Vehicle anti-lock braking control method and system, storage medium and vehicle

Abstract

The embodiment of the invention provides a vehicle anti-lock braking control method and system, a storage medium and a vehicle. The method comprises the steps that a wheel speed signal and wheel deceleration of the vehicle and the road surface adhesion coefficient change rate of a road surface where the vehicle is located are obtained in real time; judging the road surface state of the road surface where the vehicle is located based on the wheel speed signal, the wheel deceleration and the road surface adhesion coefficient change rate; selecting a corresponding target anti-lock strategy from a logic threshold value control strategy and a slip rate closed-loop control strategy according to the road surface state, selecting the slip rate closed-loop control strategy when the road surface state is a uniform and stable road surface, and selecting the logic threshold value control strategy when the road surface state is a complex and unstable road surface; and target braking force needed by the vehicle at the moment is calculated based on the target anti-lock strategy, and the target braking force is output to control the vehicle to brake. According to the embodiment of the invention, the precision of continuous control and the reliability of discrete control can be considered, and a more stable anti-lock function is realized under diversified road conditions.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle anti-lock braking control, and in particular to a vehicle anti-lock braking control method, system, storage medium and vehicle. Background Art

[0002] With the rapid development of the automotive industry and the continuous advancement of intelligent technology, the safety and performance of vehicle braking systems have become important research areas for enhancing the driving experience and ensuring traffic safety. Anti-lock braking systems (ABS), as one of the core technologies of modern automotive braking systems, aim to prevent wheel lock during emergency braking by regulating braking force, thereby maintaining vehicle steering and stability, while also reducing braking distance and improving driving safety. Traditional ABS technology is primarily used in hydraulic braking systems, where anti-lock braking is achieved by controlling brake pressure through a hydraulic regulator. However, with the advancement of electrification and intelligent technology, electromechanical brake systems (EMBs) are becoming the development direction of next-generation braking systems due to their advantages such as fast response, high control accuracy, and simplified structure. In EMB systems, anti-lock braking control achieves optimal control of wheel slip by precisely regulating the motor force. Key technologies include real-time vehicle slip monitoring, dynamic braking force distribution, and stability design of the control algorithm. Slip, as a key parameter measuring the adhesion between the wheel and the road, directly affects ABS performance. An ideal ABS control strategy needs to dynamically adjust braking under different road conditions (such as dry, wet or bumpy roads) to keep the slip rate within the optimal range, thereby taking into account both braking efficiency and vehicle stability.

[0003] In the field of anti-lock braking (ABS) control for electronic mechanical brakes (EMBs), two main technical solutions currently exist: logic threshold control and slip ratio closed-loop control. The logic threshold control strategy is a classic ABS control method. It determines wheel slip by setting upper and lower slip ratio thresholds, intermittently triggering pressure increase, pressure maintenance, or pressure reduction commands accordingly. For example, when the slip ratio exceeds a preset upper limit, the system reduces braking force to prevent wheel lock; when the slip ratio falls below a lower limit, the system increases braking force to improve braking efficiency. The slip ratio closed-loop control strategy is a more advanced braking method, suitable for the precise control requirements of EMB systems. This strategy monitors the actual wheel slip ratio in real time, compares it with the target slip ratio, and dynamically calculates the required target braking force based on the slip ratio deviation using a PID (proportional-integral-derivative) algorithm, thereby achieving continuous braking force adjustment.

[0004] However, both the logic threshold control strategy and the slip ratio closed-loop control strategy have shortcomings. The logic threshold control strategy triggers intermittent braking force adjustment by setting a slip ratio threshold, resulting in discrete changes in braking force output and an inability to achieve a smooth transition. This discontinuous control characteristic is particularly prominent in EMB systems. In particular, under complex road conditions (such as wet or bumpy roads), sudden changes in braking force can cause vehicle stability to decrease, affecting the braking efficiency of the anti-lock braking system. The slip ratio closed-loop control strategy relies on real-time slip ratio calculation and PID algorithm to achieve continuous braking force adjustment. However, under conditions of uneven road adhesion or severe bumps, unexpected jitter in the wheel speed signal can lead to increased slip ratio deviation, which in turn causes control instability and reduces the reliability of the anti-lock braking system. These shortcomings limit the comprehensive performance of the EMB system in diverse driving scenarios (diverse road surfaces).

