Anti-lock braking control method and apparatus, and vehicle

Abstract

Disclosed in the present application are an anti-lock braking control method and apparatus, and a vehicle, which are applied to the technical field of anti-lock braking control. The method comprises: controlling a vehicle to trigger an anti-lock braking function (S101); and when the vehicle has triggered the anti-lock braking function, performing at least two instances of pressurization and depressurization cycle control on the vehicle, so as to stop the vehicle (S102), wherein each instance of pressurization and depressurization cycle control comprises depressurization control and pressurization control following the depressurization control, the depressurization control in the first instance of pressurization and depressurization cycle control is executed when the slip ratio of the vehicle is greater than a first slip ratio threshold, the depressurization control in a non-first instance of pressurization and depressurization cycle control is executed after the pressurization control in the previous instance of pressurization and depressurization cycle control and when the slip ratio of the vehicle is greater than a second slip ratio threshold, and the second slip ratio threshold is less than the first slip ratio threshold.

Description

Brake anti-lock control method, device and vehicle

[0001] Cross-reference to related applications

[0002] The present application is based on the Chinese patent application No. 202410852492.0, filed on June 28, 2024, and claims the priority of the Chinese patent application No. 202410852492.0, the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to the technical field of brake anti-lock control, in particular to a brake anti-lock control method, device and vehicle. BACKGROUND

[0004] In the process of vehicle braking, the Anti-lock Braking System (ABS) function of the vehicle can calculate the slip rate of the vehicle in real time and control the wheel pressure increase or decrease, so as to ensure the driving safety. The brake anti-lock control method of the related technology is relatively single, and the control accuracy needs to be improved. SUMMARY

[0005] The present application provides a brake anti-lock control method, device and vehicle, which can improve the control accuracy of the brake anti-lock function of the vehicle.

[0006] In one aspect, the present application provides a brake anti-lock control method, which comprises the following steps:

[0007] controlling the vehicle to trigger the brake anti-lock function;

[0008] under the condition that the vehicle triggers the brake anti-lock function, performing at least two pressure increase and decrease cycle controls on the vehicle to stop the vehicle;

[0009] Each pressure increase and decrease cycle control comprises pressure decrease control and pressure increase control after the pressure decrease control; in the first pressure increase and decrease cycle control, the pressure decrease control is performed under the condition that the slip rate of the vehicle is greater than a first slip rate threshold; in the non-first pressure increase and decrease cycle control, the pressure decrease control is performed after the pressure increase control of the previous pressure increase and decrease cycle control and under the condition that the slip rate of the vehicle is greater than a second slip rate threshold, the second slip rate threshold being less than the first slip rate threshold.

[0010] In another aspect, the present application provides a brake anti-lock control device, which comprises:

[0011] a first processing module configured to control the vehicle to trigger the brake anti-lock function;

[0012] The second processing module is configured to perform at least two pressure increasing and decreasing cycle controls on the vehicle to stop the vehicle when the vehicle triggers the anti-lock braking function.

[0013] In each pressure increasing and decreasing cycle control, the pressure decreasing control is performed when the slip ratio of the vehicle is greater than a first slip ratio threshold in a first pressure increasing and decreasing cycle control, and the pressure decreasing control is performed after the pressure increasing control of the previous pressure increasing and decreasing cycle control and when the slip ratio of the vehicle is greater than a second slip ratio threshold in a non-first pressure increasing and decreasing cycle control, the second slip ratio threshold being less than the first slip ratio threshold.

[0014] In another aspect, the embodiments of the present application provide a vehicle which triggers the anti-lock braking function and performs the anti-lock braking control by using the anti-lock braking control method.

[0015] Alternatively, the vehicle comprises the anti-lock braking control device.

[0016] The embodiments of the present application have the following beneficial effects: The anti-lock braking control method, device and vehicle are provided, the vehicle is first controlled to trigger the anti-lock braking function, and then at least two pressure increasing and decreasing cycle controls are performed on the vehicle to stop the vehicle when the vehicle triggers the anti-lock braking function, wherein in each pressure increasing and decreasing cycle control, the pressure decreasing control is performed when the slip ratio of the vehicle is greater than a first slip ratio threshold in a first pressure increasing and decreasing cycle control, and the pressure decreasing control is performed after the pressure increasing control of the previous pressure increasing and decreasing cycle control and when the slip ratio of the vehicle is greater than a second slip ratio threshold in a non-first pressure increasing and decreasing cycle control, the second slip ratio threshold being less than the first slip ratio threshold. The embodiments of the present application trigger the anti-lock braking function of the vehicle by setting the corresponding slip ratio thresholds for the first round of pressure increasing and decreasing cycle control and the non-first round of pressure increasing and decreasing cycle control, wherein the slip ratio threshold for the first round of pressure increasing and decreasing cycle control is greater than the slip ratio threshold for the non-first round of pressure increasing and decreasing cycle control, thereby improving the triggering accuracy of the anti-lock braking function, effectively preventing the phenomenon of false triggering of the anti-lock braking function, and performing the anti-lock braking control of the vehicle by at least two pressure increasing and decreasing cycle controls, improving the control accuracy of the anti-lock braking function, achieving better anti-lock braking effect, and being beneficial to maintaining the driving stability of the vehicle.

[0017] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application can be realized and attained by the structure particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF DRAWINGS

[0018] FIG. 1 is a flowchart of a method for controlling anti-lock braking system according to an embodiment of the present application;

[0019] FIG. 2 is an example diagram of a method for controlling anti-lock braking system according to an embodiment of the present application;

[0020] FIG. 3 is a structural diagram of an anti-lock braking system control device according to an embodiment of the present application;

[0021] FIG. 4 is an example diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] In order to make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application.

[0023] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the present application, and all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present application.

[0024] In the following description, "some embodiments" are described, which describe a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application and are not intended to limit the present application.

[0026] The Anti-lock Braking System (ABS) function is mainly used to prevent the wheels of the vehicle from being locked during emergency braking of the vehicle, thereby improving the stability and maneuverability of the vehicle. Specifically, during braking of the vehicle, the Anti-lock Braking System function calculates the slip ratio of the vehicle in real time and quickly opens and closes the braking system of the vehicle based on the calculated slip ratio to control the wheel pressure increase or decrease, thereby preventing the wheels from being locked and maintaining the steering function of the vehicle.

[0027] In the related art, the triggering of the Anti-lock Braking System function and the pressure increase or decrease of the wheels are generally controlled by setting a slip ratio threshold. However, the related art does not consider other influence parameters associated with vehicle braking when setting the slip ratio threshold, and the Anti-lock Braking System control method of the related art is relatively single. Therefore, the control accuracy of the related art needs to be improved.

[0028] Therefore, the application provides a brake anti-lock control method, device and vehicle, aiming to improve the triggering accuracy and control accuracy of the brake anti-lock function.

[0029] Firstly, the implementation steps of the brake anti-lock control method provided by the application will be described in detail below with reference to the drawings.

[0030] The brake anti-lock control method provided by the application can be applied to a terminal, a server or software running in the terminal or the server. The terminal can be a tablet computer, a notebook computer, a desktop computer or the like, but is not limited thereto. The server can be a physical server, a server cluster or a distributed system composed of multiple physical servers, a cloud server providing cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN) and basic cloud computing services such as big data and artificial intelligence platforms, or a node server in a blockchain network, but is not limited thereto. The blockchain is a new application mode of distributed data storage, peer-to-peer transmission, consensus mechanism, encryption algorithm and other computer technologies.

[0031] Referring to FIG. 1, FIG. 1 is a flowchart of the brake anti-lock control method provided by the application, which mainly includes the following steps S101-S102:

[0032] S101, triggering the brake anti-lock function of the vehicle;

[0033] S102, performing at least two pressure increasing and decreasing cycle controls on the vehicle under the condition that the brake anti-lock function of the vehicle is triggered, so as to stop the vehicle, wherein each pressure increasing and decreasing cycle control includes pressure decreasing control and pressure increasing control after the pressure decreasing control, the pressure decreasing control is performed when the slip rate of the vehicle is greater than a first slip rate threshold in the first pressure increasing and decreasing cycle control, the pressure decreasing control is performed after the pressure increasing control of the previous pressure increasing and decreasing cycle control and when the slip rate of the vehicle is greater than a second slip rate threshold in the non-first pressure increasing and decreasing cycle control, and the second slip rate threshold is less than the first slip rate threshold.

[0034] In the embodiment of the present application, first, the vehicle is triggered to trigger the anti-lock braking function; then, the vehicle is controlled for at least two times of pressure increasing and decreasing cycle control under the condition that the vehicle is triggered to trigger the anti-lock braking function, so as to stop the vehicle; wherein each pressure increasing and decreasing cycle control includes pressure decreasing control and pressure increasing control after the pressure decreasing control, the pressure decreasing control is executed under the condition that the slip ratio of the vehicle is greater than a first slip ratio threshold in the first pressure increasing and decreasing cycle control, the pressure decreasing control is executed after the pressure increasing control of the previous pressure increasing and decreasing cycle control and under the condition that the slip ratio of the vehicle is greater than a second slip ratio threshold in the non-first pressure increasing and decreasing cycle control, and the second slip ratio threshold is less than the first slip ratio threshold. In this way, the triggering of the anti-lock braking function of the vehicle is realized by setting the corresponding slip ratio thresholds for the first pressure increasing and decreasing cycle control and the non-first pressure increasing and decreasing cycle control, the slip ratio threshold of the first pressure increasing and decreasing cycle control is greater than the slip ratio threshold of the non-first pressure increasing and decreasing cycle control, so as to improve the triggering accuracy of the anti-lock braking function, effectively prevent the phenomenon of false triggering of the anti-lock braking function, realize the anti-lock braking control of the vehicle through at least two times of pressure increasing and decreasing cycle control, improve the control accuracy of the anti-lock braking function, achieve better anti-lock braking control effect, and be beneficial to maintaining the driving stability of the vehicle.

