Anti-lock braking control method, device, controller and readable storage medium

Abstract

The present application relates to an anti-lock braking control method, device, controller and readable storage medium. The method comprises: in the process of emergency braking of a target vehicle, obtaining wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data of the target vehicle in the current braking cycle; obtaining the oscillation fundamental frequency according to the tire pressure data, vehicle deceleration data and road adhesion coefficient, and obtaining the corresponding wheel phase spectrum signal based on the wheel speed data; obtaining oscillation energy based on the wheel phase spectrum signal and the oscillation fundamental frequency, and obtaining the control gain coefficient according to the tire pressure data, vehicle deceleration data and road adhesion coefficient when the oscillation energy meets the preset conditions; generating a braking instruction for the current braking cycle based on the control gain coefficient and brake pressure data. The method can improve the applicability of the anti-lock braking control method for suppressing vibration divergence.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to an anti-lock braking control method, device, controller, computer-readable storage medium and computer program product. Background Art

[0002] With the development of vehicle control technology, during emergency braking, the vehicle can be braked through the anti-lock braking system, namely the ABS system. This system can help the driver maintain control during emergency braking and prevent the wheels from locking, thereby improving the braking effect and safety. In addition, during emergency braking, it is usually necessary to control the vehicle's slip rate. Maintaining a moderate slip rate can maximize the braking effect, while an excessively high slip rate will cause the tires to lose grip and lock. Therefore, the slip rate needs to be controlled to ensure the safety and stability of the vehicle in emergency braking situations.

[0003] However, during emergency braking of a vehicle, the ABS system's control of the slip rate may produce periodic oscillations, and under certain working conditions, the resonance effect may cause the fluctuation amplitude of the slip rate to continue to increase, thereby affecting the braking effect and directional stability. In traditional technology, the vibration divergence phenomenon during braking is usually suppressed by improving the pressure adjustment accuracy and sampling frequency. However, this method relies on the improvement of mechanical processing accuracy and cannot be widely applied. Therefore, the ABS braking control method provided in the relevant technology to suppress the vibration divergence phenomenon has poor applicability. Summary of the invention

[0004] Based on this, it is necessary to provide an anti-lock braking control method, device, controller, computer-readable storage medium and computer program product that can improve the applicability of the anti-lock braking control method for suppressing vibration divergence phenomenon in order to solve the above technical problems.

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

[0006] During emergency braking of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current brake pressure data of the target vehicle in the current braking cycle are obtained;

[0007] According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, and based on the current wheel speed data, a corresponding wheel phase spectrum signal is obtained;

[0008] Obtaining oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and obtaining a control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient when the oscillation energy meets a preset condition;

[0009] Based on the control gain coefficient and the current brake pressure data, a braking instruction for the current braking cycle is generated; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

[0010] In one embodiment, the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, including: obtaining a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation fundamental frequencies and control gain coefficients; wherein the control gain coefficient is positively correlated with the tire pressure data, the vehicle deceleration data and the road adhesion coefficient; the current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the first calibration mapping relationship; the control gain coefficient corresponding to the current braking cycle is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient, including: obtaining the control gain coefficient of the current braking cycle corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship.

[0011] In one of the embodiments, the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, including: obtaining a pre-constructed tire pressure data interval range; the tire pressure data interval range is constructed based on different tire pressure data stored in the first calibration mapping relationship; when the current tire pressure data satisfies the tire pressure data interval range, the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle.

[0012] In one of the embodiments, after obtaining the pre-constructed tire pressure data interval range, it also includes: when the current tire pressure data of the vehicle does not meet the tire pressure data interval range, canceling the acquisition of the current oscillation fundamental frequency, and generating a braking instruction for the current braking cycle based on the current brake pressure data.

[0013] In one embodiment, the method of obtaining oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency includes: obtaining a reference oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency; obtaining a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation energy correction coefficients; obtaining a current oscillation energy correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the second calibration mapping relationship, and using the current oscillation energy correction coefficient to correct the reference oscillation energy to obtain the oscillation energy.

[0014] In one of the embodiments, a reference oscillation energy is obtained based on the wheel phase spectrum signal and the current oscillation fundamental frequency, including: obtaining a preset number of harmonic energies according to the current oscillation fundamental frequency and the wheel phase spectrum signal; and taking the sum of the preset number of harmonic energies as the reference oscillation energy.

[0015] In one of the embodiments, obtaining a corresponding wheel phase spectrum signal based on the current wheel speed data includes: obtaining wheel phase data of the target vehicle during the current braking cycle according to the current wheel speed data; wherein the wheel phase data is used to characterize the wheel angle change of the target vehicle during the current braking cycle; and performing Fourier transform on the wheel phase data to obtain the wheel phase spectrum signal.

[0016] In one of the embodiments, when the oscillation energy meets a preset condition, the control gain coefficient corresponding to the current braking cycle is obtained based on the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient, including: obtaining the oscillation energy threshold of the target vehicle in the current braking cycle; when the oscillation energy is greater than the oscillation energy threshold, obtaining the control gain coefficient corresponding to the current braking cycle based on the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient.

[0017] In one embodiment, the oscillation energy threshold of the target vehicle in the current braking cycle is obtained, including: obtaining a baseline oscillation energy threshold, and a pre-constructed third calibration mapping relationship; the third calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different energy threshold correction coefficients; wherein the energy threshold correction coefficient is negatively correlated with the tire pressure data, and positively correlated with the vehicle deceleration data and the road adhesion coefficient; obtaining a current energy threshold correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the third calibration mapping relationship, and using the current energy threshold correction coefficient to correct the baseline oscillation energy threshold to obtain the oscillation energy threshold of the target vehicle in the current braking cycle.

[0018] In one of the embodiments, after obtaining the oscillation energy threshold of the target vehicle in the current braking cycle, it also includes: when the oscillation energy is not greater than the oscillation energy threshold, canceling the acquisition of the control gain coefficient corresponding to the current braking cycle, and generating a braking instruction for the current braking cycle based on the current braking pressure data.

[0019] In one embodiment, based on the control gain coefficient and the current brake pressure data, a braking instruction for the current braking cycle is generated, including: obtaining a slip rate error corresponding to the current braking cycle; the slip rate error is used to characterize the error between an actual slip rate corresponding to the current braking cycle and a target slip rate; according to the slip rate error and the control gain coefficient, brake pressure adjustment data is obtained; according to the brake pressure adjustment data and the current brake pressure data, a braking instruction for the current braking cycle is generated.

[0020] In one of the embodiments, a braking instruction for the current braking cycle is generated based on the braking pressure adjustment data and the current braking pressure data, including: when the control gain coefficient satisfies the integral protection condition corresponding to the current braking cycle, obtaining target braking pressure data based on the braking pressure adjustment data and the current braking pressure data; when the target braking pressure data satisfies the allowable braking pressure range preset by the anti-lock braking system, generating a braking instruction matching the target braking pressure data as the braking instruction for the current braking cycle.