[0005] Therefore, the existing technology has defects and needs to be improved. Summary of the Invention

[0006] The embodiments of the present application provide a vehicle anti-lock braking control method, system, storage medium and vehicle, which can take into account the accuracy of continuous control and the reliability of discrete control, ensure the smoothness of braking force adjustment and the reliability of control, and thus achieve a more stable anti-lock braking function under diverse road conditions.

[0007] An embodiment of the present application provides a vehicle anti-lock braking control method, the method comprising:

[0008] Real-time acquisition of the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located;

[0009] determining a road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate;

[0010] selecting a corresponding target anti-lock braking strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy according to the road surface condition, wherein the slip ratio closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold control strategy is selected when the road surface condition is a complex and unstable road surface;

[0011] The target braking force required by the vehicle at this time is calculated based on the target anti-lock braking strategy, and the target braking force is output to control the vehicle to brake.

[0012] In the vehicle anti-lock braking control method according to an embodiment of the present application, determining the road surface condition of the vehicle based on the wheel speed signal, wheel deceleration, and road adhesion coefficient change rate includes:

[0013] calculating a fluctuation value of the wheel speed signal;

[0014] generating a bad road coefficient based on the fluctuation value, the wheel deceleration, and the road adhesion coefficient change rate;

[0015] The road condition of the road on which the vehicle is located is determined according to the bad road coefficient.

[0016] In the vehicle anti-lock braking control method according to an embodiment of the present application, the calculating of the fluctuation value of the wheel speed signal includes:

[0017] The standard deviation of the wheel speed signal is calculated, and the standard deviation is subtracted from a predetermined standard deviation threshold value and the absolute value is taken to generate the fluctuation value.

[0018] In the vehicle anti-lock braking control method according to the embodiment of the present application, determining the road surface condition of the road on which the vehicle is located based on the bad road coefficient includes:

[0019] When the bad road coefficient is less than a preset bad road coefficient, determining that the road surface condition of the vehicle is a uniform and stable road surface;

[0020] When the bad road coefficient is greater than or equal to a preset bad road coefficient, it is determined that the road condition of the road where the vehicle is located is a complex and unstable road condition.

[0021] In the vehicle anti-lock braking control method according to the embodiment of the present application, before the vehicle switches from one anti-lock braking strategy to another anti-lock braking strategy, the method further includes:

[0022] Detecting whether the duration of the road surface condition exceeds a preset time period threshold;

[0023] When it is detected that the duration of the road surface state exceeds the preset time period threshold, an anti-lock braking strategy switching operation is executed.

[0024] In the vehicle anti-lock braking control method according to the embodiment of the present application, before determining the road surface condition of the road on which the vehicle is located based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate, the method further includes:

[0025] The acquired wheel speed signals, wheel deceleration and road adhesion coefficient change rate are preprocessed by signal filtering, data synchronization and outlier elimination.

[0026] In the vehicle anti-lock braking control method described in an embodiment of the present application, the real-time acquisition of the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located includes:

[0027] acquiring the wheel speed signal through a wheel speed sensor on the vehicle wheel, and calculating the wheel deceleration based on the wheel speed signal;

[0028] A gyroscope signal of the vehicle is obtained, the road adhesion coefficient change rate is calculated using a vehicle dynamic model and the wheel speed signal, and the road adhesion coefficient change rate is corrected in combination with the wheel speed signal and the gyroscope signal.

[0029] The present application also provides a vehicle anti-lock braking control system, the system comprising:

[0030] An acquisition module, for acquiring in real time the wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located;

[0031] a judgment module, configured to judge a road surface condition of the road on which the vehicle is located based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate;

[0032] a selection module for selecting a corresponding target anti-lock braking strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy according to the road surface condition, wherein the slip ratio closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold control strategy is selected when the road surface condition is a complex and unstable road surface;

[0033] The calculation and output module is used to calculate the target braking force required by the vehicle at this time based on the target anti-lock braking strategy, and output the target braking force to control the vehicle to brake.

