Method and device for preventing anti-lock braking system (ABS) sensitive triggering

Abstract

The invention relates to a method for preventing sensitive triggering of an anti-lock braking system (ABS). The method comprises the steps that information related to the height of a vehicle suspension or the z-axis acceleration of wheels is received; detecting road disturbance based on the information related to the vehicle suspension height or the wheel z-axis acceleration; and upon detecting a road disturbance, determining a threshold offset for the anti-lock braking system (ABS), the threshold offset being provided to the anti-lock braking system (ABS) to adjust a trigger threshold of the anti-lock braking system (ABS). The invention further relates to equipment for preventing sensitive triggering of the ABS, a control method for the ABS, a computer program product and an electric control system.

Description

Technical Field

[0001] The present application relates to the field of preventing ABS sensitive triggering, and more specifically, to a method and device for preventing an anti-lock braking system (ABS) sensitive triggering, a control method for an anti-lock braking system (ABS), a computer program product, and an electronic control system. Background Art

[0002] When the vehicle passes over uneven roads (such as bumps), the anti-lock braking system ABS may be triggered unnecessarily due to its sensitivity, resulting in loss of braking deceleration due to interruption of braking or coasting energy recovery.

[0003] Therefore, an accurate and timely detection solution is desired to detect road disturbances and avoid ABS sensitive triggering and loss of braking deceleration. Summary of the invention

[0004] According to one aspect of the present application, a method for preventing sensitive triggering of an anti-lock braking system (ABS) is provided, the method comprising: receiving information related to a vehicle suspension height or a wheel z-axis acceleration; detecting a road disturbance based on the information related to the vehicle suspension height or the wheel z-axis acceleration; and determining a threshold offset for the anti-lock braking system (ABS) when a road disturbance is detected, wherein the threshold offset is provided to the anti-lock braking system (ABS) so as to adjust a triggering threshold of the anti-lock braking system (ABS).

[0005] As a supplement or replacement for the above solution, in the above method, the information related to the vehicle suspension height or the wheel z-axis acceleration includes: the wheel z-axis acceleration Az_whl.

[0006] As a supplement or alternative to the above-mentioned scheme, in the above-mentioned method, based on the information related to the vehicle suspension height or the wheel z-axis acceleration, detecting road surface disturbance includes: determining a wheel bounce detection threshold; and determining that there is a road surface disturbance when the absolute value of the wheel acceleration on the z-axis is greater than the wheel bounce detection threshold.

[0007] As a supplement or replacement for the above solution, the above method may further include: receiving a wheel speed signal V_whl; and receiving information related to the braking force, wherein determining the wheel bounce detection threshold includes: based on the average vehicle speed V mean and braking force to calculate the wheel bounce detection threshold, wherein the average vehicle speed V mean Determined according to the wheel speed signal V_whl.

[0008] As a supplement or alternative to the above solution, in the above method, the braking force related information includes: brake master cylinder pressure MC_Pressure, brake pedal position or brake pedal force.

[0009] As a supplement or alternative to the above solution, in the above method, when a road disturbance is detected, determining a threshold offset for the anti-lock braking system ABS includes: determining a slip rate threshold offset, wherein the slip rate threshold offset is proportional to the average vehicle speed V mean Associated.

[0010] As a supplement or replacement for the above solution, in the above method, the slip rate threshold offset includes a front axle slip rate threshold offset and a rear axle slip rate threshold offset, wherein the rear axle slip rate threshold offset is provided after the front axle slip rate threshold offset is provided to the anti-lock braking system ABS for a time period T1, wherein the time period T1 is determined based on the wheelbase and the average vehicle speed V mean to be sure.

[0011] As a supplement or replacement for the above solution, in the above method, the front axle slip rate threshold offset and the rear axle slip rate threshold offset vary with time, wherein at the maximum time T max Previously, the front axle slip ratio threshold offset and the rear axle slip ratio threshold offset both maintain their maximum values, and at the maximum time T max Then gradually reduce the steps.