[0035] In the step S101, the vehicle is triggered to trigger the anti-lock braking function according to the influence parameter associated with the vehicle braking.

[0036] The influence parameter associated with the vehicle braking can include the slip ratio and wheel deceleration of the vehicle, but is not limited thereto.

[0037] In the step S102, the vehicle is controlled for at least two times of pressure increasing and decreasing cycle control under the condition that the vehicle is triggered to trigger the anti-lock braking function, so as to prevent the wheel from being locked and ensure the stability of the wheel.

[0038] The pressure increasing and decreasing cycle control can include pressure decreasing control and pressure increasing control, and the pressure increasing control is located after the pressure decreasing control, but is not limited thereto.

[0039] The pressure decreasing control can be any way for reducing the wheel pressure of the vehicle.

[0040] The pressure increasing control can be any way for increasing the wheel pressure of the vehicle.

[0041] The slip ratio is used to indicate whether the wheel of the vehicle slips or is about to slip during the driving of the vehicle.

[0042] The slip ratio can be calculated according to the vehicle speed and wheel speed and other information, but is not limited thereto.

[0043] The first slip ratio threshold corresponds to the first pressure increasing and decreasing cycle control, and the first slip ratio threshold is used to trigger the pressure decreasing control in the first pressure increasing and decreasing cycle control.

[0044] The second slip ratio threshold corresponds to the non-first pressure increasing and decreasing cycle control, and the second slip ratio threshold is used to trigger the pressure decreasing control in the non-first pressure increasing and decreasing cycle control.

[0045] The second slip ratio threshold is less than the first slip ratio threshold.

[0046] The first slip ratio threshold and the second slip ratio threshold can be calculated according to an influence parameter associated with vehicle braking, such as wheel deceleration of the vehicle, or the first slip ratio threshold and the second slip ratio threshold can be preset values according to actual conditions, which are not limited in the embodiments of the present application.

[0047] The at least two pressure increasing and decreasing cycle controls of the vehicle can include the first pressure increasing and decreasing cycle control and at least one pressure increasing and decreasing cycle control after the first pressure increasing and decreasing cycle control.

[0048] The first pressure increasing and decreasing cycle control of the vehicle can include pressure decreasing control of the vehicle when the slip ratio of the vehicle is greater than the first slip ratio threshold, and pressure increasing control of the vehicle after the pressure decreasing control is ended.

[0049] The at least one pressure increasing and decreasing cycle control of the vehicle after the first pressure increasing and decreasing cycle control can include judging whether the pressure increasing control of the previous pressure increasing and decreasing cycle control is ended, and judging whether the slip ratio of the vehicle is greater than the second slip ratio threshold, if the pressure increasing control of the previous pressure increasing and decreasing cycle control is ended and the slip ratio of the vehicle is greater than the second slip ratio threshold, then pressure decreasing control of the next round of pressure increasing and decreasing cycle control of the vehicle is performed, and pressure increasing control of the vehicle is performed after the pressure decreasing control is ended, and the step of judging whether the pressure increasing control of the previous pressure increasing and decreasing cycle control is ended and judging whether the slip ratio of the vehicle is greater than the second slip ratio threshold is returned after the pressure increasing control is ended, to realize the cycle.

[0050] In some embodiments, the control of the vehicle to trigger the anti-lock braking function can include:

[0051] According to the slip ratio and the wheel deceleration of the vehicle, the vehicle is controlled to trigger the anti-lock braking function.

[0052] In the embodiment, during vehicle driving, the slip ratio and wheel deceleration of the vehicle under a preset condition are obtained, and the anti-lock braking function of the vehicle is triggered based on the slip ratio and wheel deceleration of the vehicle under the preset condition to enter the first pressure increasing and decreasing cycle control, so as to improve the triggering accuracy of the anti-lock braking function and avoid the phenomenon of false triggering of the anti-lock braking function.

[0053] The preset condition can be set according to actual conditions, and the embodiment is not limited in this regard.

[0054] For example, the preset condition can be that the brake pedal of the vehicle is in a depressed state, i.e., the brake pedal of the vehicle is depressed.

[0055] The slip ratio is used to represent the slip ratio of the vehicle under the preset condition.

[0056] For example, the slip ratio is used to represent the slip ratio of the vehicle when the brake pedal of the vehicle is in a depressed state.

[0057] The wheel deceleration is used to represent the deceleration of the wheel of the vehicle under the preset condition, and the wheel deceleration is used to calculate the first slip ratio threshold.

[0058] For example, the wheel deceleration is used to represent the deceleration of the wheel of the vehicle when the brake pedal of the vehicle is in a depressed state.

[0059] In some embodiments, the triggering of the anti-lock braking function of the vehicle based on the slip ratio and the wheel deceleration of the vehicle can include:

[0060] obtaining a first slip ratio threshold based on the wheel deceleration of the vehicle when the brake pedal of the vehicle is in a depressed state;

[0061] If the slip ratio of the vehicle when the brake pedal of the vehicle is in a depressed state is greater than the first slip ratio threshold, the anti-lock braking function of the vehicle is triggered.

[0062] In the embodiment, firstly, it is detected whether the brake pedal of the vehicle is in a depressed state, if it is detected that the brake pedal of the vehicle is in the depressed state, the wheel deceleration and the slip ratio of the vehicle in the case that the brake pedal of the vehicle is in the depressed state are obtained, and the first slip ratio threshold is determined according to the wheel deceleration; then, it is judged whether the slip ratio of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is greater than the first slip ratio threshold, if yes, it indicates that the wheel of the vehicle is slipping or will slip, at this time, the vehicle is controlled to trigger the anti-lock braking function to prevent the wheel from being locked. In this way, in the process of triggering the anti-lock braking function, the influences such as the slip ratio and the wheel deceleration of the vehicle are fully considered, the anti-lock braking function of the vehicle is triggered by the first slip ratio threshold determined by the wheel deceleration of the vehicle and the slip ratio of the vehicle, the triggering precision of the anti-lock braking function is effectively improved, and the phenomenon of false triggering of the anti-lock braking function is avoided.

[0063] The depressed state is used to represent that the brake pedal of the vehicle is depressed, if the brake pedal of the vehicle is depressed, the vehicle is braked.

[0064] In some embodiments, the above-mentioned controlling the vehicle to trigger the anti-lock braking function according to the slip ratio and the wheel deceleration of the vehicle can further include:

[0065] If the slip ratio of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is less than or equal to the first slip ratio threshold, the step of obtaining the first slip ratio threshold according to the wheel deceleration of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is returned to.

[0066] In the embodiment, in the case of judging whether the slip ratio of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is greater than the first slip ratio threshold, if it is determined that the slip ratio of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is less than or equal to the first slip ratio threshold, it indicates that the wheel of the vehicle neither slips nor will slip, at this time, the vehicle is not controlled to trigger the anti-lock braking function, and the step of obtaining the first slip ratio threshold according to the wheel deceleration of the vehicle in the case that the brake pedal of the vehicle is in the depressed state is returned to, so as to realize the cyclic detection, thereby improving the triggering precision of the anti-lock braking function and avoiding the phenomenon of false triggering of the anti-lock braking function.

[0067] In some embodiments, the above-mentioned obtaining the first slip ratio threshold according to the wheel deceleration of the vehicle in the case that the brake pedal of the vehicle is in the depressed state can include:

[0068] Obtaining a first initial slip ratio threshold according to the wheel deceleration of the vehicle in the case that the brake pedal of the vehicle is in the depressed state;

[0069] Obtaining the first slip ratio threshold according to the first initial slip ratio threshold and a preset first compensation slip ratio threshold.

[0070] In this embodiment, in the case where it is detected that the brake pedal of the vehicle is in a depressed state, first, the wheel deceleration of the vehicle in the case where the brake pedal of the vehicle is in a depressed state is obtained, and a first initial slip ratio threshold is determined according to the wheel deceleration; then, a first slip ratio threshold is determined based on the first initial slip ratio threshold and a preset first compensation slip ratio threshold, so as to improve the accuracy of the first slip ratio threshold, further improve the triggering accuracy of the anti-lock braking function, and avoid the phenomenon of false triggering of the anti-lock braking function.

[0071] The first initial slip ratio threshold is used to represent a basic value of the slip ratio threshold of the vehicle in the case where the brake pedal of the vehicle is in a depressed state.

[0072] The first compensation slip ratio threshold can be any parameter for adjusting the first slip ratio threshold according to the case where the anti-lock braking function of the vehicle is not triggered.

[0073] The first compensation slip ratio threshold can be set according to actual conditions, which is not specifically limited in this embodiment.

[0074] For example, the value range of the first compensation slip ratio threshold can be [0.05, 0.2].

[0075] For another example, the first compensation slip ratio threshold can be 0.1.

[0076] The first slip ratio threshold obtained according to the first initial slip ratio threshold and the preset first compensation slip ratio threshold can include operation processing of the first initial slip ratio threshold and the preset first compensation slip ratio threshold to obtain the first slip ratio threshold, but is not limited thereto.

[0077] The operation processing can be weighted processing, or the operation processing can be summation processing, but is not limited thereto.

