Method, device, storage medium and program product for suppressing vehicle brake judder

Abstract

The present specification relates to a method, device, storage medium and program product for suppressing brake judder of a vehicle. The method comprises: when the vehicle is determined to satisfy a precondition of brake judder, obtaining judder waveform data according to a motion state signal of the vehicle; obtaining a judder frequency according to a current vehicle speed of the vehicle and a predefined judder frequency interpolation table; obtaining a compensation force amplitude according to a target clamping force of the vehicle and a predefined compensation force amplitude interpolation table; and outputting a brake clamping force according to the judder waveform data, the judder frequency, the compensation force amplitude and the target clamping force, so as to suppress brake judder in a rotation period.

Description

Technical Field

[0001] This specification relates to the field of vehicle technology, and in particular to a method, device, storage medium, and program product for suppressing vehicle braking vibration. Background Technology

[0002] Brake vibration is a first-order or higher-order periodic vibration of the vehicle's suspension and steering system. It can be perceived by the driver through the steering wheel, floor, dashboard, seat and brake pedal, causing discomfort to the driver and potentially leading to after-sales issues such as claims for brake discs and friction pads.

[0003] In braking systems, disc thickness variation (DTV) is a significant factor causing brake shudder. Related technologies aim to suppress or counteract brake shudder by identifying its characteristics in real time, calculating compensation forces, and then superimposing these compensation forces with the actual clamping force.

[0004] However, in this related technology, the identification of vibration characteristics takes a certain amount of time, while the vehicle is always in the braking process, which causes a certain delay in compensation, making it difficult to achieve synchronous compensation. Furthermore, real-time monitoring and calculation also consume the vehicle's processing resources. Summary of the Invention

[0005] This specification provides a method, apparatus, storage medium, and program product for suppressing vehicle braking vibration, in order to address the deficiencies in related technologies.

[0006] According to a first aspect of the embodiments of this specification, a method for suppressing vehicle braking vibration is provided, comprising: When a vehicle is determined to meet the preconditions for brake vibration, vibration waveform data is obtained based on the vehicle's motion state signal. The vibration frequency is obtained based on the vehicle's current speed and a predefined vibration frequency interpolation table; The compensation force amplitude is obtained based on the target clamping force of the vehicle and a predefined compensation amplitude interpolation table; The braking clamping force is output based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force to suppress braking jitter during the rotation cycle.

[0007] Optionally, when the vehicle is determined to meet the preconditions for brake shudder, obtaining shudder waveform data based on the vehicle's motion state signal includes: Collect vehicle braking signals and ABS signals; When the braking signal is in an active state and the ABS signal is in a dormant state, the vehicle's motion state signal is acquired; When the motion state signal changes periodically, the current vehicle speed and target clamping force are obtained; When the target clamping force is less than or equal to the first threshold and the current vehicle speed is greater than or equal to the second threshold, jitter waveform data is obtained based on the motion state signal.

[0008] Optionally, the step of outputting a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force to suppress braking jitter within the current rotation cycle includes: Based on the jitter waveform data and the compensation force amplitude, compensation waveform data is obtained, wherein the compensation waveform data is inversely related to the jitter waveform data. Based on the compensation waveform data, the jitter frequency, and the target clamping force, obtain the output sequence of the braking clamping force; The braking clamping force is output according to the output sequence of the braking clamping force.

[0009] Optional, also includes: After outputting the braking clamping force during the rotation cycle, it is determined whether the motion state signal during the rotation cycle has undergone periodic changes. When the vehicle's motion state signal changes periodically, the jitter waveform data is updated; The braking clamping force is corrected based on the updated jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force.

[0010] Optional, also includes: When the motion state signal of the vehicle changes periodically, the braking clamping force for the next rotation cycle is output based on the jitter waveform data of the current rotation cycle.

[0011] Optional, also includes: The vehicle's brake disc temperature is obtained based on a brake disc temperature model. The type of brake vibration is determined based on the temperature of the brake disc, and the types of brake vibration include cold vibration and hot vibration. When the braking vibration is a cold vibration, a cold vibration frequency interpolation table is selected as the predefined vibration frequency interpolation table, and a cold compensation amplitude interpolation table is selected as the predefined compensation amplitude interpolation table; When the braking vibration is hot vibration, a hot vibration frequency interpolation table is selected as the predefined vibration frequency interpolation table, and a hot compensation amplitude interpolation table is selected as the predefined compensation amplitude interpolation table.

[0012] Optional, also includes: When the preset self-learning trigger conditions are met, the jitter frequency interpolation table and the compensation amplitude interpolation table are generated or updated.

[0013] Optionally, generating or updating the jitter frequency interpolation table includes: The order of occurrence of vehicle braking vibration is identified based on the motion state signal; Based on the occurrence order and vehicle speed, obtain multiple frequency update values ​​corresponding to vehicle speeds; Obtain the vibration frequency interpolation table that needs to be updated based on the brake disc temperature; The jitter frequency interpolation table is generated or updated based on the vehicle speed and the frequency update value.

[0014] Optional, also includes: When braking vibration occurs, the target angular deceleration of the wheel is calculated based on multiple target clamping forces; Calculate the actual angular deceleration based on the duration of each target clamping force and the vehicle speed during the duration; Based on the difference between the actual angular deceleration and the target angular deceleration, calculate the updated compensation force values ​​corresponding to the clamping forces of multiple targets; Obtain the compensation amplitude interpolation table that needs to be updated based on the brake disc temperature; The compensation amplitude interpolation table is generated or updated based on the multiple compensation force update values ​​and the multiple target clamping forces.

[0015] According to a second aspect of the embodiments of this specification, a vehicle braking vibration suppression device is provided, the suppression device comprising: The first acquisition unit is used to acquire vibration waveform data based on the vehicle's motion state signal when the vehicle is determined to meet the precondition of braking vibration. The second acquisition unit is used to acquire the vibration frequency based on the vehicle's current speed and a predefined vibration frequency interpolation table; The third acquisition unit is used to acquire the compensation force amplitude based on the target clamping force of the vehicle and a predefined compensation amplitude interpolation table; The suppression unit is used to output a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force, so as to suppress braking jitter during the rotation cycle.

