Automobile brake control system

Abstract

The invention relates to the technical field of vehicle brake control, and discloses an automobile brake control system, which comprises a data acquisition unit, a brake control unit and a brake execution unit, and is characterized in that key information such as wheel speed, brake hydraulic pressure, acceleration, steering angle, road surface friction coefficient and the like is acquired in real time, and dynamic adjustment factors and a brake force distribution algorithm are combined; accurate calculation and optimal distribution of the braking force are realized; meanwhile, the braking force is dynamically adjusted according to the vehicle state and the road condition, the braking efficiency and safety are remarkably improved, and particularly, the sideslip and drifting phenomena are effectively prevented on emergency braking or wet and slippery road surfaces; through reasonable distribution of braking force of the front and rear shafts and the left and right wheels, abrasion of a braking system is reduced, the service life is prolonged, and the maintenance cost is reduced; the method has the advantages of being high in real-time performance, accuracy and adaptability and the like, is suitable for various complex road conditions and driving conditions, and remarkably improves the overall performance and safety of the vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle brake control, and in particular to a vehicle brake control system. Background Art

[0002] Traditional braking systems usually use a fixed braking force distribution method and cannot be dynamically adjusted according to the vehicle's actual operating status and road conditions. This leads to problems such as low braking efficiency, vehicle skidding, and tail-spinning in emergency braking, slippery roads or complex driving conditions, which seriously affects driving safety.

[0003] In addition, with the advancement of intelligent technology, vehicles have higher and higher requirements for braking systems. Traditional braking systems lack the ability to monitor and analyze vehicle dynamic parameters in real time, and cannot achieve accurate braking force distribution and control.

[0004] Although the existing brake control system has achieved brake force distribution to a certain extent, it still has the following shortcomings: 1) Lack of comprehensive analysis of multiple vehicle dynamic parameters, resulting in inaccurate braking force distribution; 2) Unable to adjust braking force in real time according to road conditions and driving behavior, poor adaptability; 3) The braking system has a low level of intelligence and cannot meet the high requirements of modern vehicles for safety and handling.

[0005] Therefore, there is an urgent need for a vehicle braking control system that can collect data in real time, dynamically adjust braking force and realize intelligent control to solve the above problems and improve the overall performance and safety of the vehicle. Summary of the invention

[0006] The purpose of the present invention is to provide a vehicle braking control system, which solves the technical problems raised in the background technology.

[0007] The purpose of the present invention can be achieved through the following technical solutions: A vehicle braking control system, comprising: Data acquisition unit, used to obtain various key information during vehicle operation in real time; A brake control unit is used to receive various key information from the data acquisition unit, then perform brake force analysis on the key information, and then distribute the brake force according to the brake force analysis result, and finally generate a brake force control instruction according to the brake force distribution result, and then transmit the brake force control instruction to the brake execution unit; A brake execution unit includes a brake and a brake fluid pressure regulating device, which is used to execute brakes on each wheel of the vehicle through the brake and the brake fluid pressure regulating device in combination with the result of the brake control unit.

[0008] As a further solution of the present invention: the data acquisition unit includes a wheel speed sensor, a brake pressure sensor, an acceleration sensor, a steering angle sensor and a road friction coefficient sensor; Among them, the wheel speed sensor is responsible for real-time monitoring of the rotation speed of each wheel; the brake pressure sensor is used to monitor the brake fluid pressure; the acceleration sensor is used to monitor the longitudinal acceleration and lateral acceleration of the vehicle; the steering angle sensor is used to monitor the steering wheel steering angle; the road friction coefficient sensor is used to monitor the friction coefficient of the road surface.

