Antilock brake control method, device, controller, and readable storage medium

Abstract

The application relates to an anti-lock braking control method, device, controller and readable storage medium. The method comprises the following steps: obtaining wheel angular velocity signals, braking pressure signals and vehicle speed of a target vehicle in a current braking period during an emergency braking process of the target vehicle; obtaining harmonic frequencies and harmonic energies of a plurality of harmonics corresponding to the wheel angular velocity signals, and obtaining harmonic energy proportions of the harmonics according to the harmonic energies; obtaining a braking pressure control gain coefficient corresponding to the current braking period according to the harmonic energy proportions and the vehicle speed when the harmonic energy proportions or the vehicle speed meet preset conditions; generating a braking instruction for the current braking period based on the braking pressure control gain coefficient and the braking pressure signals; and the braking instruction is used for controlling a braking process of an anti-lock braking system of the target vehicle in the current braking period. The method can improve the applicability of the anti-lock braking control method.

Description

Technical Field

[0001] This 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 Technology

[0002] With the development of vehicle control technology, anti-lock braking systems (ABS) can be used to brake during emergency braking. This system helps the driver maintain control during emergency braking, preventing wheel lock-up and thus improving braking performance and safety. In controlling the ABS, it is necessary to keep the tires operating at their optimal slip ratio as much as possible and maintain this state for as long as possible.

[0003] However, due to machining errors in the brake disc or brake drum, even when the same braking pressure is applied, the braking force will vary periodically. This periodic variation is prone to amplification of the vibration amplitude due to resonance effect, which affects the determination of the optimal slip ratio and thus affects the braking effect and ride comfort.

[0004] In related technologies, vibration divergence during braking is usually suppressed by improving pressure regulation accuracy and sampling frequency. However, this method relies on improving machining accuracy, which makes it unsuitable for a wide range of applications and also results in poor braking control. Summary of the Invention

[0005] Therefore, 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-mentioned technical problems.

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

[0007] During the emergency braking process of the target vehicle, the wheel angular velocity signal, braking pressure signal, and vehicle speed of the target vehicle during the current braking cycle are acquired.

[0008] The harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal are obtained, and the harmonic energy ratio of each harmonic is obtained based on the harmonic energy of each harmonic.

[0009] When the harmonic energy ratio or the vehicle speed meets the preset conditions, the braking pressure control gain coefficient corresponding to the current braking cycle is obtained based on the harmonic energy ratio and the vehicle speed.

[0010] Based on the braking pressure control gain coefficient and the braking pressure signal, a braking command is generated for the current braking cycle; the braking command is used to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle.

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

[0012] In one embodiment, when the harmonic energy percentage or the vehicle speed meets a preset condition, the braking pressure control gain coefficient corresponding to the current braking cycle is obtained based on the harmonic energy percentages and the vehicle speed. This includes: obtaining a total harmonic energy percentage based on the harmonic energy percentages; when the total harmonic energy percentage is greater than a preset proportion 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; and obtaining the braking pressure control gain coefficient by multiplying the first calibration coefficient, the second calibration coefficient, and the total harmonic energy percentage, and by multiplying the third calibration coefficient and the vehicle speed.

[0013] In one embodiment, after obtaining the sum of harmonic energy proportions based on the proportions of each harmonic energy, the method further includes: when neither the harmonic energy proportions nor the vehicle speed meet preset conditions, obtaining a first target braking pressure signal based on the braking pressure signal; and generating a braking command for the current braking cycle based on the first target braking pressure signal.

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

[0015] In one embodiment, obtaining the braking pressure adjustment signal corresponding to the current braking cycle based on the braking pressure control gain coefficient includes: obtaining a target harmonic from the plurality of harmonics based on the harmonic energy ratio of each harmonic, and obtaining the harmonic frequency corresponding to the target harmonic and the phase data corresponding to the target harmonic; and obtaining the braking pressure adjustment signal based on the braking pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

[0016] In one embodiment, obtaining the harmonic energy percentage of each harmonic based on the harmonic energy of each harmonic includes: obtaining the total signal energy corresponding to the wheel angular velocity signal, and taking the ratio between each harmonic energy and the total signal energy as the harmonic energy percentage of each harmonic; and obtaining a target harmonic from the plurality of harmonics based on the harmonic energy percentage of each harmonic, including: taking the harmonic with the largest harmonic energy percentage as the target harmonic.

[0017] In one embodiment, when the brake pressure adjustment signal meets 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 brake cycles before the current brake cycle; and obtaining the second target brake pressure signal based on the brake pressure adjustment signal and the first target brake pressure signal 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.

