An ABS function triggering control method, device, vehicle and medium

Abstract

The application belongs to the technical field of vehicles, and particularly relates to an ABS function triggering control method, device, vehicle and medium. The method comprises the following steps: calculating a wheel slip rate; determining a driver intention according to a hydraulic sensor signal, a brake pedal sensor signal and an accelerator pedal sensor signal, wherein the driver intention comprises emergency braking, normal braking, coasting and acceleration; determining a road bump state according to the wheel slip rate, a vehicle vertical acceleration and a suspension displacement; determining a triggering condition of an ABS function according to the driver intention and the road bump state; and determining whether the triggering condition of the ABS function is met according to the wheel slip rate. The application avoids the false triggering of the ABS function when the vehicle passes through a bump road by judging the driver intention and the road bump state and adjusting the triggering condition of the ABS function in real time according to the driver intention and the road bump state.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, specifically relating to an ABS function triggering control method, device, vehicle, and medium. Background Technology

[0002] ABS (Anti-lock Braking System) is a fundamental safety function of a vehicle's braking system. It adjusts braking force to prevent wheel lock-up and improve vehicle braking stability when significant wheel slippage occurs during emergency braking. Traditional ABS systems primarily rely on wheel speed signals generated by wheel speed sensors to assess the risk of wheel lock-up. However, when a vehicle travels over rough surfaces such as gravel roads, potholes, and speed bumps, sudden changes in wheel speed can easily lead to false triggering of the ABS function.

[0003] Current ABS technology relies on a single sensor to determine the triggering conditions of the ABS function. This has poor anti-interference capabilities and makes it difficult to distinguish between actual braking demand and wheel slippage caused by road bumps, making it prone to false triggering. False triggering of the ABS function will cause the brake pedal to feel harder, the braking distance to increase, and some noise. For electric vehicles, false triggering can also cause regenerative braking to disengage, causing the vehicle to lurch and affecting driving comfort. Summary of the Invention

[0004] One objective of this invention is to provide an ABS function triggering control method, device, vehicle, or medium that can solve the technical problem of ABS function mis-triggering under bumpy road conditions in the prior art.

[0005] According to a first aspect of the present invention, an ABS function triggering control method is provided, comprising:

[0006] Calculate wheel slip ratio;

[0007] The driver's intention is determined based on hydraulic sensor signals, brake pedal sensor signals, and accelerator pedal sensor signals. The driver's intention includes emergency braking, normal braking, coasting, and acceleration.

[0008] The road surface bump condition is determined based on wheel slip ratio, vehicle vertical acceleration, and suspension displacement.

[0009] The triggering conditions for the ABS function are determined based on the driver's intentions and the road surface conditions.

[0010] The triggering conditions for the ABS function are determined based on the wheel slip ratio.

[0011] Optionally, determining the road surface bump state based on wheel slip ratio, vehicle vertical acceleration, and suspension displacement includes:

[0012] The wheel slip ratio is fuzzified to obtain the first fuzzy variable corresponding to the wheel slip ratio;

[0013] The vehicle's vertical acceleration is fuzzified to obtain the second fuzzy variable corresponding to the vehicle's vertical acceleration;

[0014] The suspension displacement is fuzzified to obtain the third fuzzy variable corresponding to the suspension displacement;

[0015] The road surface bumpiness is determined based on the first fuzzy variable, the second fuzzy variable, the third fuzzy variable, and the pre-configured fuzzy rules.

[0016] Optionally, determining the driver's intention based on hydraulic sensor signals, brake pedal sensor signals, and accelerator pedal sensor signals includes:

[0017] The system determines whether the driver has pressed the brake pedal based on the brake pedal sensor signal.

[0018] The system determines whether the driver has pressed the accelerator pedal based on the signal from the accelerator pedal sensor.

[0019] When the driver presses the accelerator pedal, it is determined that the driver's intention is to accelerate;

[0020] If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is lower than the pressure threshold, it is determined that the driver's intention is to brake normally.