[0078] In some embodiments, the first initial slip ratio threshold obtained according to the wheel deceleration of the vehicle in the case where the brake pedal of the vehicle is in a depressed state can include:

[0079] The sum of the wheel deceleration of the vehicle in the case where the brake pedal of the vehicle is in a depressed state and a preset first control coefficient is calculated as a first compensation wheel deceleration;

[0080] The product of the first compensation wheel deceleration and a preset wheel instability coefficient is calculated as the first initial slip ratio threshold.

[0081] In this embodiment, after obtaining the wheel deceleration of the vehicle when the brake pedal of the vehicle is in a depressed state, first, the sum of the wheel deceleration and a preset first control coefficient is calculated as a first compensation wheel deceleration, aiming to compensate the wheel deceleration of the vehicle when the brake pedal of the vehicle is in a depressed state, so as to improve the accuracy of the wheel deceleration of the vehicle; then, the product of the first compensation wheel deceleration and a preset wheel instability coefficient is calculated as a first initial slip rate threshold, aiming to introduce the driving instability factor of the vehicle in the first initial slip rate threshold, improve the accuracy of the first initial slip rate threshold, and further improve the accuracy of the first slip rate threshold.

[0082] The first control coefficient can be any parameter for compensating the wheel deceleration of the vehicle.

[0083] The first control coefficient can be set according to actual conditions, which is not specifically limited in this embodiment.

[0084] For example, the value range of the first control coefficient can be [15, 30].

[0085] For another example, the first control coefficient can be 22.

[0086] The first compensation wheel deceleration is used to represent the wheel deceleration of the vehicle when the brake pedal of the vehicle is in a depressed state after being compensated by the first control coefficient.

[0087] The wheel instability coefficient can be any parameter for indicating the driving instability factor of the vehicle.

[0088] The wheel instability coefficient can be set according to actual conditions, which is not specifically limited in this embodiment.

[0089] For example, the value range of the wheel instability coefficient can be [0.001, 0.005].

[0090] For another example, the wheel instability coefficient can be 0.004.

[0091] The first initial slip rate threshold can satisfy the following formula (1):

[0092] L basic1 =k instab ×(a0+a whl0 ) (1)

[0093] In formula (1), L basic1 represents the first initial slip rate threshold, k instab represents the wheel instability coefficient, a0 represents the first control coefficient, and a whl0an wheel deceleration of the vehicle in a case where a brake pedal of the vehicle is in a depressed state.

[0094] In some embodiments, the first slip rate threshold can be obtained according to the first initial slip rate threshold and a preset first compensation slip rate threshold.

[0095] The sum of the first initial slip rate threshold and the preset first compensation slip rate threshold is calculated as the first slip rate threshold.

[0096] In the embodiment, after the first initial slip rate threshold is calculated, the sum of the first initial slip rate threshold and the preset first compensation slip rate threshold is calculated as the first slip rate threshold, so as to adjust the value of the first slip rate threshold according to the case where the vehicle does not trigger the anti-lock braking function, and improve the accuracy of the first slip rate threshold, and further improve the triggering accuracy of the anti-lock braking control function.

[0097] The first slip rate threshold can satisfy the following formula (2):

[0098] In formula (2), L represents the first slip rate threshold, L basic1 L represents the first initial slip rate threshold, L offset1 L represents the first compensation slip rate threshold.

[0099] In some embodiments, the control of the vehicle to trigger the anti-lock braking function according to the slip rate and the wheel deceleration of the vehicle can further include:

[0100] The slip rate of the vehicle in a case where a brake pedal of the vehicle is in a depressed state is obtained according to a vehicle speed and a wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, a preset second control coefficient and a preset third control coefficient.

[0101] In the embodiment, it is detected whether the brake pedal of the vehicle is in the depressed state, and if it is detected that the brake pedal of the vehicle is in the depressed state, the vehicle speed and the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state are obtained, and the preset second control coefficient and the preset third control coefficient are obtained, and the obtained vehicle speed, wheel speed, second control coefficient and third control coefficient are used to determine the slip rate of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, so as to improve the accuracy of the slip rate of the vehicle, and further improve the triggering accuracy of the anti-lock braking function.

[0102] The second control coefficient can be any parameter for adjusting the vehicle speed.

[0103] The second control coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0104] For example, the second control coefficient can be in the range of [0, 10].

[0105] For another example, the second control coefficient can be 6.

[0106] The third control coefficient can be any parameter for adjusting the difference between the vehicle speed and the wheel speed of the vehicle.

[0107] The third control coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0108] For example, the third control coefficient can be in the range of [1.0, 1.2].

[0109] For another example, the third control coefficient can be 1.1.

[0110] In some embodiments, the slip rate of the vehicle in the case where the brake pedal of the vehicle is in the depressed state can be obtained according to the vehicle speed and the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, the preset second control coefficient, and the preset third control coefficient, which can include:

[0111] obtaining a first compensation vehicle speed according to the vehicle speed and the preset second control coefficient in the case where the brake pedal of the vehicle is in the depressed state;

[0112] obtaining a first initial slip rate according to the preset third control coefficient and the vehicle speed and the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state;

[0113] obtaining the slip rate of the vehicle in the case where the brake pedal of the vehicle is in the depressed state according to the first compensation vehicle speed and the first initial slip rate.

[0114] In the embodiment, after obtaining the vehicle speed and the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, and the preset second control coefficient and the preset third control coefficient, first, a first compensation vehicle speed is determined according to the vehicle speed and the preset second control coefficient in the case where the brake pedal of the vehicle is in the depressed state, and a first initial slip rate is determined according to the preset third control coefficient and the vehicle speed and the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state; then the slip rate of the vehicle in the case where the brake pedal of the vehicle is in the depressed state is determined according to the first compensation vehicle speed and the first initial slip rate, so as to improve the accuracy of the slip rate of the vehicle and further improve the triggering accuracy of the anti-lock braking function of the vehicle.

[0115] The first compensation vehicle speed is used to represent the vehicle speed of the vehicle in the case where the brake pedal of the vehicle is in the depressed state after being adjusted by the second control coefficient.

[0116] The first initial slip ratio is used to represent a difference between the vehicle speed and the wheel speed of the vehicle when the brake pedal of the vehicle is in a depressed state after the third control coefficient is adjusted.

[0117] The obtaining of the first compensation vehicle speed and the obtaining of the first initial slip ratio can be performed in parallel, for example, the first compensation vehicle speed and the first initial slip ratio are obtained at the same time.

[0118] Alternatively, the obtaining of the first compensation vehicle speed and the obtaining of the first initial slip ratio can be performed in series, for example, the first compensation vehicle speed is obtained first, and then the first initial slip ratio is obtained, or the first initial slip ratio is obtained first, and then the first compensation vehicle speed is obtained.

[0119] The obtaining of the slip ratio of the vehicle when the brake pedal of the vehicle is in a depressed state according to the first compensation vehicle speed and the first initial slip ratio can include, but is not limited to, performing an operation process on the first compensation vehicle speed and the first initial slip ratio to obtain the slip ratio of the vehicle when the brake pedal of the vehicle is in a depressed state.

[0120] The operation process can be a ratio calculation process, but is not limited to this.

[0121] In some embodiments, the obtaining of the first compensation vehicle speed according to the vehicle speed of the vehicle when the brake pedal of the vehicle is in a depressed state and the preset second control coefficient can include:

[0122] Calculating the sum of the vehicle speed of the vehicle when the brake pedal of the vehicle is in a depressed state and the preset second control coefficient as the first compensation vehicle speed.

[0123] In this embodiment, after obtaining the vehicle speed of the vehicle when the brake pedal of the vehicle is in a depressed state and the preset second control coefficient, the sum of the vehicle speed of the vehicle when the brake pedal of the vehicle is in a depressed state and the preset second control coefficient is calculated, and the sum is taken as the first compensation vehicle speed. In this way, since the slip ratio of the vehicle will decrease when the vehicle speed of the vehicle is less than the preset threshold, the vehicle speed of the vehicle is adjusted by the second control coefficient, thereby allowing the vehicle to have a larger slip ratio when the vehicle speed of the vehicle is less than the preset threshold, improving the braking deceleration of the vehicle, shortening the braking distance, and improving the anti-lock braking control effect.

[0124] In some embodiments, the obtaining of the first initial slip ratio according to the preset third control coefficient and the vehicle speed and the wheel speed of the vehicle when the brake pedal of the vehicle is in a depressed state can include:

[0125] calculating a difference between the vehicle speed in the case where the brake pedal of the vehicle is in a depressed state and the wheel speed in the case where the brake pedal of the vehicle is in the depressed state as a first sub-slip ratio;

[0126] calculating a product of the first sub-slip ratio and a preset third control coefficient as a first initial slip ratio.

[0127] In the embodiment, after obtaining the vehicle speed and the wheel speed in the case where the brake pedal of the vehicle is in the depressed state and the preset third control coefficient, first, a difference between the vehicle speed in the case where the brake pedal of the vehicle is in the depressed state and the wheel speed in the case where the brake pedal of the vehicle is in the depressed state is calculated, and the difference is taken as the first sub-slip ratio; then, a product of the first sub-slip ratio and the preset third control coefficient is calculated, and the product is taken as the first initial slip ratio. In this way, since the slip ratio of the vehicle will increase in the case where the vehicle speed is greater than the preset threshold, the first sub-slip ratio of the vehicle is adjusted by the third control coefficient, so that the change of the slip ratio is more sensitive in the case where the vehicle speed is greater than the preset threshold, thereby improving the braking stability of the vehicle in the case where the vehicle speed is greater than the preset threshold, and improving the robustness of the anti-lock braking function.