[0012] As a supplement or replacement for the above solution, in the above method, the maximum time T max Determined based on the suspension travel Tz_whl and the wheel suspension damping force b_whl.

[0013] According to another aspect of the present application, a device for preventing sensitive triggering of an anti-lock braking system (ABS) is provided, the device comprising: a receiving device for receiving information related to a vehicle suspension height or a wheel z-axis acceleration; a detecting device for detecting a road disturbance based on the information related to the vehicle suspension height or the wheel z-axis acceleration; and a determining device for determining a threshold offset for the anti-lock braking system (ABS) when a road disturbance is detected, wherein the threshold offset is provided to the anti-lock braking system (ABS) so as to adjust a triggering threshold of the anti-lock braking system (ABS).

[0014] As a supplement or replacement for the above solution, in the above device, the information related to the vehicle suspension height or the wheel z-axis acceleration includes: the wheel z-axis acceleration Az_whl.

[0015] According to another aspect of the present application, a control method for an anti-lock braking system (ABS) is provided, the method comprising: receiving a threshold offset from the device as described above; adjusting a trigger threshold of the anti-lock braking system (ABS) based on the threshold offset; and performing anti-lock control according to the adjusted trigger threshold.

[0016] As a supplement or replacement for the above solution, in the above method, the threshold offset includes a front axle slip rate threshold offset and a rear axle slip rate threshold offset, and varies with time, wherein at the maximum time T max Previously, the front axle slip ratio threshold offset and the rear axle slip ratio threshold offset both maintain their maximum values, and at the maximum time T max Then gradually reduce the steps.

[0017] According to another aspect of the present application, a computer program product is provided, comprising a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0018] According to another aspect of the present application, an electronic control system is provided, which includes: an anti-lock braking system (ABS); and a device for preventing sensitive triggering of the anti-lock braking system (ABS) as described above, wherein the anti-lock braking system (ABS) is configured to: receive a threshold offset from the device for preventing sensitive triggering of the anti-lock braking system (ABS); adjust a trigger threshold based on the threshold offset; and perform anti-lock control according to the adjusted trigger threshold.

[0019] As a supplement or replacement for the above solution, the electronic control system may be a body stability system ESP or an intelligent integrated braking system IPB.

[0020] The scheme for preventing sensitive triggering of the anti-lock braking system (ABS) in one or more embodiments of the present application is based on the received information related to the vehicle suspension height or the z-axis acceleration of the wheel (for example, the z-axis acceleration Az_whl of the wheel) for detection, and can quickly and accurately detect road disturbances and determine the threshold offset to be provided to the anti-lock braking system (ABS), thereby effectively avoiding sensitive triggering of the ABS. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description in conjunction with the accompanying drawings, wherein the same or similar elements are represented by the same reference numerals.

[0022] Figure 1 A schematic flow chart of a method for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application is shown;

[0023] Figure 2 A schematic structural diagram of a device for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application is shown;

[0024] Figure 3 A schematic flow chart of a method for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application is shown;

[0025] Figure 4 A schematic flow chart of a control method for an anti-lock braking system ABS according to an embodiment of the present application is shown;

[0026] Figure 5 A schematic diagram of the structure of an electric control system according to an embodiment of the present application is shown;

[0027] Figure 6 The waveform diagram shows multiple indicators (including z-axis wheel acceleration, wheel speed and slip rate) when the vehicle passes through an uneven road surface (such as a bump on the road surface);

[0028] Figure 7 A schematic diagram of a wheel jump detection threshold according to an embodiment of the present application is shown;

[0029] Figure 8 A schematic diagram showing the relationship between the wheel bounce detection threshold, the braking force, and the average vehicle speed according to an embodiment of the present application is shown;