[0021] If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is higher than the pressure threshold, the driver's intention is determined to be emergency braking.

[0022] If neither the brake pedal nor the accelerator pedal is pressed, it is determined that the driver's intention is to coast.

[0023] Optionally, determining the triggering conditions for the ABS function based on the driver's intention and the road surface roughness includes:

[0024] Determine the first gain coefficient corresponding to the driver's intention;

[0025] Determine the second gain coefficient corresponding to the road surface bumpiness state;

[0026] The base slip threshold and base trigger delay for ABS function triggering are adjusted based on the first gain coefficient and the second gain coefficient, respectively, to obtain the target slip threshold and the target trigger delay.

[0027] Optionally, the target slip threshold is expressed as:

[0028] ;

[0029] in, Indicates the target slip threshold. Indicates the basic slip threshold. Indicates the first gain coefficient. This represents the second gain coefficient.

[0030] Optionally, the target trigger delay is represented as:

[0031] ;

[0032] in, Indicates the target trigger delay. Indicates the basic trigger delay. Indicates the first gain coefficient. This represents the second gain coefficient.

[0033] Optionally, determining whether the triggering condition for the ABS function is met based on the wheel slip ratio includes:

[0034] Once the wheel slip ratio exceeds the target slip threshold and the target trigger delay is reached, the triggering conditions that satisfy the ABS function are determined.

[0035] According to a second aspect of the present invention, an electronic device is provided, including a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of an ABS function trigger control method as described in the first aspect of the present invention.

[0036] According to a third aspect of the present invention, a vehicle is provided, including an electronic device as described in the second aspect of the present invention.

[0037] According to a fourth aspect of the present invention, a readable storage medium is provided, on which a program or instructions are stored, which, when executed by a processor, implement the steps of an ABS function trigger control method as described in the first aspect of the present invention.

[0038] The beneficial effects of the present invention are as follows: The present invention judges the driver's intention and the road bumpiness, and adjusts the triggering conditions of the ABS function in real time according to the driver's intention and the road bumpiness, so as to avoid the false triggering of the ABS function when the vehicle passes through the bumpy road. Attached Figure Description

[0039] Figure 1 This is a flowchart of an ABS function triggering control method according to an embodiment of the present invention. Detailed Implementation

[0040] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0041] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0042] Techniques, methods, and apparatus known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0043] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0044] In the specification of this invention, the terms "first" and "second" may explicitly or implicitly include one or more of the same feature. In the description of this invention, unless otherwise stated, "multiple" means two or more. Furthermore, in the specification, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0045] like Figure 1 As shown in the figure, this embodiment introduces an ABS function trigger control method, including steps 1100-1500.

[0046] Step 1100: Calculate wheel slip ratio.

[0047] Wheel motion includes rolling and sliding. The greater the wheel slip ratio, the greater the proportion of sliding component in the wheel's motion. Wheel speed can be obtained through wheel speed sensors, and longitudinal and lateral acceleration can be obtained through acceleration sensors. A reference wheel speed is calculated based on the wheel speed, longitudinal acceleration, and lateral acceleration. Then, the wheel slip ratio is calculated based on the reference wheel speed and the wheel speed detected by the wheel speed sensors.

[0048] The formula for calculating wheel slip ratio is as follows:

[0049] ;

[0050] in, Indicates wheel slip ratio, For reference wheel speed, The wheel speed is detected by the wheel speed sensor.

[0051] Step 1200: Determine the driver's intention based on the hydraulic sensor signal, brake pedal sensor signal, and accelerator pedal sensor signal. The driver's intention includes emergency braking, normal braking, coasting, and acceleration.

[0052] Specifically, step 1200 includes steps 1210-1260.

[0053] Step 1210: Determine whether the driver has pressed the brake pedal based on the brake pedal sensor signal.