[0128] The first sub-slip ratio is used to represent the initial value of the slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state.

[0129] In some embodiments, the obtaining of the slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state according to the first compensation vehicle speed and the first initial slip ratio can include:

[0130] calculating a ratio of the first initial slip ratio to the first compensation vehicle speed as the slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state.

[0131] In the embodiment, after obtaining the first initial slip ratio and the first compensation vehicle speed, a ratio of the first initial slip ratio to the first compensation vehicle speed is calculated, and the ratio is taken as the slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, thereby improving the accuracy of the slip ratio of the vehicle, and further improving the triggering accuracy of the anti-lock braking function of the vehicle.

[0132] The slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state satisfies the following formula (3):

[0133] In formula (3), L0 represents the slip ratio of the vehicle in the case where the brake pedal of the vehicle is in the depressed state, v ref0 +a represents the first compensation vehicle speed, (v ref0 -v whl0)×b represents the first initial slip rate, v ref0 represents the vehicle speed of the vehicle in the case where the brake pedal of the vehicle is in a depressed state, v whl0 represents the wheel speed of the vehicle in the case where the brake pedal of the vehicle is in a depressed state, a represents the second control coefficient, and b represents the third control coefficient.

[0134] In some embodiments, the above-mentioned at least two times of pressure increasing and decreasing cycle control of the vehicle can include:

[0135] decreasing the pressure of the vehicle according to the wheel brake pressure of the vehicle;

[0136] in the case where the pressure decreasing control is ended, increasing the pressure of the vehicle in response to the vehicle satisfying a pressure increasing condition;

[0137] in the case where the pressure increasing control is ended, returning to the step of decreasing the pressure of the vehicle according to the wheel brake pressure of the vehicle in response to the vehicle satisfying a pressure decreasing condition.

[0138] In the present embodiment, after the vehicle triggers the anti-lock braking function, firstly, the pressure of the vehicle is decreased according to the wheel brake pressure of the vehicle, so as to decrease the pressure of the wheels of the vehicle; then, in the case where the pressure decreasing control is ended, if the vehicle satisfies the pressure increasing condition, the pressure of the vehicle is increased, so as to increase the pressure of the wheels of the vehicle; and then, in the case where the pressure increasing control is ended, if the vehicle satisfies the pressure decreasing condition, the step of decreasing the pressure of the vehicle according to the wheel brake pressure of the vehicle is returned to, so as to enter the next round of pressure increasing and decreasing cycle control. In this way, the anti-lock braking control of the vehicle is realized through at least two times of pressure increasing and decreasing cycle control, the control accuracy of the anti-lock braking function is improved, a better anti-lock braking effect is achieved, and the driving stability of the vehicle is beneficially maintained.

[0139] The wheel brake pressure of the vehicle is used to represent the wheel pressure of the vehicle at the starting moment of the pressure decreasing control.

[0140] The pressure increasing condition can include any condition for judging whether to increase the pressure of the vehicle.

[0141] The pressure decreasing condition can include any condition for judging whether to decrease the pressure of the vehicle.

[0142] The pressure increasing condition and the pressure decreasing condition can be set according to actual conditions, and the present embodiment does not make specific limitations thereon.

[0143] In some embodiments, the above-mentioned decreasing the pressure of the vehicle according to the wheel brake pressure of the vehicle can include:

[0144] detecting the pressure of the wheels of the vehicle at the starting moment of the pressure decreasing control to obtain the wheel brake pressure of the vehicle.

[0145] The vehicle is controlled to reduce pressure according to the wheel brake pressure of the vehicle.

[0146] In the embodiment, when entering any one of the pressure increasing and reducing cycle control, the pressure reducing control is firstly performed. In the pressure reducing control, the pressure detection is performed on the wheel of the vehicle at the starting time of the pressure reducing control, aiming to obtain the wheel brake pressure of the vehicle, and then the pressure reducing control is performed on the wheel of the vehicle according to the wheel brake pressure, thereby improving the accuracy of the pressure reducing control.

[0147] The pressure detection can be achieved by any electronic device for detecting the wheel pressure, such as a pressure sensor, but is not limited thereto.

[0148] In some embodiments, the pressure reducing control of the vehicle according to the wheel brake pressure of the vehicle can include:

[0149] obtaining a target pressure reduction amount of the vehicle according to the wheel brake pressure;

[0150] controlling the wheel of the vehicle to reduce pressure according to the target pressure reduction amount.

[0151] In the embodiment, firstly, the target pressure reduction amount of the vehicle is determined according to the wheel brake pressure, and then the pressure reducing control is performed on the wheel of the vehicle according to the target pressure reduction amount, thereby improving the accuracy of the pressure reducing control and facilitating the improvement of the comfort of the vehicle during braking.

[0152] The target pressure reduction amount is used to represent the pressure reduction degree of the wheel of the vehicle.

[0153] The pressure reducing control of the wheel of the vehicle according to the target pressure reduction amount can include controlling the wheel of the vehicle to reduce pressure and detecting the actual pressure reduction amount of the wheel, determining whether the actual pressure reduction amount of the wheel reaches the target pressure reduction amount, if not, returning to the step of controlling the wheel of the vehicle to reduce pressure, and if yes, ending the pressure reducing control, but is not limited thereto.

[0154] In some embodiments, the obtaining of the target pressure reduction amount of the vehicle according to the wheel brake pressure can include:

[0155] calculating the product of the wheel brake pressure and a preset pressure reduction coefficient as the target pressure reduction amount.

[0156] In the embodiment, the product of the wheel brake pressure and the preset pressure reduction coefficient is calculated, and the product is taken as the target pressure reduction amount, thereby improving the accuracy of the pressure reducing control and facilitating the improvement of the comfort of the vehicle during braking.

[0157] The pressure reduction coefficient can be set according to the actual situation, and the embodiment is not limited in this regard.

[0158] For example, the range of the above-mentioned pressure reduction coefficient can be [0.1, 0.3].

[0159] For another example, the above-mentioned pressure reduction coefficient can be 0.2.

[0160] The above-mentioned target pressure reduction amount satisfies the following formula (4):

[0161] dP = k p × P whl (4);

[0162] In formula (4), dP represents the target pressure reduction amount, k p represents the pressure reduction coefficient, and P whl represents the wheel brake pressure.

[0163] In some embodiments, the above-mentioned pressure reduction control on the wheel of the vehicle according to the target pressure reduction amount can include:

[0164] obtaining a wheel expected pressure according to the target pressure reduction amount and the wheel brake pressure;

[0165] performing pressure reduction control on the wheel of the vehicle according to the wheel expected pressure.

[0166] In the present embodiment, after obtaining the target pressure reduction amount, first, a wheel expected pressure of the vehicle is determined according to the target pressure reduction amount and the wheel brake pressure; then, pressure reduction control is performed on the wheel of the vehicle according to the wheel expected pressure, so as to improve the accuracy of the pressure reduction control and facilitate improvement of the comfort of the vehicle during braking.

[0167] The above-mentioned wheel expected pressure is used to represent the expected value of the wheel pressure of the vehicle.

[0168] The above-mentioned pressure reduction control on the wheel of the vehicle according to the wheel expected pressure can include performing pressure reduction on the wheel of the vehicle on the basis of the wheel pressure at the current time, and determining whether the wheel pressure of the vehicle reaches the wheel expected pressure, if not, returning to the step of performing pressure reduction on the wheel of the vehicle, and if yes, ending the pressure reduction control.

[0169] In some embodiments, the above-mentioned obtaining of the wheel expected pressure according to the target pressure reduction amount and the wheel brake pressure can include:

[0170] calculating the difference between the wheel brake pressure and the target pressure reduction amount as the wheel expected pressure.

[0171] In the present embodiment, after obtaining the target pressure reduction amount, the difference between the wheel brake pressure and the target pressure reduction amount is calculated, and the difference is taken as the wheel expected pressure, so as to realize pressure reduction control through the wheel expected pressure and further improve the accuracy of the pressure reduction control.

[0172] In some embodiments, the at least two times of the pressure increasing and decreasing cycle control on the vehicle can further include:

[0173] The pressure maintaining control on the vehicle is performed in the case that the pressure decreasing control is ended or the pressure increasing control is ended.

[0174] In the embodiment, the pressure maintaining control on the vehicle is performed in the case that the pressure decreasing control is ended or the pressure increasing control is ended, so that the wheels of the vehicle are maintained at the current pressure, and the driving stability of the vehicle is maintained.

[0175] The pressure maintaining control can be any mode for maintaining the pressure of the wheels of the vehicle.

[0176] In some embodiments, the at least two times of the pressure increasing and decreasing cycle control on the vehicle can further include:

[0177] During the pressure maintaining control, if the vehicle satisfies the pressure decreasing condition, the vehicle is returned to the step of performing the pressure decreasing control according to the wheel brake pressure of the vehicle.

[0178] In the embodiment, during the pressure maintaining control, if the vehicle satisfies the pressure decreasing condition, it means that the vehicle needs to be pressure decreased again in the current pressure increasing and decreasing cycle control, and the vehicle is returned to the step of performing the pressure decreasing control according to the wheel brake pressure of the vehicle, so as to perform the pressure decreasing control again, and to realize the anti-lock braking control of the vehicle, and to achieve a better anti-lock braking control effect.