[0034] An embodiment of the present application further provides a vehicle, which includes the vehicle anti-lock braking control system described in the above embodiment.

[0035] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program runs on a computer, the computer is enabled to execute the vehicle anti-lock braking control method described in any one of the above embodiments.

[0036] The vehicle anti-lock braking control method provided in an embodiment of the present application obtains real-time vehicle wheel speed signals, wheel deceleration, and the road adhesion coefficient change rate of the road on which the vehicle is traveling. The method then determines the road surface condition based on the wheel speed signals, wheel deceleration, and road adhesion coefficient change rate. A corresponding strategy is then selected from a logic threshold control strategy and a slip ratio closed-loop control strategy based on the road surface condition. Finally, the braking force required by the vehicle at the time is calculated based on the selected strategy, and the braking force is output to control the vehicle for braking. Because the control strategy is selected in real time based on different road surface conditions, the slip ratio closed-loop control strategy is used on uniform and stable roads to achieve high-precision braking force adjustment, while the logic threshold control strategy is used on complex and unstable roads to ensure reliability. This method achieves both the precision of continuous control and the reliability of discrete control. Compared to using a single strategy across all road sections, this method overcomes the performance limitations of discrete control and the limited adaptability of closed-loop control, ensuring smooth braking force adjustment and reliable control, thereby achieving a more stable anti-lock braking function under diverse road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0038] Figure 1 A flow chart of a vehicle anti-lock braking control method provided in an embodiment of the present application.

[0039] Figure 2 This is a schematic diagram of the structure of a vehicle anti-lock braking control system provided in an embodiment of the present application.

[0040] Figure 3 Another structural schematic diagram of the vehicle anti-lock braking control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0042] An embodiment of the present application provides a vehicle anti-lock braking control method, which is applied to a vehicle with an automatic parking function.

[0043] See also Figure 1 , Figure 1 This is a flow chart of a vehicle anti-lock braking control method provided in an embodiment of the present application. The vehicle anti-lock braking control method is applied to a vehicle anti-lock braking control system, and the method may include the following steps:

[0044] Step 101 : obtaining in real time the wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located.

[0045] Among them, the wheel speed signal is a sine wave that changes with the vehicle speed and is generated by the wheel speed sensor installed on the wheel.

[0046] The road adhesion coefficient change rate refers to the rate at which the road adhesion coefficient changes with time, speed, road conditions, etc. This change rate has a significant impact on the driving safety and stability of the vehicle.

[0047] In some embodiments, the real-time acquisition of the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located includes:

[0048] acquiring the wheel speed signal through a wheel speed sensor on the vehicle wheel, and calculating the wheel deceleration based on the wheel speed signal;

[0049] A gyroscope signal of the vehicle is obtained, the road adhesion signal coefficient is calculated using a vehicle dynamic model and the wheel speed signal, and the road adhesion signal coefficient is corrected by combining the wheel speed signal and the gyroscope signal.

[0050] Among them, wheel speed sensors are installed on the vehicle's wheels, through which wheel speed signals are obtained; wheel deceleration is calculated by differentiating the wheel speed signal; the rate of change of the road adhesion coefficient is calculated based on wheel speed fluctuations and the vehicle dynamic model, and corrected in combination with the wheel speed signal and gyroscope signal.

[0051] Step 102: Determine the road condition of the road on which the vehicle is located based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate.

[0052] Among them, when the vehicle deceleration exceeds the normal braking range (such as ±10m / s 2 ), it is determined that the road is bumpy.

[0053] If the adhesion coefficient change rate exceeds a set threshold, the road surface is determined to have uneven adhesion.

[0054] In some embodiments, determining the road surface condition of the vehicle based on the wheel speed signal, wheel deceleration, and road adhesion coefficient change rate includes:

[0055] calculating a fluctuation value of the wheel speed signal;

[0056] generating a bad road coefficient based on the fluctuation value, the wheel deceleration, and the road adhesion coefficient change rate;

[0057] The road condition of the road on which the vehicle is located is determined according to the bad road coefficient.