[0021] In one of the embodiments, the method further includes: generating a braking instruction for the current braking cycle according to the slip rate error and the current braking pressure data when the control gain coefficient does not satisfy an integral protection condition corresponding to the current braking cycle.

[0022] In a second aspect, the present application also provides an anti-lock braking control device, comprising:

[0023] The vehicle data acquisition module is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current brake pressure data of the target vehicle in the current braking cycle during the emergency braking process of the target vehicle;

[0024] an oscillation information acquisition module, configured to acquire a current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and acquire a corresponding wheel phase spectrum signal based on the current wheel speed data;

[0025] a control gain acquisition module, configured to acquire oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and, when the oscillation energy satisfies a preset condition, acquire a control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient;

[0026] A braking instruction generation module is used to generate a braking instruction for the current braking cycle based on the control gain coefficient and the current braking pressure data; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

[0027] In a third aspect, the present application further provides a controller comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method described in any one of the embodiments of the first aspect when executing the computer program.

[0028] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0029] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the method described in any one of the embodiments of the first aspect.

[0030] The present application can collect wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data in the current braking cycle during emergency braking of the target vehicle, thereby combining the tire pressure data, vehicle deceleration data and the road adhesion coefficient of the target vehicle in the current braking cycle to obtain the oscillation fundamental frequency of the target vehicle in the current braking cycle, thereby obtaining the corresponding wheel phase spectrum signal using the oscillation fundamental frequency and the current wheel speed data to obtain the energy of the oscillation, and when the oscillation energy meets the preset conditions, the corresponding control gain coefficient can be obtained according to the wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data in the current braking cycle, thereby generating a braking command using the control gain coefficient and the current brake pressure data to control the braking process of the anti-lock braking system in the current braking cycle. In this way, the control gain coefficient can be used for braking control, and this method can suppress vibration divergence during braking without relying on the improvement of machining accuracy, thereby improving the applicability of the anti-lock braking control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0032] Figure 1 A schematic diagram of a flow chart of an anti-lock braking control method in one embodiment;

[0033] Figure 2 A schematic diagram of a process for obtaining the current oscillation fundamental frequency and the control gain coefficient in one embodiment;

[0034] Figure 3 A schematic diagram of a process for obtaining oscillation energy in one embodiment;

[0035] Figure 4 A schematic diagram of a process for obtaining an oscillation energy threshold in one embodiment;

[0036] Figure 5 A schematic diagram of a flow chart of generating a braking instruction for a current braking cycle in an embodiment;

[0037] Figure 6 is a flow chart of an anti-lock braking vibration compensation control method based on tire pressure in one embodiment;

[0038] Figure 7 is a structural block diagram of an anti-lock brake control device in one embodiment;

[0039] Figure 8 FIG. 4 is a diagram showing the internal structure of a controller in one embodiment. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0041] In one embodiment, Figure 1 As shown, an anti-lock braking control method is provided. This embodiment takes the method applied to a controller as an example. The controller can be used to control the braking process of a vehicle. In this embodiment, the method includes the following steps:

[0042] Step S101, during emergency braking of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current brake pressure data of the target vehicle in the current braking cycle are obtained.

[0043] Among them, the target vehicle refers to the vehicle that undergoes an emergency braking process, and the current braking cycle is any braking control cycle during the emergency braking process of the target vehicle. During the emergency braking control process of the target vehicle, braking control can be performed according to the braking cycle, and the braking control process needs to be controlled according to the vehicle-related data collected in the current braking cycle, for example, it can include wheel speed data collected in the current braking cycle, that is, the current wheel speed data, tire pressure data collected in the current braking cycle, that is, the current tire pressure data, vehicle deceleration data collected in the current braking cycle, that is, the current vehicle deceleration data, and brake pressure data collected in the current braking cycle, that is, the current brake pressure data.

[0044] Specifically, during emergency braking of the target vehicle, the wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data of the target vehicle in the current braking cycle can be collected by sensors installed on the target vehicle, and the controller can read the above data as current wheel speed data, current tire pressure data, current vehicle deceleration data and current brake pressure data.

[0045] Step S102, obtaining the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and obtaining the corresponding wheel phase spectrum signal based on the current wheel speed data.

[0046] The current road adhesion coefficient refers to the road adhesion coefficient of the target vehicle in the current braking cycle, and the current oscillation fundamental frequency refers to the fundamental frequency of the oscillation interference in the wheel phase signal during the braking process of the anti-lock braking system in the current braking cycle. The oscillation fundamental frequency can be determined by the following three key factors: tire pressure level, which affects tire stiffness and natural frequency, and the tire stiffness characteristics under different tire pressures will cause the oscillation frequency to change; deceleration, which affects tire deformation and friction characteristics, and under large deceleration, the shear deformation between the tire and the road surface is aggravated, changing the oscillation characteristics; road adhesion coefficient, which affects tire slip characteristics, and also affects the rate and amplitude of change of tire slip rate. The wheel phase spectrum signal is the spectrum signal of the wheel phase of the target vehicle in the current braking cycle, which can be calculated based on the current wheel speed data.

[0047] Specifically, after obtaining the current tire pressure data and the current vehicle deceleration data, the controller can also obtain the current road adhesion coefficient of the target vehicle, thereby obtaining the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data, and the current road adhesion coefficient. The controller can also use the current wheel speed data to obtain the wheel phase spectrum signal corresponding to the current braking cycle.

[0048] Step S103, obtaining oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and obtaining the control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient when the oscillation energy meets the preset conditions.

[0049] The oscillation energy is the signal energy of the oscillation signal generated by the anti-lock braking system during the braking process in the current braking cycle. The signal energy can be determined based on the wheel phase spectrum signal and the current oscillation fundamental frequency. The control gain coefficient is used to adjust the adjustment gradient during the control process of the anti-lock braking system. This gradient can avoid excessive adjustment gradients that cause vibration divergence, and the control gain coefficient will also be affected by the tire pressure data, vehicle deceleration data and road adhesion coefficient.

[0050] Specifically, after obtaining the wheel phase spectrum signal and the current oscillation fundamental frequency, the controller can also use the wheel phase spectrum signal and the current oscillation fundamental frequency to calculate the oscillation energy and determine whether the oscillation energy meets pre-set conditions, such as whether the oscillation energy is too large. If the preset conditions are met, the control gain coefficient corresponding to the current braking cycle can be further obtained based on the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient.

[0051] Step S104, generating a braking instruction for the current braking cycle based on the control gain coefficient and the current braking pressure data; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

[0052] The braking command refers to the control command used by the controller to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle. After obtaining the control gain coefficient, the controller can combine the control gain coefficient and the current braking pressure data to generate a braking command for the current braking cycle. Since the control gain coefficient can be used to adjust the adjustment gradient of the anti-lock braking system in the control process to avoid vibration divergence caused by excessive adjustment gradient, the generated braking command can also control the vibration divergence caused by excessive adjustment gradient during the braking process of the anti-lock braking system in the current braking cycle.

