Method and system for transient stability control during vehicle braking

Abstract

A method for transient stability control during vehicle braking, which method relates to the field of intelligent driving. The method comprises the steps of: collecting the load of each tire in real time, determining a braking force for each tire on the basis of the load and a friction coefficient of each tire, and performing braking on the tire on the basis of the braking force. In the method, the braking force for each tire is determined by means of a real-time single-wheel vertical load of each tire, and therefore obtained braking forces take different actual situations of tires into consideration; on this basis, different braking forces are respectively applied to four tires, so as to ensure that the braking deceleration of a vehicle body is uniformly reduced and the vehicle body is stable, thereby improving the stability of a vehicle. Further disclosed is a system for transient stability control during vehicle braking.

Description

Method and system for transient stability control when vehicle braking TECHNICAL FIELD

[0001] The present application relates to the field of intelligent driving, in particular to a method and system for transient stability control when vehicle braking. BACKGROUND

[0002] The transient braking control automobile is an intelligent driving function of an automobile, which specifically refers to automatically braking the automobile until the stable braking distance of the automobile meets the requirements when it is monitored that the stable braking distance of the automobile (i.e. the braking distance under the condition that no "emergency braking" is needed) is less than the front vehicle distance or meets the safety distance under the current situation. The main purpose of the technology is to perform stable braking on the basis of ensuring driving safety, i.e. to improve the safety and comfort performance of the vehicle and make the user experience better. The technology is generally triggered and turned off by the user (driver), and the common use scenario is when driving at high speed.

[0003] However, the existing automobile with the transient braking function will make the user perceive that the vehicle body "wobbles" when automatically braking, i.e. the braking stability is poor. SUMMARY

[0004] In view of the defects in the prior art, the technical problem solved by the present application is how to improve the stability of the vehicle when the automobile is transiently braked.

[0005] To achieve the above purpose, in a first aspect, the present application provides a method for transient stability control when vehicle braking, comprising the following steps: collecting the load of each tire in real time, determining the braking force of each tire according to the load of each tire and the friction coefficient, and braking the tire according to the braking force.

[0006] In combination with the first aspect, in an implementation mode, the process of determining the braking force of each tire according to the load of each tire and the friction coefficient comprises: determining the basic friction coefficient corresponding to the current road type, and obtaining the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

[0007] In combination with the first aspect, in an implementation mode, the process of determining the basic friction coefficient comprises: in the friction coefficients corresponding to the current road type, determining the friction coefficient corresponding to the road texture wavelength of the grounding point of each tire as the basic friction coefficient of the tire.

[0008] In combination with the first aspect, in an implementation mode, the calculation process of the friction coefficient μ of the tire comprises:

[0009]

[0010]

[0011] is a basic friction coefficient of each tire, and a is a weight of ; is a tire friction correction coefficient; is a weight of , represents a correction coefficient of ; is an estimated influence of the vehicle on the friction coefficient; is a weight of .

[0012] With reference to the first aspect, in an implementation, each of the weights comprises a comprehensive weight coefficient corresponding to different working conditions, and a current weight selected in calculation is a comprehensive weight coefficient S corresponding to a current working condition; S≈S 当 / S 总 , S 总 =S +S +S ; S 当 represents a product of a subjective weight value and an objective weight value of the current weight in the current working condition; S , S S respectively represent the product of the subjective weight value and the objective weight value in the current working condition.

[0013] With reference to the first aspect, in an implementation, the value is: 1 when the vehicle mileage is less than or equal to 60,000 kilometers, 0.6 when the vehicle mileage is greater than 60,000 kilometers and less than or equal to 80,000 kilometers, 0.35 when the vehicle mileage is greater than 80,000 kilometers and less than or equal to 100,000 kilometers, and 0.1 when the vehicle mileage is greater than 100,000 kilometers.

[0014] With reference to the first aspect, in an implementation, the calculation process of the braking force D of each tire comprises: D=Fz*μ, Fz represents the load of the tire, and μ represents the friction coefficient of the tire.

[0015] With reference to the first aspect, in an implementation, the collection process of the load of each tire comprises: determining the load of the tire according to the force condition and the temperature at the tire grounding point.

