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

Abstract

The invention relates to an anti-lock braking control method and device, a controller and a readable storage medium. The method comprises the steps that in the emergency braking process of a target vehicle, a wheel angular velocity signal, a braking pressure signal and the vehicle speed of the target vehicle in the current braking period are obtained; obtaining harmonic frequencies and harmonic energy of a plurality of harmonics corresponding to the wheel angular velocity signal, and obtaining a harmonic energy ratio of each harmonic according to each harmonic energy; under the condition that the harmonic energy ratio or the vehicle speed meets a preset condition, a brake pressure control gain coefficient corresponding to the current brake period is obtained according to the harmonic energy ratio and the vehicle speed; on the basis of the brake pressure control gain coefficient and the brake pressure signal, a brake instruction in the current brake period is generated; the braking instruction is used for controlling the braking process of an anti-lock braking system of the target vehicle in the current braking period. By adopting the method, the applicability of the anti-lock braking control method can be improved.

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 and computer-readable storage medium. Background Art

[0002] With the development of vehicle control technology, during emergency braking, the vehicle can be braked by the anti-lock braking system, namely the ABS system. The system can help the driver maintain control during emergency braking and prevent the wheels from locking, thereby improving the braking effect and safety. During the control process of the anti-lock braking system, it is necessary to control the tires to work in the optimal slip rate state as much as possible and maintain this state for as long as possible.

[0003] However, due to the machining errors of the brake disc or brake drum, even if the same braking pressure is applied, a periodically changing braking force will be generated. This periodic change can easily cause the vibration amplitude to continue to amplify due to the resonance effect, thereby affecting the determination of the optimal slip rate, and further affecting the braking effect and ride comfort.

[0004] In the related art, the vibration divergence phenomenon during braking is usually suppressed by improving the pressure regulation accuracy and sampling frequency. However, this method relies on the improvement of machining accuracy and cannot be applied on a large scale. At the same time, the braking control effect is also poor. Summary of the invention

[0005] 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 anti-lock braking effect in response to the above technical problems.

[0006] In a first aspect, the present application provides an anti-lock braking control method, comprising:

[0007] During emergency braking of the target vehicle, obtaining a wheel angular velocity signal, a brake pressure signal, and a vehicle speed of the target vehicle in a current braking cycle;

[0008] Acquire the harmonic frequencies and harmonic energies of the plurality of harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to the harmonic energy;

[0009] When the harmonic energy proportion or the vehicle speed meets a preset condition, obtaining a brake pressure control gain coefficient corresponding to the current braking cycle according to each harmonic energy proportion and the vehicle speed;

[0010] A braking instruction for the current braking cycle is generated based on the braking pressure control gain coefficient and the braking pressure signal; the braking instruction is used to control a braking process of an anti-lock braking system of the target vehicle in the current braking cycle.

[0011] In one of the embodiments, the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal are obtained, including: obtaining the fundamental frequency corresponding to the wheel angular velocity signal according to the wheel angular velocity signal, and obtaining the harmonic frequency of each harmonic according to the fundamental frequency; obtaining the frequency spectrum signal corresponding to the wheel angular velocity signal; obtaining the signal amplitude matching each harmonic frequency from the frequency spectrum signal, and obtaining the harmonic energy of each harmonic based on the signal amplitude.

[0012] In one embodiment, when the harmonic energy proportion or the vehicle speed meets a preset condition, the brake pressure control gain coefficient corresponding to the current braking cycle is obtained according to each harmonic energy proportion and the vehicle speed, including: obtaining the sum of the harmonic energy proportions according to each harmonic energy proportion; when the sum of the harmonic energy proportions is greater than a preset proportional threshold, or the vehicle speed is greater than a preset speed threshold, obtaining a first calibration coefficient, a second calibration coefficient and a third calibration coefficient; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with harmonic energy, and the third calibration coefficient is a calibration coefficient associated with vehicle speed; the brake pressure control gain coefficient is obtained according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and the product of the third calibration coefficient and the vehicle speed.

[0013] In one of the embodiments, after obtaining the sum of the harmonic energy proportions according to the harmonic energy proportions, it also includes: when the harmonic energy proportions and the vehicle speed do not meet the preset conditions, obtaining a first target brake pressure signal based on the brake pressure signal; generating a braking instruction for the current braking cycle according to the first target brake pressure signal.

[0014] In one embodiment, based on the brake pressure control gain coefficient and the brake pressure signal, a braking instruction for the current braking cycle is generated, including: according to the brake pressure control gain coefficient, obtaining a brake pressure adjustment signal corresponding to the current braking cycle, and obtaining a first target brake pressure signal according to the brake pressure signal; when the brake pressure adjustment signal meets a preset condition, obtaining a second target brake pressure signal according to the brake pressure adjustment signal and the first target brake pressure signal; and generating the braking instruction according to the second target brake pressure signal.

[0015] In one of the embodiments, the brake pressure adjustment signal corresponding to the current braking cycle is obtained according to the brake pressure control gain coefficient, including: obtaining a target harmonic from the multiple harmonics according to the harmonic energy proportion of each harmonic, and obtaining the harmonic frequency corresponding to the target harmonic, and the phase data corresponding to the target harmonic; the brake pressure adjustment signal is obtained according to the brake pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

[0016] In one of the embodiments, based on each of the harmonic energies, the harmonic energy ratio of each of the harmonics is obtained, including: obtaining the sum of the signal energies corresponding to the wheel angular velocity signal, and taking the ratio between each of the harmonic energies and the sum of the signal energies as the harmonic energy ratio of each of the harmonics; based on the harmonic energy ratio of each of the harmonics, obtaining a target harmonic from the multiple harmonics, including: taking the harmonic with the largest harmonic energy ratio as the target harmonic.

[0017] In one of the embodiments, when the brake pressure adjustment signal satisfies a preset condition, a second target brake pressure signal is obtained based on the brake pressure adjustment signal and the first target brake pressure signal, including: obtaining historical brake pressure adjustment signals corresponding to a preset number of historical braking cycles before the current braking cycle; when the sum of each of the historical brake pressure adjustment signals and the brake pressure adjustment signal is less than or equal to a preset pressure change rate threshold, obtaining the second target brake pressure signal based on the brake pressure adjustment signal and the first target brake pressure signal.