[0018] In one embodiment, after obtaining the historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles prior to the current braking cycle, the method further includes: if the sum of each of the historical braking pressure adjustment signals and the braking pressure adjustment signals is greater than the pressure change rate threshold, obtaining a corrected braking pressure adjustment signal corresponding to the current braking cycle based on the pressure change rate threshold and each of the historical braking pressure adjustment signals; obtaining a third target braking pressure signal based on the corrected braking pressure adjustment signal and the first target braking pressure signal; and generating the braking command based on the third target braking pressure signal.

[0019] Secondly, this application also provides an anti-lock braking control device, comprising:

[0020] The vehicle signal acquisition module is used to acquire the wheel angular velocity signal, brake pressure signal, and vehicle speed of the target vehicle during the current braking cycle when the target vehicle is undergoing emergency braking.

[0021] The harmonic information determination module is used to obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and to obtain the harmonic energy ratio of each harmonic based on the harmonic energy of each harmonic.

[0022] The control gain acquisition module is used to acquire the braking pressure control gain coefficient corresponding to the current braking cycle based on the harmonic energy ratio and the vehicle speed when the harmonic energy ratio or the vehicle speed meets the preset conditions.

[0023] A braking command generation module is used to generate a braking command for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; the braking command is used to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle.

[0024] Thirdly, this application also provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described in any embodiment of the first aspect.

[0025] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any embodiment of the first aspect.

[0026] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any embodiment of the first aspect.

[0027] The aforementioned anti-lock braking control method, device, controller, computer-readable storage medium, and computer program product, during the emergency braking process of the target vehicle, acquire the wheel angular velocity signal, brake pressure signal, and vehicle speed of the target vehicle during the current braking cycle; acquire the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy ratio of each harmonic based on the harmonic energy; when the harmonic energy ratio or vehicle speed meets preset conditions, acquire the brake pressure control gain coefficient corresponding to the current braking cycle based on the harmonic energy ratio and vehicle speed; generate a braking command for the current braking cycle based on the brake pressure control gain coefficient and the brake pressure signal; the braking command is used to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle. This application, when a target vehicle undergoes emergency braking, collects wheel angular velocity signals, brake pressure signals, and vehicle speed during the current braking cycle. It then obtains the harmonic frequencies and energy of multiple harmonics corresponding to the wheel angular velocity signals, calculates the energy proportion of each harmonic, and uses the harmonic energy proportion and vehicle speed to obtain the brake pressure control gain coefficient corresponding to the current braking cycle when either the harmonic energy proportion or the vehicle speed meets preset conditions. This brake pressure control gain coefficient, along with the brake pressure signal, is used to generate a braking command for the current braking cycle, thereby controlling the braking process of the target vehicle's anti-lock braking system (ABS) during the current braking cycle. This method utilizes the control gain coefficient for braking control, suppressing vibration divergence during braking without relying on improved machining precision, thus enhancing the applicability of the ABS control method. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a flowchart illustrating an anti-lock braking control method in one embodiment;

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

[0031] Figure 3 This is a schematic diagram of the process for obtaining the braking pressure control gain coefficient in one embodiment;

[0032] Figure 4This is a flowchart illustrating the process of generating braking commands within the current braking cycle in one embodiment.

[0033] Figure 5 This is a flowchart of an anti-lock braking and vibration compensation control method based on wheel speed in one embodiment;

[0034] Figure 6 This is a flowchart illustrating harmonic characteristic analysis in one embodiment;

[0035] Figure 7 This is a schematic diagram of the control strategy execution process in one embodiment;

[0036] Figure 8 This is a flowchart illustrating the execution of the control strategy in another embodiment;

[0037] Figure 9 This is a structural block diagram of an anti-lock braking control device in one embodiment;

[0038] Figure 10 This is a diagram of the internal structure of the controller in one embodiment. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0040] In one embodiment, such as Figure 1 As shown, an anti-lock braking control method is provided. This embodiment illustrates the application of this method to a controller, which can be used to control the anti-lock braking of a vehicle, i.e., the anti-lock braking process. In this embodiment, the method includes the following steps:

[0041] Step S101: During the emergency braking process of the target vehicle, acquire the wheel angular velocity signal, braking pressure signal, and vehicle speed of the target vehicle during the current braking cycle.

[0042] The target vehicle refers to the vehicle undergoing emergency braking, while the current braking cycle is any braking control cycle during the emergency braking process of the target vehicle. The emergency braking control process of the target vehicle can be carried out according to the braking cycle, and the control process needs to be based on the vehicle-related data collected in the current braking cycle. For example, it can include the wheel angular velocity signal, braking pressure signal, and the speed of the target vehicle in the current braking cycle.

[0043] Specifically, during the emergency braking process of the target vehicle, sensors installed on the target vehicle, such as wheel speed sensors, brake pressure sensors, and vehicle speed sensors, can be used to collect wheel angular velocity signals, brake pressure signals, and vehicle speed signals during the current braking cycle.

[0044] Step S102: Obtain the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtain the harmonic energy ratio of each harmonic based on the energy of each harmonic.

