;

[0066] Figure 2 is a flow chart of a method for controlling a vehicle braking system provided in an embodiment of the present application;

[0067] Figure 3 is a flow chart for determining whether a vehicle speed is within a target range provided by an embodiment of the present application;

[0068] Figure 4 This is a first flow chart provided in an embodiment of the present application for determining whether a target vehicle has passed through a bumpy road;

[0069] Figure 5 This is a second flow chart for determining whether a target vehicle has passed through a bumpy road provided in an embodiment of the present application;

[0070] Figure 6 This is a third flow chart provided in an embodiment of the present application for determining whether a target vehicle has passed through a bumpy road;

[0071] Figure 7 This is a flow chart of building pressure of a braking system provided in an embodiment of the present application;

[0072] Figure 8 is another flow chart of building pressure of a braking system provided in an embodiment of the present application;

[0073] Fig. 9 It is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application;

[0074] Fig.10 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0075] The present application is further described in detail. 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. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are only examples of devices / equipment and methods consistent with some aspects of the embodiments of the present application as detailed in the attached claims.

[0076] It is understood that the terms "first", "second", etc. used in this application can be used to describe various concepts in this article, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another concept. For example, without departing from the scope of the embodiment of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein can be interpreted as "at the time of" or "when" or "in response to determination".

[0077] The terms "at least one", "multiple", "each", "any", etc. used in this application, at least one includes one, two or more, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0078] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0079] 1) ABS (Anti-lock Braking System): The main function of ABS is to prevent the wheels from locking during emergency braking, thereby maintaining the directional controllability of the vehicle during braking. When the vehicle is braked in an emergency, if the wheels are completely locked, the vehicle may lose control or slip. ABS quickly adjusts the braking force to put the wheels in a state of being about to lock but not completely locked, ensuring that the driver can control the direction of the vehicle and avoid collisions.

[0080] 2) TCS (Traction Control System): TCS is mainly used during acceleration to prevent the drive wheels from slipping due to excessive acceleration. When the system detects that a drive wheel is spinning, it will automatically reduce the engine output power or apply brakes to the wheel to adjust the driving force distribution and ensure that the vehicle has good grip and stability even on slippery roads.

[0081] 3) VDC (Vehicle Dynamic Control): VDC is a higher-level stability control system that integrates the functions of ABS and TCS. It can not only control the braking and traction of the vehicle, but also correct the vehicle's posture by applying different braking forces to each wheel, so that the vehicle can drive according to the driver's intention. VDC is suitable for vehicle control under more complex road conditions, such as sharp turns and obstacle avoidance, which can greatly improve driving safety.

[0082] In recent years, with the continuous development of social economy, the number of cars has continued to increase. Compared with public transportation, cars can go directly from the departure point to the destination, saving waiting and transfer time, improving travel efficiency, and providing convenience and comfort for people's life and work.

[0083] At present, when the vehicle is driving, the driver has an expectation of the braking deceleration of the whole vehicle corresponding to the pedal stroke, because the change of the braking stroke corresponding to the whole vehicle deceleration is usually linear, and the corresponding relationship will not change suddenly during the life cycle; however, due to the inherent properties of the braking system, the idle stroke of the brake pedal will suddenly become longer under certain driving conditions of the vehicle, that is, after the driver steps on the brake pedal, the vehicle will not generate the whole vehicle deceleration for a considerable period of time. When this happens, it may cause the vehicle to decelerate in time and cause a collision accident. More seriously, it may cause the driver to panic and think that the vehicle's brakes have failed, which will lead to very dangerous situations such as stepping on the brake pedal suddenly or mistaking the accelerator for the brake. The reason is that there is a gap between the brake disc and the friction plate of the vehicle. After each braking, the hydraulic pressure is released, and the brake disc and the friction plate are in contact. As the brake disc rotates, it will hit the friction plate during the rotation process, knocking back the brake piston on the wheel side, and establishing a gap between the brake disc and the friction plate. The existence of this gap is to reduce the drag torque between the brake disc and the friction plate during the driving process of the vehicle, reduce losses, and increase the vehicle's cruising range. However, when the vehicle is passing through a washboard road or a bumpy road at a certain speed, the impact of the tire with the ground will transfer a large force to the brake disc, and there will be a large impact force between the brake disc and the friction pad, which will cause the gap between the brake disc and the friction pad to become particularly large. The increase in the small gap between the wheel-side brake disc and the friction pad will lead to a large increase in the idle travel at the driver's brake pedal end.