[0058] Among them, the fluctuation value of the wheel speed signal can be used to determine whether the vehicle has unexpected vibration.

[0059] The bad road coefficient (ranging from 0 to 1) is weightedly calculated based on the comprehensive fluctuation value, wheel deceleration and the rate of change of the road adhesion coefficient. A larger value indicates a more unstable road surface.

[0060] In some embodiments, calculating the fluctuation value of the wheel speed signal includes:

[0061] The standard deviation of the wheel speed signal is calculated, and the standard deviation is subtracted from a predetermined standard deviation threshold value and the absolute value is taken to generate the fluctuation value.

[0062] The predetermined standard deviation threshold may be 0.5 rad / s, and those skilled in the art may set it specifically according to actual conditions, and no specific limitation is made here.

[0063] In some embodiments, determining the road condition of the road on which the vehicle is located based on the bad road coefficient includes:

[0064] When the bad road coefficient is less than a preset bad road coefficient, determining that the road surface condition of the vehicle is a uniform and stable road surface;

[0065] When the bad road coefficient is greater than or equal to a preset bad road coefficient, it is determined that the road condition of the road where the vehicle is located is a complex and unstable road condition.

[0066] The preset bad road coefficient may be 0.3, and those skilled in the art may set it specifically according to actual conditions, and no specific limitation is made here.

[0067] Among them, uniform and stable road surface refers to a road surface that is dry or wet but has little change in adhesion coefficient, and complex and unstable road surface refers to a road surface with uneven adhesion or severe bumps (such as gravel roads or pothole roads).

[0068] In some embodiments, before determining the road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate, the method further includes:

[0069] The acquired wheel speed signals, wheel deceleration and road adhesion coefficient change rate are preprocessed by signal filtering, data synchronization and outlier elimination.

[0070] Signal filtering removes high-frequency noise, data synchronization ensures signal time alignment, and outlier removal prevents interference from sensor failures. The preprocessed signal serves as input for subsequent modules to ensure data accuracy.

[0071] Step 103: Select a corresponding target anti-lock braking strategy from the logic threshold control strategy and the slip ratio closed-loop control strategy according to the road surface condition. When the road surface condition is a uniform and stable road surface, the slip ratio closed-loop control strategy is selected; when the road surface condition is a complex and unstable road surface, the logic threshold control strategy is selected.

[0072] Specifically, when the road surface is uniform and stable (e.g., a rough road coefficient <0.3), the slip ratio closed-loop control strategy is selected to achieve continuous braking force adjustment. When the road surface is complex and unstable (e.g., a rough road coefficient ≥0.3), the logic threshold control strategy is selected to ensure control reliability.

[0073] In some embodiments, before the vehicle switches from one anti-lock braking strategy to another anti-lock braking strategy, the method further includes:

[0074] Detecting whether the duration of the road surface condition exceeds a preset time period threshold;

[0075] When it is detected that the duration of the road surface state exceeds the preset time period threshold, an anti-lock braking strategy switching operation is executed.

[0076] The preset time period threshold is, for example, 0.1 seconds, and those skilled in the art may set it specifically according to actual conditions, and no specific limitation is made here.

[0077] For example, when switching from the logic threshold control strategy to the slip ratio closed-loop control strategy, or from the slip ratio closed-loop control strategy to the logic threshold control strategy, first check whether the duration of the vehicle's road condition exceeds 0.1 seconds. If so, perform the switching operation; otherwise, do not perform the switching operation.

[0078] To avoid braking force fluctuations caused by frequent strategy switching, this embodiment of the application incorporates a switching buffer mechanism: a switch is only executed when the road surface condition meets the conditions for a period exceeding a preset time threshold. During the switch, the current braking force value is transferred to the new strategy as the initial value, ensuring a smooth transition.

[0079] Step 104 : Calculate the target braking force required by the vehicle at this time based on the target anti-lock braking strategy, and output the target braking force to control the vehicle to brake.