[0045] Harmonic frequency refers to the frequencies corresponding to multiple harmonics contained in the wheel angular velocity signal, while harmonic energy refers to the signal energy corresponding to each harmonic. The harmonic energy ratio refers to the proportion of each harmonic energy to the total energy of the wheel angular velocity signal. After receiving the wheel angular velocity signal, the controller can obtain the frequencies and energies corresponding to the multiple harmonics contained in the wheel angular velocity signal. These are then used as multiple harmonic frequencies and harmonic energies. Furthermore, based on the harmonic energy corresponding to each harmonic, the harmonic energy ratio of each harmonic can be calculated.

[0046] Step S103: When the harmonic energy ratio or vehicle speed meets the preset conditions, obtain the braking pressure control gain coefficient corresponding to the current braking cycle based on the harmonic energy ratio and vehicle speed.

[0047] The preset conditions can be pre-set conditions used to determine whether to introduce the brake pressure control gain coefficient for brake pressure control. The brake pressure control gain coefficient is an adjustment coefficient used to adjust the output brake pressure during the control process of the anti-lock braking system. This adjustment coefficient can be determined based on the proportion of harmonic energy corresponding to each harmonic and the vehicle speed of the target vehicle.

[0048] Specifically, if either the harmonic energy ratio or the vehicle speed meets a preset condition, the controller can use the harmonic energy ratio of each harmonic and the vehicle speed of the target vehicle in the current braking cycle to calculate the braking pressure control gain coefficient corresponding to the current braking cycle.

[0049] Step S104: Based on the brake pressure control gain coefficient and the brake pressure signal, generate a braking command for the current braking cycle; the braking command is used to control the braking process of the anti-lock braking system of the target vehicle during 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 during 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 during 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 during the control process to avoid excessive adjustment gradient and thus vibration divergence, 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 during the current braking cycle.

[0051] In the aforementioned anti-lock braking control method, during the emergency braking process of the target vehicle, the following steps are taken: acquiring the wheel angular velocity signal, brake pressure signal, and vehicle speed of the target vehicle during the current braking cycle; acquiring the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal, and obtaining the harmonic energy ratio of each harmonic based on its energy; when the harmonic energy ratio or vehicle speed meets preset conditions, acquiring the brake pressure control gain coefficient corresponding to the current braking cycle based on the harmonic energy ratio and vehicle speed; generating a braking command for the current braking cycle based on the brake pressure control gain coefficient and the brake pressure signal; and using the braking command to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle. This application, when a target vehicle undergoes emergency braking, collects wheel angular velocity signals, brake pressure signals, and vehicle speed during the current braking cycle. It then obtains the harmonic frequencies and energy of multiple harmonics corresponding to the wheel angular velocity signals, calculates the energy proportion of each harmonic, and uses the harmonic energy proportion and vehicle speed to obtain the brake pressure control gain coefficient corresponding to the current braking cycle when either the harmonic energy proportion or the vehicle speed meets preset conditions. This brake pressure control gain coefficient, along with the brake pressure signal, is used to generate a braking command for the current braking cycle, thereby controlling the braking process of the target vehicle's anti-lock braking system (ABS) during the current braking cycle. This method utilizes the control gain coefficient for braking control, suppressing vibration divergence during braking without relying on improved machining precision, thus enhancing the applicability of the ABS control method.

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

[0053] Step S201: Based on the wheel angular velocity signal, obtain the fundamental frequency corresponding to the wheel angular velocity signal, and obtain the harmonic frequencies of each harmonic based on the fundamental frequency.

[0054] The fundamental frequency refers to the frequency of the fundamental frequency corresponding to the wheel angular velocity signal. After the controller obtains the wheel angular velocity signal, it 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 using the following formula:

[0056]

[0057] in, This represents the fundamental frequency corresponding to the wheel angular velocity signal, which can be obtained through... To express.

[0058] The harmonic frequencies of each harmonic can be calculated using the following formula:

[0059]

[0060] in, The harmonic frequency representing the nth harmonic of the wheel angular velocity signal, for example... The harmonic frequency representing the second harmonic is twice the fundamental frequency. This indicates the harmonic frequency of the 3rd harmonic, which is 3 times the fundamental frequency, and so on.

[0061] Step S202: Obtain the spectrum signal corresponding to the wheel angular velocity signal;

[0062] Step S203: 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.

[0063] The spectral signal corresponding to the wheel angular velocity signal can be the signal obtained by performing a Fourier transform (FFT) on the wheel angular velocity signal. The signal amplitude refers to the amplitude of the spectral signal 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. Then, the harmonic energy of each harmonic can be obtained using the signal amplitude. For example, the square of the signal amplitude matching each harmonic frequency can be used as the harmonic energy of each harmonic.