[0084] In order to solve this problem, the current mainstream approach is to increase the knocking and retracting force of the brake caliper piston. In this way, when the brake disc knocks the friction plate, the gap between the friction plate and the brake disc will not increase too much because the brake caliper piston is pressing against the friction plate, which can effectively curb the increase of the idle stroke. However, this approach requires major hardware changes, has a long cycle and high cost, and will cause the drag torque of the brake to increase, which will increase the vehicle's fuel consumption and has poor practicality.

[0085] In view of this, a control method, device, equipment and storage medium of a vehicle braking system are provided in an embodiment of the present application. The method detects the speed of a target vehicle and determines whether the speed is within a target range; if it is determined that the speed is within the target range, the driving posture parameters of the target vehicle are collected; based on the driving posture parameters, it is determined whether the target vehicle has passed through a bumpy road surface; if it is determined that the target vehicle has passed through a bumpy road surface, the brake system pressure is built up for each wheel of the target vehicle through the brake electronic control system until the pressure of the brake system corresponding to each wheel reaches a preset value. The present application can eliminate the increased braking idle travel of each wheel by actively building up pressure through the brake electronic control system, thereby shortening the time required for the driver's braking process, reducing the risk of vehicle collision, and improving the safety and driving experience of the vehicle.

[0086] Please refer to Figure 1 , Figure 1 A schematic diagram of the implementation environment of a control method for a vehicle braking system provided in an embodiment of the present application is shown. In this implementation environment, the main hardware and software entities involved include a terminal device 110, a target vehicle 120, and a cloud server 130, wherein a communication connection can be established between the terminal device 110, the target vehicle 120, and the cloud server 130. The control method for a vehicle braking system provided in an embodiment of the present application can be implemented locally in the target vehicle 120, or can be executed based on data interaction between the terminal device 110 and the target vehicle 120, or between the target vehicle 120 and the cloud server 130.

[0087] Among them, the terminal device 110 of the above embodiment may include a mobile phone, a computer, a smart wearable device, a PDA device, an intelligent voice interaction device, a vehicle-mounted terminal, etc., but is not limited thereto.

[0088] The cloud server 130 can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers. It can also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN (Content Delivery Network), as well as big data and artificial intelligence platforms.

[0089] The terminal device 110, the target vehicle 120 and the cloud server 130 may establish a communication connection through a wireless network or a wired network. The wireless network or wired network uses standard communication technology and / or protocols, and the network may be set to the Internet or any other network, such as but not limited to a local area network (LAN), a metropolitan area network (MAN), a wide area network (WAN), a mobile, wired or wireless network, a private network or any combination of a virtual private network.

[0090] Of course, it is understandable that Figure 1 The implementation environment in the embodiment of the present application is only some optional application scenarios of the control method of the vehicle braking system provided in the embodiment of the present application, and the actual application is not fixed to Figure 1 The hardware and software environment shown.

[0091] Below, in combination with the introduction of the aforementioned implementation environment, a control method for a vehicle braking system provided in an embodiment of the present application is introduced and illustrated.

[0092] Please refer to Figure 2 , Figure 2 : is a schematic diagram of a control method of a vehicle braking system provided in an embodiment of the present application, and the control method of the vehicle braking system includes but is not limited to:

[0093] Step 210: Detect the speed of the target vehicle and determine whether the speed is within a target range;

[0094] Step 220: If it is determined that the vehicle speed is within the target range, collect the driving posture parameters of the target vehicle;

[0095] Step 230: judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter;

[0096] Step 240: If it is determined that the target vehicle has passed through a bumpy road, the brake system pressure of each wheel of the target vehicle is built up through the brake electronic control system until the pressure of the brake system corresponding to each wheel reaches a preset value.