[0009] As a further solution of the present invention: the braking force analysis method is as follows: Step A1: Calculation of basic braking force: Extract the vehicle's mass and expected deceleration and label them as M and JS; According to Newton's second law, force equals mass times acceleration; Then through: Fa = M × JS; Calculate the basic braking force Fa; The vehicle mass M is a fixed value determined by the design parameters of the vehicle; the expected deceleration JS is the deceleration value that the vehicle should achieve when braking, which is set in advance based on the design requirements of the vehicle, the control objectives of the braking system, and the expected braking effect; Step A2: Dynamic adjustment factor calculation: Extract wheel speed, brake fluid pressure, vehicle longitudinal and lateral acceleration, steering wheel angle and road friction coefficient; Then multiply them by the corresponding preset weight coefficients respectively, and then add them together to obtain the dynamic adjustment factor; Step A3: Final braking force calculation: Multiply the basic braking force by the dynamic adjustment factor to obtain the final braking force; The calculation formula of the final braking force is: F0=Fa×K; In the formula, F0 is the final braking force; As a further solution of the present invention: the calculation formula of the dynamic adjustment factor is as follows: K=β 1 ×V+β 2 ×P+β 3 ×Za+β 4 ×Ha+β 5 ×D+β 6 ×C Where K is the dynamic adjustment factor, V is the speed, P is the brake fluid pressure, Za is the longitudinal acceleration, Ha is the lateral acceleration, D is the steering angle, C is the friction coefficient, and β 1 is the weight coefficient preset according to the speed, β2 is the weight coefficient preset according to the brake fluid pressure, β 3 is the weight coefficient preset according to the longitudinal acceleration, β 4 is the weight coefficient preset according to the lateral acceleration, β 5 is the weight coefficient preset according to the steering angle, β 6 It is a weight coefficient preset according to the friction coefficient.

[0010] As a further embodiment of the present invention: wherein, β 1 +β 2 +β 3 +β 4 +β 5 +β 6 =1, and the specific value of the weight coefficient is determined through experimental debugging.

[0011] As a further solution of the present invention: the braking force distribution method is as follows: Step K1, front and rear axle braking force distribution: Get the center of gravity of the vehicle; At the same time, the distance from the front axle of the vehicle to the center of gravity of the vehicle is obtained and marked as LQ, and the distance from the rear axle of the vehicle to the center of gravity of the vehicle is obtained and marked as LH; Then through: ; Calculate the distribution ratio coefficient R (QH) of the front and rear axle braking forces; Step K2: Distribution of braking force between left and right wheels: pass: ; Calculate the distribution ratio coefficient R (ZY) of the left and right wheel braking force.

[0012] As a further solution of the present invention: wherein LQ and LH are obtained through the design drawings of the vehicle or actual measurements.

[0013] As a further solution of the present invention: the braking force control instruction is generated as follows: Step H1: Distribute the braking force of the front and rear axle brakes: The final braking force is distributed to the front axle brake and the rear axle brake using the front and rear axle braking force distribution ratio R (QH); Among them, the calculation formula of the braking force of the front axle brake is: FQ=F0×R(QH); Where, FQ is the braking force of the front axle brake; The calculation formula of the braking force of the rear axle brake is: FH=F0×[1-R(QH)] or FH=F0-FQ; Where, FH is the braking force of the rear axle brake; Step H2: Distribute the braking force of each wheel brake: The final braking force is distributed to the front axle left wheel brake, the rear axle left wheel brake, the front axle right wheel brake, and the rear axle right wheel brake using the left and right wheel braking force distribution ratio R (ZY); The calculation formula for the braking force of the left wheel brake of the front axle is: ; Where, F (QZ) is the braking force of the left wheel brake on the front axle; The calculation formula for the braking force of the rear axle left wheel brake is: ; Where, F (HZ) is the braking force of the left wheel brake on the rear axle; The calculation formula for the braking force of the right wheel brake of the front axle is: ; In the formula, F (QY) is the braking force of the right wheel brake on the front axle; The calculation formula for the braking force of the rear axle right wheel brake is: ; Where F (HY) is the braking force of the right wheel brake on the rear axle.

[0014] As a further solution of the present invention: the braking execution mode is as follows: The braking force of the front axle left wheel brake, the braking force of the rear axle left wheel brake, the braking force of the front axle right wheel brake and the braking force of the rear axle brake are taken as control instructions received by the brake, and the brake fluid pressure regulating device regulates the brake fluid pressure in real time according to the control instructions.

[0015] As a further solution of the present invention: wherein the brake is used to apply braking force to the wheel, and the brake fluid pressure regulating device regulates the pressure of the brake fluid according to the control command issued by the control unit.