[0016] The second aspect provides a vehicle braking transient stability control system, which is used to implement the method provided in the first aspect, and specifically comprises a chassis domain control module, a safety distance monitoring module and a data collection module.

[0017] ​The data acquisition module is configured to acquire the road surface information and the load calculation information of each tire in the above method and transmit to the chassis domain control module.

[0018] The safety distance monitoring module is configured to monitor whether the braking distance of the vehicle meets the safety distance, the braking distance being the distance required to reduce the current speed to 0 when the friction is below a specified threshold (the threshold is set according to the friction required for smooth braking without "hard braking"); and the safety distance being a preset specified distance (for example, the minimum distance that can ensure safety, which can be changed according to different working conditions) or the distance between the vehicle and the preceding vehicle.

[0019] The chassis domain control module is configured to determine the braking force of each tire according to the load of each tire and the friction coefficient of the current road surface; and when the safety distance monitoring module monitors that the braking distance does not meet the safety distance, brake the tires according to the braking force until the braking distance meets the safety distance.

[0020] The process by which the chassis domain control module determines the braking force of each tire according to the load of each tire and the friction coefficient of the current road surface includes:

[0021] (1) Determine the basic friction coefficient corresponding to the current road type (the specific friction coefficient is preset), and obtain the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

[0022] The determination process of the basic friction coefficient includes: among the friction coefficients corresponding to the current road type, determine the friction coefficient corresponding to the road texture wavelength at the grounding point of each tire as the basic friction coefficient; that is, under the same type of road, the four tires will have different basic friction coefficients due to the different road texture wavelengths at the grounding points.

[0023] The calculation process of the friction coefficient μ of the tire includes:

[0024]

[0025]

[0026] wherein represents the basic friction coefficient of each tire, and α is the weight of ; After scanning the ground, it is confirmed that according to different road classifications, it is diagnosed as the friction coefficient of the standard rubber respectively;

[0027] is the tire friction correction coefficient (the tire itself is affected by temperature, wear condition, and material composition ratio during driving, and is set as the friction coefficient between the ordinary B-grade road), which can change in real time according to temperature changes; For the weight of represents the correction factor of (the value of is affected by the degree of tire wear);

[0028] is the estimation of the vehicle to the friction coefficient, specifically refers to the estimation of the friction coefficient between the rubber and the standard road surface due to the change of the cornering stiffness during the straight or curved driving of the vehicle; the weight of .

[0029] Each weight includes a comprehensive weight coefficient corresponding to different working conditions, and the current weight selected in actual calculation is the comprehensive weight coefficient S corresponding to the current working condition; S≈S 当 / S 总 , S 总 =S +S +S ; Wherein S 当 represents the product of the subjective weight value (preset) and the objective weight value (preset) of the current weight under the current working condition, S , S S respectively represent the product of the subjective weight value (preset) and the objective weight value (preset) of under the current working condition.

[0030] (2) The calculation process of the braking force D of each tire according to the load and friction coefficient of each tire includes: D=Fz*mu, wherein Fz represents the load of the tire, and mu represents the friction coefficient of the tire.

[0031] In a third aspect, the embodiments of the present application provide an automobile, which comprises the system provided in the second aspect.

[0032] Compared with the prior art, the present application has the following advantages:

[0033] (1) The present application determines the braking force of each tire through the real-time single-wheel vertical load of each tire, so that the braking force obtained takes into account the different actual situations of each tire, and on this basis, different braking forces will be respectively applied to the four tires to ensure that the vehicle body braking deceleration is uniformly reduced and the vehicle body is stable, thereby improving the stability of the vehicle.

[0034] (2) the present application according to each tire grounding point is located in the ground texture wavelength is different, will determine the different friction coefficient for each tire, and then realize the friction coefficient of each tire is also "real-time acquisition" effect;Through the corresponding each tire, and the friction coefficient of real-time acquisition, cooperate with the load of each tire of real-time acquisition, the braking force of each tire determined by the actual situation of tire is more consistent, and further improve the stability. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced as follows, obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0036] Fig. 1 is a flowchart of the transient stability control method when the vehicle brakes in the embodiment of the present application;

[0037] Fig. 2 is a flowchart of the embodiment one of the present application;

[0038] Fig. 3 is a flowchart of the embodiment two of the present application;

[0039] Fig. 4 is a flowchart of the embodiment three of the present application. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical scheme and advantages of the embodiments of the present application more clear, the technical scheme in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application, obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor belong to the scope of protection of the present application.