[0053] In the above anti-lock braking control method, during the emergency braking process of the target vehicle, the controller obtains the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current brake pressure data of the target vehicle in the current braking cycle; the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and the corresponding wheel phase spectrum signal is obtained based on the current wheel speed data; the oscillation energy is obtained based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and when the oscillation energy meets the preset conditions, the control gain coefficient corresponding to the current braking cycle is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient; based on the control gain coefficient and the current brake pressure data, a braking instruction for the current braking cycle is generated; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle. The present application can collect wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data in the current braking cycle during emergency braking of the target vehicle, thereby combining the tire pressure data, vehicle deceleration data and the road adhesion coefficient of the target vehicle in the current braking cycle to obtain the oscillation fundamental frequency of the target vehicle in the current braking cycle, thereby obtaining the corresponding wheel phase spectrum signal using the oscillation fundamental frequency and the current wheel speed data to obtain the energy of the oscillation, and when the oscillation energy meets the preset conditions, the corresponding control gain coefficient can be obtained according to the wheel speed data, tire pressure data, vehicle deceleration data and brake pressure data in the current braking cycle, thereby generating a braking command using the control gain coefficient and the current brake pressure data to control the braking process of the anti-lock braking system in the current braking cycle. In this way, the control gain coefficient can be used for braking control, and this method can suppress vibration divergence during braking without relying on the improvement of machining accuracy, thereby improving the applicability of the anti-lock braking control method.

[0054] In one embodiment, Figure 2 As shown, step S102 may further include:

[0055] Step S201, obtaining a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation fundamental frequencies and control gain coefficients; wherein the control gain coefficient is positively correlated with the tire pressure data, vehicle deceleration data and road adhesion coefficient.

[0056] The first calibration mapping relationship is a pre-constructed correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation fundamental frequencies and control gain coefficients. The calibration mapping relationship can be a mapping relationship table, in which the three dimensional data of tire pressure data, vehicle deceleration data and road adhesion coefficient can uniquely determine an oscillation fundamental frequency and a control gain coefficient. For example, the tire pressure data includes tire pressure 1 and tire pressure 2, the vehicle deceleration data can include deceleration 1 and deceleration 2, and the road adhesion coefficient can include adhesion coefficient 1 and adhesion coefficient 2, then tire pressure 1, deceleration 1 and adhesion coefficient 1 can correspond to an oscillation fundamental frequency 111 and a corresponding control gain coefficient 111, and similarly, tire pressure 1, deceleration 1 and adhesion coefficient 2 can also correspond to an oscillation fundamental frequency 112 and a corresponding control gain coefficient 112, and so on.

[0057] At the same time, the control gain coefficient is positively correlated with the tire pressure data, vehicle deceleration data and road adhesion coefficient. Since the tire stiffness is high under high tire pressure, a higher control gain can be used to improve the response speed of the system. At the same time, a higher control gain can be used to quickly adjust the brake pressure under large deceleration conditions. In addition, when the adhesion coefficient is high, the tire has strong adhesion to the road surface, so a higher control gain can be used to accurately control the slip rate. It can be seen that the control gain coefficient can be positively correlated with the tire pressure data, vehicle deceleration data and road adhesion coefficient.

[0058] For example, the first calibration mapping relationship may be a calibration mapping relationship table, and part of the data in the mapping relationship table may be as shown in Table 1:

[0059] Table 1 Calibration mapping relationship table

[0060]

[0061] Step S202, obtaining a current oscillation fundamental frequency corresponding to current vehicle tire pressure data, current vehicle deceleration data and current road adhesion coefficient from a first calibration mapping relationship.

[0062] After obtaining the first calibration mapping relationship, the oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient can be obtained from the first calibration mapping relationship as the current oscillation fundamental frequency. For example, if the current tire pressure data is 220 kPa, the current vehicle deceleration data is 0.8 g and the current road adhesion coefficient is 0.8, then the oscillation fundamental frequency can be 12 Hz. Similarly, if the current tire pressure data is 220 kPa, the current vehicle deceleration data is 0.8 g and the current road adhesion coefficient is 0.4, then the oscillation fundamental frequency can be 10 Hz.

[0063] Step S103 may further include:

[0064] Step S203, obtaining a control gain coefficient of a current braking cycle corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship.

[0065] Similar to the oscillation fundamental frequency, the controller can also obtain the control gain coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship as the control gain coefficient corresponding to the current braking cycle. For example, if the current tire pressure data is 220 kPa, the current vehicle deceleration data is 0.8g and the current road adhesion coefficient is 0.8, then the control gain coefficient can be 1. Similarly, if the current tire pressure data is 220 kPa, the current vehicle deceleration data is 0.8 g and the current road adhesion coefficient is 0.4, then the control gain coefficient can be 0.8.

[0066] In this embodiment, a first calibration mapping relationship can be pre-constructed, so that the control gain coefficient of the current oscillation base frequency and the current braking cycle can be obtained through the first calibration mapping relationship. In this way, the efficiency of obtaining the control gain coefficient of the current oscillation base frequency and the current braking cycle can be improved.

[0067] In addition, step S102 may further include: obtaining a pre-constructed tire pressure data interval range; the tire pressure data interval range is constructed based on different tire pressure data stored in the first calibration mapping relationship; when the current tire pressure data satisfies the tire pressure data interval range, the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle.

[0068] The tire pressure data interval range is a pre-constructed tire pressure data range used to determine whether to generate a braking instruction in combination with the control gain coefficient. Only when the tire pressure data in the current braking cycle, that is, the current tire pressure data is within the tire pressure data interval range, will the controller use the control gain coefficient to control the braking process of the anti-lock braking system in the current braking cycle, and the tire pressure data interval range can be constructed based on different tire pressure data stored in the first calibration mapping relationship. For example, the interval range corresponding to the different tire pressure data stored in the first calibration mapping relationship is tire pressure A-tire pressure B, then the tire pressure data interval range can also be tire pressure A-tire pressure B.

[0069] Specifically, after obtaining the current tire pressure data, the controller can also first obtain a pre-constructed tire pressure data range, and determine whether the current tire pressure data meets the tire pressure data range. If so, it will further execute the step of obtaining the current oscillation base frequency based on the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle.

[0070] In this embodiment, after obtaining the current tire pressure data, it is also possible to determine whether the current tire pressure data meets the tire pressure data interval range. Only when it meets the range is the step of obtaining the current oscillation base frequency further performed. In this way, the intelligence level of anti-lock braking control can be further improved.

[0071] In addition, after obtaining the pre-constructed tire pressure data interval range, it also includes: when the current tire pressure data does not meet the tire pressure data interval range, canceling the acquisition of the current oscillation base frequency, and generating a braking instruction for the current braking cycle based on the current brake pressure data.

[0072] However, if the current tire pressure data does not satisfy the tire pressure data range, that is, the current tire pressure data is less than the minimum value in the tire pressure data range, or the current tire pressure data is greater than the maximum value in the tire pressure data range, the controller can cancel the step of obtaining the current oscillation fundamental frequency and directly generate a braking instruction for the current braking cycle based on the current brake pressure data, without the need to combine the control gain coefficient to generate a braking instruction.