[0016] Beneficial effects of the present invention: The present invention can obtain various key information in the vehicle operation process in real time through the data acquisition unit, namely wheel speed, brake fluid pressure, acceleration, steering angle, road friction coefficient, etc., and generate accurate braking force control instructions in real time in combination with the analysis and calculation of the brake control unit. This real-time and accurate performance ensures the braking effect of the vehicle under various road conditions and driving conditions, and improves driving safety and stability.

[0017] The present invention, through the calculation of dynamic adjustment factors, the system can dynamically adjust the braking force distribution according to the real-time status of the vehicle, such as wheel speed, brake fluid pressure, acceleration, steering angle, road friction coefficient, etc. This dynamic adjustment capability enables the braking system to adapt to different driving conditions and road conditions, avoiding the limitation of fixed braking force distribution in traditional braking systems, and further improving the vehicle's controllability and safety.

[0018] The present invention calculates the braking force distribution of the front and rear axles and the left and right wheels, and the system can reasonably distribute the braking force to each wheel according to the center of gravity position and driving state of the vehicle. This optimized distribution not only improves the braking efficiency, but also reduces the unstable phenomena such as vehicle side slip and tail swing during braking, especially in emergency braking or slippery roads, and significantly improves the stability and safety of the vehicle.

[0019] The present invention, through intelligent analysis of the brake control unit, can automatically generate the optimal brake force control command according to the design parameters of the vehicle, the control target of the brake system and the expected braking effect. This intelligent control reduces the driver's operating burden and improves driving comfort and safety.

[0020] The present invention can adapt to different road conditions such as wet, slippery, icy, snowy, gravel and driving behaviors such as sharp turns and emergency braking, and ensure the braking performance of the vehicle in various complex environments, because the system can monitor multiple parameters such as road friction coefficient, vehicle acceleration, steering angle and so on in real time and dynamically adjust the braking force distribution.

[0021] The present invention, through precise braking force distribution and dynamic adjustment, the system can prevent a single wheel or brake from being subjected to excessive braking force, thereby reducing the wear of the braking system, extending the service life of the brake and the brake fluid pressure regulating device, and reducing the maintenance cost of the vehicle.

[0022] The present invention reduces unnecessary braking force waste and avoids energy loss caused by excessive braking by optimizing braking force distribution, thereby improving the fuel economy of the vehicle to a certain extent.

[0023] In summary, the present invention significantly improves the braking performance, handling, safety and economy of the vehicle through real-time data collection, dynamic adjustment, intelligent control and optimized braking force distribution, and has broad application prospects and market value. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention will be further described below in conjunction with the accompanying drawings.

[0025] Figure 1 The present invention is a system block diagram of a vehicle braking control system.

[0026] Figure 2 The invention discloses a flow chart of a brake control unit in a brake control system for an automobile. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Embodiment 1