[0080] The specific calculation method of the target braking force is as follows:

[0081] For the logic threshold control strategy: set the upper and lower slip rate thresholds. When the actual slip rate exceeds the range, trigger the pressure increase (for example, increase the braking force by 10%), pressure maintenance (maintain the current braking force) or pressure reduction (for example, reduce the braking force by 10%) command.

[0082] For the slip rate closed-loop control strategy, the deviation between the actual slip rate and the target slip rate is calculated in real time, and the braking force is adjusted using a PID algorithm. PID parameters are obtained from a table lookup based on the deviation between the current actual slip rate and the target slip rate and the derivative of the deviation. The closed-loop control cycle is 5ms, fully utilizing the high precision of the EMB system.

[0083] The calculation results of the two strategies are smoothed by linear interpolation to reduce the sudden change of braking force.

[0084] After calculating the target braking force, it's converted into a control signal for the EMB actuator, driving the motor to apply the corresponding braking torque. The output signal is limited (to prevent it from exceeding the EMB motor's capacity, such as a maximum torque of 500 Nm) and transmitted via the CAN bus to each wheel's EMB unit. To ensure safety, the module that outputs the braking force includes fault detection. If an anomaly (such as signal loss) is detected, it automatically switches to safety mode (gradually reducing braking force).

[0085] As can be seen from the above, this application proposes a vehicle anti-lock braking (ABS) control method that combines a logic threshold control strategy with a slip ratio closed-loop control strategy, aiming to improve control stability and braking performance under complex road conditions. Specifically, this method dynamically determines whether to switch control strategies by real-time monitoring of parameters such as road adhesion conditions, wheel speed signal changes, and wheel deceleration. For example, when road adhesion is uniform and stable, the system adopts a slip ratio closed-loop control strategy, using a PID algorithm to achieve continuous braking force adjustment, fully leveraging the high-precision advantages of the EMB system. Under conditions of uneven road adhesion or severe bumps, the system switches to a logic threshold control strategy, using intermittent adjustment to ensure control reliability and avoid control failures caused by wheel speed signal jitter. Furthermore, this method uses a software algorithm to comprehensively analyze road adhesion changes and the rough road coefficient to optimize the timing and logic of control strategy switching, reducing braking force fluctuations and improving braking smoothness and vehicle stability.

[0086] The advantages of this application are as follows: ① It can dynamically select appropriate control strategies under different road conditions, taking into account the accuracy of continuous control and the reliability of discrete control; ② Through real-time road condition analysis, it reduces the control error caused by wheel speed signal jitter and improves the adaptability of the anti-lock braking function; ③ Optimize the braking force adjustment process, reduce the instability of the vehicle under complex working conditions, and improve braking efficiency and driving safety.

[0087] All of the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and will not be described in detail here.

[0088] During specific implementation, the present application is not limited by the execution order of the various steps described. If no conflict occurs, some steps can be performed in other orders or simultaneously.

[0089] In summary, the vehicle anti-lock braking control method provided by the embodiments of the present application acquires the vehicle's wheel speed signals, wheel deceleration, and the road adhesion coefficient change rate of the road surface on which the vehicle is traveling in real time. The method then determines the road surface condition based on the wheel speed signals, wheel deceleration, and road adhesion coefficient change rate. Based on the road surface condition, the method then selects a corresponding strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy. Finally, the method calculates the required braking force for the vehicle at that moment based on the selected strategy, and outputs the braking force to control the vehicle for braking. Because the control strategy is selected in real time based on different road surface conditions, the slip ratio closed-loop control strategy is adopted on uniform and stable roads to achieve high-precision braking force adjustment, while the logic threshold control strategy is adopted on complex and unstable roads to ensure reliability. This method achieves a balance between the precision of continuous control and the reliability of discrete control. Compared to adopting a single strategy across all road sections, the method overcomes the performance limitations of discrete control and the limited adaptability of closed-loop control, ensuring smooth braking force adjustment and reliable control, thereby achieving a more stable anti-lock braking function under diverse road conditions.

[0090] An embodiment of the present application further provides a vehicle anti-lock braking control system, which can be integrated into a vehicle.