[0073] In this embodiment, if the current tire pressure data does not meet the tire pressure data interval range, the step of obtaining the current oscillation base frequency can be canceled, and the braking instruction for the current braking cycle can be generated directly based on the current braking pressure data. In this way, the smooth execution of the braking process can be ensured.

[0074] In one embodiment, Figure 3 As shown, step S103 may further include:

[0075] Step S301, obtaining reference oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency.

[0076] The reference oscillation energy refers to the oscillation energy obtained directly from the wheel phase spectrum signal and the current oscillation fundamental frequency without correction. The oscillation energy needs to be further corrected before it is used to determine whether the preset conditions are met. Specifically, after obtaining the wheel phase spectrum signal and the current oscillation fundamental frequency, the controller can combine the above information to obtain the reference oscillation energy.

[0077] Step S302, obtaining a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation energy correction coefficients.

[0078] The second calibration mapping relationship is a pre-constructed correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation energy correction coefficients. The calibration mapping relationship can also be a mapping relationship table, in which the three dimensional data of tire pressure data, vehicle deceleration data and road adhesion coefficient can also uniquely determine an oscillation energy correction coefficient. For example, the tire pressure data includes tire pressure 1 and tire pressure 2, the vehicle deceleration data can include deceleration 1 and deceleration 2, and the road adhesion coefficient can include adhesion coefficient 1 and adhesion coefficient 2, then tire pressure 1, deceleration 1 and adhesion coefficient 1 can correspond to an oscillation energy correction coefficient 111, and similarly, tire pressure 1, deceleration 1 and adhesion coefficient 2 can also correspond to an oscillation energy correction coefficient 112, and so on.

[0079] Step S303, obtaining a current oscillation energy correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the second calibration mapping relationship, and using the current oscillation energy correction coefficient to correct the reference oscillation energy to obtain the oscillation energy.

[0080] After obtaining the second calibration mapping relationship, the oscillation energy correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient can be obtained from the second calibration mapping relationship as the current oscillation energy correction coefficient, and the current oscillation energy can be further corrected using the current oscillation energy correction coefficient to obtain the final oscillation energy used to determine whether the preset conditions are met.

[0081] In this embodiment, the reference oscillation energy can also be obtained through the wheel phase spectrum signal and the current oscillation fundamental frequency, and the oscillation energy correction coefficient can be obtained based on the tire pressure data, vehicle deceleration data and road adhesion coefficient, so as to correct the reference oscillation energy. In this way, the accuracy of oscillation energy acquisition can be further improved.

[0082] Furthermore, step S301 may further include: acquiring a preset number of harmonic energies according to the wheel phase spectrum signal and the current oscillation fundamental frequency; and taking the sum of the preset number of harmonic energies as the reference oscillation energy.

[0083] The preset number of harmonic energies may be the energy of multiple harmonics, for example, the energy corresponding to 5 harmonics, which may be determined based on the current oscillation fundamental frequency and the wheel phase spectrum signal. Specifically, after the controller obtains the current oscillation fundamental frequency, it may calculate the 2 times frequency, 3 times frequency, 4 times frequency and 5 times frequency of the current oscillation fundamental frequency, and then obtain the signal energy corresponding to the current oscillation fundamental frequency, the 2 times frequency, 3 times frequency, 4 times frequency and 5 times frequency of the current oscillation fundamental frequency from the wheel phase spectrum signal, thereby obtaining 5 harmonic energies as the preset number of harmonic energies. The controller may then sum the 5 harmonic energies to obtain the reference oscillation energy.

[0084] In this embodiment, a preset number of harmonic energies can be obtained based on the current oscillation fundamental frequency and the wheel phase spectrum signal, and the above harmonic energies are summed to obtain the reference oscillation energy. In this way, the accuracy of obtaining the reference oscillation energy can be improved.

[0085] In addition, step S102 may further include: obtaining wheel phase data of the target vehicle in the current braking cycle based on the current wheel speed data; wherein the wheel phase data is used to characterize the wheel angle change of the target vehicle in the current braking cycle; performing Fourier transform on the wheel phase data to obtain a wheel phase spectrum signal.

[0086] The wheel phase data can be used to represent the wheel phase of the target vehicle at each moment in the current braking cycle. The wheel phase data can characterize the change in the wheel angle of the target vehicle's wheel in the current braking cycle. For example, the angle of a reference point in the wheel can change from 0 in the current braking cycle to π / 6, then to π / 3, and so on over time. The wheel phase data is composed of the wheel angles at multiple time points in the current braking cycle, wherein the intervals between the multiple time points can be a preset time interval, and the wheel phase can be calculated based on the current wheel speed data of the target vehicle in the current braking cycle. Specifically, after obtaining the current wheel speed data of the target vehicle in the current braking cycle, the controller can also calculate the wheel phase data in the current braking cycle based on the current wheel speed data, and perform Fourier transform on the wheel phase data to obtain a wheel phase spectrum signal.

[0087] In this embodiment, the wheel phase spectrum signal can also be obtained by first obtaining wheel phase data according to the current wheel speed data, and then performing Fourier transform on the wheel phase data. In this way, the acquisition accuracy of the wheel phase spectrum signal can be improved.

[0088] In one embodiment, step S103 may further include: obtaining an oscillation energy threshold of the target vehicle in the current braking cycle; when the oscillation energy is greater than the oscillation energy threshold, obtaining a control gain coefficient corresponding to the current braking cycle based on current tire pressure data, current vehicle deceleration data and current road adhesion coefficient.

[0089] Among them, the oscillation energy threshold is an energy threshold used to judge whether the oscillation energy meets the conditions to determine whether to use the control gain coefficient to control the braking process of the anti-lock braking system in the current braking cycle. Only when the oscillation energy is higher than the above energy threshold, the control gain coefficient is used to constrain the braking process of the anti-lock braking system in the current braking cycle.

[0090] Specifically, after obtaining the oscillation energy of the target vehicle in the current braking cycle, the controller also needs to obtain the oscillation energy threshold of the target vehicle in the current braking cycle, and then compare whether the oscillation energy is greater than the oscillation energy threshold. If the oscillation energy is greater than the oscillation energy threshold, the controller can further execute according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient, and obtain the control gain coefficient corresponding to the current braking cycle.

[0091] In this embodiment, the preset condition can be an oscillation energy threshold condition. Only when the oscillation energy of the target vehicle in the current braking cycle is greater than the oscillation energy threshold, the controller will further obtain the control gain coefficient to combine the control gain coefficient to constrain the braking process of the anti-lock braking system in the current braking cycle. In this way, the accuracy of the braking control of the anti-lock braking system in the current braking cycle can be further ensured.

[0092] Furthermore, if Figure 4 As shown, obtaining the oscillation energy threshold of the target vehicle in the current braking cycle may further include:

[0093] Step S401, obtain a reference oscillation energy threshold and a pre-constructed third calibration mapping relationship; the third calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different energy threshold correction coefficients; wherein the energy threshold correction coefficient is negatively correlated with the tire pressure data, and positively correlated with the vehicle deceleration data and the road adhesion coefficient.

