Anti-lock braking control method and system, vehicle, electronic device, and medium

Abstract

The present application relates to the technical field of vehicles, and discloses an anti-lock braking control method and system, a vehicle, an electronic device, and a medium. The anti-lock braking control method comprises the following steps: collecting wheel speed data of wheels in real time during vehicle braking (S1); obtaining a wheel speed variation pattern on the basis of the wheel speed data (S2); on the basis of the wheel speed variation pattern, determining whether the wheels experience road surface disturbance (S3); and if yes, not triggering an ABS function (S4).

Description

Anti-lock braking control methods and systems, vehicles, electronic equipment and media

[0001]

[0002] Cross-reference to related applications

[0003] This application is based on and claims priority to Chinese Patent Application No. 2024112099168, filed on August 30, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0004] This application relates to the field of vehicle technology, and in particular to a braking anti-lock braking control method and system, a vehicle, electronic equipment, and a medium. Background Technology

[0005] Anti-lock braking system (ABS) is a common safety technology in automobiles. Its principle is that when the hydraulic control unit detects a large slip rate of the wheel, it actively optimizes the braking pressure of the wheel cylinder to prevent the wheel from locking up and losing braking and steering force, thereby improving driving safety.

[0006] However, during vehicle braking, the ABS function can be incorrectly activated due to road surface interference, leading to loss of deceleration and vehicle jerking. Specifically, when a vehicle travels over speed bumps or uneven surfaces with brief bulges or potholes, the vehicle experiences braking and deceleration. At this time, the contact environment between the tires and the road surface deteriorates, resulting in reduced tire grip and a false high slip ratio, which can easily trigger unintended ABS activation. When ABS is incorrectly triggered, it causes increased operating noise and brake pedal vibration, affecting driving comfort and negatively impacting braking performance stability. Summary of the Invention

[0007] This application aims to at least partially address one of the technical problems existing in the prior art. To this end, this application proposes an anti-lock braking control method and system, a vehicle, electronic equipment, and a medium capable of monitoring road surface disturbances, preventing unintended activation of the ABS function due to false large slip rates of the tires, thereby improving the driving experience and the stability of braking performance.

[0008] The first aspect of this application provides a braking anti-lock braking control method, which includes the following steps:

[0009] Real-time collection of wheel speed data during vehicle braking;

[0010] The wheel speed variation pattern is obtained based on the wheel speed data;

[0011] Determine whether the wheel is affected by road surface interference based on the wheel speed change pattern.

[0012] If so, the ABS function will not be triggered.

[0013] The anti-lock braking control method according to the first aspect of this application has at least the following beneficial effects: During vehicle braking, the ABS function may be mistakenly activated when disturbed by bumpy road surfaces, resulting in a decline in driving experience. Therefore, by collecting wheel speed data in real time, the wheel speed change pattern in a short period of time can be obtained through analysis of the collected wheel speed data. Based on the strong and regular dynamic changes in wheel speed that occur when the wheel impacts a bumpy road surface, it is possible to determine whether the wheel is affected by road surface disturbances based on the obtained wheel speed change pattern. If the wheel is indeed disturbed by the road surface, the ABS function is controlled to maintain its current state, so that the ABS function is not accidentally activated, thereby ensuring excellent ride comfort and stable braking performance.

[0014] In some embodiments of this application, obtaining the wheel speed variation pattern based on the wheel speed data includes the following steps:

[0015] Based on the wheel speed data of the four wheels, calculate the wheel acceleration, reference vehicle speed, and wheel slip ratio;

[0016] A curve is plotted based on the wheel speed data, the wheel acceleration, the reference vehicle speed, and the wheel slip ratio;

[0017] The wheel speed variation pattern was obtained by analyzing the curve.

[0018] In some embodiments of this application, determining whether the wheel is affected by road surface interference based on the wheel speed change pattern includes the following steps:

[0019] Based on the wheel speed change pattern, determine whether the following conditions are met simultaneously: wheel deceleration is less than the deceleration trigger threshold and wheel slip ratio is less than the slip ratio trigger threshold, wheel deceleration is less than the minimum threshold, wheel deceleration is greater than zero, wheel acceleration is greater than the maximum threshold, wheel speed is greater than the reference vehicle speed, and trigger duration is less than the duration threshold.

[0020] If so, then it is determined that the wheels are affected by road surface interference.