[0028] See also Figure 1 and Figure 2 As shown, the present invention is a vehicle braking control system, comprising: The data acquisition unit includes a variety of different types of sensors to obtain various key information during vehicle operation in real time; Specifically including: wheel speed sensor, brake pressure sensor, acceleration sensor, steering angle sensor and road friction coefficient sensor; Among them, the wheel speed sensor is responsible for real-time monitoring of the rotation speed of each wheel; the brake pressure sensor is used to monitor the brake fluid pressure; the acceleration sensor is used to monitor the longitudinal acceleration and lateral acceleration of the vehicle; the steering angle sensor is used to monitor the steering angle of the steering wheel; the road friction coefficient sensor is used to monitor the friction coefficient of the road surface; A brake control unit is used to receive key information from the data acquisition unit, then perform brake force analysis on the key information, and then distribute the brake force according to the brake force analysis result, and finally generate a brake force control instruction according to the brake force distribution result, and then transmit the brake force control instruction to the brake execution unit; The braking force analysis method is as follows: Step A1: Calculation of basic braking force: Extract the vehicle's mass and expected deceleration and label them as M and JS; According to Newton's second law, force equals mass times acceleration; Then through: Fa = M × JS; Calculate the basic braking force Fa; In this embodiment, the vehicle mass M is a relatively fixed value, which is determined by the design parameters of the vehicle; the expected deceleration JS is a deceleration value that should be achieved when the vehicle brakes, which is set in advance based on the design requirements of the vehicle, the control objectives of the braking system, and the expected braking effect; Step A2: Dynamic adjustment factor calculation: Extract wheel speed, brake fluid pressure, vehicle longitudinal and lateral acceleration, steering wheel angle and road friction coefficient; Then multiply them by the corresponding preset weight coefficients respectively, and then add them together to obtain the dynamic adjustment factor; The calculation formula of the dynamic adjustment factor is as follows: K=β 1 ×V+β 2 ×P+β 3 ×Za+β 4 ×Ha+β 5 ×D+β 6 ×C Where K is the dynamic adjustment factor, V is the speed, P is the brake fluid pressure, Za is the longitudinal acceleration, Ha is the lateral acceleration, D is the steering angle, C is the friction coefficient, and β 1 is the weight coefficient preset according to the speed, β 2 is the weight coefficient preset according to the brake fluid pressure, β 3 is the weight coefficient preset according to the longitudinal acceleration, β 4 is the weight coefficient preset according to the lateral acceleration, β 5 is the weight coefficient preset according to the steering angle, β 6 is a weight coefficient preset according to the friction coefficient; Among them, β 1 +β 2 +β 3 +β 4 +β 5 +β 6 =1, and the specific value of the weight coefficient is determined through experimental debugging; Step A3: Final braking force calculation: Multiply the basic braking force by the dynamic adjustment factor to obtain the final braking force; The calculation formula of the final braking force is: F0=Fa×K; In the formula, F0 is the final braking force; By introducing the dynamic adjustment factor, the final braking force can be dynamically adjusted according to the real-time operating status of the vehicle and road conditions, thereby improving the safety and comfort of braking. For example, when the vehicle is driving on a slippery road, the road friction coefficient is small, and the dynamic adjustment factor will be reduced accordingly, thereby reducing the final braking force to avoid wheel locking; when the vehicle needs emergency braking, the dynamic adjustment factor will increase, increasing the final braking force to meet the needs of rapid deceleration; The braking force is distributed as follows: Step K1, front and rear axle braking force distribution: Get the center of gravity of the vehicle; At the same time, the distance from the front axle of the vehicle to the center of gravity of the vehicle is obtained and marked as LQ, and the distance from the rear axle of the vehicle to the center of gravity of the vehicle is obtained and marked as LH; In this embodiment, LQ and LH are obtained through the design drawings of the vehicle or actual measurements; Then through: ; Calculate the distribution ratio coefficient R (QH) of the front and rear axle braking forces; In this embodiment, the load distribution of the front and rear axles is different during the driving process of the vehicle, and the road friction coefficient will also affect the distribution of the braking force; when the vehicle brakes, due to inertia, the center of gravity of the vehicle will shift forward, causing the load on the front axle to increase and the load on the rear axle to decrease; therefore, in order to fully utilize the adhesion of the wheels, it is necessary to reasonably distribute the braking force of the front and rear axles according to the center of gravity position of the vehicle and the road friction coefficient; For example, on a dry road, the friction coefficient of the road surface is relatively large, and the braking force distribution ratio between the front and rear axles can be relatively balanced; On slippery roads, the friction coefficient of the road surface is small. In order to prevent the rear axle wheels from locking first, the braking force distribution ratio of the rear axle needs to be appropriately reduced. Step K2: Distribution of braking force between left and right wheels: pass: ; Calculate the distribution ratio coefficient R (ZY) of the left and right wheel braking forces; In this embodiment, during the vehicle steering process, the driving trajectories and force conditions of the inner and outer wheels are different, so the braking force of the left and right wheels needs to be reasonably distributed; the larger the steering angle, the greater the degree of steering of the vehicle. At this time, the outer wheel needs a greater braking force to maintain the stability of the turn, so the steering angle plays a regulatory role in the formula; the lateral acceleration reflects the centrifugal force of the vehicle when turning. The greater the centrifugal force, the greater the demand for braking force. Therefore, the lateral acceleration is also involved in the calculation of the left and right wheel braking force distribution ratio. The road friction coefficient also affects the distribution of the left and right wheel braking force. Under different road conditions, the left and right wheel braking force distribution is dynamically adjusted according to the formula to ensure the stability and safety of the vehicle during steering and braking; The braking force control command is generated as follows: Step H1, using the front and rear axle braking force distribution ratio R (QH) to distribute the final braking force to the front axle brake and the rear axle brake; Among them, the calculation formula of the braking force of the front axle brake is: FQ=F0×R(QH); Where, FQ is the braking force of the front axle brake; The calculation formula of the braking force of the rear axle brake is: FH=F0×[1-R(QH)] or FH=F0-FQ; Where, FH is the braking force of the rear axle brake; Step H2, using the left and right wheel braking force distribution ratio R (ZY) to distribute the final braking force to the front axle left wheel brake, the rear axle left wheel brake, the front axle right wheel brake, and the rear axle right wheel brake; The calculation formula for the braking force of the left wheel brake of the front axle is: ; Where, F (QZ) is the braking force of the left wheel brake on the front axle; The calculation formula for the braking force of the rear axle left wheel brake is: ; Where, F (HZ) is the braking force of the left wheel brake on the rear axle; The calculation formula for the braking force of the right wheel brake of the front axle is: ; In the formula, F (QY) is the braking force of the right wheel brake on the front axle; The calculation formula for the braking force of the rear axle right wheel brake is: ; In the formula, F (HY) is the braking force of the right wheel brake of the rear axle; a brake actuation unit, comprising a brake and a brake fluid pressure regulating device, for actuating the brakes on the individual wheels of the vehicle through the brake and the brake fluid pressure regulating device in combination with the result of the brake control unit; Braking is performed as follows: The braking force of the front axle left wheel brake, the braking force of the rear axle left wheel brake, the braking force of the front axle right wheel brake, and the braking force of the rear axle brake are used as control instructions received by the brake, and the brake fluid pressure regulating device regulates the pressure of the brake fluid in real time according to the control instructions; Among them, the brake is used to apply braking force to the wheels, and the brake fluid pressure regulating device adjusts the pressure of the brake fluid according to the control instructions issued by the control unit.