[0016] According to a third aspect of the embodiments of this specification, a computer-readable storage medium is provided that stores computer instructions thereon, which, when executed by a processor, implement the steps of any of the foregoing methods for suppressing vehicle braking vibration.

[0017] According to a fourth aspect of the embodiments of this specification, a computer program product is provided, including a computer program and / or instructions, which, when executed by a processor, implement the steps of any of the foregoing methods for suppressing vehicle braking vibration.

[0018] The technical solutions provided in the embodiments of this specification may include the following beneficial effects: As can be seen from the above embodiments, the brake shudder suppression method described in this specification can reduce or eliminate brake shudder based on software strategy control, thereby reducing the probability of hardware replacement or warranty claims. This suppression method uses shudder waveform data as feedforward input to predict the phase angle of shudder occurrence in advance. Subsequently, it uses an interpolation table to obtain the shudder frequency and compensation force amplitude, thus obtaining the output sequence of the braking clamping force within the rotation cycle in advance. In other words, it can predict the occurrence of shudder before it occurs and store the braking clamping force required to be output within the rotation cycle, improving the matching degree between shudder suppression and the actual physical state of the brake disc DTV, reducing latency, and enhancing the suppression effect. Furthermore, this method does not require real-time monitoring, reducing the amount of data. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating a method for suppressing vehicle braking vibration as shown in the embodiments disclosed in this specification; Figure 2 This is a schematic diagram of a jitter waveform data shown in the embodiments disclosed in this specification; Figure 3 This is a schematic diagram of a compensation waveform data shown in the embodiments disclosed in this specification; Figure 4 This is a schematic diagram illustrating the output sequence of braking clamping force according to the embodiments disclosed in this specification; Figure 5 This is a flowchart illustrating another method for suppressing vehicle braking vibration as disclosed in the embodiments of the present invention; Figure 6 This is a schematic structural diagram of an electronic device shown in the embodiments of this specification; Figure 7 This is a block diagram illustrating a vehicle braking vibration suppression device as shown in the embodiments of this specification. Detailed Implementation

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this specification as detailed in the appended claims.

[0021] The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” as used in this specification and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0022] It should be understood that although the terms first, second, third, etc., may be used in this specification to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this specification, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0023] Figure 1 This is a flowchart illustrating an exemplary embodiment of the present invention for a method to suppress vehicle braking vibration. The method may specifically include the following steps: In step 101, when the vehicle is determined to meet the preconditions for brake vibration, vibration waveform data is obtained based on the vehicle's motion state signal.

[0024] This suppression method is executed by the vehicle control system (hereinafter referred to as the system). The system serves as the core execution entity of the suppression method in this invention. The suppression method provided in this application is implemented based on the brake-by-wire system of the electromechanical braking module configured in the vehicle. The braking clamping force calculated by this suppression method can be output to the brake disc in a torque manner through the wheel-side brake motor in the brake-by-wire system.

[0025] This system can be electrically connected to various sensors installed in the vehicle to acquire sensor sampling data, which can serve as the basis for subsequent calculations and control. Of course, before performing calculations and control based on the sampling data, the system can process the data, such as performing analog-to-digital conversion, filtering, and smoothing.

[0026] For example, the system can be electrically connected to the vehicle's steering wheel angle sensor to obtain the steering wheel angle signal; alternatively, it can be electrically connected to the vehicle's acceleration sensor to obtain changes in the vehicle's acceleration; and it can also be electrically connected to the wheel speed sensors of each wheel to obtain the rotational speed of each wheel. Of course, this is merely an illustrative example.

[0027] In addition to being electrically connected to the sensors configured in the vehicle, the system can also be electrically connected to other electronic control modules or battery modules configured in the vehicle, thereby achieving coordinated control of the entire vehicle.

[0028] In one embodiment, the motion state signal may include a steering wheel angle signal, the rotational speed signals of each wheel, the lateral acceleration signal of the entire vehicle, and the longitudinal acceleration signal, etc., which can be acquired by corresponding sensors at a certain sampling rate. The lateral acceleration signal and the longitudinal acceleration signal of the entire vehicle can help determine the vibration frequency and vibration amplitude, the rotational speed signal of each wheel can help identify the order of occurrence of braking vibration, and the steering wheel angle signal and braking signal, etc., can be used to eliminate vibrations under interference conditions.

[0029] The vibration waveform data mainly includes the correlation data between the phase angle and vibration characteristics. These vibration characteristics can be direct features related to braking vibration, such as vibration amplitude; or indirect features indirectly related to the vibration characteristics, such as the error between the actual clamping force and the target clamping force. This vibration waveform data can intuitively reflect the repetitive vibration pattern during brake disc rotation. Through this data, one can understand the phase angle of the brake disc's DTV (Displacement Voltage Transmission) and the phase angle of the vibration peak during wheel rotation.

[0030] Based on this motion state signal, the system can first perform a time-domain to angle-domain conversion, for example, it can calculate the turning angle position of the wheel in real time based on the wheel speed signal. Subsequently, a coordinate system is established between this turning angle position and the vibration feature, with the phase angle as the horizontal axis and the vibration feature as the vertical axis.

[0031] Of course, this method considers the normal braking vibrations generated by DTV, which are general patterns. Therefore, it is necessary to exclude some interfering braking events and to assist the system in identifying the effective braking vibrations related to DTV.

[0032] In some embodiments, the system can acquire vehicle braking signals and ABS (Anti-lock Braking System) signals. The system can also acquire pedal travel signals detected by pedal sensors and determine whether the braking signal is active or dormant based on these signals. An active state indicates that the brake pedal is currently depressed by the user, and the system is performing a braking event. A dormant state indicates that the brake pedal travel is currently zero, the user is not depressing the pedal, and the system is in an acceleration or "throttle release" state.