[0097] In an embodiment of the present application, a control method for a vehicle braking system is provided. The method collects and monitors the driving posture parameters of the target vehicle to determine whether the current target vehicle is traveling on (i.e. passing through) a bumpy road surface. When it is determined that the target vehicle is traveling on a bumpy road surface, it can be determined that the target vehicle may have a risk of the brake disc hitting the friction plate too much, resulting in a brake idle stroke. At this time, the brake electronic control system will actively build up pressure to eliminate the increased brake idle stroke of each wheel, thereby shortening the time required for the driver's braking process, reducing the risk of vehicle collision, and improving the safety of the vehicle and the driving experience. The technical solution in this application is a vehicle control strategy as a whole, and there is no need to change the hardware facilities of the vehicle itself, so the implementation cost is low and the practicality is better.

[0098] Specifically, in the embodiment of the present application, the target vehicle refers to the vehicle whose brake system is to be regulated, which can be any type of vehicle, and the present application does not impose any restrictions on this. When regulating the brake system of the target vehicle, the speed range for triggering the regulation function can be set. When the speed of the target vehicle is low, the driving posture is generally stable, and regulation can be omitted at this time; when the speed of the target vehicle is high, in order to ensure that the braking function is available in real time as much as possible, the regulation function can also be temporarily not involved. In the embodiment of the present application, a target interval corresponding to the vehicle speed can be pre-set, and the specific setting range of the target interval can be flexibly set according to actual needs, and the present application does not impose any restrictions on this.

[0099] For the target vehicle, its speed can be detected in real time while it is running. For example, the vehicle speed can be monitored in real time through vehicle-mounted sensors (such as wheel speed sensors), and the data can be transmitted to the control system to determine whether the speed is within a pre-set target range. The target range here can be fixed after being pre-set, or it can be determined in real time based on the characteristics of the vehicle model and road conditions. This application does not limit its range. When the received real-time speed data falls within the set target range, the system continues to perform subsequent operations; otherwise, it is considered that it is not suitable for further processing at the moment, and the speed of the target vehicle can continue to be monitored.

[0100] In the embodiment of the present application, if it is determined that the vehicle speed is within the target range, the driving posture parameters of the target vehicle can be collected. Here, the driving posture parameters refer to data that can characterize or measure the driving posture of the target vehicle, and its types can include multiple types, such as but not limited to lateral acceleration, longitudinal acceleration, steering angle, vehicle height and other data reflecting the vehicle posture. In the embodiment of the present application, the driving posture parameters of the target vehicle can be collected, and one type of data can be collected, or multiple types of data can be collected, and the present application does not limit the types of the specific collected driving posture parameters.

[0101] After obtaining the driving posture parameters, it is possible to determine whether the target vehicle has passed through a bumpy road based on the driving posture parameters. Specifically, for example, in some embodiments, a threshold can be set based on actual test experience, and only when the recognition result exceeds a certain probability or score is it determined to have passed through a bumpy road. In some embodiments, based on the collected driving posture parameters, a machine learning algorithm (such as support vector machine SVM, random forest RF, etc.) can be used to train the model to identify movement patterns unique to bumpy roads. Of course, it should be noted that, considering the uncertainty in complex traffic environments, the present application can also design corresponding fault-tolerant mechanisms to prevent misjudgment from leading to unnecessary intervention.

[0102] In an embodiment of the present application, if it is determined that the target vehicle has not passed through a bumpy road, the subsequent task flow may not be performed, and the step of monitoring the speed of the target vehicle may be returned to continue. Relatively speaking, if it is determined that the target vehicle has passed through a bumpy road, the target vehicle may be at risk of the brake disc hitting the friction plate too much, resulting in a risk of brake idle travel. At this time, the brake electronic control system can actively build up pressure to eliminate the increased brake idle travel of each wheel, that is, the brake system pressure is built up for each wheel of the target vehicle through the brake electronic control system until the pressure of the brake system corresponding to each wheel reaches the preset value. The preset value here can be determined according to the requirements of the specific vehicle model and the brake system, and this application does not limit this.

[0103] It is understood that in the embodiment of the present application, the brake electronic control system will apply pressure to the brake system of each wheel separately, and each wheel has an independent hydraulic circuit, so that precise control can be achieved. The brake electronic control system will gradually increase the pressure of the brake system of each wheel until it reaches a preset value. By establishing sufficient hydraulic pressure, the small gap between the brake disc and the friction plate will be eliminated, which can ensure that the brake system can take effect immediately during actual braking, reduce the response time, and further reduce the risk of vehicle collision, thereby improving the safety of the vehicle and the driving experience.