[0029] In this embodiment, the data acquisition unit obtains key information about vehicle operation in real time through a variety of sensors, providing comprehensive data support for subsequent braking force analysis and distribution. The braking force analysis adopts a combination of basic braking force calculation and dynamic adjustment factors. The final braking force can be dynamically adjusted according to the real-time operating status of the vehicle and road conditions, which improves the safety and comfort of braking, such as avoiding wheel lock on slippery roads and meeting the need for rapid deceleration during emergency braking. The braking force distribution reasonably distributes the front and rear axles and left and right wheel braking forces based on factors such as the vehicle's center of gravity position, road friction coefficient, steering angle, and lateral acceleration, ensuring the stability and safety of the vehicle's braking under different driving conditions. Based on the results of the braking control unit, the braking execution unit performs braking on each wheel of the vehicle through the brake and brake fluid pressure regulating device to achieve precise braking control. Embodiment 2

[0030] As the second embodiment of the present invention, when the present application is implemented, compared with the first embodiment, the technical solution of the present embodiment is different from that of the first embodiment only in that: The data acquisition unit also includes: load distribution sensor: used to monitor the load on the front and rear axles and left and right wheels of the vehicle in real time; The braking force analysis method is also as follows: Step A11: Calculation of basic braking force: Extract the mass and expected deceleration of the vehicle, and then use Newton's second law to multiply the mass of the vehicle by the expected deceleration to obtain the basic braking force of the vehicle; Step A12: Dynamic adjustment factor calculation: Extract the front axle load, rear axle load, longitudinal acceleration, lateral acceleration, and steering angle of the steering wheel of the vehicle; then multiply them by the corresponding preset weight coefficients respectively, and then add them together to obtain the dynamic adjustment factor; In this embodiment, the calculation formula of the dynamic adjustment factor is as follows: K = γ 1 ×G1+γ 2 ×G2+γ 3 ×Za+γ 4 ×Ha+γ 5 ×D Where G1 is the front axle load, G2 is the rear axle load, Za is the longitudinal acceleration, Ha is the lateral acceleration, D is the steering angle, C is the friction coefficient, and γ 1 is the weight coefficient preset according to the front axle load, γ 2 is the weight coefficient preset according to the rear axle load, γ 3 is the weight coefficient preset according to the longitudinal acceleration, γ 4 is the weight coefficient preset according to the lateral acceleration, γ 5 is a weight coefficient preset according to the steering angle; Among them, γ 1 +γ 2 +γ 3 +γ 4 +γ 5 =1, and the specific value of the weight coefficient is determined through experimental debugging; Step A13: Final braking force calculation: Multiply the basic braking force by the dynamic adjustment factor to get the final braking force.