[0094] The reference oscillation energy threshold refers to the uncorrected, i.e., pre-set oscillation energy threshold. The oscillation energy threshold needs to be further corrected before it is used to determine whether the preset conditions are met. The correction is achieved through the energy threshold correction coefficient. The third calibration mapping relationship is a pre-constructed correspondence between different tire pressure data, vehicle deceleration data, and road adhesion coefficients, and different energy threshold correction coefficients. The calibration mapping relationship can also be a mapping relationship table, in which the three dimensional data of tire pressure data, vehicle deceleration data, and road adhesion coefficient can also uniquely determine an energy threshold correction coefficient. For example, the tire pressure data includes tire pressure 1 and tire pressure 2, the vehicle deceleration data can include deceleration 1 and deceleration 2, and the road adhesion coefficient can include adhesion coefficient 1 and adhesion coefficient 2, then tire pressure 1, deceleration 1, and adhesion coefficient 1 can correspond to an energy threshold correction coefficient 111, and similarly, tire pressure 1, deceleration 1, and adhesion coefficient 2 can also correspond to an energy threshold correction coefficient 112, and so on.

[0095] Moreover, the energy threshold correction coefficient is negatively correlated with the tire pressure data, and positively correlated with the vehicle deceleration data and the road adhesion coefficient, that is, in the case of low tire pressure, large deceleration and high adhesion coefficient, a higher threshold can be used, and in the case of high tire pressure, small deceleration and low adhesion coefficient, a lower threshold can be used.

[0096] Specifically, when performing the oscillation energy threshold, the controller may first obtain a preset reference oscillation energy threshold and a pre-constructed third calibration mapping relationship.

[0097] Step S402, obtain the current energy threshold correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the third calibration mapping relationship, and use the current energy threshold correction coefficient to correct the reference oscillation energy threshold to obtain the oscillation energy threshold of the target vehicle in the current braking cycle.

[0098] Afterwards, the energy threshold correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient can be obtained from the third calibration mapping relationship as the current energy threshold correction coefficient, and the current energy threshold correction coefficient can be further used to correct the benchmark oscillation energy threshold, so as to obtain the final oscillation energy threshold used to determine whether the preset conditions are met.

[0099] In this embodiment, a baseline oscillation energy threshold can also be obtained, and an energy threshold correction coefficient can be obtained based on the tire pressure data, the vehicle deceleration data and the road adhesion coefficient, so as to correct the baseline oscillation energy threshold. In this way, it can be ensured that the oscillation energy threshold can be dynamically adjusted according to different working conditions, thereby further improving the accuracy of the oscillation energy threshold acquisition.

[0100] In addition, after obtaining the oscillation energy threshold of the target vehicle in the current braking cycle, it also includes: when the oscillation energy is not greater than the oscillation energy threshold, canceling the acquisition of the control gain coefficient corresponding to the current braking cycle, and generating a braking instruction for the current braking cycle based on the current braking pressure data.

[0101] If the oscillation energy is not greater than the oscillation energy threshold, that is, the oscillation energy does not meet the preset conditions, the controller can cancel the process of obtaining the control gain coefficient corresponding to the current braking cycle, and directly generate a braking instruction for the current braking cycle based on the current braking pressure data.

[0102] In this embodiment, if the oscillation energy is not greater than the oscillation energy threshold, the step of obtaining the control gain coefficient corresponding to the current braking cycle can be canceled, and the braking instruction for the current braking cycle can be generated directly based on the current braking pressure data. In this way, the smooth execution of the braking process can be ensured.

[0103] In one embodiment, Figure 5 As shown, step S104 may further include:

[0104] Step S501, obtaining a slip rate error corresponding to the current braking cycle; the slip rate error is used to characterize the error between the actual slip rate corresponding to the current braking cycle and the target slip rate.

[0105] The slip rate error refers to the difference between the actual slip rate corresponding to the current braking cycle and the target slip rate, where the actual slip rate refers to the real slip rate of the target vehicle in the current braking cycle, and the target slip rate is the slip rate that the target vehicle is expected to achieve in the current braking cycle. The target slip rate can be identified based on the emergency braking operation initiated by the user.

[0106] For example, the slip error can be calculated using the following formula:

[0107]

[0108] in, represents the slip rate error, represents the actual slip rate, Indicates the target slip ratio.

[0109] Step S502: obtaining brake pressure adjustment data according to the slip ratio error and the control gain coefficient.

[0110] The brake pressure adjustment data refers to the adjustment data used to correct the current brake pressure data. The adjustment data can be calculated based on the slip rate error and the control gain coefficient. For example, the brake pressure adjustment data can be calculated using the following formula:

[0111]

[0112] in, Indicates brake pressure adjustment data, represents the control gain coefficient, Indicates the slip rate error.

[0113] Step S503: generating a braking instruction for the current braking cycle according to the braking pressure adjustment data and the current braking pressure data.

[0114] Finally, the controller may generate a braking instruction for the current braking cycle according to the braking pressure adjustment data obtained in step S502 and the current braking pressure data.

[0115] In this embodiment, the controller can also obtain the slip rate error corresponding to the current braking cycle, and thus obtain the brake pressure adjustment data based on the slip rate error and the control gain coefficient, and then combine the brake pressure adjustment data and the current brake pressure data to generate the braking command within the current braking cycle. In this way, the accuracy of the braking command generation can be improved.

[0116] Furthermore, step S503 may further include: when the control gain coefficient satisfies the integral protection condition corresponding to the current braking cycle, obtaining target braking pressure data according to the braking pressure adjustment data and the current braking pressure data; when the target braking pressure data satisfies the allowable braking pressure range preset by the anti-lock braking system, generating a braking instruction matching the target braking pressure data as the braking instruction within the current braking cycle.

[0117] The integral protection condition is a pre-set protection condition for the control gain coefficient. Since the control gain coefficient will limit the adjustment range of the brake pressure, if the control gain coefficients are small for several consecutive braking cycles, the adjustment range of the brake pressure may be low and cannot meet the needs of emergency braking. Therefore, in order to ensure the stability of emergency braking, an integral protection condition needs to be set. For example, the integral protection condition can be that the control gain coefficients for several consecutive braking cycles need to be greater than a certain threshold.

[0118] The brake pressure allowable range is the preset allowable pressure range of the brake system, and the target brake pressure data is the brake pressure data calculated from the brake pressure adjustment data and the current brake pressure data, which represents the brake pressure adjustment target value in the current brake cycle. In this embodiment, only when the control gain coefficient meets the integral protection condition corresponding to the current brake cycle and the target brake pressure data meets the preset allowable brake pressure range of the anti-lock brake system, the brake command matching the target brake pressure data will be used as the brake command in the current brake cycle.