[0104] Specifically, refer to Figure 3 In some embodiments, determining whether the vehicle speed is within the target range includes:

[0105] Comparing the vehicle speed with a preset first threshold and a preset second threshold; wherein the first threshold is smaller than the second threshold;

[0106] If the vehicle speed is greater than the first threshold and less than the second threshold, it is determined that the vehicle speed is within the target range.

[0107] In the embodiment of the present application, for the target area, the upper and lower limits of its speed can be set, the size of the lower limit is recorded as the first threshold, and the size of the upper limit is recorded as the second threshold. Then, the speed of the target vehicle can be compared with the size of the first threshold and the second threshold. If it is found that the speed of the target vehicle is less than or equal to the first threshold, or greater than or equal to the second threshold, it can be determined that the speed is not within the target interval. On the contrary, if it is found that the speed of the target vehicle is greater than the first threshold and less than the second threshold, it can be determined that the speed is within the target interval. Here, the specific size of the first threshold and the second threshold is not limited by the present application. For example, the first threshold can be 20km / h or 30km / h, etc., and the second threshold can be 80km / h or 100km / h, etc.

[0108] Specifically, in some embodiments, the collecting of the driving posture parameters of the target vehicle includes at least one of the following:

[0109] Collecting first acceleration data of the target vehicle in at least one of the three directions of the X-axis, the Y-axis, and the Z-axis;

[0110] Alternatively, collecting height data of at least one corner on the body of the target vehicle relative to the wheel;

[0111] Alternatively, collecting second acceleration data of at least one angle on the body of the target vehicle relative to the wheel;

[0112] Alternatively, third acceleration data of at least one wheel of the target vehicle is collected.

[0113] In the embodiments of the present application, when collecting the driving posture parameters of the target vehicle, in some embodiments, the acceleration data of at least one of the three directions of the X-axis, Y-axis, and Z-axis of the target vehicle can be collected and recorded as the first acceleration data; in some embodiments, the height data of at least one angle on the body of the target vehicle relative to the wheel can be collected, where the angle of the body and the wheel are in a corresponding relationship, for example, the left front angle of the body of the target vehicle corresponds to the left front wheel. In some embodiments, the acceleration data of at least one angle on the body of the target vehicle relative to the wheel can be collected and recorded as the second acceleration data; in some embodiments, the acceleration data of at least one wheel of the target vehicle can also be collected and recorded as the third acceleration data.

[0114] It should be noted that, in the embodiment of the present application, only one of the first acceleration data, height data, second acceleration data and third acceleration data can be collected, or multiple types can be collected at the same time, for example, two, three or all of them can be collected. Moreover, for some categories of data, one or more can be collected, for example, for height data, the height data corresponding to one corner of the vehicle body can be collected, or the height data corresponding to multiple corners can be collected, and the present application does not limit this.

[0115] Specifically, refer to Figure 4 In some embodiments, the driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0116] Detecting the amplitude variation range of the first acceleration data;

[0117] If the amplitude variation range of the first acceleration data is greater than a first amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0118] In an embodiment of the present application, when the driving posture parameter includes the first acceleration data, the first acceleration data can be used to determine whether the target vehicle has passed through a bumpy road. Specifically, for example, the amplitude variation range of the first acceleration data can be detected, and an amplitude threshold that is not exceeded under normal circumstances can be pre-set and recorded as the first amplitude threshold. Then, it can be compared whether the amplitude variation range of the first acceleration data is greater than the first amplitude threshold. If so, it can be determined that the target vehicle has passed through a bumpy road. If the amplitude variation range is less than or equal to the first amplitude threshold, other parameters can be judged, or it can be determined that the target vehicle has not passed through a bumpy road. This application does not impose any restrictions on this.

[0119] It is understandable that in the embodiment of the present application, the first acceleration data may include corresponding data in three directions. Therefore, when setting the first amplitude threshold, it may be set for the three directions respectively. When making a specific judgment, it may be determined that the target vehicle has passed through a bumpy road when the amplitude variation range of the first acceleration data in the three directions is greater than the first amplitude threshold; it may also be determined that the target vehicle has passed through a bumpy road when the amplitude variation range of the first acceleration data in one direction is greater than the first amplitude threshold. The present application does not limit this.