[0091] See also Figure 2 , Figure 2 This is a schematic diagram of the structure of a vehicle anti-lock braking control system provided in an embodiment of the present application. The vehicle anti-lock braking control system 30 may include:

[0092] An acquisition module 31 is used to acquire, in real time, the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located;

[0093] a judgment module 32 for judging a road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate;

[0094] a selection module 33 for selecting a corresponding target anti-lock braking strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy according to the road surface condition, wherein the slip ratio closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold control strategy is selected when the road surface condition is a complex and unstable road surface;

[0095] The calculation and output module 34 is configured to calculate the target braking force required by the vehicle at this time based on the target anti-lock braking strategy, and output the target braking force to control the vehicle to brake.

[0096] As can be seen from the above, the vehicle anti-lock braking control system 30 provided in the embodiment of the present application obtains the vehicle's wheel speed signal, wheel deceleration and the road adhesion coefficient change rate of the road surface on which the vehicle is located in real time through the acquisition module 31; judges the road surface condition of the road surface on which the vehicle is located based on the wheel speed signal, wheel deceleration and the road adhesion coefficient change rate through the judgment module 32; selects the corresponding target anti-lock braking strategy from the logic threshold value control strategy and the slip rate closed-loop control strategy according to the road surface condition through the selection module 33, wherein the slip rate closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold value control strategy is selected when the road surface condition is a complex and unstable road surface; and calculates the target braking force required by the vehicle at this time based on the target anti-lock braking strategy through the calculation and output module 34, and outputs the target braking force to control the vehicle to brake. The embodiment of the present application selects the control strategy in real time according to different road conditions, that is, a slip ratio closed-loop control strategy is adopted on uniform and stable road surfaces to achieve high-precision braking force adjustment, and a logic threshold value control strategy is adopted on complex and unstable road surfaces to ensure reliability, thereby taking into account both the accuracy of continuous control and the reliability of discrete control. Compared with adopting only one of the strategies in the entire road section, it can overcome the performance limitations of discrete control and the insufficient adaptability of closed-loop control to working conditions, ensure the smoothness of braking force adjustment and the reliability of control, and thus achieve a more stable anti-lock braking function under diverse road conditions.

[0097] See also Figure 3 , Figure 3 This is another schematic diagram of the structure of a vehicle anti-lock braking control system provided in an embodiment of the present application. The vehicle anti-lock braking control system 30 includes a memory 120, one or more processors 180, and one or more applications, wherein the one or more applications are stored in the memory 120 and configured to be executed by the processor 180. The memory 120 can be used to store applications and data. The applications stored in the memory 120 include executable code. The applications can be composed of various functional modules. The processor 180 executes various functional applications and processes data by running the applications stored in the memory 120.

[0098] Processor 180 is the control center of the device, connecting all components of the terminal using various interfaces and circuits. It executes or runs applications stored in memory 120 and accesses data stored in memory 120 to perform various device functions and process data, thereby providing overall monitoring of the device. Optionally, processor 180 may include one or more processing cores; preferably, processor 180 may integrate an application processor and a modem processor, with the application processor primarily processing the operating system, user interface, and application programs.

[0099] Specifically, in this embodiment, a computer program is stored in the memory 120 , and the processor 180 executes the vehicle anti-lock braking control method described in any of the above embodiments by calling the computer program stored in the memory 120 .

[0100] An embodiment of the present application further provides a vehicle, which includes the vehicle anti-lock braking control system described in any of the above embodiments, and the vehicle can be used to implement the vehicle anti-lock braking control method provided in the above embodiments.

[0101] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program runs on a computer, the computer executes the vehicle anti-lock braking control method described in any one of the above embodiments.

[0102] It should be noted that, with respect to the vehicle anti-lock braking control method described herein, a person skilled in the art will understand that all or part of the process steps of the system method for vehicle anti-lock braking control described in the embodiments of the present application can be implemented by controlling related hardware through a computer program. The computer program can be stored in a computer-readable storage medium, such as a memory of a vehicle with an automatic parking function, and executed by at least one processor in the vehicle with the automatic parking function. During execution, the computer program can include the process steps of the embodiments of the vehicle anti-lock braking control method. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), or the like.