[0119] Specifically, the controller can first determine whether the control gain coefficient meets the integral protection condition corresponding to the current braking cycle. If so, the controller can first obtain the target braking pressure data corresponding to the current braking cycle according to the braking pressure adjustment data and the current braking pressure data. Then, it is determined whether the target braking pressure data meets the braking pressure allowable range preset by the anti-lock braking system. If so, the corresponding braking instruction is generated according to the target braking pressure data corresponding to the current braking cycle to instruct the anti-lock braking system to adjust the braking pressure of the current braking cycle to the target braking pressure data.

[0120] For example, the target brake pressure data can be calculated by the following formula:

[0121]

[0122] in, Indicates the target brake pressure data, Indicates the current brake pressure data. Indicates brake pressure adjustment data.

[0123] In this embodiment, the controller can also determine whether the control gain coefficient meets the integral protection condition corresponding to the current braking cycle. If so, the target braking pressure data is obtained, and further determine whether the target braking pressure data meets the allowable braking pressure range pre-set by the anti-lock braking system. If so, the corresponding braking instruction is generated as the braking instruction in the current braking cycle. In this way, the stability of braking control by braking instructions can be improved.

[0124] In addition, when the control gain coefficient does not meet the integral protection condition corresponding to the current braking cycle, a braking command for the current braking cycle is generated according to the slip rate error and the current braking pressure data. If the control gain coefficient does not meet the integral protection condition corresponding to the current braking cycle, that is, the control gain coefficients of several consecutive braking cycles are small, in order to ensure the stable execution of emergency braking, the slip rate error and the current braking pressure data can be directly used to generate the braking command for the current braking cycle, without using the control gain coefficient to reduce the change in the braking pressure data.

[0125] In this embodiment, if the control gain coefficient is not greater than the integral protection condition, a braking instruction for the current braking cycle can be generated directly according to the slip rate error and the current braking pressure data, thereby ensuring stable execution of emergency braking.

[0126] In one embodiment, a tire pressure-based anti-lock braking vibration compensation control method is also provided, which can identify the interaction characteristics between the tire and the road surface by real-time monitoring of tire pressure changes, accurately identify the vibration frequency during braking by combining FFT spectrum analysis, and adopt an intelligent pressure control strategy that avoids the resonance frequency, effectively suppressing the vibration divergence phenomenon during braking. Figure 6 As shown, the specific steps include:

[0127] Step S1: signal acquisition. This embodiment is equipped with the following sensors: wheel speed sensor for collecting angular velocity signals of each wheel, brake pressure sensor for collecting brake line pressure signals of each wheel, tire pressure monitoring sensor for collecting real-time tire pressure information, acceleration sensor for collecting longitudinal and lateral acceleration signals of the vehicle. Data processing first detects the validity of data at each sampling point, checks whether the signal is within the range, checks the signal continuity, and marks abnormal data points.

[0128] Step S2: Feature analysis and calibration mapping. The innovation of this step is to establish a three-dimensional calibration mapping relationship: tire pressure-deceleration-adhesion coefficient, and establish a slip oscillation characteristic model under different working condition combinations through calibration data.

[0129] Step S2.1: Determine the base frequency. Three key factors need to be considered in determining the base frequency:

[0130] Tire pressure level: affects tire stiffness and natural frequency;

[0131] Deceleration size: affects tire deformation and friction characteristics;

[0132] Road adhesion coefficient: affects tire slip characteristics.

[0133] The characteristic frequency responses under different working condition combinations are obtained through calibration tests, and a three-dimensional mapping table is established as the basis for determining the fundamental frequency.

[0134] Step S2.2: FFT analysis: Design the data window length to ensure that it contains at least two complete slip fluctuation cycles. Before FFT analysis, the system performs parameter matching based on the three-dimensional calibration mapping table:

[0135] 1. Tire pressure influence: The tire stiffness characteristics under different tire pressures cause the oscillation frequency to change;

[0136] 2. Deceleration effect: Under large deceleration, the shear deformation between the tire and the road surface intensifies, changing the oscillation characteristics;

[0137] 3. Influence of adhesion coefficient: affects the rate of change and amplitude of tire slip rate; the characteristic frequency response curves under different working conditions obtained through calibration are used as the benchmark reference for spectrum analysis.

[0138] The characteristic frequency response curves under different working condition combinations obtained through calibration are used as the benchmark reference for spectrum analysis, and the constructed mapping relationship table can be shown in Table 1.

[0139] Step S2.3: Energy calculation and analysis: extracting the amplitude of each harmonic component , calculate the corresponding energy based on the oscillation frequency f Calculate the total energy is the sum of the energy of each harmonic. The energy distribution is corrected based on the three-dimensional calibration mapping table:

[0140] Tire pressure correction factor : According to the real-time tire pressure level;

[0141] Deceleration correction factor : According to the real-time deceleration;

[0142] Adhesion coefficient correction factor : According to road conditions.

[0143] The revised conceptual formula for energy calculation is: .

[0144] Step S3: Control strategy execution: This control strategy adopts an adaptive control architecture based on three-dimensional calibration mapping, and realizes efficient and stable control of the anti-lock braking system by real-time monitoring of slip characteristics, dynamic adjustment of brake pressure and multiple safety protections. The control gain K is a key parameter obtained based on the three-dimensional calibration mapping relationship of tire pressure P, deceleration a and adhesion coefficient μ, which is used to adjust the control system's response to different working conditions.

[0145] Step S3.1: Intervention determination and initialization. The system queries the initial values ​​of the corresponding control gain K and other control parameters from the three-dimensional calibration mapping table based on the real-time operating parameters (tire pressure P, deceleration a, adhesion coefficient μ). This patented control will be implemented only when the energy is greater than the threshold, otherwise conventional anti-lock braking control will be used.

[0146] In addition, the control threshold is dynamically adjusted according to the working conditions:

[0147] Low tire pressure + high deceleration + high adhesion coefficient: use a higher threshold.

[0148] High tire pressure + small deceleration + low adhesion coefficient: use a smaller threshold.

[0149] Step S3.2: Control strategy selection and parameter optimization. Based on the three-dimensional calibration mapping and real-time working conditions, the system adopts an adaptive control strategy matrix:

[0150] Tire pressure related strategies:

[0151] High tire pressure condition: The tire stiffness is high, and a higher control gain K is used to improve the response speed of the system.

[0152] Standard tire pressure condition: use the standard control gain K.

[0153] Low tire pressure condition: The tire stiffness is low, and a lower control gain K is used to avoid over-adjustment.

[0154] Deceleration related strategies:

[0155] Large deceleration: Use a higher control gain K to quickly adjust the brake pressure.

[0156] Medium deceleration: Use moderate control gain K.

[0157] Small deceleration: Use a lower control gain K and adjust the brake pressure smoothly.

[0158] Adhesion coefficient related strategies:

[0159] High adhesion coefficient: The tire has strong adhesion to the road surface and adopts a higher control gain K to accurately control the slip rate.

[0160] Medium adhesion coefficient: Use moderate control gain K to balance response speed and stability.

[0161] Low adhesion coefficient: The tire is prone to slipping, so a lower control gain K is used, giving priority to stability.