[0120] It should be pointed out that side winds, sudden acceleration, sudden deceleration and the like can also cause the vehicle to shake, but at this time the wheel edge is not impacted, and the gap between the brake disc and the friction plate will not become larger. Therefore, in the embodiment of the present application, when setting the first amplitude threshold, the actual situation can be tested to detect the situation of the target vehicle on a bumpy road, thereby setting a more reliable first amplitude threshold. The present application does not impose any restrictions on its specific size.

[0121] Specifically, refer to Figure 5 In some embodiments, the driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0122] detecting a fluctuation frequency of the first acceleration data;

[0123] If the fluctuation frequency of the first acceleration data is greater than a first frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0124] In an embodiment of the present application, when judging whether the target vehicle has passed through a bumpy road surface by using the first acceleration data, in some cases, the fluctuation frequency of the first acceleration data may also be detected, and a frequency threshold may be pre-set, which is recorded as the first frequency threshold. If the fluctuation frequency of the first acceleration data is greater than the first frequency threshold, it may be determined that the target vehicle has passed through a bumpy road surface. If the fluctuation frequency of the first acceleration data is less than or equal to the first frequency threshold, other parameters may be judged, or it may be determined that the target vehicle has not passed through a bumpy road surface, and the present application does not impose any restrictions on this.

[0125] Similarly, in the embodiment of the present application, when judging by the fluctuation frequency, the first frequency threshold can also be set in different directions for judgment. The judgment method can be implemented by referring to the strategy of the amplitude threshold mentioned above, which will not be elaborated here.

[0126] Specifically, in some embodiments, the driving posture parameter includes the height data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0127] Detecting the amplitude variation range of the height data;

[0128] If the amplitude variation range of the height data is greater than a second amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0129] Specifically, in some embodiments, the driving posture parameter includes the height data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0130] detecting a fluctuation frequency of the altitude data;

[0131] If the fluctuation frequency of the height data is greater than a second frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0132] In an embodiment of the present application, when the driving posture parameter includes height data, the height data can be used to determine whether the target vehicle has passed through a bumpy road. Specifically, for example, the amplitude variation range of the height data can be detected, and an amplitude threshold that is not exceeded under normal circumstances can be pre-set and recorded as the second amplitude threshold. Then, it can be compared whether the amplitude variation range of the height data is greater than the second amplitude threshold. If so, it can be determined that the target vehicle has passed through a bumpy road. If the amplitude variation range is less than or equal to the second amplitude threshold, other parameters can be judged, or it can be determined that the target vehicle has not passed through a bumpy road. This application does not impose any restrictions on this.

[0133] It is understandable that in the embodiment of the present application, the height data may include data corresponding to the four corners, and the second amplitude threshold may be uniformly set, and the second amplitude threshold corresponding to each corner is the same. When making a specific judgment, it may be determined that the target vehicle has passed through a bumpy road when the amplitude variation range of the height data at the four corners is greater than the second amplitude threshold; it may also be determined that the target vehicle has passed through a bumpy road when the amplitude variation range of the height data at only one corner is greater than the second amplitude threshold, and the present application does not limit this.

[0134] Furthermore, in some cases, the fluctuation frequency of the height data may be detected, and a frequency threshold may be pre-set, which is recorded as the second frequency threshold. If the fluctuation frequency of the height data is greater than the second frequency threshold, it may be determined that the target vehicle has passed through a bumpy road. If the fluctuation frequency of the height data is less than or equal to the second frequency threshold, other parameters may be determined, or it may be determined that the target vehicle has not passed through a bumpy road, which is not limited in the present application.

[0135] Specifically, in some embodiments, the driving posture parameter includes the second acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0136] Detecting the amplitude variation range of the second acceleration data;

[0137] If the amplitude variation range of the second acceleration data is greater than a third amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0138] Specifically, in some embodiments, the driving posture parameter includes the second acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0139] detecting a fluctuation frequency of the second acceleration data;

[0140] If the fluctuation frequency of the second acceleration data is greater than a third frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0141] Similar to the aforementioned first acceleration data, in an embodiment of the present application, when the driving posture parameters include second acceleration data, the same method as the first acceleration data can be used to determine whether the target vehicle has passed through a bumpy road. For the second acceleration data, a third amplitude threshold can be set to judge by the amplitude variation range, or a third frequency threshold can be set to judge by the fluctuation frequency. The specific judgment logic is similar to the aforementioned first acceleration data and will not be repeated here.