[0041] The flowchart shown in the drawings is only an example, not necessarily including all the contents and operations / steps, and not necessarily executed in the order described. For example, some operations / steps can also be decomposed, combined or partially merged, so the actual execution order may be changed according to the actual situation.

[0042] The research and development principle of the present application is:

[0043] The inventor first studies the reason why the automobile with transient braking function is not stable enough when performing automatic braking, and obtains that: the existing transient braking function obtains the same braking force of four tires through the preset fixed axle load and the friction coefficient of different road surfaces; although the above-mentioned mode can ensure the safe braking distance of the automobile, the actual situation of the four tires of the automobile is not considered, and the braking force obtained according to the actual situation of the tires is the main reason leading to unstable braking.

[0044] On this basis, the transient stability control method for vehicle braking in the embodiment of the application comprises the following steps: collecting the load of each tire in real time (the load throughout the text represents the single-wheel vertical load), monitoring that the braking distance does not meet the safe distance (i.e. greater than the safe distance), determining the braking force of each tire according to the load and the friction coefficient of each tire, and braking the tire according to the braking force until the braking distance meets the safe distance.

[0045] Therefore, it can be known that the braking force of each tire is determined according to the real-time single-wheel vertical load of each tire, the braking force obtained in this way takes into account the different actual situations of each tire, and on this basis, different braking forces will be respectively applied to the four tires to ensure that the body braking deceleration is uniformly reduced and the body is stable, thereby improving the stability of the vehicle and ensuring the safety and comfort of the vehicle.

[0046] Preferably, the braking distance is the distance required to reduce the current speed to 0 when the friction is below a specified threshold (the threshold is set according to the stable braking and will not appear “sudden braking” required friction); and the safe distance is a preset specified distance (for example, the minimum distance that can ensure safety, which can be changed according to different working conditions) or the distance between the vehicle and the front vehicle.

[0047] Preferably, the collection process of the load of each tire in the above-mentioned method comprises: determining the load of the tire according to the current force condition and the current temperature at the tire grounding point.

[0048] Preferably, the process of determining the braking force of each tire according to the load and the friction coefficient of each tire in the above-mentioned method comprises: determining the basic friction coefficient corresponding to the current road type (the specific friction coefficient is preset), and obtaining the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

[0049] Preferably, the determination process of the basic friction coefficient comprises: in the friction coefficient corresponding to the current road type, the friction coefficient corresponding to the road texture wavelength of each tire grounding point is determined as the basic friction coefficient of the tire; that is, under the same type of road, the four tires will have different basic friction coefficients due to the different ground texture wavelengths of the tire grounding points.

[0050] Therefore, the application can determine different friction coefficients for each tire according to different ground texture wavelengths of each tire contact point, so as to realize the effect that the friction coefficients of each tire are also "real-time collected"; through the friction coefficients corresponding to each tire and collected in real time, and the load of each tire collected in real time, the determined braking force of each tire is more consistent with the actual situation of the tire, so that the stability is further improved.

[0051] Preferably, the determination process of the road surface type comprises: scanning road surface information, the road surface information comprising ground texture structure, whether containing water, and whether containing oil film; determining the road surface type (such as a highway, a rural rough road, an off-road condition, etc.) according to the road surface information.

[0052] Preferably, the calculation process of the braking force D of each tire according to the load of each tire and the friction coefficient of the current road surface comprises: D = Fz*mu, wherein Fz represents the load of the tire, and mu represents the friction coefficient of the tire.

[0053] Preferably, the calculation logic of the friction coefficient of the tire is that the friction coefficient of the tire and the ground is related to the ground texture structure, whether the ground has viscous substances, the tire pattern, the tire temperature, etc., and the motion-related factors of the tire directly affect the side slip angle of the tire. The tire is a rubber part, and the side slip angle measurement is more complex when the friction is deformed by heat. The side slip stiffness can be decomposed by force, and the calculation is expanded under the condition of pure rolling and no slip of the wheel.