[0021] In some embodiments of this application, the step of determining whether the wheel is affected by road surface interference based on the wheel speed change pattern further includes the following steps:

[0022] Determine if the front wheels are affected by road surface disturbances;

[0023] If the front wheels are affected by road surface disturbances, determine whether the rear wheels on the same side are also affected by road surface disturbances.

[0024] In some embodiments of this application, determining whether the rear wheel on the same side is also affected by road surface interference if the front wheel is affected includes the following steps:

[0025] If the front wheels are disturbed by the road surface, a distance window is established along the time axis on the front wheel curve based on the vehicle's wheelbase.

[0026] Plot the curve of the rear wheel along the time axis at the end of the distance window;

[0027] The wheel speed variation pattern of the rear wheel is obtained by analyzing the curve diagram of the rear wheel.

[0028] Determine whether the rear wheels are affected by road surface disturbances based on the wheel speed change pattern of the rear wheels.

[0029] In some embodiments of this application, the step of not triggering the ABS function if the wheel is disturbed by the road surface includes the following steps: if the wheel is disturbed by the road surface, the trigger threshold of the slip ratio is increased so that the wheel slip ratio is less than the trigger threshold of the slip ratio, so that the ABS function is not triggered.

[0030] In some embodiments of this application, the step of increasing the slip ratio trigger threshold includes the following steps: determining a compensation value for the slip ratio trigger threshold based on a reference vehicle speed, wherein the smaller the reference vehicle speed, the larger the compensation value.

[0031] In some embodiments of this application, the real-time acquisition of wheel speed data during vehicle braking includes the following steps: acquiring wheel speed data through wheel speed sensors on the wheels.

[0032] A second aspect of this application provides a braking anti-lock braking system, comprising:

[0033] The data acquisition unit is used to collect wheel speed data in real time during vehicle braking.

[0034] The processing unit is used to obtain the wheel speed change pattern based on the wheel speed data;

[0035] The judgment unit is used to determine whether the wheel is affected by road surface interference based on the wheel speed change pattern.

[0036] The control unit is used to prevent the ABS function from being triggered if necessary.

[0037] The anti-lock braking system according to the second aspect of this application has at least the following beneficial effects: During vehicle braking, the wheel speed data of the wheels is collected in real time by the acquisition unit and sent to the processing unit, which processes the collected wheel speed data to obtain the wheel speed change pattern; since the vehicle wheels will produce strong and regular dynamic changes in wheel speed when they collide with bumpy road surfaces, it is possible to determine whether the wheels are affected by the bumpy road surface based on the wheel speed change pattern; if it is determined that the wheels are affected by the road surface, the ABS function is ensured not to be triggered, thereby optimizing the driving experience and improving the stability of braking performance.

[0038] A third aspect of this application provides a vehicle including a vehicle body and an anti-lock braking system as described in the second aspect embodiment, the anti-lock braking system being disposed on the vehicle body.

[0039] The vehicle according to the third aspect of the present application has at least the following beneficial effects: the vehicle adopts the above-mentioned anti-lock braking system, which can prevent the vehicle from losing deceleration and lurching forward even when faced with the interference of bumpy road surface. At the same time, it can avoid the situation of loud working noise and brake pedal vibration when the ABS function is accidentally activated, thereby improving the driving experience.

[0040] A fourth aspect of this application provides an electronic device comprising:

[0041] At least one processor; and,

[0042] A memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the anti-lock braking control method as described in the first aspect embodiment.

[0043] A fifth aspect of this application provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the anti-lock braking control method as described in the first aspect embodiment.

[0044] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0045] Figure 1 is a schematic flowchart of the anti-lock braking control method provided according to an embodiment of this application;

[0046] Figure 2 is a flowchart illustrating step S1 in the anti-lock braking control method provided according to an embodiment of this application;

[0047] Figure 3 is a flowchart illustrating step S2 in the anti-lock braking control method provided according to an embodiment of this application;

[0048] Figure 4 is a flowchart illustrating step S3 in the anti-lock braking control method provided according to an embodiment of this application;

[0049] Figure 5 is a flowchart illustrating step S3 in a braking anti-lock braking control method according to another embodiment of this application;

[0050] Figure 6 is a flowchart illustrating step S34 of the anti-lock braking control method provided according to an embodiment of this application;

[0051] Figure 7 is a flowchart illustrating step S4 in the anti-lock braking control method provided according to an embodiment of this application;

[0052] Figure 8 is a schematic flowchart of S41 in the anti-lock braking control method provided according to an embodiment of this application;

[0053] Figure 9 is a flowchart illustrating the anti-lock braking control method provided in the embodiments of this application when detecting whether the front and rear wheels of a vehicle are disturbed by the road surface.