[0031] At the same time, the left and right wheel braking force distribution is as follows: pass: , calculate the distribution ratio coefficient R (ZY) of the left and right wheel braking forces; In the formula, GZ1 is the load of the left front wheel, GZ2 is the load of the left rear wheel, GY1 is the load of the right front wheel, and GY2 is the load of the right rear wheel; The rest of the method is the same as that of the embodiment.

[0032] In this embodiment, the data acquisition unit adds a load distribution sensor, which can monitor the loads of the front and rear axles and left and right wheels of the vehicle in real time, providing more comprehensive data for the braking force analysis; the braking force analysis takes into account the loads of the front and rear axles of the vehicle, making the calculation of the dynamic adjustment factor more accurate, and can more accurately adjust the final braking force according to the actual load conditions of the vehicle. The left and right wheel braking force distribution takes into account the load conditions of the left and right wheels, making the left and right wheel braking force distribution more reasonable, and further improving the stability of vehicle braking. Embodiment 3

[0033] As the third embodiment of the present invention, when the present application is implemented, compared with the first and second embodiments, the technical solution of this embodiment is to combine the solutions of the first and second embodiments, and the difference between the technical solution of this embodiment and the first and second embodiments is that in this embodiment: The wheel speed sensor is of electromagnetic induction type, which is mainly composed of a permanent magnet, an induction coil and a gear ring; the gear ring is installed on the wheel hub or the transmission shaft and rotates with the wheel; the permanent magnet generates a magnetic field, and when the teeth of the gear ring pass through the sensor, the magnetic flux of the magnetic field will be changed, so that an induced electromotive force will be generated in the induction coil; the faster the wheel speed, the faster the speed of the gear ring cutting the magnetic flux, the higher the frequency and amplitude of the induced electromotive force, and the wheel speed can be calculated by measuring the frequency or amplitude of the induced electromotive force; in this embodiment, the wheel speed sensor adopts the HES wheel speed sensor series; The brake pressure sensor is a strain gauge type: it consists of a pressure sensitive element and a strain gauge; the pressure sensitive element is generally an elastic diaphragm or an elastic body. When the brake pressure acts on the pressure sensitive element, it will cause elastic deformation, and the strain gauge attached to the pressure sensitive element will also deform, causing the resistance value of the strain gauge to change. By measuring the change in the resistance value of the strain gauge and converting it into a voltage signal through a bridge circuit, the size of the brake pressure can be reflected; in this embodiment, the brake pressure sensor uses the SSCD series brake pressure sensor; The acceleration sensor is a piezoelectric type: it uses the characteristic of piezoelectric materials generating electric charges under the action of acceleration; when the sensor senses acceleration, the mass block applies force to the piezoelectric material, and the piezoelectric material generates electric charges proportional to the acceleration. After being processed by circuits such as charge amplification, a voltage or current signal corresponding to the acceleration is output; in this embodiment, the acceleration sensor uses an adxl345 acceleration sensor; The steering angle sensor is a photoelectric type: it is usually composed of a light source, a coding disc and a photoelectric sensor; there are light-transmitting and light-impermeable areas at equal intervals on the coding disc. When the steering shaft rotates, the coding disc is driven to rotate, and the light emitted by the light source passes through the coding disc and irradiates the photoelectric sensor. The photoelectric sensor generates a pulse signal according to the change of the received light signal; by counting and processing the pulse signal, the size and direction of the steering angle can be calculated; in this embodiment, the steering angle sensor adopts a harowe angular displacement sensor; The road friction coefficient sensor is of ultrasonic type: ultrasonic waves are emitted to the road surface, propagated on the road surface and reflected back, and the sensor receives the reflected waves; according to the propagation speed and reflection characteristics of ultrasonic waves in different media and the physical characteristics of the road surface, the parameters corresponding to the propagation time and reflection intensity of the ultrasonic waves are analyzed to calculate the friction coefficient of the road surface; in this embodiment, the road friction coefficient sensor adopts the SCRIM road friction coefficient measurement vehicle system; The load distribution sensor is a sensor used to measure the load on each wheel or axle of a vehicle. It uses a strain gauge sensor, which contains an elastic body (such as a metal beam or a diaphragm) inside. When the load acts on the elastic body, the elastic body will deform. The strain gauge is attached to the elastic body. When the elastic body deforms, the resistance value of the strain gauge changes. By measuring the change in the resistance value of the strain gauge and converting it into a voltage signal through a bridge circuit, the size of the load can be calculated. In this embodiment, the load distribution sensor uses an HBM PW15A strain gauge sensor; This embodiment clarifies the specific types and working principles of various sensors, such as electromagnetic induction wheel speed sensor, strain gauge brake pressure sensor, piezoelectric acceleration sensor, photoelectric steering angle sensor, ultrasonic road friction coefficient sensor and strain gauge load distribution sensor, and gives specific models. These sensors have high accuracy and reliability, can more accurately collect vehicle operation data, and provide guarantee for precise control of the brake control system. Embodiment 4