[0179] In some embodiments, the pressure increasing condition can include at least one of the following:

[0180] The wheel deceleration of the vehicle during the pressure maintaining control is greater than a wheel deceleration threshold;

[0181] The slip ratio of the vehicle during the pressure maintaining control is less than a third slip ratio threshold.

[0182] In the embodiment, the definition of the pressure increasing condition can include at least one of the following: the wheel deceleration of the vehicle during the pressure maintaining control is greater than a wheel deceleration threshold, and the slip ratio of the vehicle during the pressure maintaining control is less than a third slip ratio threshold. If the wheel deceleration of the vehicle during the pressure maintaining control is greater than the wheel deceleration threshold and / or the slip ratio of the vehicle during the pressure maintaining control is less than the third slip ratio threshold, it is determined that the vehicle satisfies the pressure increasing condition, and the pressure increasing control is performed on the vehicle. The pressure maintaining control is located after the pressure decreasing control and before the pressure increasing control in the single pressure increasing and decreasing cycle control.

[0183] The wheel deceleration threshold is used to indicate the maximum value of the wheel deceleration of the vehicle during the pressure maintaining control.

[0184] The third slip ratio threshold is used to indicate the maximum value of the slip ratio of the vehicle during the pressure maintaining control.

[0185] The wheel deceleration threshold and the third slip rate threshold can be set according to actual conditions, and the embodiment is not limited in this regard.

[0186] For example, the wheel deceleration threshold can be in the range of [-10, 0].

[0187] For another example, the wheel deceleration threshold can be -9.

[0188] For example, the third slip rate threshold can be in the range of [0.01, 0.05].

[0189] For another example, the third slip rate threshold can be 0.03.

[0190] In some embodiments, the supercharging control of the vehicle can include:

[0191] According to the supercharging gradient value of the vehicle, the supercharging control of the vehicle is performed, wherein the supercharging gradient value in the first supercharging cycle control is greater than the supercharging gradient value in the non-first supercharging cycle control.

[0192] In the embodiment, in any supercharging cycle control, when the vehicle satisfies the supercharging condition after the end of the pressure reduction control, the supercharging gradient value of the vehicle is used as the basis for the supercharging control of the vehicle, wherein the supercharging gradient value in the first supercharging cycle control is greater than the supercharging gradient value in the non-first supercharging cycle control. In this way, because the supercharging gradient value in the first supercharging cycle control is greater than the supercharging gradient value in the non-first supercharging cycle control, the wheel pressure of the vehicle can be restored to the preset pressure at a faster rate in the first supercharging cycle control, which is beneficial to improve the braking deceleration and shorten the braking distance, and the wheel pressure of the vehicle can be stably increased in the non-first supercharging cycle control, which is beneficial to maintain the driving stability of the vehicle, and further improve the accuracy of the supercharging control.

[0193] The supercharging control of the vehicle can include controlling the wheel pressure gradient of the vehicle to increase according to the supercharging gradient value of the vehicle until the wheel pressure is restored to the preset pressure, but is not limited thereto.

[0194] The supercharging gradient value in the first supercharging cycle control and the supercharging gradient value in the non-first supercharging cycle control can be set according to actual conditions, and the embodiment is not limited in this regard.

[0195] For example, the supercharging gradient value in the first supercharging cycle control and the supercharging gradient value in the non-first supercharging cycle control can be in the range of [0.5, 2].

[0196] For another example, the supercharging gradient value in the first supercharging cycle control can be 1.5.

[0197] For example, the pressure increase gradient value in the non-first pressure increase and decrease cycle control can be 1.2.

[0198] In some embodiments, the pressure decrease condition can include at least one of:

[0199] the slip ratio of the vehicle is greater than the second slip ratio threshold during the pressure maintaining control;

[0200] the slip ratio of the vehicle is greater than the second slip ratio threshold in the case of ending the pressure increase control.

[0201] In the embodiment, if the slip ratio of the vehicle is greater than the second slip ratio threshold during the pressure maintaining control in the current pressure increase and decrease cycle control, the method returns to the step of the pressure decrease control in the current pressure increase and decrease cycle control; and if the slip ratio of the vehicle is greater than the second slip ratio threshold in the case of ending the pressure increase control, the method enters the step of the pressure decrease control in the next pressure increase and decrease cycle control, thereby improving the control accuracy of the anti-lock braking system.

[0202] In some embodiments, the method can further include:

[0203] obtaining the second slip ratio threshold according to the wheel deceleration of the vehicle in a preset pressure decrease condition.

[0204] In the embodiment, the wheel deceleration of the vehicle in a preset pressure decrease condition is obtained when the anti-lock braking system is triggered, and the second slip ratio threshold is determined according to the wheel deceleration. In this way, the slip ratio and the wheel deceleration of the vehicle and other influences are fully considered in the pressure decrease control of the vehicle, the vehicle enters the pressure decrease control by the second slip ratio threshold determined according to the wheel deceleration of the vehicle and the slip ratio of the vehicle, and the control accuracy of the pressure decrease control is effectively improved, thereby improving the control accuracy of the anti-lock braking system.

[0205] The preset pressure decrease condition can include any one of the pressure maintaining control in the current pressure increase and decrease cycle control or the case of ending the pressure increase control in the current pressure increase and decrease cycle control.

[0206] In some embodiments, the obtaining the second slip ratio threshold according to the wheel deceleration of the vehicle in a preset pressure decrease condition can include:

[0207] obtaining a second initial slip ratio threshold according to the wheel deceleration of the vehicle in a preset pressure decrease condition;

[0208] obtaining the second slip ratio threshold according to the second initial slip ratio threshold and a preset second compensation slip ratio threshold.

[0209] In the embodiment, when the vehicle triggers the anti-lock braking control function, firstly, the wheel deceleration of the vehicle under the preset pressure reduction condition is obtained, and a second initial slip rate threshold is determined according to the wheel deceleration; then, a second slip rate threshold is determined based on the second initial slip rate threshold and a preset second compensation slip rate threshold, so as to improve the accuracy of the second slip rate threshold and the accuracy of the pressure reduction control, and further improve the control accuracy of the anti-lock braking function.

[0210] The second initial slip rate threshold is used to represent a basic value of the slip rate threshold of the vehicle under the preset pressure reduction condition.

[0211] The second compensation slip rate threshold can be any parameter for adjusting the second slip rate threshold according to the case that the vehicle triggers the anti-lock braking function.

[0212] The second compensation slip rate threshold is less than the first compensation slip rate threshold, so as to avoid the phenomenon of false triggering of the anti-lock braking function of the vehicle.

[0213] The second compensation slip rate threshold can be set according to actual conditions, which is not specifically limited in the embodiment.

[0214] For example, the value range of the second compensation slip rate threshold can be [0.02, 0.1].

[0215] For another example, the second compensation slip rate threshold can be 0.05.

[0216] The second slip rate threshold obtained according to the second initial slip rate threshold and the preset second compensation slip rate threshold can include operation processing of the second initial slip rate threshold and the preset second compensation slip rate threshold to obtain the second slip rate threshold, but is not limited thereto.

[0217] The operation processing can be weighted processing, or the operation processing can be summation processing, but is not limited thereto.

[0218] In some embodiments, the second initial slip rate threshold obtained according to the wheel deceleration of the vehicle under the preset pressure reduction condition can include:

[0219] The sum of the wheel deceleration of the vehicle under the preset pressure reduction condition and a preset first control coefficient is calculated as a second compensation wheel deceleration;

[0220] The product of the second compensation wheel deceleration and a preset wheel instability coefficient is calculated as the second initial slip rate threshold.

[0221] In the embodiment, after obtaining the wheel deceleration of the vehicle under the preset deceleration condition, first, the sum of the wheel deceleration and a preset first control coefficient is calculated as a second compensation wheel deceleration, aiming to compensate the wheel deceleration of the vehicle under the preset deceleration condition, so as to improve the accuracy of the wheel deceleration of the vehicle; then, the product of the second compensation wheel deceleration and a preset wheel instability coefficient is calculated as a second initial slip rate threshold, aiming to introduce the driving instability factor of the vehicle in the second initial slip rate threshold, improve the accuracy of the second initial slip rate threshold, and further improve the accuracy of the second slip rate threshold.

[0222] The second compensation wheel deceleration is used to represent the wheel deceleration of the vehicle under the preset deceleration condition after compensation by the first control coefficient.

[0223] The second initial slip rate threshold can satisfy the following formula (5):

[0224] L basic2 =k instab ×(a0+a whl1 ) (5);

[0225] In formula (5), L basic2 represents the second initial slip rate threshold, k instab represents the wheel instability coefficient, a0 represents the first control coefficient, and a whl1 represents the wheel deceleration of the vehicle under the preset deceleration condition.

[0226] In some embodiments, the second slip rate threshold can be obtained according to the second initial slip rate threshold and a preset second compensation slip rate threshold.

[0227] The sum of the second initial slip rate threshold and the preset second compensation slip rate threshold is calculated as the second slip rate threshold.

[0228] In the embodiment, after the second initial slip rate threshold is calculated, the sum of the second initial slip rate threshold and a preset second compensation slip rate threshold is calculated as the second slip rate threshold, aiming to adjust the value of the second slip rate threshold according to the situation that the vehicle triggers the anti-lock braking function, improve the accuracy of the second slip rate threshold, and thus improve the control accuracy of the anti-lock braking function.

[0229] The second slip rate threshold can satisfy the following formula (6):

[0230]

[0231] In formula (6), L represents the second slip rate threshold, L basic2 represents the second initial slip rate threshold, and L offset2represents a second compensation slip ratio threshold.