[0033] Since ABS activation can also cause vehicle vibration, to prevent ABS vibration from being misinterpreted as regular vibration caused by brake disc damping (DTV), the system can also acquire message data uploaded by the ABS controller, decode the received message data, and then obtain the ABS signal to determine whether the ABS signal is active or dormant. Alternatively, the system can also acquire detection data from sensors related to the ABS status to determine whether the ABS signal is active or dormant. An active state indicates that the ABS is currently in place, meaning the vehicle's ABS system is currently working; a dormant state indicates that the ABS is currently not in place, meaning the vehicle's ABS system is currently not working.

[0034] After determining that the braking signal is active and the ABS signal is dormant, the vehicle's motion state signal is acquired, and further, based on this motion state signal, it is determined whether the vehicle is experiencing brake vibration. This avoids misclassifying periodic vibrations caused by the ABS being active as brake vibration, thus preventing misdiagnosis of brake vibration faults.

[0035] Furthermore, when the motion state signal exhibits periodic changes, meaning the vehicle state already displays typical periodic vibrations, the current vehicle speed and target clamping force can be acquired. When the target clamping force is less than or equal to a first threshold and the current vehicle speed is greater than or equal to a second threshold, vibration waveform data is acquired based on the motion state signal. Thus, since braking vibrations do not occur under low-speed driving or heavy braking conditions, setting and comparing the first and second thresholds can eliminate interfering conditions, improving the effectiveness of this method in suppressing vibrations primarily caused by DTV.

[0036] In step 102, the vibration frequency is obtained based on the vehicle's current speed and a predefined vibration frequency interpolation table.

[0037] The system can be electrically connected to the vehicle speed sensor on the transmission output shaft to obtain the vehicle's current speed, or calculate the vehicle's current speed based on wheel speed signals uploaded by wheel speed sensors. Alternatively, the system can also output an accurate and reliable current speed based on multiple received signals related to the current speed, using fusion algorithms, fault diagnosis, and compensation logic.

[0038] This predefined jitter frequency interpolation table can record the correspondence between discrete vehicle speed points and jitter frequencies. Of course, vehicle speeds cannot be exhaustively listed, so this jitter frequency interpolation table can only record the correspondence between discrete vehicle speed points and jitter frequencies.

[0039] If the current vehicle speed is directly recorded in the jitter frequency interpolation table, the corresponding jitter frequency can be directly read from the table based on the current vehicle speed. However, if the current vehicle speed is not directly recorded in the jitter frequency interpolation table, the two discrete vehicle speeds closest to the current vehicle speed and their corresponding two jitter frequencies can be obtained first, and then the jitter frequency corresponding to the current vehicle speed can be obtained using an interpolation algorithm.

[0040] In some embodiments, the predefined vibration frequency interpolation table can be predefined within the vehicle during the manufacturing process. In other embodiments, the vibration frequency interpolation table can be an empty table during the manufacturing process. Subsequently, after driving for a certain period of time or a certain distance, or after detecting braking vibration, a table writing program can be triggered to write the correlation data between vehicle speed and vibration frequency into the empty table.

[0041] Of course, regardless of whether the brake disc's damping frequency (DTV) is empty or not when the vehicle leaves the factory, its DTV will change as driving time and mileage increase. This change could be in the order or amplitude of the DTV. Therefore, when the system determines that the DTV is not empty, meaning it records the relationship between vehicle speed and DTV frequency, the system can update the DTV to better reflect the current physical state of the brake disc.

[0042] Whether generating or updating a jitter frequency interpolation table, both involve adjusting the data within the table based on the new data. Therefore, the calculation of updated values ​​can be performed in essentially the same way.

[0043] Specifically, the order of occurrence of braking vibration can be identified based on motion state signals. For example, the order of occurrence of braking vibration can be identified based on the wheel speed signals of each wheel. For example, if the braking vibration is of the first order, it means that there is currently a thickness change point in the brake disc, or if the braking vibration is of the second order, it means that there are currently two thickness change points in the brake disc.

[0044] Understandably, changes in brake disc thickness are typically the cumulative result of a long period of time, so the occurrence order usually doesn't change within a short period. Therefore, after identifying the occurrence order, vehicle speeds over a certain period can be accumulated, and then frequency update values ​​corresponding to multiple vehicle speeds can be obtained based on the vehicle speed and the occurrence order.

[0045] Specifically, ; in, This refers to the jitter frequency; For the order of occurrence; For vehicle speed; This is the rolling radius of the wheel.

[0046] Thus, the jitter frequency interpolation table is updated based on multiple vehicle speeds and their corresponding frequency update values. When the jitter frequency interpolation table is empty, it can be generated.

[0047] As mentioned earlier, the jitter frequency interpolation table records the relationship between discrete vehicle speed points and jitter frequencies. Therefore, during the update phase, if the vehicle speed corresponding to the frequency update value is a discrete vehicle speed point existing in the jitter frequency interpolation table, the frequency update value can directly replace the jitter frequency in the original table. If the vehicle speed corresponding to the frequency update value is a discrete vehicle speed point not existing in the jitter frequency interpolation table, the two discrete vehicle speed points closest to the vehicle speed corresponding to the frequency update value can be obtained first. Then, based on the interpolation algorithm, the jitter frequencies of these two discrete vehicle speed points are updated according to the frequency update value, and the jitter frequency interpolation table is updated accordingly. Of course, in other embodiments, new discrete vehicle speed point data can also be directly written.

[0048] In step 103, the compensation force amplitude is obtained based on the target clamping force of the vehicle and a predefined compensation amplitude interpolation table.

[0049] The target clamping force is the positive pressure that the user intends to apply to the brake disc via the wheel-side brake motor. When the user presses the brake pedal, the pedal travel signal can be obtained through the pedal sensor, and the target clamping force can be obtained based on this signal. For example, the target output torque of the wheel-side brake motor can be determined based on the pedal travel signal, and then the target clamping force can be obtained based on the target output torque, transmission structure parameters, and transmission coefficients. Alternatively, the vehicle can pre-store an interpolation table between pedal travel and target clamping force. Subsequently, after obtaining the pedal travel signal, the target clamping force can be obtained based on the pedal travel signal and the interpolation table.