[0018] In one of the embodiments, after obtaining the historical brake pressure adjustment signals corresponding to a preset number of historical brake cycles before the current brake cycle, it also includes: when the sum of each of the historical brake pressure adjustment signals and the brake pressure adjustment signal is greater than the pressure change rate threshold, obtaining a corrected brake pressure adjustment signal corresponding to the current brake cycle based on the pressure change rate threshold and each of the historical brake pressure adjustment signals; obtaining a third target brake pressure signal based on the corrected brake pressure adjustment signal and the first target brake pressure signal, and generating the braking instruction based on the third target brake pressure signal.

[0019] In a second aspect, the present application also provides an anti-lock braking control device, comprising:

[0020] A vehicle signal acquisition module, used to acquire a wheel angular velocity signal and a brake pressure signal of the target vehicle in a current braking cycle, and a vehicle speed of the target vehicle in the current braking cycle during emergency braking of the target vehicle;

[0021] A harmonic information determination module, used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to the harmonic energy;

[0022] A control gain acquisition module, configured to acquire a brake pressure control gain coefficient corresponding to the current braking cycle according to each of the harmonic energy proportions and the vehicle speed when the harmonic energy proportion or the vehicle speed meets a preset condition;

[0023] A braking instruction generation module is used to generate a braking instruction for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] The above-mentioned anti-lock braking control method, device, controller, computer-readable storage medium and computer program product obtain the wheel angular velocity signal, brake pressure signal and vehicle speed of the target vehicle in the current braking cycle during the emergency braking process of the target vehicle; obtain the harmonic frequency and harmonic energy of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to each harmonic energy; when the harmonic energy proportion or the vehicle speed meets the preset conditions, obtain the brake pressure control gain coefficient corresponding to the current braking cycle according to each harmonic energy proportion and the vehicle speed; generate a braking instruction for the current braking cycle based on the brake pressure control gain coefficient and the brake pressure signal; 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 collects the wheel angular velocity signal, brake pressure signal and vehicle speed of the target vehicle in the current braking cycle when emergency braking occurs, and then obtains the harmonic frequency and harmonic energy of multiple harmonics corresponding to the wheel angular velocity signal to calculate the energy proportion of each harmonic, so as to obtain the brake pressure control gain coefficient corresponding to the current braking cycle by using the harmonic energy proportion and the vehicle speed when the harmonic energy proportion or the vehicle speed meets the preset conditions, so as to generate the braking command in the current braking cycle by using the brake pressure control gain coefficient and the brake pressure signal, so as to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle. In this way, the control gain coefficient can be used to perform braking control, and this method can suppress the vibration divergence in the braking process without relying on the improvement of machining accuracy, thereby improving the applicability of the anti-lock braking control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] 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.

[0029] Figure 1 A schematic diagram of a flow chart of an anti-lock braking control method in one embodiment;

[0030] Figure 2 It is a schematic diagram of a process of obtaining harmonic frequency and harmonic energy in one embodiment;

[0031] Figure 3 A schematic diagram of a flow chart for obtaining a brake pressure control gain coefficient in one embodiment;

[0032] Figure 4A schematic diagram of a flow chart of generating a braking instruction in a current braking cycle in one embodiment;

[0033] Figure 5 is a flow chart of an anti-lock braking judder compensation control method based on wheel speed in one embodiment;

[0034] Figure 6 A schematic diagram of a flow chart of harmonic characteristic analysis in one embodiment;

[0035] Figure 7 A schematic diagram of a flow chart of control strategy execution in one embodiment;

[0036] Figure 8 A schematic diagram of a flow chart of control strategy execution in another embodiment;

[0037] Fig. 9 is a structural block diagram of an anti-lock brake control device in one embodiment;

[0038] Fig.10 FIG. 4 is a diagram showing the internal structure of a controller in one embodiment. DETAILED DESCRIPTION

[0039] 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.

[0040] In one embodiment, Figure 1 As shown, an anti-lock braking control method is provided. This embodiment is illustrated by applying the method to a controller. The controller can be used to control the anti-lock braking of a vehicle, that is, the anti-lock braking process. In this embodiment, the method includes the following steps:

[0041] Step S101, during emergency braking of a target vehicle, obtaining a wheel angular velocity signal, a brake pressure signal, and a vehicle speed of the target vehicle in a current braking cycle.

[0042] 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 the wheel angular velocity signal and brake pressure signal collected in the current braking cycle, and the speed of the target vehicle in the current braking cycle.

[0043] Specifically, during emergency braking of the target vehicle, the wheel angular velocity signal, brake pressure signal and vehicle speed of the target vehicle in the current braking cycle can be collected by sensors installed on the target vehicle, such as wheel speed sensors, brake pressure sensors and vehicle speed sensors.

[0044] Step S102, obtaining harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtaining harmonic energy proportions of each harmonic according to the energy of each harmonic.

[0045] Harmonic frequency refers to the frequency corresponding to the multiple harmonics contained in the wheel angular velocity signal, while harmonic energy refers to the signal energy corresponding to each harmonic, and harmonic energy ratio refers to the ratio of each harmonic energy to the total energy of the wheel angular velocity signal. After obtaining the wheel angular velocity signal, the controller can obtain the frequency and energy corresponding to the multiple harmonics contained in the wheel angular velocity signal as multiple harmonic frequencies and harmonic energies, and then further calculate the harmonic energy ratio corresponding to each harmonic according to the harmonic energy corresponding to each harmonic.

[0046] Step S103, when the harmonic energy proportion or the vehicle speed meets the preset conditions, the brake pressure control gain coefficient corresponding to the current braking cycle is obtained according to the harmonic energy proportion and the vehicle speed.

[0047] The preset condition may be a pre-set condition for determining whether to introduce a brake pressure control gain coefficient for brake pressure control, and the brake pressure control gain coefficient is an adjustment coefficient for adjusting the brake pressure output during the control process of the anti-lock braking system. The adjustment coefficient may be determined based on the harmonic energy proportion corresponding to each harmonic and the vehicle speed of the target vehicle.