[0064] Suppose that the signal amplitude of the nth harmonic can be expressed as... If represented, then the harmonic energy of each harmonic can be obtained through... To express.

[0065] In this embodiment, after the controller obtains the wheel angular velocity signal, it can further calculate the corresponding fundamental frequency and the harmonic frequencies of each harmonic. Then, it can also calculate the spectrum signal corresponding to the wheel angular velocity signal, thereby using the spectrum signal to obtain the signal amplitude matching each harmonic frequency, and then obtain the harmonic energy of each harmonic. This method can improve the accuracy of obtaining the harmonic energy of each harmonic.

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

[0067] Step S301: Based on the proportion of each harmonic energy, obtain the total proportion of harmonic energy.

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

[0069] Step S302: When the total proportion of harmonic energy is greater than a preset proportion threshold, or the vehicle speed is greater than a preset speed threshold, obtain 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 related to harmonic energy, and the third calibration coefficient is a calibration coefficient related to vehicle speed.

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

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

[0072] Specifically, if the total proportion of harmonic energy obtained in step S301 is greater than the preset proportional threshold, or the vehicle speed is greater than the preset speed threshold, the controller can determine that a braking pressure control gain coefficient needs to be introduced for braking control. Therefore, the pre-calibrated first calibration coefficient, second calibration coefficient, and third calibration coefficient can be obtained.

[0073] Step S303: The braking pressure control gain coefficient is obtained by multiplying the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and the third calibration coefficient and the vehicle speed.

[0074] After obtaining the first calibration coefficient, the second calibration coefficient, and the third calibration coefficient, we can first calculate the product of the second calibration coefficient and the total harmonic energy ratio, and then calculate the product of the third calibration coefficient and the vehicle speed. Finally, we can combine the first calibration coefficient and the above two products to obtain the final braking pressure control gain coefficient.

[0075] For example, the harmonic energy percentage of multiple harmonics can refer to the energy percentage of the 1st to 5th harmonics, then the sum of the harmonic energy percentages E can be expressed as:

[0076]

[0077] in, This indicates the proportion of harmonic energy for each harmonic.

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

[0079]

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

[0081] In this embodiment, it can be determined whether to use the braking pressure control gain coefficient for braking control by comparing the sum of the proportions of each harmonic energy with a preset proportion threshold, and by comparing the relationship between the vehicle speed and a preset speed threshold. If it is necessary to use the braking pressure control gain coefficient for braking control, the first calibration coefficient, the second calibration coefficient, and the third calibration coefficient can be obtained in advance to calculate the braking pressure control gain coefficient. This method can improve the accuracy of obtaining the braking pressure control gain coefficient.

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

[0083] If the proportion of harmonic energy and the vehicle speed do not meet the preset conditions, such as the sum of the proportions of harmonic energy being less than or equal to a preset proportion threshold and the vehicle speed being less than or equal to a preset speed threshold, then there is no need to introduce a braking pressure control gain coefficient to generate a braking command. Instead, the braking command is generated directly using the braking pressure signal.

[0084] The first target braking pressure signal refers to the braking pressure adjustment target of the current braking cycle, which is directly obtained from the braking pressure signal. In this embodiment, if the harmonic energy ratio and vehicle speed do not meet the preset conditions, the controller can directly calculate the braking pressure adjustment target of the current braking cycle based on the braking pressure signal collected in the current braking cycle, and use it as the first target braking pressure signal. Then, the first target braking pressure signal can be used to generate the 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 vehicle speed do not meet the preset conditions, thereby ensuring the safety of the anti-lock braking control.

[0085] In this embodiment, if neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, the braking command can be generated directly using the braking pressure signal within the current braking cycle. In this way, the braking control of the anti-lock braking system can be ensured even when neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, thereby ensuring the safety of the anti-lock braking control.

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

[0087] Step S401: Based on the braking pressure control gain coefficient, obtain the braking pressure adjustment signal corresponding to the current braking cycle, and obtain the first target braking pressure signal based on the braking pressure signal.

[0088] The brake pressure adjustment signal is an adjustment signal obtained from the brake pressure control gain coefficient, which is used to adjust the target brake pressure. 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: If the brake pressure adjustment signal meets the preset conditions, the second target brake pressure signal is obtained based on the brake pressure adjustment signal and the first target brake pressure signal.

[0090] Step S403: Generate a braking command based on the second target braking pressure signal.

[0091] The second target braking pressure signal is the braking pressure adjustment target obtained by updating the braking pressure adjustment signal. Specifically, after receiving the braking pressure adjustment signal, the controller can also determine whether the braking pressure adjustment signal meets the preset conditions. Only when the conditions are met will the controller use the braking pressure adjustment signal and the first target braking pressure signal to obtain the second target braking pressure signal, and then use the second target braking pressure signal to generate a braking command.