[0050] The predefined compensation amplitude interpolation table can record the correspondence between the target clamping force and the compensation force amplitude. Of course, the target clamping forces cannot be exhaustively listed, so the compensation amplitude interpolation table can record the correspondence between multiple discrete target clamping forces and compensation force amplitudes.

[0051] Subsequently, when the current target clamping force is directly recorded in the compensation amplitude interpolation table, the corresponding compensation force amplitude can be directly read from the table based on the current target clamping force. However, when the current target clamping force is not directly recorded in the compensation amplitude interpolation table, the two target clamping force points closest to the current target clamping force and their corresponding two compensation force amplitudes can be obtained first, and then the compensation force amplitude corresponding to the current target clamping force can be obtained using an interpolation algorithm.

[0052] In some embodiments, the predefined compensation amplitude interpolation table can be predefined within the vehicle during the vehicle's manufacturing process. In other embodiments, the compensation amplitude interpolation table can be an empty table at the vehicle's production stage. Subsequently, after driving for a certain period of time or mileage, or after detecting brake vibration, a table writing program can be triggered to write the correlation data between the target clamping force and the compensation force amplitude into the empty table.

[0053] Of course, regardless of whether the instrument panel is empty or not when the vehicle leaves the factory, the DTV of the brake disc will change as the driving time and mileage increase. For example, the order or amplitude of the DTV may change. Therefore, when the system determines that the compensation amplitude interpolation table is not empty, that is, when the table records the correlation between the target clamping force and the compensation force amplitude, the system can also update the compensation amplitude interpolation table to better reflect the current physical state of the brake disc.

[0054] Whether generating or updating the compensation amplitude interpolation table, both involve adjusting the data within the table based on the new data. Therefore, the calculation of the updated values ​​can be performed in essentially the same way.

[0055] When a vehicle is determined to meet the preconditions for brake vibration, multiple target angular decelerations of the wheel can be obtained based on multiple target clamping forces. For example, the braking torque acting on the wheel can be calculated by combining the radius of the brake disc and the friction coefficient of the friction pads. Furthermore, based on the braking torque and the moment of inertia of the wheel, the target angular deceleration corresponding to each target clamping force can be calculated.

[0056] After detecting each target clamping force and calculating its duration, the actual angular deceleration of the wheel can be calculated based on this duration, the vehicle speed during that duration, and the tire radius. This duration is the time the user maintains the current brake pedal pressure, which can also be understood as the duration of the target clamping force. For example, within this duration, if the vehicle speed increases from... Down to In this way, the deceleration of the wheel can be calculated, and further, based on the deceleration of the wheel and the wheel radius, the actual angular deceleration of the wheel can be calculated.

[0057] Furthermore, based on the difference between the target angular deceleration and the actual angular deceleration, the updated compensation force values ​​corresponding to multiple target clamping forces can be calculated. For example, the updated compensation force value can be directly calculated based on the proportional coefficient between the calibrated angular velocity error and the compensation force amplitude. Alternatively, it can be obtained by querying and calculating using an interpolation table between the angular velocity error and the compensation force amplitude. Alternatively, the target clamping force can be calculated using the system's built-in proportional-derivative controller.

[0058] Thus, the compensation amplitude interpolation table is updated based on the multiple target clamping forces and the corresponding compensation force update values. When the compensation amplitude interpolation table is empty, it can be generated.

[0059] As mentioned earlier, the compensation amplitude interpolation table records the relationship between the discrete target clamping force and the jitter frequency. Therefore, during the update phase, if the target clamping force corresponding to the updated compensation force value is a discrete target clamping force existing in the compensation amplitude interpolation table, then the updated compensation force value can directly replace the compensation force in the original table. If the target clamping force corresponding to the updated compensation force value is a discrete target clamping force not existing in the compensation amplitude interpolation table, then the two discrete target clamping forces closest to the target clamping force corresponding to the updated compensation force value can be obtained first, and then the compensation force amplitude of the two discrete target clamping forces can be updated based on the updated compensation force value according to the interpolation algorithm. Of course, in other embodiments, new discrete target clamping force data can also be directly written.

[0060] Regarding the above embodiments, it should be noted that the vibration frequency interpolation table and the compensation amplitude interpolation table can be updated immediately upon detecting brake vibration. However, this typically consumes significant processing resources, and the thickness change of the brake disc is usually a cumulative result over a long period. Therefore, in a short period of time, the brake disc DTV amplitude changes very little or not at all, so the system does not require frequent updates to the vibration frequency interpolation table and the compensation amplitude interpolation table.

[0061] Therefore, the jitter frequency interpolation table and the compensation amplitude interpolation table can be generated or updated only when the preset self-learning trigger conditions are met. For example, if the jitter frequency interpolation table and the compensation amplitude interpolation table are empty at the factory stage, the self-learning trigger conditions can be met after the vehicle has been driven for a certain period of time or mileage. Of course, meeting the self-learning trigger conditions only indicates that the system can perform the table writing operation, but whether the table writing conditions are met still needs to be further determined whether braking jitter has occurred.

[0062] For example, if the jitter frequency interpolation table and the compensation amplitude interpolation table are not empty, the self-learning trigger condition can be considered met after the target interval time or target interval mileage has elapsed since the last update. Alternatively, the self-learning trigger condition can be considered met when residual jitter is significant or exceeds a threshold after multiple compensations.

[0063] If the jitter frequency interpolation table and the compensation amplitude interpolation table are empty, you can generate them first and then perform compensation. If they are not empty, you can update them first and then perform compensation. Alternatively, during the update of the jitter frequency interpolation table and the compensation amplitude interpolation table, you can first look up the jitter frequency and compensation force amplitude based on the unupdated tables, and then output the braking clamping force.

[0064] Based on the classification of brake vibration according to brake disc temperature in the field, for example, when the brake disc temperature is greater than or equal to 200°C, the current brake vibration is classified as hot vibration, and when the brake disc temperature is less than 200°C, the current brake vibration is classified as cold vibration.