[0142] Specifically, in some embodiments, the driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0143] Detecting the amplitude variation range of the third acceleration data;

[0144] If the amplitude variation range of the third acceleration data is greater than a fourth amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

[0145] Specifically, in some embodiments, the driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes:

[0146] detecting a fluctuation frequency of the third acceleration data;

[0147] If the fluctuation frequency of the third acceleration data is greater than a fourth frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

[0148] Similar to the aforementioned first acceleration data, in an embodiment of the present application, when the driving posture parameters include third acceleration data, the same method as the first acceleration data can be used to determine whether the target vehicle has passed through a bumpy road. For the third acceleration data, a fourth amplitude threshold can be set to determine by the amplitude variation range, or a fourth frequency threshold can be set to determine by the fluctuation frequency. The specific judgment logic is similar to the aforementioned first acceleration data and will not be repeated here.

[0149] Specifically, refer to Figure 6 In some embodiments, the driving posture parameter includes at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data; judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes:

[0150] Determining whether the target vehicle has passed through a bumpy road in at least two dimensions according to at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data;

[0151] If it is determined in the at least two dimensions that the target vehicle has passed through a bumpy road, it is determined that the target vehicle has passed through a bumpy road.

[0152] In the embodiments of the present application, it is possible not only to judge at the level of a single data dimension, but also to consider multiple data dimensions at the same time to judge whether the target vehicle has passed a bumpy road. The data dimensions here may include at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data. The judgment method under each dimension has been introduced in the aforementioned embodiments. When judging whether the target vehicle has passed a bumpy road in multiple data dimensions, it is possible to first make a judgment on each dimension, and then synthesize the results. For example, when each dimension judges that the target vehicle has passed a bumpy road, it can be determined that the target vehicle has passed a bumpy road. Of course, in some embodiments, it can also be more than half of the dimensions that judge that the target vehicle has passed a bumpy road, and it can be determined that the target vehicle has passed a bumpy road. This application does not limit this.

[0153] Specifically, refer to Figure 7 In some embodiments, if it is determined that the target vehicle has passed through a bumpy road, the brake system pressure is built up on each wheel of the target vehicle through the brake electronic control system, including:

[0154] If it is determined that the target vehicle has passed through a bumpy road, detecting whether a stability function of the target vehicle is triggered;

[0155] If it is determined that the stability function of the target vehicle is triggered, after the stability function is triggered, return to the step of detecting the speed of the target vehicle; or, if it is determined that the stability function of the target vehicle is not triggered, build up pressure on the braking system of each wheel of the target vehicle through the braking electronic control system.

[0156] It should be noted that in the embodiment of the present application, when the target vehicle passes through a bumpy road, some stability functions may be triggered, such as ABS, TCS, VDC and other functions that actively trigger to ensure vehicle safety. In this case, the control of wheel side braking force will be involved. Therefore, when the stability function is triggered, the control function of the vehicle braking system can be exited, and when the stability function ends, the vehicle braking system can be regulated.

[0157] Specifically, in the embodiment of the present application, when the target vehicle passes through a bumpy road, it is possible to detect whether the stability function of the target vehicle is triggered. If it is triggered, the step of returning to the step of detecting the speed of the target vehicle can be performed after the stability function is triggered. If not, the control function of the vehicle braking system can be performed normally.

[0158] Specifically, refer to Figure 8 In some embodiments, if it is determined that the target vehicle has passed through a bumpy road, the brake system pressure is built up on each wheel of the target vehicle through the brake electronic control system, including:

[0159] If it is determined that the target vehicle has passed through a bumpy road, detecting the hydraulic pressure of the brake of the target vehicle;

[0160] If the hydraulic pressure is less than or equal to the third threshold, the brake system pressure is built up for each wheel of the target vehicle through the brake electronic control system.