[0034] As the fourth embodiment of the present invention, when the present application is specifically implemented, compared with the first, second and third embodiments, the technical solution of this embodiment is to combine and implement the solutions of the above-mentioned first, second and third embodiments.

[0035] This embodiment combines the solutions of embodiments one, two, and three, and integrates the advantages of each embodiment. It not only realizes the dynamic adjustment and reasonable distribution of braking force, but also takes the vehicle load conditions into consideration. At the same time, it adopts high-precision and high-reliability sensors to comprehensively improve the performance, safety, and comfort of the automobile braking control system.

[0036] The four embodiments of the present invention each have its own unique beneficial effects: Embodiment 1 improves the safety and comfort of braking through comprehensive data collection, reasonable braking force analysis and distribution, and precise braking execution; Embodiment 2 adds a load distribution sensor, takes vehicle load factors into consideration, and makes the braking force adjustment and distribution more accurate; Embodiment 3 clarifies the specific types and models of various sensors, and improves the accuracy and reliability of data collection; Embodiment 4 combines the advantages of the first three embodiments, comprehensively improves the overall performance of the automobile braking control system, and provides a more reliable, safer and more comfortable guarantee for vehicle braking.

[0037] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters and thresholds in the formula are set by technicians in this field according to actual conditions.

[0038] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle braking control system, characterized in that: include: Data acquisition unit, used to obtain various key information during vehicle operation in real time; The braking control unit is used to receive a variety of key information from the data acquisition unit, and then analyze the braking force of the key information, and then distribute the braking force according to the braking force analysis result. The braking force distribution method is as follows: first obtain the center of gravity position of the vehicle; at the same time, obtain the distance from the front axle of the vehicle to the center of gravity of the vehicle, and obtain the distance from the rear axle of the vehicle to the center of gravity of the vehicle, and divide the distance from the rear axle of the vehicle to the center of gravity of the vehicle by the sum of the distance from the front axle of the vehicle to the center of gravity of the vehicle and the distance from the rear axle of the vehicle to the center of gravity of the vehicle, and then multiply it by the friction coefficient of the road surface to obtain the distribution ratio coefficient of the braking force of the front and rear axles, and finally divide the lateral acceleration of the vehicle by the steering angle of the steering wheel, and then multiply it by the friction coefficient of the road surface to obtain the distribution ratio coefficient of the braking force of the left and right wheels; according to the braking force distribution result, generate a braking force control instruction, and then transmit the braking force control instruction to the braking execution unit; A brake execution unit includes a brake and a brake fluid pressure regulating device, which is used to execute brakes on each wheel of the vehicle through the brake and the brake fluid pressure regulating device in combination with the result of the brake control unit.