[0065] Therefore, based on the different types of braking vibration, the vibration frequency interpolation table and the compensation amplitude interpolation table can be divided accordingly. For example, the system can store the hot vibration frequency interpolation table and the hot compensation amplitude interpolation table corresponding to hot vibration, and store the cold vibration frequency interpolation table and the cold compensation amplitude interpolation table corresponding to cold vibration.

[0066] Therefore, in some embodiments, for the generation and updating of the vibration frequency interpolation table, the brake disc temperature can be obtained based on the vehicle's built-in brake disc temperature model, and the vibration frequency interpolation table that needs to be updated can be determined based on the brake disc temperature corresponding to each vehicle speed.

[0067] For example, at a speed of At that time, the brake disc temperature was 210℃, and the frequency update value was... At a speed of At that time, the brake disc temperature was 180℃, and the frequency update value was... At a speed of At that time, the brake disc temperature was 160℃, and the frequency update value was... So, according to , Update the hot-state jitter frequency interpolation table according to and ; and Update the cold-state jitter frequency interpolation table.

[0068] Similarly, the compensation amplitude interpolation table that needs updating can be determined based on the brake disc temperature during the duration of each target clamping force. For example, when the target clamping force is... At that time, the brake disc temperature was 210℃, and the compensation force update value was... When the clamping force on the target is... At that time, the brake disc temperature was 180℃, and the frequency update value was... ; when the target clamping force is At that time, the brake disc temperature was 160℃, and the frequency update value was... So, according to , Update the thermal compensation amplitude interpolation table according to and , and Update the cold-state compensation amplitude interpolation table.

[0069] In step 104, a braking clamping force is output based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force to suppress braking jitter during the rotation cycle.

[0070] The jitter waveform data can be written into a data coordinate system with the phase angle as the horizontal axis and the jitter feature as the vertical axis. Based on the changes in the jitter feature, the phase angle range at which the brake disc DTV thickness changes can be determined, thus pinpointing the fault location of the brake disc and facilitating targeted compensation at the fault location. The compensation amplitude interpolation table can record a set of data representing the compensation force amplitude within one rotation cycle. After obtaining the phase range of the DTV based on the jitter waveform data, the compensation force amplitude within one rotation cycle can be matched with the phase range. Alternatively, the compensation amplitude interpolation table can also include compensation peak values. Based on the jitter waveform data and compensation peak values, the relationship between the compensation force amplitude and the phase angle can be scaled according to the proportional relationship between the phase angle and the jitter feature, thereby obtaining the compensation force at each phase angle position within the 0-360° range. Compensation waveform data is constructed in the feedforward stage and then applied in real-time during the compensation stage to predict and compensate for jitter in advance.

[0071] In other words, compensation waveform data can be obtained based on the vibration waveform data and the compensation force amplitude. Furthermore, when abnormal vibration occurs due to DTV wear, the actual clamping force at the motor wheel end increases relative to the target clamping force when the clamping position between the friction pad and the brake disc changes from thin to thick; conversely, when the clamping position changes from thick to thin, the actual clamping force at the motor wheel end decreases relative to the target clamping force. For example, such as... Figure 2 As shown, the jitter waveform data can be the correlation data between the phase angle and the clamping force difference, where the clamping force difference can be the difference between the actual clamping force and the target clamping force, and the thickness change of the brake disc at the corresponding position is also shown. According to... Figure 2 As shown, in arrive During this stage, the thickness of the brake disc gradually increases, and the actual clamping force exceeds the target clamping force. Therefore, in... arrive Within the phase angle range, the output braking clamping force needs to be appropriately reduced; arrive During this stage, the brake disc thickness decreases from thick to thin, and... When the clamping force reaches its thinnest point, the actual clamping force is less than the target clamping force at this stage, so it is necessary to appropriately increase the braking clamping force.

[0072] The braking clamping force at each phase angle within the rotation cycle is determined by the target clamping force and the compensation force at each phase angle. The target clamping force is determined by user input and cannot be adjusted using a strategy. Therefore, as... Figure 3 As shown, a counter-phase compensation force can be used at the same phase angle position to counteract the fluctuation of the actual clamping force, thereby reducing vibration. Therefore, the compensation waveform data is opposite to the jitter waveform data.

[0073] Furthermore, such as Figure 4 As shown, the output sequence of the braking clamping force can be determined based on the waveform data of the jitter frequency, target clamping force, and compensation force. A higher jitter frequency results in a faster output speed of the braking clamping force, while a lower jitter frequency results in a slower output speed. Since DTV jitter is typically a repetitive jitter with a cycle of one revolution of the brake disc, the jitter frequency is assumed to be... So, the time it takes for the brake disc to rotate one revolution is... That is, the time required for the wheel to rotate 1° is Therefore, based on this, the system can determine every... The duration of the time interval determines the output of the next braking clamping force. In other words, based on the compensation waveform data and the target clamping force, the output sequence of the braking clamping force within the rotation cycle can be determined, and then the output speed of the braking clamping force can be determined based on the jitter frequency.

[0074] Based on this, by superimposing the target clamping force input by the user, the system can obtain the time taken for one revolution from the initial phase within the current rotation cycle, at each interval The required braking clamping force is obtained by generating a sequence of braking clamping forces. Subsequently, based on this sequence of braking clamping forces, braking clamping forces are output sequentially within the rotation cycle. This enables early prediction and timely suppression of braking jitter during the rotation cycle, reducing suppression delay and improving suppression effectiveness.

[0075] Since the physical condition of the brake discs installed on each wheel of a vehicle is different, the system can compensate for each wheel specifically to suppress braking vibration of each wheel.

[0076] As mentioned earlier, when there are different types of brake vibration, and the system stores interpolation tables for vibration frequency and compensation amplitude corresponding to each type of brake vibration, this method can also obtain the brake disc temperature based on the vehicle's built-in brake disc temperature model during the compensation process, and determine the type of brake vibration based on the brake disc temperature, such as whether it is hot vibration or cold vibration.