[0030] Fig. 9 FIG. 1 shows a schematic diagram of the relationship between (the maximum value of) the slip ratio offset and the average vehicle speed according to an embodiment of the present application;

[0031] Fig.10 A schematic diagram showing a method of adjusting a trigger threshold based on a threshold offset (ie, a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset) according to an embodiment of the present application; and

[0032] Fig.11 A schematic diagram showing the relationship between the vibration displacement (wheel bounce position) and time of the forced vibration of the suspension is shown. DETAILED DESCRIPTION

[0033] Hereinafter, a scheme for preventing sensitive triggering of an anti-lock braking system ABS according to various exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0034] Figure 1 FIG. 1 is a flow chart of a method 1000 for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application. Figure 1 As shown, the method 1000 for preventing sensitive triggering of an anti-lock braking system (ABS) includes:

[0035] In step S110, receiving information related to the vehicle suspension height or the wheel z-axis acceleration;

[0036] In step S120, road disturbance is detected based on the information related to the vehicle suspension height or the wheel z-axis acceleration; and

[0037] In step S130 , when a road disturbance is detected, a threshold offset for the anti-lock braking system ABS is determined, wherein the threshold offset is provided to the anti-lock braking system ABS so as to adjust a triggering threshold of the anti-lock braking system ABS.

[0038] In the context of this application, the anti-lock braking system is referred to as ABS (Anti-lock Brake System). Its function is to automatically control the braking force of the brakes when the vehicle brakes so that the wheels are not locked (for example, the wheels are in a state of rolling and sliding (the slip rate is about 20%)) in order to maximize the adhesion between the wheels and the ground.

[0039] When the vehicle passes over uneven roads (such as bumps), the anti-lock braking system ABS may be triggered unnecessarily due to its sensitivity, resulting in loss of braking deceleration due to interruption of braking or coasting energy recovery.

[0040] See also Figure 6 , which shows the waveform of multiple indicators (including z-axis wheel acceleration, wheel speed and slip rate) when the vehicle passes through an uneven road surface (such as a bump on the road). Figure 6 As shown, 610 is the ABS signal waveform, 620 is the z-axis wheel acceleration waveform, 630 is the wheel speed waveform, and 640 is the wheel slip ratio waveform. t1 represents the moment when the vehicle encounters a bump on the road. Figure 6 As can be seen from the figure, at this time, the z-axis acceleration of the z-axis wheel has a large step change, while the wheel speed change is not too obvious (the wheel speed does not reach the peak until time t2). And at time t3, because the wheel slip rate exceeds the preset trigger threshold 635, the ABS signal (represented by 610) has a step at time t3 (that is, the ABS function is turned on).

[0041] After analyzing the above waveforms, the inventors of the present application concluded that wheel bounce can be detected faster and more accurately by detecting the wheel acceleration through the z-axis than by the wheel speed. Therefore, in one embodiment, information related to the vehicle suspension height or the z-axis acceleration of the wheel is received in step S110, and road disturbance is detected based on the received information related to the vehicle suspension height or the z-axis acceleration of the wheel in step S120. Here, the term "information related to the vehicle suspension height or the z-axis acceleration of the wheel" means, as the name implies, information associated with the suspension height and z-axis (i.e., vertical direction) acceleration of the vehicle, which may include: the z-axis acceleration Az_whl of the wheel, the suspension travel Tz_whl, etc.

[0042] In one embodiment, step S120 includes: determining a wheel bounce detection threshold; and determining that a road disturbance exists when the absolute value of the wheel acceleration on the z-axis is greater than the wheel bounce detection threshold.

[0043] Figure 7 The waveform diagram of the z-axis wheel acceleration is shown, wherein the horizontal axis is time t and the vertical axis is the z-axis acceleration Az_whl of the wheel. Figure 7 As shown, 710 represents a wheel bounce detection threshold, wherein when the absolute value of the wheel acceleration on the z-axis is greater than the wheel bounce detection threshold, it can be determined that there is a road disturbance.