[0054] On this basis, the calculation process of the friction coefficient mu of the tire comprises:

[0055]

[0056]

[0057] wherein represents the basic friction coefficient of each tire, and alpha is the weight of . After scanning the ground, it is confirmed that different road surfaces are classified and diagnosed as the friction coefficient of the standard rubber;

[0058] is a tire friction correction coefficient (the tire itself is affected by temperature in the driving process, wear condition, and material composition ratio is set as the friction coefficient between the ordinary B-grade road surface), which can change in real time according to the temperature change; is the weight of . represents the correction coefficient of (the value of is affected by the degree of tire wear);

[0059] The influence on the estimation of the friction coefficient of the vehicle, in particular, the influence on the estimation of the friction coefficient between the rubber and the standard road surface due to the change of the cornering stiffness during the straight or curved driving of the vehicle; The weight of the vehicle mileage. The weight of the vehicle mileage.

[0060] Preferably, each weight includes a comprehensive weight coefficient corresponding to different working conditions, and the current weight selected in actual calculation is the comprehensive weight coefficient S corresponding to the current working condition; S≈S 当 / S 总 , S 总 =S +S +S ; wherein S 当 represents the product of the subjective weight value (preset) and the objective weight value (preset) of the current weight under the current working condition, S , S S respectively represent the product of the subjective weight value (preset) and the objective weight value (preset) under the current working condition.

[0061] Taking Table 1 as an example, the working conditions include wet road working condition, continuous high-speed working condition and driving limit working condition, and under the wet road working condition, =0.39 / 0.39+0.015+0.06=0.838≈0.84.

[0062] Table 1, weight parameters under different working conditions

[0063]

[0064] The comprehensive weight thus designed is more in line with the actual situation compared with the single weight (for example, only subjective or objective weight), thereby improving the calculation accuracy.

[0065] Preferably, The value of the vehicle mileage is 1 when the vehicle mileage is less than or equal to 60,000 kilometers, 0.6 when the vehicle mileage is greater than 60,000 kilometers and less than or equal to 80,000 kilometers, 0.35 when the vehicle mileage is greater than 80,000 kilometers and less than or equal to 100,000 kilometers, and 0.1 when the vehicle mileage is greater than 100,000 kilometers.

[0066] Next, referring to FIG. 1, the execution process of the above method is explained in time sequence.

[0067] ​S1: In the process of normal driving of the vehicle, the laser scanning camera scans the road surface information in real time and transmits the road surface information to the chassis domain control module; the load calculation information (current force condition and current temperature at the tire grounding point) of each tire of the vehicle is transmitted to the chassis domain control module in real time, and S2 is turned to.

[0068] S2: The chassis domain control module determines the road surface type according to the road surface information, determines the basic friction coefficient of each tire according to the road surface type and the road surface texture wavelength of the grounding point of each tire, and obtains the friction coefficient of each tire according to the basic friction coefficient of each tire and the mileage information (wear information), and the calculation formula is: The chassis domain control module calculates the load of each tire according to the load calculation information of each tire, and S3 is turned to.

[0069] S3: The chassis domain control module determines the braking force of each tire according to the load and friction coefficient of each tire, and S4 is turned to.

[0070] S4: It is judged whether the braking distance is greater than the safety distance, if yes, no any processing is made, and digital display can be performed; otherwise, after braking of each tire is performed according to the braking force calculated in S3, S5 is turned to.

[0071] S5: It is judged whether the vehicle body is stable, if yes, no any processing is made, that is, braking of each tire is continuously performed according to the braking force in S3, otherwise, S1 is turned to for re-scanning.

[0072] The following three embodiments will illustrate the processing process of the application under different working conditions and mileages of the vehicle.

[0073] Example 1, wet and slippery road surface working condition, the vehicle driving mileage is 50,000 kilometers, and the flow of example 1 is shown in FIG. 2.

[0074] S101: In the process of normal driving of the vehicle, the laser scanning camera scans the road surface information in real time and transmits the road surface information to the chassis domain control module; the load calculation information (current force condition and current temperature at the tire grounding point) of each tire of the vehicle is transmitted to the chassis domain control module in real time, and S102 is turned to.