[0077] When the braking vibration is cold-state vibration, a cold-state vibration frequency interpolation table and a cold-state compensation amplitude interpolation table are selected as predefined vibration frequency interpolation tables and compensation amplitude interpolation tables, respectively. When the braking vibration is hot-state vibration, a hot-state vibration frequency interpolation table and a hot-state compensation amplitude interpolation table are selected as predefined vibration frequency interpolation tables and compensation amplitude interpolation tables, respectively. The specific methods for obtaining the vibration frequency and compensation force amplitude can be found in the aforementioned embodiments.

[0078] In this specification, to ensure the compensation effect, after the compensation is completed within the current rotation cycle based on the output sequence of the braking clamping force (i.e., after each braking clamping force is output at the corresponding phase angle position), the motion state signal within that rotation cycle can be acquired, and it can be identified whether the motion state signal undergoes periodic changes. If the motion state signal still undergoes periodic changes, it means that the compensation effect is poor and the residual jitter is relatively serious. Therefore, the jitter waveform data can be updated, that is, the DTV of the brake disc can be reacquired. Subsequently, the braking clamping force can be corrected based on the updated jitter waveform data, jitter frequency, compensation force amplitude, and target clamping force.

[0079] Of course, it's understandable that the motion state signal used to update the jitter waveform data needs to be generated after the current rotation cycle is completed, while the brake disc will naturally enter the next rotation cycle after completing the current one. Therefore, there is an overlap in their timing. Thus, during the jitter waveform data update process, the brake clamping force can be output using the unupdated jitter waveform data. After obtaining the updated jitter waveform data, the brake clamping force can be output based on the updated jitter waveform data. Alternatively, the compensation event can be stopped before the updated jitter waveform output is available, and the output can be based on the user's target clamping force.

[0080] Preferably, the difference between the compensated motion state signal and the motion state signal before compensation can be used to determine whether a compensation event needs to be triggered during the jitter waveform data update. In other words, it can be determined whether the output sequence of the braking clamping force needs to be obtained and output based on the unupdated jitter waveform data. For example, if the difference between the compensated motion state signal and the motion state signal before compensation is less than a set condition, it indicates that the compensation has some effect, but it is not good. Therefore, during the jitter waveform data update, the braking clamping force can be output according to the unupdated jitter waveform data for compensation. If the difference between the compensated motion state signal and the motion state signal before compensation is greater than a set condition, it indicates that the compensation has no obvious effect, or may even have negative effects. In this case, the compensation event will not be triggered during the jitter waveform data update, meaning that compensation will no longer be performed for the target clamping force, and the target clamping force input by the user can be output normally.

[0081] If the motion state signal does not change periodically after compensation based on the output sequence of the braking clamping force, it can be concluded that the current output sequence of the braking clamping force has a compensation effect on the DTV of the brake disc. Therefore, the output braking clamping force can be obtained based on the jitter waveform data in the previous compensation cycle, i.e., the rotation cycle.

[0082] The brake shudder suppression method described in this manual can reduce or eliminate brake shudder through software-based strategy adjustments, lowering the probability of hardware replacement or warranty claims. This suppression method uses shudder waveform data as feedforward input to predict the phase angle of shudder occurrence in advance. Subsequently, an interpolation table is used to obtain the shudder frequency and compensation force amplitude, thereby pre-determining the output sequence of the braking clamping force within the rotation cycle. In other words, it can predict shudder occurrence before it happens and store the braking clamping force required for the rotation cycle, improving the matching degree between shudder suppression and the actual physical state of the brake disc DTV, reducing latency, and enhancing the suppression effect. Furthermore, this method does not require real-time monitoring, reducing the amount of data.

[0083] Figure 5 This is a flowchart illustrating another method for suppressing vehicle braking vibration according to an embodiment of the present invention. This method can be applied to the vehicle control system of a vehicle. Figure 5 As shown, the suppression method may include the following steps: Step 501: Acquire braking signal and ABS signal.

[0084] Step 502: Determine whether the braking signal is in an active state and the ABD signal is in a dormant state.

[0085] In this embodiment, the braking signal can be determined based on the brake pedal travel signal, and the ABS signal comes from the ABS controller installed in the vehicle. Determining the ABS signal can eliminate vibration conditions caused by ABS activation.

[0086] If the braking signal is active and the ABS signal is dormant, proceed to step 503; otherwise, proceed to step 501.

[0087] Step 503: Obtain the vehicle motion state signal collected by the sampling sensor.

[0088] In this embodiment, the motion state signal may include wheel speed signals of each wheel, vehicle acceleration signals, and steering wheel angle signals. On the one hand, periodic vibrations can be determined by the periodic changes in the motion state signal; on the other hand, interference conditions can be eliminated using the motion state signal. For example, vibration conditions caused by frequent steering wheel turns can be eliminated using the steering wheel angle signal.

[0089] Step 504: Determine whether the motion state signal undergoes periodic changes.

[0090] In this embodiment, when the motion state signal undergoes periodic changes, the process proceeds to step 505. When the motion state signal does not undergo periodic changes, it means that there is currently no shaking, and there is no need to suppress vehicle shaking. Therefore, the process proceeds to step 503 to continuously observe the vehicle's shaking state.

[0091] Step 505: Obtain the current vehicle speed and target clamping force.

[0092] In this embodiment, the target clamping force can be obtained from the pedal travel signal of the brake pedal.

[0093] Step 506: Determine whether the target clamping force is less than the first threshold and the current vehicle speed is greater than the second threshold.

[0094] In this embodiment, considering that braking vibration is generally not caused by DTV under low-speed and heavy braking conditions, to avoid invalid compensation and reduce data reading and computation, steps 508 and 521 are executed when the target clamping force is less than a first threshold and the current vehicle speed is greater than a second threshold; otherwise, step 507 is executed. Steps 508-520 and 521-530 are two parallel method strategies. Steps 508-520 involve vibration suppression during vehicle operation, while steps 521-530 involve updating and generating the vibration frequency interpolation table and the compensation amplitude interpolation table.

[0095] It should be noted that proceeding to step 507 only means that a certain state does not require compensation. As the vehicle continues to move, compensation can still be triggered through the operations in steps 501-506.