[0054] The brake pedal sensor is used to detect whether the driver has pressed the brake pedal. For example, when the driver has not pressed the brake pedal, the brake pedal sensor outputs a low-level signal, indicating that the brake pedal is not pressed. When the driver presses the brake pedal, the brake pedal sensor outputs a high-level signal, indicating that the brake pedal is pressed. The specific determination method depends on the type of brake pedal sensor actually used.

[0055] Step 1220: Determine whether the driver has pressed the accelerator pedal based on the accelerator pedal sensor signal.

[0056] The accelerator pedal sensor is used to detect whether the driver has pressed the accelerator pedal. For example, when the driver has not pressed the accelerator pedal, the sensor outputs a low-level signal, indicating that the accelerator pedal is not pressed. When the driver presses the accelerator pedal, the sensor outputs a high-level signal, indicating that the accelerator pedal is pressed. The specific determination method depends on the type of accelerator pedal sensor used.

[0057] Step 1230: With the driver pressing the accelerator pedal, determine that the driver's intention is to accelerate.

[0058] Step 1240: If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is lower than the pressure threshold, determine that the driver's intention is to perform conventional braking.

[0059] Hydraulic sensors are used to detect braking pressure. When braking is required, the driver presses the brake pedal, and the system outputs corresponding braking pressure based on the depth of pressure applied.

[0060] Compared to emergency braking, braking pressure is lower under normal braking conditions. Braking is considered normal braking when the braking pressure does not exceed the pressure threshold.

[0061] Step 1250: If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is higher than the pressure threshold, determine that the driver's intention is to brake urgently.

[0062] Compared to conventional braking, braking pressure is higher during emergency braking. When the braking pressure exceeds a pressure threshold, it is considered emergency braking.

[0063] Step 1260: If neither the brake pedal nor the accelerator pedal is pressed, determine that the driver's intention is to coast.

[0064] If the driver does not press the brake pedal or the accelerator pedal, then the vehicle does not need to accelerate or decelerate and will maintain a constant speed; the driver's intention is to coast.

[0065] Step 1300: Determine the road surface bump condition based on wheel slip ratio, vehicle vertical acceleration, and suspension displacement.

[0066] Accelerometers can detect a vehicle's vertical acceleration. When the wheels travel over bumpy surfaces, the wheels and the vehicle body move upwards or downwards, resulting in vertical acceleration.

[0067] Suspension displacement sensors can detect suspension displacement. Suspension displacement is the change in length of the suspension system relative to its rest position, whether compressed or stretched. When a wheel encounters a bump and bounces upwards, the suspension is compressed, resulting in a negative displacement. When a wheel goes down over a pothole, the suspension is stretched, resulting in a positive displacement.

[0068] In this embodiment, the road surface bumpiness is divided into five conditions: extremely small, small, medium, large, and extremely large.

[0069] Step 1400: Determine the triggering conditions for the ABS function based on the driver's intention and the road surface roughness.

[0070] The basic triggering conditions for the ABS function are pre-configured and are applicable to driving on flat roads. When the vehicle is driving on bumpy roads, the basic triggering conditions need to be adaptively adjusted to suit the bumpy road conditions.

[0071] The basic triggering conditions include the basic slip threshold and the basic triggering delay, which are adjusted to obtain the target slip threshold and the target triggering delay.

[0072] Step 1500: Determine whether the triggering conditions for the ABS function are met based on the wheel slip ratio.

[0073] Once the wheel slip ratio exceeds the target slip threshold and the target trigger delay is reached, the triggering conditions that satisfy the ABS function are determined.

[0074] This invention determines the driver's intention and the road surface bumpiness, and adjusts the triggering conditions of the ABS function in real time according to the driver's intention and the road surface bumpiness, so as to avoid the ABS function being falsely triggered when the vehicle passes through bumpy roads.

[0075] In this embodiment, step 1300 includes steps 1310-1340.

[0076] Step 1310: Perform fuzzification on the wheel slip ratio to obtain the first fuzzy variable corresponding to the wheel slip ratio.