[0048] Specifically, if the above-mentioned harmonic energy proportion or one of the vehicle speeds meets the preset conditions, the controller can use the harmonic energy proportion of each harmonic and the vehicle speed of the above-mentioned target vehicle in the current braking cycle to calculate the braking pressure control gain coefficient corresponding to the current braking cycle.

[0049] Step S104, generating a braking instruction for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; 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.

[0050] 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 braking pressure control gain coefficient, the controller can combine the control gain coefficient and the braking pressure signal in the current braking cycle to generate a braking command for the current braking cycle. Since the braking pressure 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.

[0051] In the above anti-lock braking control method, during the emergency braking process of the target vehicle, the wheel angular velocity signal, the brake pressure signal, and the vehicle speed of the target vehicle in the current braking cycle are obtained; the harmonic frequency and harmonic energy of multiple harmonics corresponding to the wheel angular velocity signal are obtained, and the harmonic energy proportion of each harmonic is obtained according to each harmonic energy; when the harmonic energy proportion or the vehicle speed meets the preset conditions, the brake pressure control gain coefficient corresponding to the current braking cycle is obtained according to each harmonic energy proportion and the vehicle speed; based on the brake pressure control gain coefficient and the brake pressure signal, 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 collects the wheel angular velocity signal, brake pressure signal and vehicle speed of the target vehicle in the current braking cycle when emergency braking occurs, and then obtains the harmonic frequency and harmonic energy of multiple harmonics corresponding to the wheel angular velocity signal to calculate the energy proportion of each harmonic, so as to obtain the brake pressure control gain coefficient corresponding to the current braking cycle by using the harmonic energy proportion and the vehicle speed when the harmonic energy proportion or the vehicle speed meets the preset conditions, so as to generate the braking command in the current braking cycle by using the brake pressure control gain coefficient and the brake pressure signal, so as to control the braking process of the anti-lock braking system of the target vehicle in the current braking cycle. In this way, the control gain coefficient can be used to perform braking control, and this method can suppress the vibration divergence in the braking process without relying on the improvement of machining accuracy, thereby improving the applicability of the anti-lock braking control method.

[0052] In one embodiment, Figure 2 As shown, step S102 may further include:

[0053] Step S201: acquiring a fundamental frequency corresponding to the wheel angular velocity signal according to the wheel angular velocity signal, and acquiring a harmonic frequency of each harmonic according to the fundamental frequency.

[0054] The fundamental frequency refers to the frequency of the fundamental frequency corresponding to the wheel angular velocity signal. After obtaining the wheel angular velocity signal, the controller can further calculate the fundamental frequency corresponding to the wheel angular velocity signal, and then obtain the harmonic frequency corresponding to each harmonic based on the fundamental frequency.

[0055] For example, the fundamental frequency corresponding to the wheel angular velocity signal can be calculated by the following formula:

[0056]

[0057] in, Indicates the fundamental frequency corresponding to the wheel angular velocity signal, and the wheel angular velocity signal can be obtained by To express.

[0058] The harmonic frequency of each harmonic can be calculated by the following formula:

[0059]

[0060] in, Indicates the harmonic frequency of the nth harmonic corresponding to the wheel angular velocity signal, for example represents the harmonic frequency of the second harmonic, which is twice the fundamental frequency, and It represents the harmonic frequency of the third harmonic, which is three times the fundamental frequency, and so on.

[0061] Step S202, obtaining a frequency spectrum signal corresponding to the wheel angular velocity signal;

[0062] Step S203: acquiring the signal amplitude matching each harmonic frequency from the spectrum signal, and obtaining the harmonic energy of each harmonic based on the signal amplitude.

[0063] The frequency spectrum signal corresponding to the wheel angular velocity signal can be a signal obtained by performing Fourier transform, i.e., FFT transform, on the wheel angular velocity signal, and the signal amplitude refers to the frequency spectrum signal amplitude corresponding to each harmonic frequency. For example, the harmonic signal value corresponding to each harmonic frequency can be used as the signal amplitude of each harmonic frequency, and then the signal amplitude can be used to obtain the harmonic energy of each harmonic. For example, the square value of the signal amplitude matching each harmonic frequency can be used as the harmonic energy of each harmonic.

[0064] If the signal amplitude of the nth harmonic can be expressed as The harmonic energy of each harmonic can be expressed as To express.

[0065] In this embodiment, after obtaining the wheel angular velocity signal, the controller can further calculate the corresponding fundamental frequency and the harmonic frequency of each harmonic, and then calculate the spectrum signal corresponding to the wheel angular velocity signal, so as to use the spectrum signal to obtain the signal amplitude matching each harmonic frequency, and then obtain the harmonic energy of each harmonic. In this way, the accuracy of obtaining the harmonic energy of each harmonic can be improved.

[0066] In one embodiment, Figure 3 As shown, step S103 may further include:

[0067] Step S301, obtaining the total harmonic energy proportion according to the harmonic energy proportion.

[0068] The total harmonic energy proportion refers to the sum of the energy proportions of each harmonic. After obtaining the harmonic energy proportion of each harmonic, the controller can sum the above harmonic energy proportions to obtain the total harmonic energy proportion.

[0069] Step S302, when the total harmonic energy proportion is greater than a preset proportion threshold, or the vehicle speed is greater than a preset speed threshold, obtain the first calibration coefficient, the second calibration coefficient and the third calibration coefficient; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, and the third calibration coefficient is a calibration coefficient associated with the vehicle speed.

[0070] The preset ratio threshold refers to a preset energy ratio threshold. If the sum of the harmonic energy ratios is greater than the preset ratio threshold, it means that the energy of each harmonic accounts for a large proportion of the total signal energy of the wheel angular velocity signal. Similarly, the preset speed threshold refers to a preset vehicle speed threshold. If the vehicle speed is greater than the preset speed threshold, it means that the vehicle speed is relatively fast during the current braking cycle. In this embodiment, if the energy of each harmonic accounts for a large proportion of the total signal energy of the wheel angular velocity signal, or the vehicle speed is relatively fast, the controller will introduce a brake pressure control gain coefficient to assist in the control so as to suppress vibration divergence.