[0162] Step S3.3: Fusion calculation of control gain K The control gain K is integrated into the calculation of brake pressure adjustment to achieve dynamic adjustment of the braking force. The specific calculation method is as follows:

[0163] 1. Calculate the slip rate error;

[0164] 2. Calculate the brake pressure adjustment;

[0165] 3. Update the brake pressure command.

[0166] Control gain K: obtained from the three-dimensional calibration mapping table, reflecting the system's sensitivity to slip rate error under the current working conditions.

[0167] 4. Dynamic adjustment and restriction:

[0168] Saturation limit to ensure the brake pressure of the new command Within the permitted range of the braking system.

[0169] Gain adjustment: dynamically adjust the control gain K according to the vehicle status and control effect to improve system stability.

[0170] 5. Loop execution: Repeat the above steps in each control cycle to achieve real-time and precise control of the braking process.

[0171] The anti-jitter control method for anti-lock braking based on tire pressure recognition proposed in this embodiment recognizes the interaction characteristics between tire and road surface by real-time monitoring of tire pressure changes, accurately identifies the jitter frequency during braking by combining FFT spectrum analysis, and adopts an intelligent pressure control strategy that avoids resonance frequency, effectively suppressing the vibration divergence phenomenon during braking. This embodiment not only significantly improves braking stability and directional control performance, improves driving comfort, but also reduces abnormal wear of braking system components and extends service life. Compared with traditional solutions that rely on improving machining accuracy, this embodiment achieves anti-jitter through an intelligent control strategy, which has the advantages of low cost and strong adaptability.

[0172] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0173] Based on the same inventive concept, the embodiment of the present application also provides an anti-lock brake control device for implementing the anti-lock brake control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more anti-lock brake control device embodiments provided below can refer to the limitations of the anti-lock brake control method above, and will not be repeated here.

[0174] In one embodiment, Figure 7 As shown, an anti-lock braking control device is provided, comprising: a vehicle data acquisition module 701, an oscillation information acquisition module 702, a control gain acquisition module 703 and a braking instruction generation module 704, wherein:

[0175] The vehicle data acquisition module 701 is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current brake pressure data of the target vehicle in the current braking cycle during the emergency braking process of the target vehicle;

[0176] The oscillation information acquisition module 702 is used to obtain the current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and obtain the corresponding wheel phase spectrum signal based on the current wheel speed data;

[0177] The control gain acquisition module 703 is used to acquire the oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and when the oscillation energy meets the preset conditions, acquire the control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient;

[0178] The braking instruction generation module 704 is used to generate a braking instruction for the current braking cycle based on the control gain coefficient and the current braking pressure data; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

[0179] In one embodiment, the oscillation information acquisition module 702 is further used to obtain a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation fundamental frequencies and control gain coefficients; wherein the control gain coefficient is positively correlated with the tire pressure data, the vehicle deceleration data and the road adhesion coefficient; the current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the first calibration mapping relationship; the control gain acquisition module 703 is further used to obtain the control gain coefficient of the current braking cycle corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship.

[0180] In one embodiment, the oscillation information acquisition module 702 is further used to obtain a pre-constructed tire pressure data interval range; the tire pressure data interval range is constructed based on different tire pressure data stored in the first calibration mapping relationship; when the current tire pressure data satisfies the tire pressure data interval range, the current oscillation fundamental frequency is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle.

[0181] In one embodiment, the braking instruction generation module 704 is also used to cancel the acquisition of the current oscillation fundamental frequency when the current tire pressure data does not meet the tire pressure data interval range, and generate a braking instruction for the current braking cycle based on the current braking pressure data.

[0182] In one embodiment, the control gain acquisition module 703 is further used to obtain a reference oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency; obtain a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation energy correction coefficients; obtain the current oscillation energy correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the second calibration mapping relationship, and use the current oscillation energy correction coefficient to correct the reference oscillation energy to obtain the oscillation energy.

[0183] In one embodiment, the control gain acquisition module 703 is further used to acquire a preset number of harmonic energies according to the current oscillation fundamental frequency and the wheel phase spectrum signal; and the sum of the preset number of harmonic energies is used as the reference oscillation energy.

[0184] In one embodiment, the oscillation information acquisition module 702 is further used to obtain wheel phase data of the target vehicle in the current braking cycle based on the current wheel speed data; wherein the wheel phase data is used to characterize the wheel angle change of the target vehicle in the current braking cycle; and Fourier transform is performed on the wheel phase data to obtain a wheel phase spectrum signal.

[0185] In one embodiment, the control gain acquisition module 703 is further used to obtain the oscillation energy threshold of the target vehicle in the current braking cycle; when the oscillation energy is greater than the oscillation energy threshold, the control gain coefficient corresponding to the current braking cycle is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient.

[0186] In one embodiment, the control gain acquisition module 703 is further used to obtain a baseline oscillation energy threshold and a pre-constructed third calibration mapping relationship; the third calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different energy threshold correction coefficients; wherein the energy threshold correction coefficient is negatively correlated with the tire pressure data, and positively correlated with the vehicle deceleration data and the road adhesion coefficient; the current energy threshold correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the third calibration mapping relationship, and the current energy threshold correction coefficient is used to correct the baseline oscillation energy threshold to obtain the oscillation energy threshold of the target vehicle in the current braking cycle.

[0187] In one embodiment, the braking instruction generation module 704 is also used to cancel obtaining the control gain coefficient corresponding to the current braking cycle when the oscillation energy is not greater than the oscillation energy threshold, and generate a braking instruction for the current braking cycle based on the current braking pressure data.

[0188] In one embodiment, the braking instruction generation module 704 is further used to obtain a slip rate error corresponding to the current braking cycle; the slip rate error is used to characterize the error between the actual slip rate corresponding to the current braking cycle and the target slip rate; based on the slip rate error and the control gain coefficient, the braking pressure adjustment data is obtained; based on the braking pressure adjustment data and the current braking pressure data, a braking instruction for the current braking cycle is generated.

[0189] In one embodiment, the braking command generation module 704 is further used to obtain target braking pressure data based on the braking pressure adjustment data and the current braking pressure data when the control gain coefficient satisfies the integral protection condition corresponding to the current braking cycle; and to generate a braking command matching the target braking pressure data as the braking command within the current braking cycle when the target braking pressure data satisfies the allowable braking pressure range preset by the anti-lock braking system.

[0190] In one embodiment, the braking instruction generation module 704 is further configured to generate a braking instruction for the current braking cycle according to the slip rate error and the current braking pressure data when the control gain coefficient does not satisfy the integral protection condition corresponding to the current braking cycle.

[0191] Each module in the above anti-lock brake control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a controller in the form of hardware, or can be stored in a memory in the controller in the form of software, so that the processor can call and execute operations corresponding to each module.

[0192] In one embodiment, a controller is provided, whose internal structure diagram can be as follows: Figure 8As shown. The controller includes a processor, a memory, an input / output interface and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the controller is used to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the controller is used to exchange information between the processor and an external device. The communication interface of the controller is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, near field communication (NFC) or other technologies. When the computer program is executed by the processor, an anti-lock braking control method is implemented.