[0075] S102: The chassis domain control module determines the road surface type according to the road surface information, determines the basic friction coefficient of each tire according to the road surface type and the road surface texture wavelength of the grounding point of each tire, and obtains the friction coefficient of each tire according to the basic friction coefficient of each tire and the mileage information (wear information), and the calculation formula is: In this embodiment, is 0.13, is 1; the chassis domain control module calculates the load of each tire according to the load calculation information of each tire, and S103 is turned to.

[0076] S103: The chassis domain control module determines the braking force of each tire according to the load and the friction coefficient of each tire, and goes to S104.

[0077] S104: If the braking distance is greater than the safety distance, a digital display is performed and the process goes to S101 to continue real-time collection of relevant information.

[0078] Example Two, continuous high-speed working condition, vehicle mileage is 70,000 kilometers, the process of Example Two is shown in FIG. 3.

[0079] S201: In the process of normal driving of the vehicle, the laser scanning camera scans the road surface information in real time and transmits the road surface information to the chassis domain control module; the load calculation information of each tire of the vehicle (the current force condition and the current temperature at the tire grounding point) is transmitted to the chassis domain control module in real time, and the process goes to S202.

[0080] S202: The chassis domain control module determines the road surface type according to the road surface information, determines the basic friction coefficient of each tire according to the road surface type and the road surface texture wavelength of the grounding point of each tire, and obtains the friction coefficient of each tire according to the basic friction coefficient of each tire and the mileage information (wear information), and the calculation formula is: , in this embodiment, is 0.05, is 0.6; the chassis domain control module calculates the load of each tire according to the load calculation information of each tire, and the process goes to S203.

[0081] S203: The chassis domain control module determines the braking force of each tire according to the load and the friction coefficient of each tire, and the process goes to S204.

[0082] S204: If the braking distance is below the safety distance, each tire is braked according to the braking force calculated in S203.

[0083] S205: After the vehicle body is stabilized and each tire is braked according to the braking force calculated in S203, the process goes to S201 to continue real-time collection of relevant information.

[0084] Example Three, extreme driving condition, vehicle mileage is 90,000 kilometers, the process of Example Three is shown in FIG. 4.

[0085] S301: In the process of normal driving of the vehicle, the laser scanning camera scans the road surface information in real time and transmits the road surface information to the chassis domain control module; the load calculation information of each tire of the vehicle (the current force condition and the current temperature at the tire grounding point) is transmitted to the chassis domain control module in real time, and the process goes to S302.

[0086] S302: The chassis domain control module determines the road surface type according to the road surface information, determines the basic friction coefficient of each tire according to the road surface type and the road surface texture wavelength of the grounding point of each tire, and obtains the friction coefficient of each tire according to the basic friction coefficient of each tire and the mileage information (wear information), and the calculation formula is: , in the embodiment is 0.37, is 0.35; the chassis domain control module calculates the load of each tire according to the load calculation information of each tire, and goes to S303.

[0087] S303: The chassis domain control module determines the braking force of each tire according to the load and the friction coefficient of each tire, and goes to S304.

[0088] S304: The braking distance is below the safety distance, and each tire is braked according to the braking force calculated in S303.

[0089] S305: The vehicle body instability is monitored, and it is displayed that the re-braking is being performed, and goes to S301.

[0090] The embodiment of the application also provides a storage medium, the storage medium stores a computer program, and the computer program is executed by a processor to realize the above method. It should be noted that the storage medium includes a U disk, a mobile hard disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), a magnetic disk or an optical disk and various storage program codes.

[0091] The embodiment of the application also provides an electronic device, which comprises a memory and a processor, the memory stores a computer program running on the processor, and the processor realizes the above method when executing the computer program.

[0092] The embodiment of the application also provides a vehicle braking transient stability control system, which comprises a chassis domain control module, a safety distance monitoring module and a data acquisition module.

[0093] The data acquisition module is configured to acquire the road surface information and the load calculation information of each tire in the above method and transmit to the chassis domain control module.

[0094] The safety distance monitoring module is configured to monitor whether the braking distance of the vehicle meets the safety distance, the braking distance is the distance required to reduce the current speed to 0 when the friction is below a specified threshold (the threshold is set according to the friction required for smooth braking and no “sudden braking” occurs), and the safety distance is a preset specified distance (for example, the minimum distance that can ensure safety, which can be changed according to different working conditions) or the distance between the vehicle and the front vehicle.