[0071] The first calibration coefficient is a pre-set benchmark calibration coefficient, the second calibration coefficient refers to the calibration coefficient associated with each harmonic energy, and the third calibration coefficient is the calibration speed associated with the vehicle speed. The above calibration coefficients can be pre-calibrated, where the first calibration coefficient is the basic gain coefficient, which is calibrated in the range of 0.1-0.5 and is mainly determined in a stationary or low-speed state to provide basic suppression capability for the system. The second calibration coefficient is used as a harmonic energy correlation coefficient with a value range of 0.5-2.0. It needs to be calibrated under different jitter intensities to ensure that the system has appropriate response to various degrees of jitter. The third calibration coefficient is the speed correlation coefficient with a value range of 0.01-0.1 and needs to be verified under different vehicle speed conditions, with special attention to system stability under high-speed conditions. The calibration process can follow the order of the first calibration coefficient first, the second calibration coefficient second, and finally the third calibration coefficient.

[0072] Specifically, if the total harmonic energy proportion obtained in step S301 is greater than the preset proportion threshold, or the vehicle speed is greater than the preset speed threshold, the controller can determine that it is currently necessary to introduce a brake pressure control gain coefficient to perform braking control, and thus obtain the pre-calibrated first calibration coefficient, second calibration coefficient and third calibration coefficient.

[0073] Step S303, obtaining a brake pressure control gain coefficient according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and the product of the third calibration coefficient and the vehicle speed.

[0074] After obtaining the first calibration coefficient, the second calibration coefficient and the third calibration coefficient, the product of the second calibration coefficient and the total harmonic energy proportion can be calculated first, and the product of the third calibration coefficient and the vehicle speed can be calculated. Finally, the first calibration coefficient and the above two products are combined to obtain the final brake pressure control gain coefficient.

[0075] For example, the harmonic energy proportion of multiple harmonics can refer to the energy proportion of the 1st to 5th harmonics, and the total harmonic energy proportion E can be expressed as:

[0076]

[0077] in, Indicates the harmonic energy proportion of each harmonic.

[0078] The brake pressure control gain coefficient K can be calculated by the following formula:

[0079]

[0080] Where K represents the brake pressure control gain coefficient, represents the first calibration coefficient, represents the second calibration coefficient, E represents the total harmonic energy proportion, represents the third calibration coefficient, and v represents the vehicle speed.

[0081] In this embodiment, whether to use the brake pressure control gain coefficient for brake control can be determined by comparing the sum of the proportions of each harmonic energy with a preset proportion threshold, as well as comparing the vehicle speed with the preset speed threshold. If the brake pressure control gain coefficient needs to be used for brake control, the pre-calibrated first calibration coefficient, second calibration coefficient and third calibration coefficient can be obtained to calculate the brake pressure control gain coefficient. In this way, the accuracy of obtaining the brake pressure control gain coefficient can be improved.

[0082] In addition, after step S102, it may also include: when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, based on the brake pressure signal, obtaining a first target brake pressure signal; and generating a braking instruction for the current braking cycle according to the first target brake pressure signal.

[0083] However, if the harmonic energy proportion and the vehicle speed do not meet the preset conditions, for example, the sum of the harmonic energy proportions is less than or equal to the preset ratio threshold, and the vehicle speed is less than or equal to the preset speed threshold, then there is no need to introduce a brake pressure control gain coefficient to generate a brake command, but the brake pressure signal is used directly to generate a brake command.

[0084] The first target brake pressure signal refers to the brake pressure adjustment target of the current braking cycle obtained directly from the brake pressure signal. In this embodiment, if the harmonic energy ratio and the vehicle speed do not meet the preset conditions, the controller can directly calculate the brake pressure adjustment target in the current braking cycle based on the brake pressure signal collected in the current braking cycle as the first target brake pressure signal. The first target brake pressure signal can then be further used to generate a braking command in the current braking cycle. In this way, the braking control of the anti-lock braking system can be ensured when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, thereby ensuring the safety of the anti-lock braking control.

[0085] In this embodiment, if the harmonic energy ratio and the vehicle speed do not meet the preset conditions, the brake pressure signal in the current braking cycle can be directly used to generate a braking command. In this way, the braking control of the anti-lock braking system can be ensured when the harmonic energy ratio and the vehicle speed do not meet the preset conditions, thereby ensuring the safety of the anti-lock braking control.

[0086] In one embodiment, Figure 4 As shown, step S104 may further include:

[0087] Step S401 : acquiring a brake pressure adjustment signal corresponding to the current brake cycle according to the brake pressure control gain coefficient, and obtaining a first target brake pressure signal according to the brake pressure signal.

[0088] The brake pressure adjustment signal is an adjustment signal obtained by the brake pressure control gain coefficient and is used to adjust the brake pressure target. After obtaining the brake pressure control gain coefficient, the controller can use the brake pressure control gain coefficient to obtain the brake pressure adjustment signal corresponding to the current braking cycle, and can also use the collected brake pressure signal to obtain the brake pressure adjustment target, that is, to obtain the first target brake pressure signal.

[0089] Step S402, when the brake pressure adjustment signal meets a preset condition, obtaining a second target brake pressure signal according to the brake pressure adjustment signal and the first target brake pressure signal;

[0090] Step S403: generating a braking instruction according to the second target braking pressure signal.

[0091] The second target brake pressure signal is the brake pressure adjustment target obtained after the brake pressure adjustment signal is updated. Specifically, after obtaining the brake pressure adjustment signal, the controller can also determine whether the brake pressure adjustment signal meets a pre-set condition. Only when the condition is met, the controller uses the brake pressure adjustment signal and the first target brake pressure signal to obtain the second target brake pressure signal, thereby generating a braking instruction using the second target brake pressure signal.

[0092] For example, the second target brake pressure signal is The second target brake pressure signal can be obtained by the following formula:

[0093]

[0094] in, represents the first target brake pressure signal, and Indicates brake pressure adjustment signal.

[0095] In this embodiment, after obtaining the brake pressure control gain coefficient, the coefficient can also be used to obtain a brake pressure adjustment signal, and only after the brake pressure adjustment signal meets the preset conditions, the brake pressure adjustment signal is used to adjust the brake pressure control target, and the second target brake pressure signal is obtained to generate a braking command. In this way, the control stability of the anti-lock braking control can be further improved.