[0232] In some embodiments, the method further comprises:

[0233] The slip ratio of the vehicle under the preset pressure reduction condition is obtained according to the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition, and the preset second control coefficient and the preset third control coefficient.

[0234] In the embodiment, when the vehicle triggers the anti-lock braking function, the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition are obtained, and the preset second control coefficient and the preset third control coefficient are obtained, and the slip ratio of the vehicle under the preset pressure reduction condition is determined by using the obtained vehicle speed, wheel speed, second control coefficient and third control coefficient, so as to improve the accuracy of the slip ratio of the vehicle and further improve the control accuracy of the anti-lock braking function.

[0235] In some embodiments, the obtaining of the slip ratio of the vehicle under the preset pressure reduction condition according to the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition, and the preset second control coefficient and the preset third control coefficient can comprise:

[0236] A second compensation vehicle speed is obtained according to the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient.

[0237] A second initial slip ratio is obtained according to the preset third control coefficient, the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition.

[0238] The slip ratio of the vehicle under the preset pressure reduction condition is obtained according to the second compensation vehicle speed and the second initial slip ratio.

[0239] In the embodiment, after obtaining the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition, and the preset second control coefficient and the preset third control coefficient, first, the second compensation vehicle speed is determined according to the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient, and the second initial slip ratio is determined according to the preset third control coefficient, the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition; then, the slip ratio of the vehicle under the preset pressure reduction condition is determined according to the second compensation vehicle speed and the second initial slip ratio, so as to improve the accuracy of the slip ratio of the vehicle and further improve the control accuracy of the anti-lock braking function.

[0240] The second compensation vehicle speed is used to represent the vehicle speed of the vehicle under the preset pressure reduction condition after adjustment by the second control coefficient.

[0241] The second initial slip ratio is used to represent the difference between the vehicle speed and the wheel speed of the vehicle under the preset pressure reduction condition after adjustment by the third control coefficient.

[0242] The obtaining of the second compensation vehicle speed and the obtaining of the second initial slip ratio can be performed in parallel, for example, the second compensation vehicle speed and the second initial slip ratio are obtained at the same time.

[0243] Alternatively, the obtaining of the second compensation vehicle speed and the obtaining of the second initial slip ratio can be performed in series, for example, the second compensation vehicle speed is obtained first, and then the second initial slip ratio is obtained, or the second initial slip ratio is obtained first, and then the second compensation vehicle speed is obtained.

[0244] The obtaining of the slip ratio of the vehicle under the preset pressure reduction condition according to the second compensation vehicle speed and the second initial slip ratio can include, but is not limited to, performing operation processing on the second compensation vehicle speed and the second initial slip ratio to obtain the slip ratio of the vehicle under the preset pressure reduction condition.

[0245] The operation processing can be a ratio processing, but is not limited to this.

[0246] In some embodiments, the obtaining of the second compensation vehicle speed according to the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient can include:

[0247] Calculating the sum of the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient as the second compensation vehicle speed.

[0248] In the present embodiment, after obtaining the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient, the sum of the vehicle speed of the vehicle under the preset pressure reduction condition and the preset second control coefficient is calculated, and the sum is taken as the second compensation vehicle speed. In this way, since the slip ratio of the vehicle will decrease when the vehicle speed of the vehicle is less than the preset threshold, the vehicle speed is adjusted by the second control coefficient, thereby allowing the vehicle to have a larger slip ratio when the vehicle speed of the vehicle is less than the preset threshold, improving the braking deceleration of the vehicle, shortening the braking distance, and thereby improving the control accuracy of the anti-lock braking function, achieving a better anti-lock braking control effect.

[0249] In some embodiments, the obtaining of the second initial slip ratio according to the preset third control coefficient, the vehicle speed of the vehicle under the preset pressure reduction condition, and the wheel speed of the vehicle under the preset pressure reduction condition can include:

[0250] Calculating the difference between the vehicle speed of the vehicle under the preset pressure reduction condition and the wheel speed of the vehicle under the preset pressure reduction condition as a second sub-slip ratio;

[0251] Calculating the product of the second sub-slip ratio and the preset third control coefficient as the second initial slip ratio.

[0252] In the embodiment, after obtaining the vehicle speed of the vehicle under the preset pressure reduction condition, the wheel speed of the vehicle under the preset pressure reduction condition, and the preset third control coefficient, first, a difference between the vehicle speed of the vehicle under the preset pressure reduction condition and the wheel speed of the vehicle under the preset pressure reduction condition is calculated, and the difference is taken as a second sub-slip ratio; then, a product of the second sub-slip ratio and the preset third control coefficient is calculated, and the product is taken as a second initial slip ratio. In this way, since the slip ratio of the vehicle will increase when the vehicle speed of the vehicle is greater than the preset threshold, the second sub-slip ratio of the vehicle is adjusted by the third control coefficient, so that the change of the slip ratio is more sensitive when the vehicle speed of the vehicle is greater than the preset threshold, thereby improving the braking stability of the vehicle when the vehicle speed of the vehicle is greater than the preset threshold, and improving the robustness of the anti-lock braking function.

[0253] The second sub-slip ratio is used to represent an initial value of the slip ratio of the vehicle under the preset pressure reduction condition.

[0254] In some embodiments, the obtaining of the slip ratio of the vehicle under the preset pressure reduction condition according to the second compensation vehicle speed and the second initial slip ratio can include:

[0255] The ratio of the second initial slip ratio to the second compensation vehicle speed is calculated as the slip ratio of the vehicle under the preset pressure reduction condition.

[0256] In the embodiment, after obtaining the second initial slip ratio and the second compensation vehicle speed, the ratio of the second initial slip ratio to the second compensation vehicle speed is calculated, and the ratio is taken as the slip ratio of the vehicle under the preset pressure reduction condition, which aims to improve the accuracy of the slip ratio of the vehicle and further improve the triggering accuracy of the anti-lock braking function of the vehicle.

[0257] The slip ratio of the vehicle under the preset pressure reduction condition satisfies the following formula (7):

[0258] In formula (7), L1 represents the slip ratio of the vehicle under the preset pressure reduction condition, v ref1 +a represents the second compensation vehicle speed, (v ref1 -v whl1 )×b represents the second initial slip ratio, v ref1 represents the vehicle speed of the vehicle under the preset pressure reduction condition, v whl1 represents the wheel speed of the vehicle under the preset pressure reduction condition, a represents the second control coefficient, and b represents the third control coefficient.

[0259] In order to facilitate the understanding of the above-mentioned anti-lock braking control method of the application, the actual application scene of the above-mentioned anti-lock braking control method of the application is taken as an example for illustration, and with reference to FIG. 2, in the example, the anti-lock braking function is abbreviated as ABS function, and the specific control process of the ABS function is as follows: steps S201-S207.

[0260] S201, determining whether ABS function intervention is needed; if yes, going to step S202; if no, returning to the step of determining whether ABS function intervention is needed for cyclic detection.

[0261] In the case that the brake pedal of the vehicle is in the depressed state, the wheel deceleration, the vehicle speed and the wheel speed of the vehicle at the current time are obtained, the first slip rate threshold is calculated according to the wheel deceleration in combination with the above-mentioned formula (1)-(2), the slip rate of the vehicle at the current time is calculated according to the vehicle speed and the wheel speed in combination with the above-mentioned formula (3), and it is determined whether the slip rate is greater than the first slip rate; if yes, it is determined that ABS function intervention is needed, and the vehicle triggers the ABS function and goes to step S202; otherwise, it is determined that ABS function intervention is not needed, and returns to the step of obtaining the wheel deceleration, the vehicle speed and the wheel speed of the vehicle at the current time in the case that the brake pedal of the vehicle is in the depressed state for cyclic detection.

[0262] S202, performing pressure reduction control on the vehicle.

[0263] In the case that the vehicle triggers the ABS function, firstly, the pressure of the wheel of the vehicle at the starting time of the pressure reduction control is detected to obtain the wheel brake pressure of the vehicle, and the product of the wheel brake pressure and a preset pressure reduction coefficient is calculated as a target pressure reduction amount; then, the difference between the wheel brake pressure and the target pressure reduction amount is calculated as a wheel expected pressure, and the pressure reduction control is performed on the wheel of the vehicle according to the wheel expected pressure; during the pressure reduction control, it is determined whether the wheel pressure of the vehicle reaches the wheel expected pressure; if yes, the pressure reduction control is ended and goes to step S203; otherwise, returns to the step of performing the pressure reduction control on the wheel of the vehicle to continue the pressure reduction control.

[0264] S203, performing pressure maintenance control on the vehicle to keep the wheel pressure of the vehicle unchanged.

[0265] S204, determining whether pressure increase is needed for the vehicle; if yes, going to step S206; if no, going to step S205.

[0266] During the pressure maintenance control, it is detected whether the vehicle satisfies the conditions that the wheel deceleration of the vehicle during the pressure maintenance control is greater than the wheel deceleration threshold and the slip rate of the vehicle during the pressure maintenance control is less than the third slip rate threshold; if yes, it is determined that pressure increase is needed for the vehicle, and goes to step S206; if no, it is determined that pressure increase is not needed for the vehicle, and goes to step S205.

[0267] S205, determining whether pressure reduction is needed for the vehicle again; if yes, returning to step S202; if no, returning to step S203.