[0095] The chassis domain control module is configured to determine a braking force for each tire according to the load of each tire and the friction coefficient of the current road surface; and brake the tire according to the braking force when the safety distance monitoring module monitors that the braking distance does not meet the safety distance, until the braking distance meets the safety distance.

[0096] The process in which the chassis domain control module determines the braking force for each tire according to the load of each tire and the friction coefficient of the current road surface includes:

[0097] (1) Determine the basic friction coefficient corresponding to the current road type (the specific friction coefficient is preset), and obtain the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

[0098] The determination process of the basic friction coefficient includes: in the friction coefficients corresponding to the current road type, determine the friction coefficient corresponding to the road texture wavelength at the grounding point of each tire as the basic friction coefficient; that is, under the same type of road, the four tires will have different basic friction coefficients due to the different ground texture wavelengths at the grounding points.

[0099] The calculation process of the friction coefficient μ of the tire includes:

[0100]

[0101]

[0102] wherein represents the basic friction coefficient of each tire, and a is the weight of . After scanning the ground, according to different road classifications, the friction coefficient with the standard rubber is diagnosed respectively;

[0103] is the tire friction correction coefficient (the friction coefficient between the ordinary B-grade road and the tire itself is set according to the temperature influence, wear condition, and material composition proportion of the tire during driving), which can change in real time according to the temperature change; is the weight of , represents the correction coefficient of (the value of is affected by the tire wear degree);

[0104] is the estimation influence of the vehicle on the friction coefficient, which specifically refers to the estimation influence of the rubber and the standard road surface friction coefficient due to the change of the side stiffness of the vehicle during straight-line or curve driving; is the weight of .

[0105] Each weight includes a comprehensive weight coefficient corresponding to different working conditions. In actual calculations, the current weight used is the comprehensive weight coefficient S corresponding to the current working condition; S≈S 当 / S 总 S 总 =S +S +S ;where S 当 S represents the product of the subjective weight value (preset) and the objective weight value (preset) under the current working conditions. S S Represent The product of the subjective weight value (preset) and the objective weight value (preset) under the current working conditions.

[0106] (2) The calculation process of determining the braking force D of each tire based on the load and friction coefficient of each tire includes: D=Fz*μ, where Fz represents the load of the tire and μ represents the friction coefficient of the tire.

[0107] The automobile in this embodiment of the invention includes the aforementioned vehicle braking transient stability control system.

[0108] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer-readable storage media (or non-transitory media) and communication media (or transient media).

[0109] As is well known to those of ordinary skill in the art, the term computer readable storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. Computer readable storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Further, it is well known to those of ordinary skill in the art that communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media.

[0110] For example, the computer readable storage medium can be an internal storage unit of the electronic device of the foregoing embodiments, such as a hard disk or a memory of the electronic device. The computer readable storage medium can also be an external storage device of the electronic device, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, and the like.

[0111] The above merely describes specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements shall be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A method of transient stability control when a vehicle is braking, characterized by, The method comprises the following steps: collecting the load of each tire in real time, determining the braking force of each tire according to the load and the friction coefficient of each tire, and braking the tire according to the braking force.

2. The vehicle braking transient stability control method of claim 1 wherein, The process of determining the braking force of each tire according to the load and the friction coefficient of each tire comprises: determining the basic friction coefficient corresponding to the current road surface type, and obtaining the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

3. The vehicle braking transient stability control method according to claim 2, characterized by, The process of determining the basic friction coefficient comprises: in the friction coefficients corresponding to the current road surface type, determining the friction coefficient corresponding to the road surface texture wavelength of the tire grounding point as the basic friction coefficient of the tire.

4. The vehicle braking transient stability control method according to claim 3, characterized by, The calculation process of the friction coefficient μ of the tire comprises: ； ； for each tire the basic friction coefficient, a is the weights of the features; Cf is the tire friction correction factor; For the weights of the pixels, Representative of correction factor of the modification; affect the vehicle's estimation of the friction coefficient; For The weight of the friction coefficient μ of the tire.