[0096] Furthermore, step S401 may further include: obtaining a target harmonic from multiple harmonics according to the harmonic energy proportion of each harmonic, and obtaining the harmonic frequency corresponding to the target harmonic, and phase data corresponding to the target harmonic; obtaining a brake pressure adjustment signal according to the brake pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

[0097] Among them, the target harmonic can be understood as the main harmonic that causes wheel vibration interference. In this embodiment, after obtaining the harmonic energy proportion corresponding to each harmonic, the controller can also filter out the target harmonic from multiple harmonics based on the above harmonic energy proportion, and determine the harmonic frequency and phase data corresponding to the target harmonic. After that, the brake pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data can be used to obtain the brake pressure adjustment signal.

[0098] For example, the brake pressure adjustment signal is Indicates that the brake pressure adjustment signal can be obtained by the following formula:

[0099]

[0100] Where K represents the brake pressure control gain coefficient, represents the harmonic frequency corresponding to the target harmonic, and Indicates the phase data corresponding to the target harmonic.

[0101] In this embodiment, after obtaining the harmonic energy proportion of each harmonic, the controller can also determine the main interfering harmonic from multiple harmonics as the target harmonic, and thereby use the brake pressure control gain coefficient, the harmonic frequency and phase data of the target harmonic to obtain the brake pressure adjustment signal. In this way, the accuracy and efficiency of obtaining the brake pressure adjustment signal can be improved.

[0102] In one embodiment, step S102 may further include: obtaining the sum of signal energies corresponding to the wheel angular velocity signal, and taking the ratio of each harmonic energy to the sum of signal energies as the harmonic energy proportion of each harmonic; according to the harmonic energy proportion of each harmonic, obtaining the target harmonic from multiple harmonics, which may further include: taking the harmonic with the largest harmonic energy proportion as the target harmonic.

[0103] In this embodiment, the harmonic energy proportion may refer to the proportion of the harmonic energy of each harmonic to the total signal energy, where the total signal energy refers to the total signal energy of the wheel angular velocity signal, and the target harmonic refers to the harmonic of the harmonic energy proportion.

[0104] Specifically, after the controller obtains the harmonic energy of each harmonic, it can also calculate the total signal energy corresponding to the wheel angular velocity signal. Then, the ratio of the harmonic energy of each harmonic to the above-mentioned total signal energy can be used as the harmonic energy proportion of each harmonic. Then, according to the harmonic energy proportions of each harmonic, the harmonic with the largest harmonic energy proportion can be determined as the target harmonic.

[0105] For example, the harmonic energy proportion of the nth harmonic can be expressed as If we express it as: then the harmonic energy ratio can be calculated by the following formula:

[0106]

[0107] in, represents the harmonic energy of the nth harmonic, and It represents the total signal energy corresponding to the wheel angular velocity signal.

[0108] In this embodiment, the controller can also use the ratio of each harmonic energy to the total signal energy corresponding to the wheel angular velocity signal as the harmonic energy ratio of each harmonic, and use the harmonic with the largest harmonic energy ratio as the target harmonic. In this way, the accuracy of the harmonic energy ratio and the target harmonic acquisition can be improved.

[0109] In addition, step S402 may further include: obtaining historical brake pressure adjustment signals corresponding to a preset number of historical brake cycles before the current brake cycle; when the sum of each historical brake pressure adjustment signal and the brake pressure adjustment signal is less than or equal to a preset pressure change rate threshold, obtaining a second target brake pressure signal based on the brake pressure adjustment signal and the first target brake pressure signal.

[0110] Historical braking cycles refer to a preset number of braking cycles before the current braking cycle, for example, the first five braking cycles before the current braking cycle can be used as historical braking cycles, and the historical braking pressure adjustment signal refers to the braking pressure adjustment signal corresponding to the historical braking cycle. In this embodiment, the preset condition satisfied by the braking pressure adjustment signal can be a preset integral protection condition. Therefore, the controller can combine the historical braking pressure adjustment signal within the historical braking cycle and the brake pressure adjustment signal of the current braking cycle to determine whether the brake pressure adjustment signal of the current braking cycle meets the preset condition.

[0111] Specifically, after generating the brake pressure adjustment signal for the current braking cycle, the controller can further obtain historical brake pressure adjustment signals of a preset number of historical braking cycles before the current braking cycle, and then sum the brake pressure adjustment signal and each historical brake pressure adjustment signal, and determine whether the summed result is less than or equal to a preset pressure change rate threshold. The threshold can be used as an integral protection condition. If the summed result is less than or equal to the preset pressure change rate threshold, that is, the integral protection condition is met, the controller will obtain the second target brake pressure signal based on the brake pressure adjustment signal and the first target brake pressure signal.

[0112] In this embodiment, it is also possible to determine whether the integral protection condition is met by comparing the brake pressure adjustment signal and the sum of each historical brake pressure adjustment signal to see whether it is less than or equal to a preset pressure change rate threshold. Only when it is met, the second target brake pressure signal is obtained based on the brake pressure adjustment signal and the first target brake pressure signal. In this way, it can be ensured that the brake pressure adjustment signal can meet the integral protection condition, thereby further improving the safety of anti-lock braking control.

[0113] In addition, after obtaining the historical brake pressure adjustment signals corresponding to a preset number of historical brake cycles before the current brake cycle, it can also include: when the sum of each historical brake pressure adjustment signal and the brake pressure adjustment signal is greater than the pressure change rate threshold, based on the pressure change rate threshold and each historical brake pressure adjustment signal, obtaining a corrected brake pressure adjustment signal corresponding to the current brake cycle; obtaining a third target brake pressure signal according to the corrected brake pressure adjustment signal and the first target brake pressure signal, and generating a braking command according to the third target brake pressure signal.

[0114] If the sum of the historical brake pressure adjustment signals and the brake pressure adjustment signal is greater than the pressure change rate threshold, that is, the brake pressure adjustment signal does not meet the integral protection condition, then in order to avoid excessive brake pressure adjustment, the controller can obtain the corrected brake pressure adjustment signal for the current braking cycle, that is, the corrected brake pressure adjustment signal, based on the pressure change rate threshold and the historical brake pressure adjustment signals. For example, the difference between the pressure change rate threshold and the historical brake pressure adjustment signals can be used as the corrected brake pressure adjustment signal for the current braking cycle. Afterwards, the controller can obtain the third target brake pressure signal based on the corrected brake pressure adjustment signal and the first target brake pressure signal, and generate a braking command based on the third target brake pressure signal, instead of using the second target brake pressure signal obtained based on the brake pressure adjustment signal and the first target brake pressure signal to generate a braking command.