[0044] In one embodiment, the value of the wheel bounce detection threshold is a function based on the average vehicle speed and the brake master cylinder pressure or the brake pedal position or the brake pedal force, which can characterize the current braking force, that is, the wheel bounce detection threshold TH = f(V mean , F braking ). Thus, in one embodiment, although Figure 1 , the method 1000 may further include: receiving a wheel speed signal V_whl; and receiving information related to the braking force (e.g., including brake master cylinder pressure MC_Pressure, brake pedal position and / or brake pedal force, etc.). In this embodiment, determining the wheel bounce detection threshold includes: based on the average vehicle speed V mean and braking force to calculate the wheel bounce detection threshold, wherein the average vehicle speed V mean Determined according to the wheel speed signal V_whl.

[0045] Figure 8 FIG. 1 is a schematic diagram showing the relationship between the wheel bounce detection threshold, the braking force, and the average vehicle speed according to an embodiment of the present application. Figure 8 In the relationship diagram, the horizontal axis is the braking force and the vertical axis is the wheel bounce detection threshold. Figure 8 It can be seen that as the braking force increases, the wheel bounce detection threshold can also be adaptively increased.

[0046] In step S130, when a road disturbance is detected, a threshold offset for the anti-lock braking system ABS is determined, wherein the threshold offset is provided to the anti-lock braking system ABS so as to adjust a trigger threshold of the anti-lock braking system ABS (to avoid sensitive triggering). In one embodiment, the trigger threshold is a slip ratio threshold, and the threshold offset is a slip ratio threshold offset, wherein the slip ratio threshold offset is proportional to the average vehicle speed V mean Associated.

[0047] Fig. 9 FIG. 1 shows a schematic diagram of the relationship between the slip ratio offset (maximum value) and the average vehicle speed according to an embodiment of the present application, wherein the horizontal axis is the average vehicle speed V mean , the vertical axis is the maximum value of the slip rate offset. Fig. 9 It can be seen that when the average vehicle speed is less than or equal to 30 kph, the maximum value of the slip ratio offset remains at 0.3; and when the average vehicle speed is greater than 30 kph and less than 50 kph, the maximum value of the slip ratio offset can gradually decrease. It should be noted that Fig. 9 What is shown is only an example of the relationship between the maximum value of the slip ratio offset and the average vehicle speed, which can be adaptively adjusted according to actual engineering needs.

[0048] In one embodiment, the slip ratio threshold offset includes a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset, wherein the rear axle slip ratio threshold offset is provided after the front axle slip ratio threshold offset is provided to the anti-lock braking system ABS for a time period T1, wherein the time period T1 is determined based on the wheelbase and the average vehicle speed V mean to be sure.

[0049] Fig.10 FIG. 2 shows a schematic diagram of adjusting the trigger threshold based on the threshold offset (ie, the front axle slip rate threshold offset and the rear axle slip rate threshold offset) according to an embodiment of the present application. Fig.10 As shown, 1010 shows a diagram of the change of the threshold offset over time, wherein 1011 represents the front axle slip rate threshold offset, and 1012 represents the rear axle slip rate threshold offset. 1020 shows a schematic diagram of the change of the adjusted trigger threshold over time, wherein 1021 represents the adjusted front axle trigger threshold, and 1022 represents the adjusted rear axle trigger threshold. Fig.10 It can be seen that after adjusting the trigger threshold, even in the case of road disturbance, the front axle slip rate 1023 and the rear axle slip rate 1024 are respectively below the adjusted front axle trigger threshold 1021 and the adjusted rear axle trigger threshold 1022, that is, the ABS will not be sensitively triggered.