[0092] For example, the second target braking pressure signal is If expressed in terms of the second target braking pressure signal, then it can be obtained by the following formula:

[0093]

[0094] in, This indicates the first target braking pressure signal, while This indicates a brake pressure adjustment signal.

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

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

[0097] In this embodiment, the target harmonic can be understood as the main harmonic causing wheel vibration interference. After obtaining the harmonic energy ratio corresponding to each harmonic, the controller can further filter out the target harmonic from multiple harmonics based on the aforementioned harmonic energy ratio, and determine the harmonic frequency and phase data corresponding to the target harmonic. Then, the brake pressure adjustment signal can be obtained using the brake pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

[0098] For example, the brake pressure adjustment signal is used to Therefore, the brake pressure adjustment signal can be obtained through the following formula:

[0099]

[0100] Where K represents the braking pressure control gain coefficient. This represents the harmonic frequency corresponding to the target harmonic, while This represents the phase data corresponding to the target harmonic.

[0101] In this embodiment, after obtaining the harmonic energy ratio of each harmonic, the controller can also determine the main interfering harmonic from multiple harmonics as the target harmonic, and then use the braking pressure control gain coefficient, the harmonic frequency and phase data of the target harmonic to obtain the braking pressure adjustment signal. This method can improve the accuracy and efficiency of obtaining the braking pressure adjustment signal.

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

[0103] In this embodiment, the harmonic energy ratio can 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 with the harmonic energy ratio.

[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 total signal energy can be used as the harmonic energy percentage of each harmonic. Then, based on the harmonic energy percentage of each harmonic, the harmonic with the largest harmonic energy percentage can be determined as the target harmonic.

[0105] For example, the proportion of harmonic energy of the nth harmonic can be expressed as... If expressed in terms of harmonic energy proportion, it can be calculated using the following formula:

[0106]

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

[0108] In this embodiment, the controller can also use the ratio between each harmonic energy and the sum of the signal energy corresponding to the wheel angular velocity signal as the harmonic energy ratio of each harmonic, and take the harmonic with the largest harmonic energy ratio as the target harmonic. This method can improve the accuracy of harmonic energy ratio and target harmonic acquisition.

[0109] Furthermore, step S402 may further include: acquiring historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles prior to the current braking cycle; and, if 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, obtaining a second target braking pressure signal based on the braking pressure adjustment signal and the first target braking pressure signal.

[0110] The historical braking cycle refers to a preset number of braking cycles before the current braking cycle, such as the previous 5 braking cycles before the current braking cycle. 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 that the braking pressure adjustment signal meets can be a preset integral protection condition. Therefore, the controller can combine the historical braking pressure adjustment signal within the historical braking cycle with the braking pressure adjustment signal of the current braking cycle to determine whether the braking 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 acquire the historical brake pressure adjustment signals of a preset number of historical braking cycles prior to the current braking cycle. Then, the controller can sum the brake pressure adjustment signal and each historical brake pressure adjustment signal and determine whether the summation result is less than or equal to a preset pressure change rate threshold. This threshold can be used as an integral protection condition. If the summation result is less than or equal to the preset pressure change rate threshold, i.e., 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 sum of the brake pressure adjustment signal and each historical brake pressure adjustment signal with a preset pressure change rate threshold. Only when the condition is met can the second target brake pressure signal be obtained based on the brake pressure adjustment signal and the first target brake pressure signal. This method can ensure that the brake pressure adjustment signal can meet the integral protection condition, further improving the safety of anti-lock braking control.

[0113] In addition, after obtaining the historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles prior to the current braking cycle, the process may further include: if the sum of each historical braking pressure adjustment signal and the braking pressure adjustment signal is greater than the pressure change rate threshold, obtaining the 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; obtaining the third target braking pressure signal based on the corrected braking pressure adjustment signal and the first target braking pressure signal; and generating a braking command based on the third target braking pressure signal.

[0114] If the sum of all historical braking pressure adjustment signals and the braking pressure adjustment signal exceeds the pressure change rate threshold, it indicates that the braking pressure adjustment signal does not meet the integral protection condition. Therefore, to prevent excessively rapid braking pressure adjustment, the controller can obtain a corrected braking pressure adjustment signal for the current braking cycle based on the pressure change rate threshold and all historical braking pressure adjustment signals. For example, the difference between the pressure change rate threshold and all historical braking pressure adjustment signals can be used as the corrected braking pressure adjustment signal for the current braking cycle. Then, the controller can obtain a third target braking pressure signal based on the corrected braking pressure adjustment signal and the first target braking pressure signal, and generate a braking command based on the third target braking pressure signal, instead of using a second target braking pressure signal obtained from the braking pressure adjustment signal and the first target braking pressure signal to generate the braking command.