[0115] For example, a pressure change rate threshold can be preset. If the brake pressure adjustment signal corresponding to the current braking cycle The following conditions are met:

[0116]

[0117] in, The maximum brake pressure adjustment signal of the current braking cycle can be obtained based on the difference between the pressure change rate threshold and each historical brake pressure adjustment signal. If the brake pressure adjustment signal meets the above conditions, it means that the brake pressure adjustment signal meets the preset conditions at this time. At this time, the controller can use the brake pressure adjustment signal and the first target brake pressure signal to obtain the second target brake pressure signal to generate a braking command. If the brake pressure adjustment signal does not meet the above conditions, that is, the brake pressure adjustment signal does not meet the preset conditions, the controller can The modified brake pressure adjustment signal and the first target brake pressure signal are used as the modified brake pressure adjustment signal to obtain a third target brake pressure signal and generate a braking command.

[0118] In this embodiment, if the brake pressure adjustment signal does not meet the preset conditions, the third target brake pressure signal can be obtained by using the modified brake pressure adjustment signal and the first target brake pressure signal to generate a braking command. In this way, excessive brake pressure adjustment can be avoided, thereby further improving the safety of anti-lock braking control.

[0119] In one embodiment, a wheel speed-based anti-lock braking vibration compensation control method is also provided. Figure 5 As shown, this method may include steps such as signal acquisition, harmonic feature analysis, and control strategy execution. The specific implementation process is as follows:

[0120] Step S1: Signal acquisition. This embodiment requires the following sensors: Wheel speed sensor: used to collect wheel angular velocity signals 1. Brake pressure sensor: used to collect brake line pressure signal p(t). Data processing will first detect the validity of the data at each sampling point, check whether the signal is within the range, check the signal continuity, and mark abnormal data points. Then the data is smoothed, and a sliding average filter is applied to remove mutation points and compensate for sensor delay. This part will be processed uniformly in the system sensor part.

[0121] Step S2: Harmonic feature analysis. It mainly extracts the characteristics of interference, which is used to provide a decision basis for the subsequent control strategy. It can accurately identify the vibration characteristics during braking and provide accurate timing judgment for control intervention. The specific process of this step can be as follows: Figure 6 shown.

[0122] Step S2.1: Determine the base frequency. Since this type of interference comes from the mechanical rotating part, it is related to the wheel rotation cycle. For example, the inconsistency of the brake disc energy may show one or more execution performance interferences in one cycle.

[0123] Therefore, the fundamental frequency is calculated based on the wheel angular velocity signal. , update the fundamental frequency value in real time to adapt to the change of vehicle speed. Then confirm the 1st to 5th harmonic frequency range. The nth harmonic frequency , considering the frequency fluctuation, establish the frequency observation window: [0.8 , 1.2 ], the 0.8 and 1.2 here are just a reference example and can be calibrated and adjusted according to the actual application.

[0124] Step S2.2: FFT analysis. The data window length is limited to ensure that it contains at least two complete cycles of the fundamental frequency. The window length , is the sampling frequency. Then, data preprocessing is performed, using the data after removing the DC component, applying the Hanning window to reduce spectrum leakage and ensure data continuity. Then, a fast Fourier transform is performed to calculate the spectrum.

[0125] Step S2.3: Energy calculation and analysis. Extract the amplitude of each harmonic component , calculate the energy and phase information Then calculate the total energy is the sum of all the energy of the wheel angular velocity signal. Then calculate the proportion of harmonic energy , and identify the main interfering frequencies.

[0126] Step S2.4: Analysis and evaluation of results. Compare the relative readings of each harmonic, identify the number of dominant harmonics and determine whether intervention is required (if it is greater than the set threshold). At this time, the time-varying characteristics are also analyzed, the trend of energy proportion changes is detected, the frequency offset is evaluated and the trend is predicted, and the changes are tracked.

[0127] Step S2.5: Quality assurance. Ensure real-time performance, analyze delays, and ensure timely control.

[0128] Step S3: Control strategy execution. This control strategy execution scheme emphasizes the safety, stability and effectiveness of control, and ensures the reliable implementation of anti-shake control through multi-level monitoring and adjustment mechanisms. The main implementation idea is to monitor whether the harmonic energy is greater than the basic threshold. If so, anti-resonance control is triggered, the maximum energy share frequency is identified, and the interference peak device corresponding to this frequency locks the brake pressure. The process of this step can be as follows: Figure 7 The specific refinement process can be as follows Figure 8 shown.

[0129] Step S3.1: Intervention decision, setting a basic threshold , real-time monitoring of the energy proportion of each harmonic (such as 1st to 5th harmonic). When the sum of the energy proportions of each harmonic exceeds the threshold At the same time, safety monitoring is carried out to obtain information such as vehicle speed v and brake pressure in real time, check the system working status, and ensure the safety of control intervention.

[0130] Step S3.2: Control strategy selection. According to the vibration characteristics and vehicle status, a choice is made between two strategies, namely the holding strategy and the dynamic gain adjustment strategy. The strategy selection and switching mechanism is based on the harmonic energy ratio threshold and vehicle speed:

[0131] Holding strategy: When the sum of harmonic energy just exceeds the threshold ,Right now , and the vehicle speed is below the threshold When the brake pressure is lowered, the control system maintains the current braking pressure unchanged, reduces the stimulus to the system, and avoids introducing new interference.

[0132] Dynamic gain adjustment strategy: When the sum of harmonic energy is significantly higher than the threshold or vehicle speed is higher than When the brake is turned on, select the dynamic gain adjustment strategy. This strategy adjusts the control gain in real time to suppress vibration while ensuring the braking effect.

[0133] Step S3.3: Control and adjust. Perform specific control operations according to the selected control strategy.

[0134] For the hold strategy, the control system maintains the current brake pressure The harmonic energy and vehicle status are continuously monitored. When the sum of the harmonic energy ratio drops below the threshold, When the control intervention is ended smoothly.