[0193] Those skilled in the art will understand that Figure 8 The structure shown in the figure is merely a block diagram of a partial structure related to the scheme of the present application, and does not constitute a limitation on the controller to which the scheme of the present application is applied. The specific controller may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.

[0194] In one embodiment, a controller is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0195] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0196] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0197] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0198] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0199] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0200] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. An anti-lock braking control method, characterized in that: The method comprises: During emergency braking of the target vehicle, current wheel speed data, current tire pressure data, current vehicle deceleration data and current brake pressure data of the target vehicle in the current braking cycle are obtained; According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, and based on the current wheel speed data, a corresponding wheel phase spectrum signal is obtained; Obtaining oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and obtaining a control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient when the oscillation energy meets a preset condition; Based on the control gain coefficient and the current brake pressure data, a braking instruction for the current braking cycle is generated; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

2. The method according to claim 1, characterized in that: According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, including: Acquire a pre-constructed first calibration mapping relationship; the first calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients, and different oscillation fundamental frequencies and control gain coefficients; wherein the control gain coefficient is positively correlated with the tire pressure data, the vehicle deceleration data and the road adhesion coefficient; Acquire the current oscillation fundamental frequency corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient from the first calibration mapping relationship; According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient, a control gain coefficient corresponding to the current braking cycle is obtained, including: A control gain coefficient of the current braking cycle corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the first calibration mapping relationship.

3. The method according to claim 2, characterized in that According to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, a current oscillation fundamental frequency is obtained, including: Acquire a pre-constructed tire pressure data interval range; the tire pressure data interval range is constructed based on the tire pressure data of different vehicles stored in the first calibration mapping relationship; When the current tire pressure data satisfies the tire pressure data interval range, the current oscillation fundamental frequency is acquired according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle.

4. The method according to claim 3, characterized in that After obtaining the pre-built tire pressure data range, it also includes: When the current tire pressure data does not satisfy the tire pressure data interval range, the acquisition of the current oscillation fundamental frequency is canceled, and a braking instruction for the current braking cycle is generated based on the current brake pressure data.

5. The method according to claim 1, characterized in that Acquiring oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency includes: Acquiring reference oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency; Acquire a pre-constructed second calibration mapping relationship; the second calibration mapping relationship stores the correspondence between different tire pressure data, vehicle deceleration data and road adhesion coefficients and different oscillation energy correction coefficients; A current oscillation energy correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the second calibration mapping relationship, and the reference oscillation energy is corrected using the current oscillation energy correction coefficient to obtain the oscillation energy.

6. The method according to claim 5, characterized in that Acquiring reference oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency includes: Acquiring a preset number of harmonic energies according to the current oscillation fundamental frequency and the wheel phase spectrum signal; The sum of the preset number of harmonic energies is used as the reference oscillation energy.

7. The method according to claim 5, characterized in that Acquiring a corresponding wheel phase spectrum signal based on the current wheel speed data includes: According to the current wheel speed data, the wheel phase data of the target vehicle in the current braking cycle is acquired; wherein the wheel phase data is used to characterize the wheel angle change of the target vehicle in the current braking cycle; Performing Fourier transform on the wheel phase data to obtain the wheel phase spectrum signal.

8. The method according to claim 1, characterized in that When the oscillation energy satisfies a preset condition, a control gain coefficient corresponding to the current braking cycle is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient, including: Obtaining an oscillation energy threshold of the target vehicle in a current braking cycle; When the oscillation energy is greater than the oscillation energy threshold, a control gain coefficient corresponding to the current braking cycle is obtained according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient.

9. The method according to claim 8, characterized in that Obtaining the oscillation energy threshold of the target vehicle in the current braking cycle, including: Obtaining a reference oscillation energy threshold and a pre-constructed third calibration mapping relationship; the third calibration mapping relationship stores a correspondence between different tire pressure data, vehicle deceleration data, and road adhesion coefficients, and different energy threshold correction coefficients; wherein the energy threshold correction coefficient is negatively correlated with the tire pressure data, and positively correlated with the vehicle deceleration data and the road adhesion coefficient; A current energy threshold correction coefficient corresponding to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient is obtained from the third calibration mapping relationship, and the reference oscillation energy threshold is corrected using the current energy threshold correction coefficient to obtain the oscillation energy threshold of the target vehicle in the current braking cycle.

10. The method according to claim 8, characterized in that After obtaining the oscillation energy threshold of the target vehicle in the current braking cycle, the method further includes: When the oscillation energy is not greater than the oscillation energy threshold, the acquisition of the control gain coefficient corresponding to the current braking cycle is canceled, and a braking instruction for the current braking cycle is generated based on the current braking pressure data.

11. The method according to claim 1, characterized in that: Based on the control gain coefficient and the current brake pressure data, generating a braking instruction for the current braking cycle, including: Obtaining a slip rate error corresponding to the current braking cycle; the slip rate error is used to characterize an error between an actual slip rate corresponding to the current braking cycle and a target slip rate; obtaining brake pressure adjustment data according to the slip ratio error and the control gain coefficient; A braking instruction for the current braking cycle is generated according to the braking pressure adjustment data and the current braking pressure data.

12. The method according to claim 11, characterized in that Generating a braking instruction for the current braking cycle according to the braking pressure adjustment data and the current braking pressure data, including: When the control gain coefficient satisfies the integral protection condition corresponding to the current braking cycle, acquiring target braking pressure data according to the braking pressure adjustment data and the current braking pressure data; In a case where the target braking pressure data satisfies the preset allowable braking pressure range of the anti-lock braking system, a braking instruction matching the target braking pressure data is generated as the braking instruction in the current braking cycle.

13. The method according to claim 12, characterized in that The method further comprises: When the control gain coefficient does not satisfy the integral protection condition corresponding to the current braking cycle, a braking instruction for the current braking cycle is generated according to the slip ratio error and the current braking pressure data. 14.An anti-lock brake control device, characterized in that: The device comprises: The vehicle data acquisition module is used to acquire the current wheel speed data, the current tire pressure data, the current vehicle deceleration data and the current brake pressure data of the target vehicle in the current braking cycle during the emergency braking process of the target vehicle; an oscillation information acquisition module, configured to acquire a current oscillation fundamental frequency according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient of the target vehicle, and acquire a corresponding wheel phase spectrum signal based on the current wheel speed data; a control gain acquisition module, configured to acquire oscillation energy based on the wheel phase spectrum signal and the current oscillation fundamental frequency, and, when the oscillation energy satisfies a preset condition, acquire a control gain coefficient corresponding to the current braking cycle according to the current tire pressure data, the current vehicle deceleration data and the current road adhesion coefficient; A braking instruction generation module is used to generate a braking instruction for the current braking cycle based on the control gain coefficient and the current braking pressure data; the braking instruction is used to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle.

15. A controller comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 13 are implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 13 are implemented.

17. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 13 are implemented.

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