[0050] in addition, Fig.10There is a time interval T1 between the adjusted front axle trigger threshold 1021 and the adjusted rear axle trigger threshold 1022, and the time interval T1 can be understood as the time difference between the front axle and the rear axle of the vehicle being affected by the road disturbance. In one embodiment, the time interval T1 can be determined according to the following formula:

[0051]

[0052] Among them, wheelbase represents the wheelbase, and Vmean is the average vehicle speed.

[0053] from Fig.10 It can also be seen from FIG. 1 that the front axle slip ratio threshold offset 1011 and the rear axle slip ratio threshold offset 1012 vary with time. For example, at the maximum time T max Previously, the front axle slip rate threshold offset and the rear axle slip rate threshold offset were both kept at their maximum values, and at the maximum time T max Then gradually decrease. In one embodiment, the maximum time T max It can be determined according to the suspension travel Tz_whl and the wheel suspension damping force b_whl. In one embodiment, the suspension damping force b_whl can be estimated by calibration (for example, passive damper) or by the suspension damper control current, mode and other information (for example, electronically controlled adjustable damper).

[0054] Generally, the forced vibration of the suspension is underdamped vibration, so the relationship between the vibration displacement (wheel bounce position) and time can be obtained based on the envelope function of the forced vibration, such as Fig.11 In one embodiment, the maximum time T max According to Fig.11 The envelope function shown in is inverted as follows:

[0055]

[0056] Among them, Z max is the measured maximum wheel vibration stroke, b is the damping force, m is the mass under the wheel (calibrated value), A0 is the maximum vibration displacement (for example, calculated from the vehicle suspension height signal), and offset is the calibrated offset.

[0057] Figure 3 FIG. 2 is a flow chart of a method for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application. Figure 3As shown, in step S310, the whole process starts; then, in step S315, the wheel acceleration signal (z-axis wheel acceleration) is received from the external sensor; then in step S320, the received signal is processed; in step S325, it is determined whether the driver is braking; if so, step S330 is executed; otherwise, step S335 is executed. In step S330, the detection threshold of the road disturbance is adjusted to the braking z-axis acceleration threshold; and in step S335, the detection threshold of the road disturbance is adjusted to the unbraking z-axis acceleration threshold; in step S340, the received wheel acceleration signal (and wheel speed signal) is verified according to the adjusted detection threshold; in step S345, it is determined whether the disturbance detection condition is met; if so, step S350 is executed, otherwise, it returns to step S325. In step S350, the front axle slip rate threshold offset is first set, and the first timer time is calculated; in step S355, it is determined whether the first timer time is greater than T1 (and less than the maximum time); if so, step S360 is executed, otherwise, step S350 is returned. In step S360, the rear axle offset value is set and the second timer time is calculated; in step S365, it is determined whether the second timer time is greater than the maximum time, if not, step S360 is returned; and if the second timer time is greater than the maximum time, step S370 is executed to gradually step down (ramp off) the front axle slip rate threshold offset and the rear axle slip rate threshold offset. Finally, the entire process is terminated in step S375. The above embodiment distinguishes between braking situations and non-braking situations, and can accurately determine road disturbances, thereby effectively preventing sensitive triggering of ABS.

[0058] In addition, it is easy for those skilled in the art to understand that the method for preventing sensitive triggering of the anti-lock braking system ABS provided in the above one or more embodiments of the present application can be implemented by a computer program. For example, the computer program is included in a computer program product, and when the computer program is executed by a processor, the method for preventing sensitive triggering of the anti-lock braking system ABS of one or more embodiments of the present application is implemented. For another example, when a computer-readable storage medium (such as a USB flash drive) storing the computer program / instructions is executed by a processor, the method for preventing sensitive triggering of the anti-lock braking system ABS of one or more embodiments of the present application can be executed.