[0135] For the dynamic gain adjustment strategy, the control gain K is dynamically calculated based on the total harmonic energy proportion E and the vehicle speed v to achieve a dynamic response to the target deceleration. The calculation formula of the control gain K is:

[0136]

[0137] in: , , is the calibration coefficient; E represents the total harmonic energy proportion; v is the vehicle speed.

[0138] Brake judder control system , , The three calibration factors have a significant impact on system performance. As the basic gain coefficient, it is calibrated in the range of 0.1-0.5 and is mainly determined in stationary or low-speed states to provide basic suppression capability for the system. As the harmonic energy correlation coefficient, the value range is between 0.5-2.0 and needs to be calibrated under different jitter intensities to ensure that the system responds appropriately to various degrees of jitter. is the speed correlation coefficient, with a value range of 0.01-0.1. It needs to be verified under different vehicle speed conditions, with special attention paid to the system stability under high-speed conditions. The calibration process should follow ,back ,at last The order of calibration and the coupling relationship between the three should be considered. After calibration, comprehensive verification is required to ensure that the system can work stably under various working conditions. A calibration database is established, and adaptive algorithms can be introduced to achieve dynamic adjustment when necessary to obtain better control effects. Finally, the long-term reliability of the system is verified through real vehicle testing.

[0139] Pressure adjustment Calculated as:

[0140]

[0141] in: is the main interfering harmonic frequency; is the phase of the harmonic.

[0142] The adjusted brake pressure is:

[0143]

[0144] To avoid sudden changes in brake pressure, set a pressure change rate limit:

[0145]

[0146] in, is the maximum allowable pressure change rate. By limiting the pressure change rate, the smoothness of control is ensured to prevent the introduction of new vibrations or interference. During the control and adjustment process, the harmonic energy proportion and control effect are continuously monitored, and the control gain K is dynamically optimized based on the feedback. When the sum of the harmonic energy proportions drops below the threshold or the control intervention time exceeds the preset value, the control intervention is smoothly ended to ensure the stability of the braking process.

[0147] The brake jitter control method provided in this embodiment can effectively reduce the fluctuation of braking force and improve the braking stability and directional control performance of the vehicle through real-time monitoring and intelligent adjustment. The system not only significantly improves driving comfort, reduces the wear of brake system components, and prolongs the service life, but also improves the safety performance of the whole vehicle, provides users with a more reliable and smooth driving experience, and achieves the optimal balance between safety and comfort.

[0148] 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.

[0149] 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.

[0150] In one embodiment, Fig. 9 As shown, an anti-lock braking control device is provided, comprising: a vehicle signal acquisition module 901, a harmonic information determination module 902, a control gain acquisition module 903 and a braking instruction generation module 904, wherein:

[0151] The vehicle signal acquisition module 901 is used to acquire the wheel angular velocity signal, the brake pressure signal, and the vehicle speed of the target vehicle in the current braking cycle during the emergency braking process of the target vehicle;

[0152] The harmonic information determination module 902 is used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to the energy of each harmonic;

[0153] The control gain acquisition module 903 is used to acquire the brake pressure control gain coefficient corresponding to the current braking cycle according to the harmonic energy proportion and the vehicle speed when the harmonic energy proportion or the vehicle speed meets the preset conditions;

[0154] The braking instruction generation module 904 is used to generate a braking instruction for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; 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.

[0155] In one embodiment, the harmonic information determination module 902 is further used to obtain the fundamental frequency corresponding to the wheel angular velocity signal based on the wheel angular velocity signal, and obtain the harmonic frequency of each harmonic based on the fundamental frequency; obtain the spectrum signal corresponding to the wheel angular velocity signal; obtain the signal amplitude matching each harmonic frequency from the spectrum signal, and obtain the harmonic energy of each harmonic based on the signal amplitude.

[0156] In one embodiment, the control gain acquisition module 903 is further used to obtain the sum of harmonic energy proportions based on the proportions of each harmonic energy; when the sum of the harmonic energy proportions is greater than a preset proportional threshold, or the vehicle speed is greater than a preset speed threshold, obtain the first calibration coefficient, the second calibration coefficient and the third calibration coefficient; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with the harmonic energy, and the third calibration coefficient is a calibration coefficient associated with the vehicle speed; the braking pressure control gain coefficient is obtained according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and the product of the third calibration coefficient and the vehicle speed.

[0157] In one embodiment, the braking command generation module 904 is also used to obtain a first target braking pressure signal based on the braking pressure signal when the harmonic energy ratio and the vehicle speed do not meet the preset conditions; and generate a braking command for the current braking cycle according to the first target braking pressure signal.

[0158] In one embodiment, the braking command generation module 904 is further used to obtain a braking pressure adjustment signal corresponding to the current braking cycle according to a braking pressure control gain coefficient, and obtain a first target braking pressure signal according to the braking pressure signal; when the braking pressure adjustment signal meets a preset condition, obtain a second target braking pressure signal according to the braking pressure adjustment signal and the first target braking pressure signal; and generate a braking command according to the second target braking pressure signal.

[0159] In one embodiment, the braking command generation module 904 is further used to obtain a target harmonic from multiple harmonics according to the harmonic energy proportion of each harmonic, and obtain the harmonic frequency corresponding to the target harmonic, and the phase data corresponding to the target harmonic; according to the braking pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data, a braking pressure adjustment signal is obtained.

[0160] In one embodiment, the harmonic information determination module 902 is also used to obtain the total signal energy corresponding to the wheel angular velocity signal, and use the ratio between each harmonic energy and the total signal energy as the harmonic energy proportion of each harmonic; and use the harmonic with the largest harmonic energy proportion as the target harmonic.

[0161] In one embodiment, the braking instruction generation module 904 is further used to obtain historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles before the current braking cycle; when the sum of each historical braking pressure adjustment signal and the braking pressure adjustment signal is less than or equal to a preset pressure change rate threshold, a second target braking pressure signal is obtained based on the braking pressure adjustment signal and the first target braking pressure signal.