[0161] In the embodiment of the present application, before the pressure of the brake system is built up, the hydraulic pressure of the brake can also be judged. If the pressure of the master cylinder and the four wheel brakes is close to 0, it is judged that the current driver has no braking demand and no other active braking demand, and the vehicle braking system can be regulated. Therefore, in the embodiment of the present application, a smaller threshold can be set, recorded as the third threshold. If the hydraulic pressure is less than or equal to the third threshold, it means that the current brake hydraulic pressure is close to 0, and the brake system pressure can be built up for each wheel of the target vehicle through the brake electronic control system, thereby eliminating the gap between the brake disc and the friction plate on the wheel side.

[0162] In an embodiment of the present application, a control device for a vehicle braking system is also provided, the device comprising:

[0163] A detection unit, used to detect the speed of the target vehicle and determine whether the speed is within a target range;

[0164] A collection unit, configured to collect driving posture parameters of the target vehicle if it is determined that the vehicle speed is within a target range;

[0165] A processing unit, used for determining whether the target vehicle has passed through a bumpy road according to the driving posture parameter;

[0166] The execution unit is used to build up the pressure of the braking system of each wheel of the target vehicle through the braking electronic control system if it is determined that the target vehicle has passed through a bumpy road, until the pressure of the braking system corresponding to each wheel reaches a preset value.

[0167] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0168] The embodiment of the present application also provides an electronic device, the electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the above method when executing the computer program. The electronic device can be a mobile phone, a computer, a smart wearable device, a PDA device, an intelligent voice interaction device, a vehicle terminal, etc., but is not limited thereto.

[0169] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0170] See also Fig. 9 , Fig. 9 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown in FIG. Fig. 9 As shown, the electronic device may include:

[0171] The processor 901 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application;

[0172] The memory 902 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 902, and the processor 901 calls and executes the methods of the embodiments of this application;

[0173] Input / output interface 903, used to implement information input and output;

[0174] Communication interface 904, used to realize communication interaction between the device and other devices, which can be realized by wired mode (such as USB, network cable, etc.) or wireless mode (such as mobile network, WIFI, Bluetooth, etc.);

[0175] A bus 905 that transmits information between the various components of the device (e.g., the processor 901, the memory 902, the input / output interface 903, and the communication interface 904);

[0176] The processor 901 , the memory 902 , the input / output interface 903 and the communication interface 904 are connected to each other in communication within the device via a bus 905 .

[0177] Reference Fig.10 In an embodiment of the present application, a vehicle is also provided, the vehicle including the electric drive assembly of the control device of the vehicle braking system or the electronic device. 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, bus, small truck or large trailer. The vehicle can be a gasoline 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.

[0178] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program, and the computer program implements the above method when executed by a processor.

[0179] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiments, the functions specifically implemented by the present storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0180] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0181] The embodiments described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0182] Those skilled in the art will appreciate that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0183] The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0184] Those skilled in the art will appreciate that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices may be implemented as software, firmware, hardware, or a suitable combination thereof.

[0185] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0186] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0187] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the above units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0188] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0189] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0190] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including multiple instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, referred to as ROM), random access memory (Random Access Memory, referred to as RAM), disk or optical disk and other media that can store programs.

[0191] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but the scope of the rights of the present invention is not limited thereto. Any modification, equivalent substitution and improvement made by a person skilled in the art without departing from the scope and essence of the present invention should be within the scope of the rights of the present invention.

Claims

1. A method for controlling a vehicle braking system, characterized in that: The method comprises: Detecting the speed of the target vehicle and determining whether the speed is within a target range; If it is determined that the vehicle speed is within the target range, collecting the driving posture parameters of the target vehicle; According to the driving posture parameter, determining whether the target vehicle has passed through a bumpy road; If it is determined that the target vehicle has passed through a bumpy road, the brake system pressure of each wheel of the target vehicle is built up through the brake electronic control system until the pressure of the brake system corresponding to each wheel reaches a preset value.

2. A method for controlling a vehicle braking system according to claim 1, characterized in that: The determining whether the vehicle speed is within the target range includes: Comparing the vehicle speed with a preset first threshold and a preset second threshold; wherein the first threshold is smaller than the second threshold; If the vehicle speed is greater than the first threshold and less than the second threshold, it is determined that the vehicle speed is within the target range.