[0268] During the pressure maintaining control, if it is determined that the vehicle needs to be depressurized again, the wheel deceleration, the vehicle speed and the wheel speed of the vehicle at the current time are obtained, the second slip rate threshold is calculated according to the wheel deceleration and the above-mentioned formulas (5)-(6), the slip rate of the vehicle is calculated according to the vehicle speed and the wheel speed and the above-mentioned formula (7), and it is determined whether the slip rate is greater than the second slip rate threshold. If yes, it is determined that the vehicle needs to be depressurized again, and the process returns to step S202 to depressurize again. If no, it is determined that the vehicle does not need to be depressurized again, and the process returns to step S203 to detect in a loop.

[0269] S206, the vehicle is pressurized.

[0270] The vehicle is pressurized according to the pressurization gradient value of the vehicle until the wheel pressure returns to the preset pressure, the pressurization control is ended, the pressurization gradient value in the first pressurization and depressurization cycle control is greater than the pressurization gradient value in the non-first pressurization and depressurization cycle control.

[0271] S207, it is determined whether to enter the next pressurization and depressurization cycle control. If yes, the process returns to step S202 to enter the next pressurization and depressurization cycle control. If no, the process returns to the step of determining whether to enter the next pressurization and depressurization cycle control to detect in a loop.

[0272] In the case of ending the pressurization control, the wheel deceleration, the vehicle speed and the wheel speed of the vehicle at the current time are obtained, the second slip rate threshold is calculated according to the wheel deceleration and the above-mentioned formulas (5)-(6), the slip rate of the vehicle is calculated according to the vehicle speed and the wheel speed and the above-mentioned formula (7), and it is determined whether the slip rate is greater than the second slip rate threshold. If yes, it is determined to enter the next pressurization and depressurization cycle control, and the process returns to step S202 to enter the next pressurization and depressurization cycle control. If no, it is determined that it is not necessary to enter the next pressurization and depressurization cycle control, and the process returns to the step of determining whether to enter the next pressurization and depressurization cycle control.

[0273] Secondly, the implementation of the anti-lock braking control device provided by the embodiment of the application will be described in detail below with reference to the accompanying drawings.

[0274] Referring to FIG. 3, FIG. 3 is a structural diagram of the anti-lock braking control device provided by the application. The anti-lock braking control device can include:

[0275] The first processing module 301 is configured to control the vehicle to trigger the anti-lock braking function.

[0276] The second processing module 302 is configured to, in the case that the vehicle triggers the anti-lock braking function, perform at least two pressurization and depressurization cycle controls on the vehicle to stop the vehicle.

[0277] In the above-mentioned pressure increasing / decreasing cycle control, each pressure increasing / decreasing cycle control includes pressure decreasing control and pressure increasing control after the pressure decreasing control, the pressure decreasing control in the first pressure increasing / decreasing cycle control is performed when the slip ratio of the vehicle is greater than a first slip ratio threshold, and the pressure decreasing control in the non-first pressure increasing / decreasing cycle control is performed after the pressure increasing control of the previous pressure increasing / decreasing cycle control and when the slip ratio of the vehicle is greater than a second slip ratio threshold.

[0278] The above-mentioned second slip ratio threshold is less than the above-mentioned first slip ratio threshold.

[0279] The above-mentioned brake anti-lock control device executes the above-mentioned brake anti-lock control method, and the specific limitation of the brake anti-lock control device can refer to the above-mentioned limitation of the brake anti-lock control method, which will not be repeated here.

[0280] Each module in the above-mentioned brake anti-lock control device can be realized by software, hardware, and a combination thereof, in whole or in part. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned modules.

[0281] In addition, with reference to FIG. 4, the embodiment of the present application provides an electronic device, which can include:

[0282] at least one processor 401;

[0283] at least one memory 402 for storing at least one program;

[0284] When the at least one program is executed by the at least one processor 401, the at least one processor 401 implements the above-mentioned brake anti-lock control method.

[0285] The memory 402 as a kind of non-transient network system can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 402 can include high-speed random access memory, and can also include non-transient memory, such as at least one disk storage device, flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory 402 can optionally include a memory 402 remotely arranged relative to the processor 401, and these remote memories 402 can be connected to the processor 401 through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0286] The memory 402 can be implemented in the form of a Read Only Memory (ROM), a static storage device, a dynamic storage device, or a Random Access Memory (RAM), etc. The memory 402 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 402 and are called and executed by the processor 401 to implement the method of the embodiments of the present application.

[0287] The processor 401 can be implemented in the form of a general-purpose Central Processing Unit (CPU), a microprocessor, an Application Specific Integrated Circuit (ASIC), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present application.

[0288] In some embodiments, the electronic device further comprises:

[0289] The input / output interface is used to realize information input and output.

[0290] The communication interface is used to realize the communication interaction between the device and other devices, which can be realized by wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0291] The bus is used to transmit information between various components (such as the processor 401, the memory 402, the input / output interface, and the communication interface) of the device.

[0292] The processor 401, the memory 402, the input / output interface, and the communication interface can be connected to each other through the bus for internal communication in the device.

[0293] The contents in the above method embodiments are all applicable to the device embodiments, the device embodiments specifically implement the same functions as the above method embodiments, and achieve the same beneficial effects as the above method embodiments.

[0294] Finally, the embodiments of the present application provide a vehicle, which triggers the anti-lock braking function and performs anti-lock braking control by using the above anti-lock braking control method; or the vehicle comprises the above anti-lock braking control device.

[0295] It can be understood that the vehicle can be a private car such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), or a pickup truck, etc., can also be an operating vehicle such as a van, a bus, a small truck, or a large trailer, etc., and can also be a gasoline vehicle or a new energy vehicle such as a hybrid vehicle, an all-electric vehicle, etc.

[0296] The contents in the method embodiments are applicable to the vehicle embodiments, the vehicle embodiments specifically implement the same functions as the method embodiments, and achieve the same beneficial effects as the method embodiments.

[0297] As can be seen from the above, on the one hand, the vehicle brake anti-lock control is realized by at least twice pressure increasing and decreasing cycle control, the control accuracy of the brake anti-lock function and the vehicle braking performance are improved, a better brake anti-lock effect is achieved, and the driving stability of the vehicle is maintained.

[0298] On the other hand, the trigger of the brake anti-lock function of the vehicle is realized by setting corresponding slip rate thresholds for the first wheel pressure increasing and decreasing cycle control and the non-first wheel pressure increasing and decreasing cycle control, wherein the slip rate threshold of the first wheel pressure increasing and decreasing cycle control is greater than the slip rate threshold of the non-first wheel pressure increasing and decreasing cycle control, thereby improving the trigger accuracy of the brake anti-lock function, and effectively preventing the phenomenon of false triggering of the brake anti-lock function.

[0299] On the other hand, the trigger of the brake anti-lock function of the vehicle is realized by setting corresponding slip rate thresholds for the first wheel pressure increasing and decreasing cycle control and the non-first wheel pressure increasing and decreasing cycle control, wherein the slip rate threshold of the first wheel pressure increasing and decreasing cycle control is greater than the slip rate threshold of the non-first wheel pressure increasing and decreasing cycle control, thereby improving the trigger accuracy of the brake anti-lock function, and effectively preventing the phenomenon of false triggering of the brake anti-lock function.

[0300] On the other hand, the trigger of the brake anti-lock function of the vehicle is realized by setting corresponding slip rate thresholds for the first wheel pressure increasing and decreasing cycle control and the non-first wheel pressure increasing and decreasing cycle control, wherein the slip rate threshold of the first wheel pressure increasing and decreasing cycle control is greater than the slip rate threshold of the non-first wheel pressure increasing and decreasing cycle control, thereby improving the trigger accuracy of the brake anti-lock function, and effectively preventing the phenomenon of false triggering of the brake anti-lock function.

[0301] In still another aspect, the embodiment of the present application controls the pressure of the wheels of the vehicle based on the pressure gradient value of the vehicle, and the pressure gradient value in the first pressure increasing and decreasing cycle control is greater than the pressure gradient value in the non-first pressure increasing and decreasing cycle control. Since the pressure gradient value in the first pressure increasing and decreasing cycle control is greater than the pressure gradient value in the non-first pressure increasing and decreasing cycle control, the pressure of the wheels of the vehicle can be recovered to the preset pressure at a faster rate in the first pressure increasing and decreasing cycle control, which is beneficial to improve the braking deceleration and shorten the braking distance. In the non-first pressure increasing and decreasing cycle control, the pressure of the wheels of the vehicle can be steadily increased, which is beneficial to maintain the driving stability of the vehicle, and further improve the precision of the pressure control.

[0302] In some alternative embodiments, the functions / operations mentioned in the block diagrams can not occur in the order mentioned in the operational diagrams. For example, depending on the functions / operations involved, two blocks shown in succession can actually be executed substantially concurrently or the blocks can sometimes be executed in the reverse order. Additionally, the embodiments presented and described in the flowcharts of the present application are only examples of implementations and are provided for purposes of illustration. The disclosed methods are not limited to the operations and logical flows presented in this specification. Alternative embodiments are possible where the order of various operations is changed and where sub operations described as part of a larger operation are performed independently.

[0303] Further, while the present application has been described in the context of functional modules, it is to be understood that one or more of the functions and / or features can be integrated in a single physical device and / or software module, or one or more functions and / or features can be implemented in separate physical devices or software modules. It is also to be understood that detailed discussion of the actual implementation of each module is unnecessary to an understanding of the present application. Rather, the actual implementation is within the routine of an engineer's knowledge given the property, functionality and internal relationships of the various functional modules disclosed herein. Accordingly, the present application is not limited to purely hardware or software implementations, but rather encompasses hybrid implementations wherein all or some of the functions and / or features are implemented in hardware, software or a combination thereof. Moreover, it is to be understood that the disclosed specific concepts are merely illustrative and are not intended to limit the scope of the present application, which is defined by the appended claims and their equivalents.