[0077] Step 1320: Perform fuzzification on the vehicle's vertical acceleration to obtain the second fuzzy variable corresponding to the vehicle's vertical acceleration.

[0078] Step 1330: Perform fuzzification on the suspension displacement to obtain the third fuzzy variable corresponding to the suspension displacement.

[0079] Step 1340: Determine the road surface bump state based on the first fuzzy variable, the second fuzzy variable, the third fuzzy variable, and the pre-configured fuzzy rules.

[0080] A road surface bump feature model was constructed using a fuzzy control algorithm. Wheel slip ratio, vehicle vertical acceleration, and suspension displacement were each divided into three subsets {L, M, H}, where L represents low, M represents medium, and H represents high. The road surface bump state was divided into five subsets {VS, S, M, B, VB}, where VS represents minimum, S represents small, M represents medium, B represents large, and VB represents maximum. Fuzzy rules were specified based on the relationship between wheel slip ratio, vehicle vertical acceleration, suspension displacement, and road surface bump state. Since the fuzzy variables corresponding to wheel slip ratio, vehicle vertical acceleration, and suspension displacement each include three types, 27 fuzzy rules were defined, as detailed in Table 1.

[0081] Table 1: Road Surface Bumpiness Comparison Table

[0082]

[0083] When the wheel slip ratio is low, the vehicle's vertical acceleration is low, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is low, the vehicle's vertical acceleration is low, and the suspension displacement is moderate, the road surface bumpiness is minimal. When the wheel slip ratio is low, the vehicle's vertical acceleration is low, and the suspension displacement is high, the road surface bumpiness is low.

[0084] When the wheel slip ratio is low, the vehicle vertical acceleration is moderate, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is low, the vehicle vertical acceleration is moderate, and the suspension displacement is moderate, the road surface bumpiness is small. When the wheel slip ratio is low, the vehicle vertical acceleration is moderate, and the suspension displacement is high, the road surface bumpiness is small.

[0085] When the wheel slip ratio is low, the vehicle's vertical acceleration is high, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is low, the vehicle's vertical acceleration is high, and the suspension displacement is moderate, the road surface bumpiness is minimal. When the wheel slip ratio is low, the vehicle's vertical acceleration is high, and the suspension displacement is high, the road surface bumpiness is moderate.

[0086] When the wheel slip ratio is moderate, the vehicle vertical acceleration is low, and the suspension displacement is low, the road bumpiness is minimal. When the wheel slip ratio is moderate, the vehicle vertical acceleration is low, and the suspension displacement is moderate, the road bumpiness is small. When the wheel slip ratio is moderate, the vehicle vertical acceleration is low, and the suspension displacement is high, the road bumpiness is small.

[0087] When the wheel slip ratio is moderate, the vehicle vertical acceleration is moderate, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is moderate, the vehicle vertical acceleration is moderate, and the suspension displacement is moderate, the road surface bumpiness is moderate.

[0088] When the wheel slip ratio is moderate, the vehicle's vertical acceleration is high, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is moderate, the vehicle's vertical acceleration is high, and the suspension displacement is moderate, the road surface bumpiness is moderate. When the wheel slip ratio is moderate, the vehicle's vertical acceleration is high, and the suspension displacement is high, the road surface bumpiness is significant.

[0089] When the wheel slip ratio is high, the vehicle's vertical acceleration is low, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is high, the vehicle's vertical acceleration is low, and the suspension displacement is moderate, the road surface bumpiness is slight. When the wheel slip ratio is high, the vehicle's vertical acceleration is low, and the suspension displacement is high, the road surface bumpiness is moderate.

[0090] When the wheel slip ratio is high, the vehicle's vertical acceleration is medium, and the suspension displacement is low, the road surface bumpiness is minimal. When the wheel slip ratio is high, the vehicle's vertical acceleration is medium, and the suspension displacement is medium, the road surface bumpiness is moderate. When the wheel slip ratio is high, the vehicle's vertical acceleration is medium, and the suspension displacement is high, the road surface bumpiness is significant.