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

[0116]

[0117] in, The maximum brake pressure adjustment signal for the current braking cycle can be obtained by comparing the pressure change rate threshold with the difference between historical brake pressure adjustment signals. If the brake pressure adjustment signal meets the above conditions, it indicates that the brake pressure adjustment signal meets the preset conditions. In this case, the controller can use the brake pressure adjustment signal and the first target brake pressure signal to obtain the second target brake pressure signal and generate a braking command. However, if the brake pressure adjustment signal does not meet the above conditions, i.e., the brake pressure adjustment signal does not meet the preset conditions, the controller can then... As a corrected braking pressure adjustment signal, the third target braking pressure signal is obtained by using the corrected braking pressure adjustment signal and the first target braking pressure signal, thereby generating 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 corrected brake pressure adjustment signal and the first target brake pressure signal to generate a brake command. This method can avoid the brake pressure adjustment being too fast, thereby further improving the safety of the anti-lock braking control.

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

[0120] Step S1: Signal Acquisition. This embodiment requires the following sensor: Wheel speed sensor: used to acquire wheel angular velocity signals. Brake pressure sensor: Used to acquire the brake line pressure signal p(t). Data processing first checks the validity of the data at each sampling point, verifying that the signal is within the measurement range, checking signal continuity, and marking abnormal data points. Then, data smoothing is performed, applying moving average filtering to remove abrupt changes and compensate for sensor delay. This part is processed uniformly in the system's sensor section.

[0121] Step S2: Harmonic Feature Analysis. This mainly involves extracting the characteristics of the disturbance to provide a basis for subsequent control strategies. It accurately identifies the jitter characteristics during braking, providing precise timing for control intervention. The specific process of this step is as follows: Figure 6 As shown.

[0122] Step S2.1: Determine the fundamental frequency. Since this type of interference originates from the mechanical rotating parts, it is related to the wheel rotation cycle. For example, inconsistencies in brake disc performance may manifest as one or more instances of performance interference within a single cycle.

[0123] Therefore, the fundamental frequency is calculated based on the wheel angular velocity signal. Fundamental frequency The fundamental frequency value is updated in real time to adapt to changes in vehicle speed. Then, the frequency range of the 1st to 5th harmonics is confirmed. The nth harmonic frequency... Considering frequency fluctuations, a frequency observation window is established: [0.8] 1.2 The values ​​of 0.8 and 1.2 here are just reference examples and can be calibrated and adjusted according to actual applications.

[0124] Step S2.2: FFT analysis. The design data window length is constrained, ensuring at least two complete cycles of the fundamental frequency are included. The window length is... , The sampling frequency is set to [value]. Data preprocessing is then performed, using data after removing the DC component, applying a Hanning window to reduce spectral leakage, and ensuring data continuity. A Fast Fourier Transform is then executed to calculate the spectrum.

[0125] Step S2.3: Energy Calculation and Analysis. Extract the amplitude for each harmonic component. Calculate energy and phase information Then calculate the total energy. This represents the sum of all energy from the wheel angular velocity signal. Then, the proportion of harmonic energy is calculated. And identify the main interference frequencies.

[0126] Step S2.4: Analyze and evaluate the results. Compare the relative readings of each harmonic, identify the order of the dominant harmonic, and determine whether intervention is needed (if it exceeds a set threshold). At this time, also analyze the time-varying characteristics, detect the changing trend of energy proportion, evaluate the frequency shift and predict the trend, and track changes.

[0127] Step S2.5: Quality Assurance. Real-time performance assurance, latency analysis, and ensuring timely control.

[0128] Step S3: Control Strategy Execution. This control strategy execution scheme emphasizes the safety, stability, and effectiveness of control. Through multi-level monitoring and adjustment mechanisms, it ensures the reliable implementation of anti-jitter control. The main implementation idea is to monitor whether the harmonic energy exceeds a basic threshold. If so, anti-resonance control is triggered, identifying the frequency with the highest energy percentage. At the corresponding interference peak frequency, the device locks the braking pressure. The process of this step is as follows: Figure 7 As shown, the specific refinement process can be as follows: Figure 8 As shown.

[0129] Step S3.1: Intervention determination, setting a basic threshold. It monitors the energy proportion of each harmonic (e.g., 1st to 5th harmonics) in real time. When the sum of the energy proportions of all harmonics exceeds a threshold... When the system is activated, control intervention is triggered. Simultaneously, safety monitoring is performed, acquiring real-time information such as vehicle speed (v) and braking pressure to check the system's operational status and ensure the safety of the control intervention.

[0130] Step S3.2: Control Strategy Selection. Based on the vibration characteristics and vehicle status, a choice is made between two strategies: a hold strategy and a dynamic gain adjustment strategy. The strategy selection and switching mechanism is based on the harmonic energy percentage threshold and vehicle speed.