[0059] refer to Figure 2 , Figure 2A device 2000 for preventing sensitive triggering of an anti-lock braking system (ABS) according to an embodiment of the present application is shown, the device 2000 comprising: a receiving device 210, a detecting device 220 and a determining device 230, wherein the receiving device 210 is used to receive information related to the vehicle suspension height or the z-axis acceleration of the wheel; the detecting device 220 is used to detect road disturbance based on the information related to the vehicle suspension height or the z-axis acceleration of the wheel; and the determining device 230 is used to determine a threshold offset for the anti-lock braking system (ABS) when a road disturbance is detected, wherein the threshold offset is provided to the anti-lock braking system (ABS) so as to adjust the triggering threshold of the anti-lock braking system (ABS).

[0060] In the context of this application, the anti-lock braking system is referred to as ABS (Anti-lock Brake System). Its function is to automatically control the braking force of the brakes when the vehicle brakes so that the wheels are not locked (for example, the wheels are in a state of rolling and sliding (the slip rate is about 20%)) in order to maximize the adhesion between the wheels and the ground.

[0061] In one embodiment, the receiving device 210 receives information related to the vehicle suspension height or the wheel z-axis acceleration, and the detecting device 220 detects road disturbance based on the received information related to the vehicle suspension height or the wheel z-axis acceleration. Here, the term "information related to the vehicle suspension height or the wheel z-axis acceleration" means, as the name implies, information associated with the vehicle's suspension height and z-axis (i.e., vertical direction) acceleration, which may include: the wheel's z-axis acceleration Az_whl, the suspension travel Tz_whl, etc.

[0062] In one embodiment, the detection device 220 includes: a first determination unit, used to determine a wheel bounce detection threshold; and a second determination unit, used to determine that there is a road disturbance when the absolute value of the wheel acceleration on the z-axis is greater than the wheel bounce detection threshold. In one embodiment, the value of the wheel bounce detection threshold is a function based on the average vehicle speed and the brake master cylinder pressure or the brake pedal position or the brake pedal force, which can characterize the current braking force, that is, the wheel bounce detection threshold TH = f(V mean , F braking ).

[0063] In one embodiment, the receiving device 210 is further configured to receive the wheel speed signal V_whl; and receive information related to the braking force (for example, including the brake master cylinder pressure MC_Pressure, the brake pedal position and / or the brake pedal force, etc.). In this embodiment, the first determination unit is configured to: based on the average vehicle speed V mean and braking force to calculate the wheel bounce detection threshold, wherein the average vehicle speed V meanDetermined according to the wheel speed signal V_whl.

[0064] The determining device 230 is configured to determine a threshold offset for the anti-lock braking system ABS when a road disturbance is detected, wherein the threshold offset is provided to the anti-lock braking system ABS so as to adjust the triggering threshold of the anti-lock braking system ABS (to avoid sensitive triggering). In one embodiment, the triggering threshold is a slip ratio threshold, and the threshold offset is a slip ratio threshold offset, wherein the slip ratio threshold offset is proportional to the average vehicle speed V mean Associated.

[0065] In one embodiment, the slip ratio threshold offset includes a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset, wherein the rear axle slip ratio threshold offset is provided after the front axle slip ratio threshold offset is provided to the anti-lock braking system ABS for a time period T1, wherein the time period T1 is determined based on the wheelbase and the average vehicle speed V mean In one embodiment, the front axle slip rate threshold offset and the rear axle slip rate threshold offset vary with time. For example, at the maximum time T max Previously, the front axle slip rate threshold offset and the rear axle slip rate threshold offset were both kept at their maximum values, and at the maximum time T max Then gradually decrease. In one embodiment, the maximum time T max It can be determined according to the suspension travel Tz_whl and the wheel suspension damping force b_whl. In one embodiment, the suspension damping force b_whl can be estimated by calibration (for example, passive damper) or by the suspension damper control current, mode and other information (for example, electronically controlled adjustable damper).