[0091] When the wheel slip ratio is high, the vehicle's vertical acceleration is high, and the suspension displacement is low, the road surface bumpiness is moderate. When the wheel slip ratio is high, the vehicle's vertical acceleration is high, and the suspension displacement is moderate, the road surface bumpiness is high. When the wheel slip ratio is high, the vehicle's vertical acceleration is high, and the suspension displacement is high, the road surface bumpiness is extreme.

[0092] In this embodiment, step 1400 includes steps 1410-1430.

[0093] Step 1410: Determine the first gain coefficient corresponding to the driver's intention.

[0094] Step 1420: Determine the second gain coefficient corresponding to the road surface bumpy state.

[0095] Step 1430: Adjust the basic slip threshold and basic trigger delay of the ABS function trigger according to the first gain coefficient and the second gain coefficient respectively to obtain the target slip threshold and target trigger delay.

[0096] Driver intentions include emergency braking, normal braking, coasting, and acceleration, with the corresponding gain coefficients increasing sequentially. That is, the gain coefficient is lowest for emergency braking and highest for acceleration. Road surface roughness is categorized into five levels: minimal, small, medium, large, and maximum, with the corresponding gain coefficients increasing sequentially. Specific values ​​for the gain coefficients can be determined through calibration on a real vehicle.

[0097] The target slip threshold is expressed as:

[0098] ;

[0099] in, Indicates the target slip threshold. Indicates the basic slip threshold. Indicates the first gain coefficient. This represents the second gain coefficient.

[0100] The target trigger delay is represented as follows:

[0101] ;

[0102] in, Indicates the target trigger delay. Indicates the basic trigger delay. Indicates the first gain coefficient. This represents the second gain coefficient.

[0103] Since ABS is used to adjust braking force when there is significant wheel slippage during emergency braking, it needs to be activated under emergency braking conditions. Accordingly, it is necessary to lower the slip threshold for ABS activation and reduce the ABS activation delay.

[0104] According to the calculation formulas for the target slip threshold and the target trigger delay, the target slip threshold and the target trigger delay are proportional to the first gain coefficient and the second gain coefficient.

[0105] In other words, the larger the first gain coefficient, the higher the target slip threshold and the greater the target trigger delay. The first gain coefficient is related to the driver's intention, and it is lowest during emergency braking. By using the above method, the slip threshold and trigger delay of ABS can be reduced during emergency braking, ensuring that the ABS function can be triggered normally during emergency braking.

[0106] For other operating conditions, such as normal braking, coasting, and acceleration, the braking demand decreases sequentially. Therefore, for these three conditions, the coasting threshold and trigger delay for ABS are increased sequentially to prevent ABS from being falsely triggered.

[0107] Similarly, the larger the second gain coefficient, the higher the target slip threshold and the greater the target trigger delay. The second gain coefficient is related to the road surface roughness. Different road roughness levels have varying degrees of impact on wheel slip rate; the less rough the road surface, the less impact it has on the wheel slip rate. ABS triggering requires judgment based on the wheel slip rate, and the second gain coefficient reflects the influence of road roughness.

[0108] This embodiment introduces an electronic device, including a processor and a memory, wherein the memory stores programs or instructions that can run on the processor, and when the programs or instructions are executed by the processor, they implement the steps of an ABS function trigger control method as described in any embodiment of the present invention.

[0109] This embodiment describes a vehicle, characterized in that it includes an electronic device as described in the above embodiments of the present invention.

[0110] This embodiment provides a readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of an ABS function trigger control method as described in any embodiment of the present invention.

[0111] While specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the invention.

[0112] Those skilled in the art will recognize that the modules and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0113] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described apparatus and equipment can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0114] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0115] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the embodiments of the present invention, depending on actual needs.