[0131] Maintenance strategy: When the total proportion of harmonic energy just exceeds the threshold ,Right now And the vehicle speed is below the threshold. When the system is in a state of flux, a hold strategy is selected. In this case, the control system maintains the current braking pressure unchanged, reduces the excitation to the system, and avoids introducing new disturbances.

[0132] Dynamic gain adjustment strategy: When the total proportion of harmonic energy is significantly higher than the threshold Or the vehicle speed is higher than In this case, a dynamic gain adjustment strategy is selected. This strategy suppresses jitter while ensuring braking effect by adjusting the control gain in real time.

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

[0134] For the hold strategy, the control system maintains the current braking pressure. The status remains unchanged, and harmonic energy and vehicle condition are continuously monitored. When the total proportion of harmonic energy drops below a threshold, i.e. When necessary, smoothly terminate the control intervention.

[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, achieving a dynamic response to the target deceleration. The formula for calculating the control gain K is:

[0136]

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

[0138] In the brake vibration control system , , The three calibration coefficients have a significant impact on system performance. As a basic gain coefficient, it is calibrated in the range of 0.1-0.5, mainly determined under static or low-speed conditions, to provide the system with basic suppression capability. As a harmonic energy correlation coefficient, its value ranges from 0.5 to 2.0. It needs to be calibrated under different jitter intensities to ensure that the system has an appropriate response to jitter of various degrees. This is the speed correlation coefficient, with a value ranging from 0.01 to 0.1. It needs to be verified under different vehicle speed conditions, with particular attention to system stability at high speeds. The calibration process should follow the principle of first... ,back ,at last The order of calibration should be considered, along with the coupling relationship between the three components. After calibration, comprehensive verification is required to ensure the system operates stably under various conditions. A calibration database should be established, and adaptive algorithms can be introduced to achieve dynamic adjustments when necessary to obtain better control performance. Finally, the long-term reliability of the system is verified through real-vehicle testing.

[0139] Pressure adjustment amount The calculation is as follows:

[0140]

[0141] in: The main interfering harmonic frequency; This represents the phase of the harmonic.

[0142] The adjusted braking pressure is:

[0143]

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

[0145]

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

[0147] The brake vibration control method provided in this embodiment can effectively reduce braking force fluctuations and improve vehicle braking stability and directional control performance through real-time monitoring and intelligent adjustment. This system not only significantly improves ride comfort, reduces wear on braking system components, and extends their service life, but also enhances overall vehicle safety, providing users with a more reliable and smoother driving experience and achieving an optimal balance between safety and comfort.

[0148] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0149] Based on the same inventive concept, this application also provides an anti-lock braking control device for implementing the aforementioned anti-lock braking control method. The solution provided by this device is similar to the implementation described in the above method; therefore, the specific limitations in one or more anti-lock braking control device embodiments provided below can be found in the limitations of the anti-lock braking control method described above, and will not be repeated here.

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

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

[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 to obtain the harmonic energy ratio of each harmonic based on the energy of each harmonic.

[0153] The control gain acquisition module 903 is used to acquire the braking pressure control gain coefficient corresponding to the current braking cycle based on the proportion of each harmonic energy and the vehicle speed, when the harmonic energy ratio or vehicle speed meets the preset conditions.

[0154] The braking command generation module 904 is used to generate braking commands for the current braking cycle based on the braking pressure control gain coefficient and the braking pressure signal; the braking commands are used to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle.

[0155] In one embodiment, the harmonic information determination module 902 is further configured 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 configured to obtain the total harmonic energy proportion based on the proportion of each harmonic energy; and to obtain a first calibration coefficient, a second calibration coefficient, and a third calibration coefficient when the total harmonic energy proportion is greater than a preset proportion threshold or the vehicle speed is greater than a preset speed threshold. 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 braking pressure control gain coefficient is obtained by multiplying the first calibration coefficient, the second calibration coefficient, and the total harmonic energy proportion, and by multiplying the third calibration coefficient and the vehicle speed.

[0157] In one embodiment, the braking command generation module 904 is further configured to, when neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, obtain a first target braking pressure signal based on the braking pressure signal; and generate a braking command for the current braking cycle based on the first target braking pressure signal.

[0158] In one embodiment, the braking command generation module 904 is further configured to obtain the braking pressure adjustment signal corresponding to the current braking cycle according to the braking pressure control gain coefficient, and obtain a first target braking pressure signal according to the braking pressure signal; if the braking pressure adjustment signal meets the preset conditions, 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 configured to obtain a target harmonic from multiple harmonics based on the harmonic energy ratio of each harmonic, and obtain the harmonic frequency and phase data corresponding to the target harmonic; and obtain a braking pressure adjustment signal based on the braking pressure control gain coefficient, the harmonic frequency corresponding to the target harmonic, and the phase data.

[0160] In one embodiment, the harmonic information determination module 902 is further configured 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 percentage of each harmonic; and use the harmonic with the largest harmonic energy percentage as the target harmonic.