2. A vehicle braking control system according to claim 1, characterized in that: The braking force analysis method is as follows: Step A1, extracting the mass and expected deceleration of the vehicle, and then according to Newton's second law, multiplying the mass of the vehicle by the expected deceleration to obtain the basic braking force of the vehicle; Step A2, extracting the wheel speed, brake fluid pressure, longitudinal acceleration of the vehicle, lateral acceleration, steering angle of the steering wheel and friction coefficient of the road surface; then multiplying them by corresponding preset weight coefficients respectively, and then adding them together to obtain a dynamic adjustment factor; Step A3: multiply the basic braking force by the dynamic adjustment factor to obtain the final braking force.

3. A vehicle braking control system according to claim 2, characterized in that: The braking force control command is generated as follows: Step H1, allocating the final braking force to the front axle brake and the rear axle brake using the front and rear axle braking force allocation ratio; Step H2: using the left and right wheel braking force distribution ratio to distribute the final braking force to the front axle left wheel brake, the rear axle left wheel brake, the front axle right wheel brake, and the rear axle right wheel brake.

4. A vehicle braking control system according to claim 3, characterized in that: in: The calculation formula of the braking force of the front axle brake is: FQ=F0×R(QH); The calculation formula of the braking force of the rear axle brake is: FH=F0×[1-R(QH)] or FH=F0-FQ; The calculation formula for the braking force of the left wheel brake of the front axle is: ; The calculation formula for the braking force of the rear axle left wheel brake is: ; The calculation formula for the braking force of the right wheel brake of the front axle is: ; The calculation formula for the braking force of the rear axle right wheel brake is: ; Wherein, R (QH) is the distribution ratio coefficient of the front and rear axle braking forces, R (ZY) is the distribution ratio coefficient of the left and right wheel braking forces, FQ is the braking force of the front axle brake, F0 is the final braking force, FH is the braking force of the rear axle brake, F (QZ) is the braking force of the front axle left wheel brake, F (HZ) is the braking force of the rear axle left wheel brake, F (QY) is the braking force of the front axle right wheel brake, and F (HY) is the braking force of the rear axle right wheel brake.

5. The vehicle braking control system according to claim 1, characterized in that: The data acquisition unit includes a wheel speed sensor, a brake pressure sensor, an acceleration sensor, a steering angle sensor and a road friction coefficient sensor; Among them, the wheel speed sensor is responsible for real-time monitoring of the rotation speed of each wheel; the brake pressure sensor is used to monitor the brake fluid pressure; the acceleration sensor is used to monitor the longitudinal acceleration and lateral acceleration of the vehicle; the steering angle sensor is used to monitor the steering wheel steering angle; the road friction coefficient sensor is used to monitor the friction coefficient of the road surface.

6. The vehicle braking control system according to claim 1, characterized in that: Braking is performed as follows: The braking force of the front axle left wheel brake, the braking force of the rear axle left wheel brake, the braking force of the front axle right wheel brake and the braking force of the rear axle brake are taken as control instructions received by the brake, and the brake fluid pressure regulating device regulates the brake fluid pressure in real time according to the control instructions.

7. The vehicle braking control system according to claim 1, characterized in that: in, The brake is used to apply braking force to the wheels, and the brake fluid pressure regulating device is used to regulate the pressure of the brake fluid according to the control instruction issued by the control unit.

8. The vehicle braking control system according to claim 2, characterized in that: in, The sum of the weight coefficients of the rotational speed, brake fluid pressure, longitudinal acceleration, lateral acceleration, steering angle and friction coefficient is 1, and the specific values ​​of the weight coefficients are determined through experimental debugging.

9. The vehicle braking control system according to claim 1, characterized in that: in, The distance from the front axle of the vehicle to the center of gravity of the vehicle and the distance from the rear axle of the vehicle to the center of gravity of the vehicle are obtained through the design drawings of the vehicle or actual measurements.

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