[0116] In addition, the functional modules in the embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0117] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0118] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

[0119] It should be understood that the sequence numbers of the steps in the invention's content and embodiments do not absolutely imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The foregoing description of embodiments of this disclosure has been provided for illustrative and descriptive purposes. The foregoing description is not exhaustive and is not intended to limit this disclosure to the exact form disclosed. Various modifications and variations may exist based on the foregoing teachings, or various modifications and variations may be derived from the practice of this disclosure. These embodiments were chosen and described to illustrate the principles of this disclosure and its practical application, so that those skilled in the art can utilize this disclosure in various implementations and modifications suitable for the specific purpose of the concept.

Claims

1. An ABS function trigger control method, characterized in that, include: Calculate wheel slip ratio; The driver's intention is determined based on hydraulic sensor signals, brake pedal sensor signals, and accelerator pedal sensor signals. The driver's intention includes emergency braking, normal braking, coasting, and acceleration. The road surface bump condition is determined based on wheel slip ratio, vehicle vertical acceleration, and suspension displacement. The triggering conditions for the ABS function are determined based on the driver's intentions and the road surface conditions. Determine whether the triggering conditions for ABS function are met based on the wheel slip ratio; The method of determining road surface bumpiness based on wheel slip ratio, vehicle vertical acceleration, and suspension displacement includes: The wheel slip ratio is fuzzified to obtain the first fuzzy variable corresponding to the wheel slip ratio; The vehicle's vertical acceleration is fuzzified to obtain the second fuzzy variable corresponding to the vehicle's vertical acceleration; The suspension displacement is fuzzified to obtain the third fuzzy variable corresponding to the suspension displacement; The road surface bumpiness is determined based on the first fuzzy variable, the second fuzzy variable, the third fuzzy variable, and the pre-configured fuzzy rules.

2. The method according to claim 1, characterized in that, The process of determining the driver's intention based on hydraulic sensor signals, brake pedal sensor signals, and accelerator pedal sensor signals includes: The system determines whether the driver has pressed the brake pedal based on the brake pedal sensor signal. The system determines whether the driver has pressed the accelerator pedal based on the signal from the accelerator pedal sensor. When the driver presses the accelerator pedal, it is determined that the driver's intention is to accelerate; If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is lower than the pressure threshold, it is determined that the driver's intention is to brake normally. If the driver presses the brake pedal and the braking pressure obtained through the hydraulic sensor signal is higher than the pressure threshold, the driver's intention is determined to be emergency braking. If neither the brake pedal nor the accelerator pedal is pressed, it is determined that the driver's intention is to coast.

3. The method according to claim 1, characterized in that, The method for determining the triggering conditions of the ABS function based on the driver's intention and the road surface roughness includes: Determine the first gain coefficient corresponding to the driver's intention; Determine the second gain coefficient corresponding to the road surface bumpiness state; The base slip threshold and base trigger delay for ABS function triggering are adjusted based on the first gain coefficient and the second gain coefficient, respectively, to obtain the target slip threshold and the target trigger delay.

4. The method according to claim 3, characterized in that, The target slip threshold is expressed as: ； in, Indicates the target slip threshold. Indicates the basic slip threshold. This represents the first gain coefficient. This represents the second gain coefficient.

5. The method according to claim 3, characterized in that, The target trigger delay is represented as follows: ； in, Indicates the target trigger delay. Indicates the basic trigger delay. This represents the first gain coefficient. This represents the second gain coefficient.

6. The method according to claim 3, characterized in that, The method for determining whether the ABS function is triggered based on the wheel slip ratio includes: Once the wheel slip ratio exceeds the target slip threshold and the target trigger delay is reached, the triggering conditions that satisfy the ABS function are determined.

7. An electronic device, characterized in that, It includes a processor and a memory, the memory storing a program or instructions that can run on the processor, the program or instructions being executed by the processor to implement the steps of an ABS function trigger control method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, Includes the electronic device described in claim 7.

9. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of an ABS function trigger control method as described in any one of claims 1 to 6.

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