[0066] Figure 4 FIG. 4 is a flow chart of a control method 4000 for an anti-lock braking system ABS according to an embodiment of the present application. Figure 4 As shown, the control method 4000 for the anti-lock braking system ABS includes the following steps:

[0067] In step S410, a device for preventing the anti-lock braking system ABS from being sensitively triggered (eg Figure 2 The device 2000 shown receives a threshold offset;

[0068] In step S420, adjusting a trigger threshold of the anti-lock braking system ABS based on the threshold offset; and

[0069] In step S430, anti-lock braking control is performed according to the adjusted triggering threshold.

[0070] In one embodiment, the threshold offset includes a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset, and varies with time, wherein at the maximum time T max Previously, the front axle slip ratio threshold offset and the rear axle slip ratio threshold offset both maintain their maximum values, and at the maximum time T max Then gradually reduce the step by step, for example Fig.10 shown.

[0071] refer to Figure 5 , which shows a schematic diagram of the structure of an electric control system 5000 according to an embodiment of the present application. Figure 5 As shown, the electronic control system 5000 includes a device 510 for preventing sensitive triggering of an anti-lock braking system ABS and an anti-lock braking system ABS 520, wherein the anti-lock braking system ABS 520 is configured to: receive a threshold offset from the device 510 for preventing sensitive triggering of the anti-lock braking system ABS; adjust a trigger threshold based on the threshold offset; and perform anti-lock control according to the adjusted trigger threshold.

[0072] Further references Figure 5 In one embodiment, the device 510 for preventing sensitive triggering of the anti-lock braking system ABS may receive multiple signals 505 from external sensors (or other components), including but not limited to: z-axis acceleration Az_whl×4 of the wheel, brake master cylinder pressure MC_Pressure, wheel speed signal V_whl×4, suspension travel Tz_whl×4, and current wheel suspension damping force b_whl×4. In one or more embodiments, the signal 505 includes information such as suspension damper control current and mode, so as to estimate the suspension damping force. Based on the above received signals, the device 510 for preventing sensitive triggering of the anti-lock braking system ABS processes and provides multiple signals 515 to the anti-lock braking system ABS 520. The signal 515 may include but not limited to: the activation signal of the device 510, the front axle (threshold) offset, and the rear axle (threshold) offset. Finally, the anti-lock braking system ABS 520 adjusts the trigger threshold based on the signal 515, performs anti-lock control according to the adjusted trigger threshold, and outputs a signal 525 (i.e., indicating whether the ABS is activated).

[0073] In one or more embodiments, the electronic control system 5000 may be a vehicle stability system ESP or an intelligent integrated braking system IPB.

[0074] In summary, the solution for preventing sensitive triggering of the anti-lock braking system ABS in one or more embodiments of the present application is based on the received information related to the vehicle suspension height or the wheel z-axis acceleration (for example, the wheel z-axis acceleration Az_whl), and can quickly and accurately detect road disturbances and determine the threshold offset to be provided to the anti-lock braking system ABS, thereby effectively avoiding sensitive triggering of the ABS.

[0075] The above examples mainly illustrate the scheme for preventing sensitive triggering of the anti-lock braking system ABS according to the embodiments of the present application. Although only some of the embodiments of the present application are described, it should be understood by those skilled in the art that the present application can be implemented in many other forms without departing from its subject matter and scope. Therefore, the examples and embodiments shown are regarded as illustrative rather than restrictive, and the present application may cover various modifications and substitutions without departing from the spirit and scope of the present application as defined in the claims.

Claims

1. A method for preventing sensitive triggering of an anti-lock braking system (ABS), characterized in that: The method comprises: Receive information related to vehicle suspension height or wheel z-axis acceleration; Detecting road disturbance based on information related to the vehicle suspension height or wheel z-axis acceleration; and When a road disturbance is detected, a threshold offset for the anti-lock braking system (ABS) is determined, wherein the threshold offset is provided to the anti-lock braking system (ABS) to adjust a triggering threshold of the anti-lock braking system (ABS).