3. The control method of a vehicle braking system according to claim 1, characterized in that: The collecting of the driving posture parameters of the target vehicle includes at least one of the following: Collecting first acceleration data of the target vehicle in at least one of the three directions of the X-axis, the Y-axis, and the Z-axis; Alternatively, collecting height data of at least one corner on the body of the target vehicle relative to the wheel; Alternatively, collecting second acceleration data of at least one angle on the body of the target vehicle relative to the wheel; Alternatively, third acceleration data of at least one wheel of the target vehicle is collected.

4. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: Detecting the amplitude variation range of the first acceleration data; If the amplitude variation range of the first acceleration data is greater than a first amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

5. The control method of a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the first acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: detecting a fluctuation frequency of the first acceleration data; If the fluctuation frequency of the first acceleration data is greater than a first frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

6. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the height data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: Detecting the amplitude variation range of the height data; If the amplitude variation range of the height data is greater than a second amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

7. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the height data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: detecting a fluctuation frequency of the altitude data; If the fluctuation frequency of the height data is greater than a second frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

8. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the second acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: Detecting the amplitude variation range of the second acceleration data; If the amplitude variation range of the second acceleration data is greater than a third amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

9. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the second acceleration data; The step of judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: detecting a fluctuation frequency of the second acceleration data; If the fluctuation frequency of the second acceleration data is greater than a third frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

10. The control method of a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes: Detecting the amplitude variation range of the third acceleration data; If the amplitude variation range of the third acceleration data is greater than a fourth amplitude threshold, it is determined that the target vehicle has passed through a bumpy road.

11. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes the third acceleration data; and judging whether the target vehicle has passed a bumpy road according to the driving posture parameter includes: detecting a fluctuation frequency of the third acceleration data; If the fluctuation frequency of the third acceleration data is greater than a fourth frequency threshold, it is determined that the target vehicle has passed through a bumpy road.

12. A method for controlling a vehicle braking system according to claim 3, characterized in that: The driving posture parameter includes at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data; and judging whether the target vehicle has passed through a bumpy road according to the driving posture parameter includes: Determining whether the target vehicle has passed through a bumpy road in at least two dimensions according to at least two of the first acceleration data, the height data, the second acceleration data, and the third acceleration data; If it is determined in both of the at least two dimensions that the target vehicle has passed through a bumpy road, it is determined that the target vehicle has passed through a bumpy road.

13. A method for controlling a vehicle braking system according to any one of claims 1 to 12, characterized in that: If it is determined that the target vehicle has passed through a bumpy road, the brake system pressure is built up on each wheel of the target vehicle through the brake electronic control system, including: If it is determined that the target vehicle has passed through a bumpy road, detecting whether a stability function of the target vehicle is triggered; If it is determined that the stability function of the target vehicle is triggered, after the stability function is triggered, return to the step of detecting the speed of the target vehicle; or, if it is determined that the stability function of the target vehicle is not triggered, build up pressure on the braking system of each wheel of the target vehicle through the braking electronic control system.

14. A method for controlling a vehicle braking system according to any one of claims 1 to 12, characterized in that: If it is determined that the target vehicle has passed through a bumpy road, the brake system pressure is built up on each wheel of the target vehicle through the brake electronic control system, including: If it is determined that the target vehicle has passed through a bumpy road, detecting the hydraulic pressure of the brake of the target vehicle; If the hydraulic pressure is less than or equal to the third threshold, the brake system pressure is built up for each wheel of the target vehicle through the brake electronic control system.

15. A control device for a vehicle braking system, characterized in that: The device comprises: A detection unit, used to detect the speed of the target vehicle and determine whether the speed is within a target range; A collection unit, configured to collect driving posture parameters of the target vehicle if it is determined that the vehicle speed is within a target range; A processing unit, configured to determine whether the target vehicle has passed through a bumpy road according to the driving posture parameter; The execution unit is used to build up the pressure of the braking system of each wheel of the target vehicle through the braking electronic control system if it is determined that the target vehicle has passed through a bumpy road, until the pressure of the braking system corresponding to each wheel reaches a preset value.

16. An electronic device, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a vehicle braking system control method as described in any one of claims 1-14.

17. A vehicle, characterized in that: The vehicle comprises the control device of the vehicle braking system according to claim 15 or the electronic device according to claim 16.

18. A computer-readable storage medium storing a program executable by a processor, characterized in that: The processor-executable program is used to implement a vehicle braking system control method as described in any one of claims 1-14 when executed by the processor.

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