[0096] Step 507, End.

[0097] Step 508: Obtain jitter waveform data.

[0098] In this embodiment, after the aforementioned preconditions are met, braking vibration can basically occur due to the DTV of the brake disc. Therefore, the vibration waveform data can be obtained based on the motion state signal in step 503.

[0099] Step 509: Obtain the brake disc temperature.

[0100] In this embodiment, the brake disc temperature can be obtained through the vehicle's built-in brake disc temperature model, thus avoiding the need to install a temperature sensor.

[0101] Step 510: Determine whether the brake disc temperature is greater than the third threshold.

[0102] In this embodiment, when the brake disc temperature is greater than the third threshold, the process proceeds to step 513; when the brake disc temperature is less than or equal to the third threshold, the process proceeds to step 511.

[0103] Step 511: Select the cold-state vibration frequency interpolation table as the predefined vibration frequency interpolation table and the cold-state compensation amplitude interpolation table as the predefined compensation amplitude interpolation table based on the brake disc temperature.

[0104] Step 512: Obtain the vibration frequency based on the current vehicle speed and the cold vibration frequency interpolation table; obtain the compensation force amplitude based on the target clamping force and the cold compensation amplitude interpolation table.

[0105] Step 513: Select the hot vibration frequency interpolation table as the predefined vibration frequency interpolation table and the hot compensation amplitude interpolation table as the predefined compensation amplitude interpolation table based on the brake disc temperature.

[0106] Step 514: Obtain the vibration frequency based on the current vehicle speed and the hot vibration frequency interpolation table; obtain the compensation force amplitude based on the target clamping force and the hot compensation amplitude interpolation table.

[0107] Step 515: Obtain the output sequence of braking clamping force based on the jitter frequency, jitter waveform data, compensation force amplitude, and target clamping force.

[0108] Step 516: Output the braking clamping force at the phase angle position corresponding to the rotation value of the brake disc according to the output sequence.

[0109] Step 517: Determine whether the compensation within the current rotation cycle is complete.

[0110] In this embodiment, the completion of compensation for the current cycle can be determined by whether each braking clamping force in the output sequence has been output. Alternatively, the completion of compensation for the current cycle can be determined by whether the brake disc has rotated one revolution.

[0111] If the compensation for the current cycle is completed, proceed to step 518; otherwise, proceed to step 516 and continue to output the braking clamping force according to the output sequence of the braking clamping force.

[0112] Step 518: Obtain the motion state signal within the compensated period.

[0113] Step 519: Determine whether the motion state signal undergoes periodic changes.

[0114] In this embodiment, when the motion state signal changes periodically, it means that the braking clamping force output in the previous rotation cycle does not match the DTV state of the brake disc, causing the vehicle to still have periodic vibrations. Therefore, the process can proceed to step 520 to update the vibration waveform data and then update the output sequence of the braking clamping force in the subsequent steps. When the motion state signal no longer changes periodically, it means that the braking clamping force output in the previous rotation cycle matches the DTV state of the brake disc, that is, the current vibration waveform data basically matches the DTV state of the brake disc. Therefore, the vibration waveform data output in the previous rotation cycle can be used as the basis for the output sequence of the braking clamping force in the subsequent steps.

[0115] Step 520: Update the jitter waveform data.

[0116] In this embodiment, the updated jitter waveform data is used as the basis for the output sequence of the output braking clamping force.

[0117] Step 521: Determine whether the self-learning trigger condition is met.

[0118] In this embodiment, if the self-learning trigger condition is met, the process proceeds to steps 522 and 524; otherwise, it proceeds to step 507, meaning that self-learning is not currently required.

[0119] Step 522: Identify the order in which brake vibration occurs.

[0120] Step 523: Obtain frequency update values ​​corresponding to multiple vehicle speeds.

[0121] Step 524: Obtain the target angular deceleration.

[0122] Step 525: Obtain the actual angular deceleration.

[0123] Step 526: Based on the difference between the target angular deceleration and the actual angular deceleration, obtain the updated compensation force values ​​corresponding to the clamping forces of multiple targets.

[0124] Step 527: Obtain the brake disc temperature.

[0125] Step 528: Determine whether the brake disc temperature is greater than the third threshold.

[0126] In this embodiment, if the brake disc temperature is greater than the third threshold, the process proceeds to step 530; if the brake disc temperature is less than or equal to the third threshold, the process proceeds to step 529.

[0127] Step 529: Update the cold-state jitter frequency interpolation table and the cold-state compensation amplitude interpolation table.

[0128] Step 530: Update the hot-state jitter frequency interpolation table and the hot-state compensation amplitude interpolation table.

[0129] Please see Figure 6 , Figure 6 This is an exemplary embodiment illustrating the hardware structure of a vehicle housing a driver assistance control device based on camera occlusion detection. At the hardware level, the device includes a processor 602, an internal bus 604, a network interface 606, memory 608, and non-volatile memory 610, and may also include other hardware required for various operations. One or more embodiments of this specification can be implemented in software, for example, the processor 602 reads the corresponding computer program from the non-volatile memory 610 into memory 608 and then runs it. Of course, besides software implementation, one or more embodiments of this specification do not exclude other implementation methods, such as logic devices or a combination of hardware and software, etc. That is to say, the execution entity of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0130] Figure 7 This invention illustrates a block diagram of a driving control device after the driver disengages. Please refer to... Figure 7 This device can be applied to vehicles to achieve the technical solution described in this invention. The device, applied to a vehicle, includes: The first acquisition unit 71 is used to acquire vibration waveform data based on the vehicle's motion state signal when the vehicle is determined to meet the precondition for brake vibration. The second acquisition unit 72 is used to acquire the vibration frequency based on the vehicle's current speed and a predefined vibration frequency interpolation table; The third acquisition unit 73 is used to acquire the compensation force amplitude according to the target clamping force of the vehicle and a predefined compensation amplitude interpolation table; The suppression unit 74 is used to output a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force, so as to suppress braking jitter during the rotation cycle.