2. The method of claim 1, wherein: The information related to the vehicle suspension height or the wheel z-axis acceleration includes: the wheel z-axis acceleration Az_whl.

3. The method of claim 2, wherein: Detecting road disturbance based on the information related to the vehicle suspension height or the wheel z-axis acceleration includes: determining a wheel runout detection threshold; and When the absolute value of the wheel acceleration on the z-axis is greater than the wheel bounce detection threshold, it is determined that there is a road disturbance.

4. The method of claim 3, further comprising: Receive wheel speed signal V_whl; as well as Receive information about the braking force, Wherein, determining the wheel bounce detection threshold includes: based on the average vehicle speed V mean and braking force to calculate the wheel bounce detection threshold, wherein the average vehicle speed V mean Determined according to the wheel speed signal V_whl.

5. The method of claim 4, wherein: The braking force related information includes: master cylinder pressure MC_Pressure, brake pedal position or brake pedal force.

6. The method of claim 4, wherein: When a road disturbance is detected, determining a threshold offset for the anti-lock braking system ABS includes: Determine a slip ratio threshold offset, wherein the slip ratio threshold offset is related to the average vehicle speed V mean Associated.

7. The method of claim 6, wherein: The slip ratio threshold offset includes a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset, wherein the rear axle slip ratio threshold offset is provided after the front axle slip ratio threshold offset is provided to the anti-lock braking system ABS for a time period T1, wherein the time period T1 is determined based on the wheelbase and the average vehicle speed V mean to be sure.

8. The method of claim 7, wherein: The front axle slip ratio threshold offset and the rear axle slip ratio threshold offset vary with time, wherein at the maximum time T max Previously, the front axle slip ratio threshold offset and the rear axle slip ratio threshold offset both maintain their maximum values, and at the maximum time T max Then gradually reduce the steps.

9. The method of claim 8, wherein: The maximum time T max Determined based on the suspension travel Tz_whl and the wheel suspension damping force b_whl.

10. A device for preventing sensitive triggering of an anti-lock braking system (ABS), characterized in that: The device comprises: A receiving device, used to receive information related to the vehicle suspension height or the wheel z-axis acceleration; a detection device for detecting road disturbance based on information related to the vehicle suspension height or the z-axis acceleration of the wheel; and A determining device is used to determine a threshold offset for the anti-lock braking system ABS when a road disturbance is detected, wherein the threshold offset is provided to the anti-lock braking system ABS so as to adjust a triggering threshold of the anti-lock braking system ABS.

11. The device of claim 10, wherein: The information related to the vehicle suspension height or the wheel z-axis acceleration includes: the wheel z-axis acceleration Az_whl.

12. A control method for an anti-lock braking system (ABS), characterized in that: The method comprises: receiving a threshold offset from a device as claimed in claim 10 or 11; adjusting a triggering threshold of the anti-lock braking system (ABS) based on the threshold offset; and Anti-lock braking control is performed according to the adjusted trigger threshold.

13. The method of claim 12, wherein: The threshold offset includes a front axle slip ratio threshold offset and a rear axle slip ratio threshold offset, and varies with time, wherein at the maximum time T max Previously, the front axle slip ratio threshold offset and the rear axle slip ratio threshold offset both maintain their maximum values, and at the maximum time T max Then gradually reduce the steps.

14. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 9, 12 and 13 is implemented.

15. An electric control system, characterized in that: The electronic control system comprises: Anti-lock braking system ABS; and The device for preventing sensitive triggering of an anti-lock braking system (ABS) as claimed in claim 10 or 11, The anti-lock braking system ABS is configured to: receive a threshold offset from the device for preventing sensitive triggering of the anti-lock braking system ABS; adjust a trigger threshold based on the threshold offset; and perform anti-lock control according to the adjusted trigger threshold.

16. The electronic control system according to claim 15, wherein: The electronic control system is the body stability system ESP or the intelligent integrated braking system IPB.

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