[0103] The above describes in detail the vehicle anti-lock braking control method, system, storage medium, and vehicle provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is intended only to facilitate understanding of the method and core concepts of the present application. Furthermore, those skilled in the art will appreciate that variations in the specific implementation methods and scope of application are possible based on the concepts of the present application. Therefore, the contents of this specification should not be construed as limiting the present application.

Claims

1. A vehicle anti-lock braking control method, characterized in that: The method comprises: Real-time acquisition of the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located; determining a road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate; selecting a corresponding target anti-lock braking strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy according to the road surface condition, wherein the slip ratio closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold control strategy is selected when the road surface condition is a complex and unstable road surface; The target braking force required by the vehicle at this time is calculated based on the target anti-lock braking strategy, and the target braking force is output to control the vehicle to brake.

2. The vehicle anti-lock braking control method according to claim 1, wherein: The determining of the road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate includes: calculating a fluctuation value of the wheel speed signal; generating a bad road coefficient based on the fluctuation value, the wheel deceleration, and the road adhesion coefficient change rate; The road condition of the road on which the vehicle is located is determined according to the bad road coefficient.

3. The vehicle anti-lock braking control method according to claim 2, wherein: Calculating the fluctuation value of the wheel speed signal includes: The standard deviation of the wheel speed signal is calculated, and the standard deviation is subtracted from a predetermined standard deviation threshold value and the absolute value is taken to generate the fluctuation value.

4. The vehicle anti-lock braking control method according to claim 2, wherein: The determining the road surface condition of the road on which the vehicle is located according to the bad road coefficient includes: When the bad road coefficient is less than a preset bad road coefficient, determining that the road surface condition of the vehicle is a uniform and stable road surface; When the bad road coefficient is greater than or equal to a preset bad road coefficient, it is determined that the road condition of the road where the vehicle is located is a complex and unstable road condition.

5. The vehicle anti-lock braking control method according to claim 1, wherein: Before the vehicle switches from one anti-lock braking strategy to another anti-lock braking strategy, the method further includes: Detecting whether the duration of the road surface condition exceeds a preset time period threshold; When it is detected that the duration of the road surface state exceeds the preset time period threshold, an anti-lock braking strategy switching operation is executed.

6. The vehicle anti-lock braking control method according to claim 1, wherein: Before determining the road surface condition of the vehicle based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate, the method further includes: The acquired wheel speed signals, wheel deceleration and road adhesion coefficient change rate are preprocessed by signal filtering, data synchronization and outlier elimination.

7. The vehicle anti-lock braking control method according to claim 1, wherein: The real-time acquisition of the vehicle's wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located includes: acquiring the wheel speed signal through a wheel speed sensor on the vehicle wheel, and calculating the wheel deceleration based on the wheel speed signal; A gyroscope signal of the vehicle is obtained, the road adhesion coefficient change rate is calculated using a vehicle dynamic model and the wheel speed signal, and the road adhesion coefficient change rate is corrected in combination with the wheel speed signal and the gyroscope signal.

8. A vehicle anti-lock braking control system, characterized in that: The system comprises: An acquisition module, for acquiring in real time the wheel speed signal, wheel deceleration, and the rate of change of the road adhesion coefficient of the road on which the vehicle is located; a judgment module, configured to judge a road surface condition of the road on which the vehicle is located based on the wheel speed signal, the wheel deceleration, and the road adhesion coefficient change rate; a selection module for selecting a corresponding target anti-lock braking strategy from a logic threshold control strategy and a slip ratio closed-loop control strategy according to the road surface condition, wherein the slip ratio closed-loop control strategy is selected when the road surface condition is a uniform and stable road surface, and the logic threshold control strategy is selected when the road surface condition is a complex and unstable road surface; The calculation and output module is used to calculate the target braking force required by the vehicle at this time based on the target anti-lock braking strategy, and output the target braking force to control the vehicle to brake.

9. A vehicle, characterized in that: The vehicle includes the vehicle anti-lock braking control system according to claim 8.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is run on a computer, the computer is caused to execute the vehicle anti-lock braking control method according to any one of claims 1 to 7.

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