5. The vehicle braking transient stability control method of claim 4 wherein: Each weight includes a comprehensive weight coefficient corresponding to different working conditions. The current weight used in the calculation is the comprehensive weight coefficient S corresponding to the current working condition; S≈S 当 / S 总 S 总 =S +S +S S 当 S represents the product of the subjective weight value and the objective weight value under the current working condition; S S Represent The product of the subjective weight value and the objective weight value under the current working conditions.

6. The vehicle braking transient stability control method of claim 4 wherein: The The values ​​are set as follows: 1 for vehicles with a mileage of less than or equal to 60,000 kilometers, 0.6 for vehicles with a mileage of more than 60,000 kilometers but less than or equal to 80,000 kilometers, 0.35 for vehicles with a mileage of more than 80,000 kilometers but less than or equal to 100,000 kilometers, and 0.1 for vehicles with a mileage of more than 100,000 kilometers.

7. The vehicle braking transient stability control method of claim 2 wherein, The calculation process of the braking force D of each tire comprises: D=Fz*μ, wherein Fz represents the load of the tire, and μ represents the friction coefficient of the tire.

8. The vehicle braking transient stability control method according to any one of claims 1 to 7, characterized by: The collection process of the load of each tire comprises: determining the load of the tire according to the force condition and the temperature at the tire grounding point.

9. A transient stability control system for a vehicle braking, characterized by: The system is used to realize a vehicle braking transient stability control method, which comprises the following steps: The method comprises the following steps: collecting the load of each tire in real time, determining the braking force of each tire according to the load and the friction coefficient of each tire, and braking the tire according to the braking force.

10. The transient stability control system for a braking vehicle of claim 9, wherein, The process of determining the braking force of each tire according to the load and the friction coefficient of each tire comprises: determining the basic friction coefficient corresponding to the current road surface type, and obtaining the friction coefficient of each tire according to the basic friction coefficient and the mileage information of each tire.

11. The transient stability control system for braking a vehicle according to claim 10, wherein The process of determining the basic friction coefficient comprises: in the friction coefficients corresponding to the current road surface type, determining the friction coefficient corresponding to the road surface texture wavelength of the tire grounding point as the basic friction coefficient of the tire.

12. The transient stability control system for braking a vehicle according to claim 11, wherein The calculation process of the friction coefficient μ of the tire comprises: ； ； for each tire the basic friction coefficient, a is The weights; Cf is the tire friction correction factor; For the weights of the pixels, Representative is correction factor of the modification; affect the vehicle's estimation of the friction coefficient; For The weight of the friction coefficient μ of the tire.

13. The vehicle transient stability control system of claim 12, wherein, Each of the weights comprises a comprehensive weight coefficient corresponding to different working conditions, and a current weight selected during calculation is a comprehensive weight coefficient S corresponding to a current working condition; S≈S 当 / S 总 , S 总 =S +S +S ;S 当 represents a product of a subjective weight value and an objective weight value of the current weight under the current working condition; S 、S S respectively represent products of the subjective weight value and the objective weight value of the first weight S 、 、 under the current working condition.

14. The transient stability control system for braking a vehicle of claim 12, wherein, The The values ​​are set as follows: 1 for vehicles with a mileage of less than or equal to 60,000 kilometers, 0.6 for vehicles with a mileage of more than 60,000 kilometers but less than or equal to 80,000 kilometers, 0.35 for vehicles with a mileage of more than 80,000 kilometers but less than or equal to 100,000 kilometers, and 0.1 for vehicles with a mileage of more than 100,000 kilometers.

15. The transient stability control system for a braking vehicle of claim 10, wherein, The calculation process of the braking force D of each tire comprises: D=Fz*μ, wherein Fz represents the load of the tire, and μ represents the friction coefficient of the tire.

16. The vehicle transient stability control system of any one of claims 9 to 15, wherein, The collection process of the load of each tire comprises: determining the load of the tire according to the force condition and the temperature at the tire grounding point.

17. An automobile characterized by comprising: The automobile comprises the system according to any one of claims 9 to 16.

18. A storage medium, characterized by The storage medium stores a computer program, and the computer program is executed by the processor to realize the method according to any one of claims 1 to 8.

19. An electronic device, comprising: The electronic device comprises a memory and a processor, the memory stores a computer program running on the processor, and the processor executes the computer program to realize the method according to any one of claims 1 to 8.

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