[0304] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts of the prior art that make contributions or parts of the technical solutions can be embodied in the form of a software product, which is stored in a storage medium and includes several programs for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0305] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a list of ordered steps for implementing logical functions, which can be embodied in any computer readable medium for use by a program execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can take programs from a program execution system, device or apparatus and execute them) or in conjunction with these program execution systems, devices or apparatus. For the purpose of this specification, "computer readable medium" can be any device that can contain, store, communicate, propagate or transport programs for use by program execution systems, devices or apparatus or in conjunction with these program execution systems, devices or apparatus.

[0306] More specific examples (non-exhaustive list) of computer readable medium include the following: an electrical connection having one or more wires (electrical devices), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium can even be paper or other suitable medium on which the program can be printed, because the program can be obtained electronically, for example, by optical scanning of the paper or other medium, followed by editing, interpreting or otherwise processing, if necessary, in other suitable ways, to be stored in a computer memory.

[0307] It should be understood that various parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable

[0308] In the above description of the present specification, the description referring to the terms "one embodiment", "another embodiment" or "certain embodiments" or the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Also, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in one or more embodiments or examples.

[0309] Although the embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, alternatives and variations can be made thereto without departing from the principles and spirit of the present application, the scope of which is defined by the appended claims and their equivalents.

[0310] The above is a specific description of the preferred embodiments of the present application, but the present application is not limited to the described embodiments, and those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present application, and these equivalent modifications or substitutions are included in the scope defined by the claims of the present application.

Claims

1. Anti-lock braking control method, including the following steps: Controls the vehicle to trigger the anti-lock braking function; When the vehicle triggers the anti-lock braking function, the vehicle is subjected to at least two pressure increase / depressurization cycles to bring the vehicle to a stop. Each boost / depressurization cycle control includes depressurization control and boost control following depressurization control; in the first boost / depressurization cycle control, depressurization control is performed when the vehicle's slip ratio is greater than a first slip ratio threshold; in non-first boost / depressurization cycle control, depressurization control is performed after the boost control of the previous boost / depressurization cycle control and when the vehicle's slip ratio is greater than a second slip ratio threshold, where the second slip ratio threshold is less than the first slip ratio threshold.

2. The anti-lock braking control method according to claim 1, wherein, The control of the vehicle to trigger the anti-lock braking function includes: Based on the vehicle's slip ratio and wheel deceleration, the vehicle is controlled to trigger the anti-lock braking function.

3. The anti-lock braking control method according to claim 2, wherein, The step of controlling the vehicle to trigger the anti-lock braking function based on the vehicle's slip ratio and wheel deceleration includes: The first slip ratio threshold is obtained based on the wheel deceleration of the vehicle when the brake pedal is depressed. If the vehicle's slip ratio is greater than the first slip ratio threshold when the brake pedal is depressed, then the vehicle is controlled to trigger the anti-lock braking function.

4. The anti-lock braking control method according to claim 3, wherein, The step of obtaining the first slip ratio threshold based on the wheel deceleration of the vehicle when the brake pedal is depressed includes: A first initial slip ratio threshold is obtained based on the wheel deceleration of the vehicle when the brake pedal is depressed. The first slip ratio threshold is obtained based on the first initial slip ratio threshold and the preset first compensated slip ratio threshold.

5. The anti-lock braking control method according to claim 4, wherein, The step of obtaining the first initial slip ratio threshold based on the wheel deceleration of the vehicle when the brake pedal is depressed includes: The sum of the vehicle's wheel deceleration and a preset first control coefficient when the vehicle's brake pedal is depressed is calculated as the first compensated wheel deceleration. The product of the first compensation wheel deceleration and the preset wheel instability coefficient is calculated as the first initial slip ratio threshold.

6. The anti-lock braking control method according to claim 4, wherein, The step of obtaining the first slip ratio threshold based on the first initial slip ratio threshold and the preset first compensated slip ratio threshold includes: The sum of the first initial slip ratio threshold and the preset first compensated slip ratio threshold is calculated as the first slip ratio threshold.

7. The anti-lock braking control method according to claim 2, wherein, The step of controlling the vehicle to trigger the anti-lock braking function based on the vehicle's slip ratio and wheel deceleration includes: The slip ratio of the vehicle when the brake pedal is depressed is obtained based on the vehicle speed and wheel speed when the vehicle brake pedal is depressed, a preset second control coefficient, and a preset third control coefficient.

8. The anti-lock braking control method according to claim 7, wherein, The method of obtaining the vehicle's slip ratio when the brake pedal is depressed, based on the vehicle speed and wheel speed when the vehicle's brake pedal is depressed, a preset second control coefficient, and a preset third control coefficient, includes: The first compensated speed is obtained based on the vehicle speed when the brake pedal is depressed and a preset second control coefficient. The first initial slip ratio is obtained based on the preset third control coefficient and the vehicle speed and wheel speed when the vehicle's brake pedal is depressed. Based on the first compensated vehicle speed and the first initial slip ratio, the slip ratio of the vehicle when the brake pedal is depressed is obtained.

9. The anti-lock braking control method according to claim 8, wherein, The step of obtaining the first compensated speed based on the vehicle speed when the brake pedal is depressed and a preset second control coefficient includes: The sum of the vehicle speed when the brake pedal is depressed and a preset second control coefficient is calculated as the first compensated speed.

10. The anti-lock braking control method according to claim 8, wherein, The process of obtaining the first initial slip ratio based on a preset third control coefficient and the vehicle speed and wheel speed when the vehicle's brake pedal is depressed includes: The difference between the vehicle speed when the brake pedal is depressed and the wheel speed when the brake pedal is depressed is calculated as the first sub-slip ratio. The product of the first sub-slip ratio and the preset third control coefficient is calculated as the first initial slip ratio.

11. The anti-lock braking control method according to claim 8, wherein, The step of obtaining the vehicle's slip ratio when the brake pedal is depressed, based on the first compensated vehicle speed and the first initial slip ratio, includes: The ratio of the first initial slip ratio to the first compensated vehicle speed is calculated as the slip ratio of the vehicle when the brake pedal of the vehicle is depressed.

12. The anti-lock braking control method according to claim 1, wherein, The process of performing at least two boost / depressurization cycles on the vehicle includes: The vehicle is decompression controlled based on the wheel braking pressure. When decompression control ends, in response to the vehicle meeting the boosting conditions, boosting control is performed on the vehicle. If the boost control ends, in response to the vehicle meeting the decompression conditions, the process returns to the step of decompression control of the vehicle based on the wheel braking pressure.

13. The anti-lock braking control method according to claim 12, wherein, The method of controlling the pressure reduction of the vehicle based on the wheel braking pressure includes: Pressure is detected on the wheels of the vehicle at the start of decompression control to obtain the wheel braking pressure of the vehicle. The vehicle is decompression controlled based on the wheel braking pressure.

14. The anti-lock braking control method according to claim 13, wherein, The method of controlling the pressure reduction of the vehicle based on the wheel braking pressure includes: The target decompression amount of the vehicle is obtained based on the wheel braking pressure. The vehicle's wheels are decompression controlled according to the target decompression amount.

15. The anti-lock braking control method according to claim 14, wherein, The step of obtaining the target decompression amount of the vehicle based on the wheel braking pressure includes: The target pressure reduction is calculated as the product of the wheel braking pressure and the preset pressure reduction coefficient.

16. The anti-lock braking control method according to claim 14, wherein, The step of controlling the decompression of the vehicle wheels according to the target decompression amount includes: The desired wheel pressure is obtained based on the target pressure reduction and the wheel braking pressure. The vehicle's wheels are decompression controlled based on the desired wheel pressure.

17. The anti-lock braking control method according to claim 16, wherein, The step of obtaining the desired wheel pressure based on the target pressure reduction and the wheel braking pressure includes: The difference between the wheel braking pressure and the target decompression amount is calculated as the desired wheel pressure.

18. The anti-lock braking control method according to claim 12, wherein, The pressurization conditions include at least one of the following: During the pressure holding control period, the wheel deceleration of the vehicle is greater than the wheel deceleration threshold; During the pressure holding control period, the vehicle's slip ratio is less than the third slip ratio threshold; In a single pressure increase / depressurization cycle control, the pressure holding control is located after the pressure reduction control and before the pressure increase control.

19. An anti-lock braking system, comprising: The first processing module is used to control the vehicle to trigger the anti-lock braking function. The second processing module is used to perform at least two pressure increase / depressurization cycles on the vehicle when the vehicle triggers the anti-lock braking function, so as to stop the vehicle. Each boost / depressurization cycle control includes depressurization control and boost control following depressurization control; in the first boost / depressurization cycle control, depressurization control is performed when the vehicle's slip ratio is greater than a first slip ratio threshold; in non-first boost / depressurization cycle control, depressurization control is performed after the boost control of the previous boost / depressurization cycle control and when the vehicle's slip ratio is greater than a second slip ratio threshold, where the second slip ratio threshold is less than the first slip ratio threshold.

20. A vehicle that uses the anti-lock braking control method as described in any one of claims 1-18 to trigger the anti-lock braking function and perform anti-lock braking control; Alternatively, the vehicle may include the anti-lock braking system as described in claim 19.

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