[0131] Accordingly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle braking vibration suppression method as described in any of the above embodiments.

[0132] Accordingly, this specification also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the vehicle braking vibration suppression method as described in any of the above embodiments.

[0133] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer, which can take the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email sending and receiving device, game console, tablet computer, wearable device, or any combination of these devices.

[0134] In a typical configuration, a computer includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0135] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0136] Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage, quantum memory, graphene-based storage media or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0137] Other embodiments of this specification will readily occur to those skilled in the art upon consideration of the specification and practice of the disclosure herein. This specification is intended to cover any variations, uses, or adaptations that follow the general principles of this specification and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this specification are indicated by the following claims.

[0138] It should be understood that this specification is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this specification is limited only by the appended claims.

Claims

1. A method for suppressing vehicle braking vibration, characterized in that, include: When a vehicle is determined to meet the preconditions for brake vibration, vibration waveform data is obtained based on the vehicle's motion state signal. The vibration frequency is obtained based on the vehicle's current speed and a predefined vibration frequency interpolation table; The compensation force amplitude is obtained based on the target clamping force of the vehicle and a predefined compensation amplitude interpolation table; Based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force, a braking clamping force is output to suppress braking jitter within the rotation cycle; The step of outputting a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force to suppress braking jitter within the current rotation cycle includes: Based on the jitter waveform data and the compensation force amplitude, compensation waveform data is obtained, wherein the compensation waveform data is inversely related to the jitter waveform data. Based on the compensation waveform data, the jitter frequency, and the target clamping force, obtain the output sequence of the braking clamping force; The braking clamping force is output according to the output sequence of the braking clamping force.

2. The suppression method according to claim 1, characterized in that, When a vehicle is determined to meet the preconditions for brake shudder, the acquisition of shudder waveform data based on the vehicle's motion state signal includes: Collect vehicle braking signals and ABS signals; When the braking signal is in an active state and the ABS signal is in a dormant state, the vehicle's motion state signal is acquired; When the motion state signal changes periodically, the current vehicle speed and target clamping force are obtained; When the target clamping force is less than or equal to the first threshold and the current vehicle speed is greater than or equal to the second threshold, jitter waveform data is obtained based on the motion state signal.

3. The suppression method according to claim 1, characterized in that, Also includes: After outputting the braking clamping force during the rotation cycle, it is determined whether the motion state signal during the rotation cycle has undergone periodic changes. When the vehicle's motion state signal changes periodically, the jitter waveform data is updated; The braking clamping force is corrected based on the updated jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force.

4. The suppression method according to claim 3, characterized in that, Also includes: When the motion state signal of the vehicle changes periodically, the braking clamping force for the next rotation cycle is output based on the jitter waveform data of the current rotation cycle.

5. The suppression method according to claim 1, characterized in that, Also includes: The vehicle's brake disc temperature is obtained based on a brake disc temperature model. The type of brake vibration is determined based on the temperature of the brake disc, and the types of brake vibration include cold vibration and hot vibration. When the braking vibration is a cold vibration, a cold vibration frequency interpolation table is selected as the predefined vibration frequency interpolation table, and a cold compensation amplitude interpolation table is selected as the predefined compensation amplitude interpolation table; When the braking vibration is hot vibration, a hot vibration frequency interpolation table is selected as the predefined vibration frequency interpolation table, and a hot compensation amplitude interpolation table is selected as the predefined compensation amplitude interpolation table.

6. The suppression method according to claim 5, characterized in that, Also includes: When the preset self-learning trigger conditions are met, the jitter frequency interpolation table and the compensation amplitude interpolation table are generated or updated.

7. The suppression method according to claim 6, characterized in that, The process of generating or updating the jitter frequency interpolation table includes: The order of occurrence of vehicle braking vibration is identified based on the motion state signal; Based on the occurrence order and vehicle speed, obtain multiple frequency update values ​​corresponding to vehicle speeds; Obtain the vibration frequency interpolation table that needs to be updated based on the brake disc temperature; The jitter frequency interpolation table is generated or updated based on the vehicle speed and the frequency update value.

8. The suppression method according to claim 6, characterized in that, Also includes: When braking vibration occurs, the target angular deceleration of the wheel is calculated based on multiple target clamping forces; Calculate the actual angular deceleration based on the duration of each target clamping force and the vehicle speed during that duration; Based on the difference between the actual angular deceleration and the target angular deceleration, calculate the updated compensation force values ​​corresponding to the clamping forces of multiple targets; Obtain the compensation amplitude interpolation table that needs to be updated based on the brake disc temperature; The compensation amplitude interpolation table is generated or updated based on the multiple compensation force update values ​​and the multiple target clamping forces.

9. A device for suppressing vehicle braking vibration, characterized in that, The suppression device includes: The first acquisition unit is used to acquire vibration waveform data based on the vehicle's motion state signal when the vehicle is determined to meet the precondition of braking vibration. The second acquisition unit is used to acquire the vibration frequency based on the vehicle's current speed and a predefined vibration frequency interpolation table; The third acquisition unit is used to acquire the compensation force amplitude based on the target clamping force of the vehicle and a predefined compensation amplitude interpolation table; The suppression unit is used to output a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force, so as to suppress braking jitter during the rotation cycle; The step of outputting a braking clamping force based on the jitter waveform data, the jitter frequency, the compensation force amplitude, and the target clamping force to suppress braking jitter within the current rotation cycle includes: Based on the jitter waveform data and the compensation force amplitude, compensation waveform data is obtained, wherein the compensation waveform data is inversely related to the jitter waveform data. Based on the compensation waveform data, the jitter frequency, and the target clamping force, obtain the output sequence of the braking clamping force; The braking clamping force is output according to the output sequence of the braking clamping force.

10. A computer-readable storage medium having stored thereon computer instructions that, when executed by a processor, implement the steps of the method as claimed in any one of claims 1-8.

11. A computer program product, comprising a computer program and / or instructions, characterized in that, When the computer program and / or instructions are executed by a processor, they implement the steps of the method as described in any one of claims 1-8.

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