[0162] In one embodiment, the braking command generation module 904 is also used to obtain a corrected braking pressure adjustment signal corresponding to the current braking cycle based on the pressure change rate threshold and each historical braking pressure adjustment signal when the sum of each historical braking pressure adjustment signal and the braking pressure adjustment signal is greater than the pressure change rate threshold; obtain a third target braking pressure signal according to the corrected braking pressure adjustment signal and the first target braking pressure signal, and generate a braking command according to the third target braking pressure signal.

[0163] 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.

[0164] In one embodiment, a controller is provided, whose internal structure diagram can be as follows: Fig.10 As 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.

[0165] Those skilled in the art will understand that Fig.10 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.

[0166] 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.

[0167] 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.

[0168] 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.

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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 construed as limiting the scope of the present application. It should be noted that, for a person of ordinary skill in the art, several modifications 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, obtaining a wheel angular velocity signal, a brake pressure signal, and a vehicle speed of the target vehicle in a current braking cycle; Acquire the harmonic frequencies and harmonic energies of the plurality of harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to the harmonic energy; When the harmonic energy proportion or the vehicle speed meets a preset condition, obtaining a brake pressure control gain coefficient corresponding to the current braking cycle according to each harmonic energy proportion and the vehicle speed; A braking instruction for the current braking cycle is generated based on the braking pressure control gain coefficient and the braking pressure signal; the braking instruction is used to control a braking process of an anti-lock braking system of the target vehicle in the current braking cycle.

2. The method according to claim 1, characterized in that Acquiring harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, including: According to the wheel angular velocity signal, obtaining a fundamental frequency corresponding to the wheel angular velocity signal, and obtaining a harmonic frequency of each harmonic according to the fundamental frequency; Acquire a frequency spectrum signal corresponding to the wheel angular velocity signal; A signal amplitude matching each of the harmonic frequencies is obtained from the spectrum signal, and based on the signal amplitude, a harmonic energy of each of the harmonics is obtained.

3. The method according to claim 1, characterized in that When the harmonic energy proportion or the vehicle speed meets a preset condition, the brake pressure control gain coefficient corresponding to the current braking cycle is obtained according to the harmonic energy proportion and the vehicle speed, including: According to the harmonic energy proportions, a total harmonic energy proportion is obtained; When the sum of the harmonic energy proportions is greater than a preset proportion threshold, or the vehicle speed is greater than a preset speed threshold, a first calibration coefficient, a second calibration coefficient, and a third calibration coefficient are obtained; wherein the first calibration coefficient is a reference calibration coefficient, the second calibration coefficient is a calibration coefficient associated with harmonic energy, and the third calibration coefficient is a calibration coefficient associated with vehicle speed; The brake pressure control gain coefficient is obtained according to the product of the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and the product of the third calibration coefficient and the vehicle speed.

4. The method according to claim 1, characterized in that: After obtaining the sum of the harmonic energy proportions according to the harmonic energy proportions, it also includes: When the harmonic energy proportion and the vehicle speed do not meet the preset conditions, obtaining a first target brake pressure signal based on the brake pressure signal; A braking command for the current braking cycle is generated according to the first target braking pressure signal.

5. The method according to claim 1, characterized in that: Generating a braking instruction for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal, comprising: According to the brake pressure control gain coefficient, a brake pressure adjustment signal corresponding to the current brake cycle is acquired, and a first target brake pressure signal is obtained according to the brake pressure signal; When the brake pressure adjustment signal satisfies a preset condition, obtaining a second target brake pressure signal according to the brake pressure adjustment signal and the first target brake pressure signal; The braking command is generated according to the second target braking pressure signal.

6. The method according to claim 5, characterized in that According to the brake pressure control gain coefficient, obtaining a brake pressure adjustment signal corresponding to the current brake cycle includes: According to the harmonic energy proportion of each of the harmonics, a target harmonic is obtained from the multiple harmonics, and a harmonic frequency corresponding to the target harmonic and phase data corresponding to the target harmonic are obtained; The brake pressure adjustment signal is obtained according to the brake pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

7. The method according to claim 6, characterized in that According to the harmonic energies, the harmonic energy ratios of the harmonics are obtained, including: Acquire the sum of signal energies corresponding to the wheel angular velocity signal, and use the ratio between each harmonic energy and the sum of signal energies as the harmonic energy ratio of each harmonic; According to the harmonic energy proportion of each of the harmonics, a target harmonic is obtained from the multiple harmonics, including: The harmonic with the largest harmonic energy ratio is used as the target harmonic.

8. The method according to claim 5, characterized in that When the brake pressure adjustment signal satisfies a preset condition, obtaining a second target brake pressure signal according to the brake pressure adjustment signal and the first target brake pressure signal includes: Acquire historical brake pressure adjustment signals corresponding to a preset number of historical brake cycles before the current brake cycle; When the sum of the historical brake pressure adjustment signals and the brake pressure adjustment signal is less than or equal to a preset pressure change rate threshold, a second target brake pressure signal is obtained according to the brake pressure adjustment signal and the first target brake pressure signal.

9. The method according to claim 8, characterized in that After obtaining the historical brake pressure adjustment signals corresponding to a preset number of historical brake cycles before the current brake cycle, the method further includes: When the sum of each of the historical brake pressure adjustment signals and the brake pressure adjustment signal is greater than the pressure change rate threshold, obtaining a corrected brake pressure adjustment signal corresponding to the current braking cycle based on the pressure change rate threshold and each of the historical brake pressure adjustment signals; A third target brake pressure signal is obtained according to the modified brake pressure adjustment signal and the first target brake pressure signal, and the brake instruction is generated according to the third target brake pressure signal.

10. An anti-lock brake control device, characterized in that: The device comprises: A vehicle signal acquisition module, used to acquire a wheel angular velocity signal and a brake pressure signal of the target vehicle in a current braking cycle, and a vehicle speed of the target vehicle in the current braking cycle during emergency braking of the target vehicle; A harmonic information determination module, used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy proportion of each harmonic according to the harmonic energy; A control gain acquisition module, configured to acquire a brake pressure control gain coefficient corresponding to the current braking cycle according to each of the harmonic energy proportions and the vehicle speed when the harmonic energy proportion or the vehicle speed meets a preset condition; A braking instruction generation module is used to generate a braking instruction for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; 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.

11. 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 9 are implemented.

12. 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 9 are implemented.

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