[0161] In one embodiment, the braking command generation module 904 is further configured to acquire historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles prior to the current braking cycle; and, if 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, to obtain a second target braking pressure signal 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 further configured to, 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 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; obtain a third target braking pressure signal based on the corrected braking pressure adjustment signal and the first target braking pressure signal; and generate a braking command based on the third target braking pressure signal.

[0163] The modules in the aforementioned anti-lock braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0164] In one embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 10 As shown, the controller includes a processor, memory, input / output interfaces, and a communication interface. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the input / output interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interfaces are used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements an anti-lock braking control method.

[0165] Those skilled in the art will understand that Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0166] In one embodiment, a controller is also provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps in the above method embodiments.

[0167] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0168] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[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, data stored, data displayed, 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 the relevant data must comply with relevant regulations.

[0170] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this 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. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0171] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. An anti-lock braking control method, characterized in that, The method includes: During the emergency braking process of the target vehicle, the wheel angular velocity signal, braking pressure signal, and vehicle speed of the target vehicle during the current braking cycle are acquired. The harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal are obtained, and the harmonic energy ratio of each harmonic is obtained based on the harmonic energy of each harmonic. When the harmonic energy ratio or the vehicle speed meets the preset conditions, the braking pressure control gain coefficient corresponding to the current braking cycle is obtained based on the harmonic energy ratio and the vehicle speed. Based on the braking pressure control gain coefficient and the braking pressure signal, a braking command is generated for the current braking cycle; the braking command is used to control the braking process of the anti-lock braking system of the target vehicle during the current braking cycle.

2. The method according to claim 1, characterized in that, Obtaining the harmonic frequencies and harmonic energies of multiple harmonics corresponding to the wheel angular velocity signal includes: Based on the wheel angular velocity signal, obtain the fundamental frequency corresponding to the wheel angular velocity signal, and obtain the harmonic frequency of each harmonic based on the fundamental frequency. Obtain the spectral signal corresponding to the wheel angular velocity signal; The signal amplitudes matching each harmonic frequency are obtained from the spectrum signal, and the harmonic energy of each harmonic is obtained based on the signal amplitudes.

3. The method according to claim 1, characterized in that, When the harmonic energy ratio or the vehicle speed meets preset conditions, the braking pressure control gain coefficient corresponding to the current braking cycle is obtained based on the harmonic energy ratio and the vehicle speed, including: Based on the respective harmonic energy percentages, the total harmonic energy percentage is obtained; When the total proportion of harmonic energy is greater than a preset proportion threshold, or when 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 braking pressure control gain coefficient is obtained by multiplying the first calibration coefficient, the second calibration coefficient and the sum of the harmonic energy proportions, and 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 based on the respective harmonic energy proportions, the following is also included: If neither the harmonic energy ratio nor the vehicle speed meets the preset conditions, a first target braking pressure signal is obtained based on the braking pressure signal. A braking command is generated for the current braking cycle based on the first target braking pressure signal.

5. The method according to claim 1, characterized in that, Based on the braking pressure control gain coefficient and the braking pressure signal, a braking command is generated for the current braking cycle, including: Based on the braking pressure control gain coefficient, obtain the braking pressure adjustment signal corresponding to the current braking cycle, and obtain the first target braking pressure signal based on the braking pressure signal; When the brake pressure adjustment signal meets the preset conditions, a second target brake pressure signal is obtained based on the brake pressure adjustment signal and the first target brake pressure signal. The braking command is generated based on the second target braking pressure signal.

6. The method according to claim 5, characterized in that, Based on the brake pressure control gain coefficient, obtain the brake pressure adjustment signal corresponding to the current braking cycle, including: Based on the harmonic energy ratio of each harmonic, a target harmonic is obtained from the plurality of harmonics, and the harmonic frequency and phase data corresponding to the target harmonic are obtained. The braking pressure adjustment signal is obtained based on the braking 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, Based on the harmonic energies of each harmonic, the harmonic energy percentage of each harmonic is obtained, including: Obtain the total signal energy corresponding to the wheel angular velocity signal, and take the ratio between each harmonic energy and the total signal energy as the harmonic energy ratio of each harmonic. Based on the harmonic energy percentage of each of the harmonics, the target harmonic is obtained from the plurality of harmonics, including: The harmonic with the highest proportion of harmonic energy is taken as the target harmonic.

8. The method according to claim 5, characterized in that, When the brake pressure adjustment signal meets preset conditions, a second target brake pressure signal is obtained based on the brake pressure adjustment signal and the first target brake pressure signal, including: Obtain the historical braking pressure adjustment signals corresponding to a preset number of historical braking cycles prior to the current braking cycle. If the sum of the historical braking pressure adjustment signals and the braking pressure adjustment signals 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 signals and the first target braking pressure signal.

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

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

11. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 9.

Images