[0054] Figure 10 is a schematic diagram of the analysis of the anti-lock braking control method provided according to the embodiments of this application when detecting whether the wheel is disturbed by the road surface.

[0055] Figure 11 is a schematic diagram of the analysis of the anti-lock braking control method provided in the embodiment of this application when detecting whether the front and rear wheels of a vehicle are disturbed by the road surface.

[0056] Figure 12 is a schematic diagram of the anti-lock braking system provided according to an embodiment of this application;

[0057] Figure 13 is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Embodiments of the present invention

[0058] Embodiments of this application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are descriptive and are only used to explain this application, and should not be construed as limiting this application.

[0059] In the description of this application, it should be understood that the use of terms such as "first" and "second" may explicitly or implicitly include one or more of those features. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0060] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0061] When a car is equipped with an Anti-lock Braking System (ABS), sensors installed on the wheels send a signal that the wheel is about to lock up. The controller then instructs the regulator to reduce the oil pressure in the brake cylinder of that wheel, thereby reducing the braking torque. After a certain period of time, the original oil pressure is restored, and this cycle continues continuously, always keeping the wheel in a rotating state while maintaining maximum braking torque.

[0062] For cars without anti-lock braking systems, if the brake pedal is pressed hard while driving, the wheel speed will drop rapidly. When the braking force exceeds the friction between the wheel and the ground, the wheel will lock up. A fully locked wheel will reduce the friction between the tire and the ground. If the front wheels lock up, the driver will not be able to control the direction of the car well. If the rear wheels lock up, skidding is very likely to occur.

[0063] Therefore, anti-lock braking systems can improve the safety of emergency braking of a car, prevent loss of steering control and wheel slippage during emergency braking, prevent the wheels from locking up during braking, and prevent the tires from rubbing against the ground at one point, thereby increasing the friction between the tires and the ground, making the braking efficiency reach more than 90%, while also reducing brake wear and extending the service life of brake drums, discs and tires by twice.

[0064] Anti-lock braking system (ABS) is a widely used safety technology in automobiles. Its principle is that when the hydraulic control unit detects a large slip ratio in the wheels, it actively optimizes the braking pressure in the wheel cylinders to prevent the wheels from locking up and losing braking and steering force, thereby improving driving safety. The performance of an ABS system is related not only to its structure but also closely to its control strategy and methods. Therefore, some automakers are currently conducting in-depth research on control methods to provide new technical solutions.

[0065] However, during vehicle braking, the ABS function can be incorrectly activated due to road surface disturbances, leading to loss of deceleration and vehicle jerking. Specifically, when a vehicle travels over speed bumps or uneven surfaces with brief dips or potholes, the braking deceleration worsens the contact environment between the tires and the road surface, reducing tire adhesion and causing a false high slip ratio, which can easily trigger ABS activation. When ABS is incorrectly triggered, it results in loud operating noise and brake pedal vibration, affecting driving comfort and compromising braking performance stability.

[0066] Based on this, embodiments of this application provide a braking anti-lock braking control method and system, vehicle, electronic equipment, and medium, which can be applied to ABS control of a single wheel of a car. It has the advantages of low cost and strong environmental adaptability. It can monitor road disturbances and avoid the accidental activation of the ABS function due to false large slip rates of the tires under road disturbances. It also effectively prevents problems such as high operating noise and brake pedal vibration caused by false activation of the ABS function, thereby optimizing the driver's driving experience and improving the stability of braking performance.

[0067] Moreover, when the vehicle is in a driver assistance state (such as when advanced intelligent driving functions such as automatic cruise control are activated), the embodiments of this application can avoid interruption of advanced driver assistance functions due to the accidental activation of the ABS function, thus ensuring a high level of driving experience.

[0068] The following description, with reference to Figures 1 to 13, describes an anti-lock braking control method and system, a vehicle, electronic equipment, and a medium according to embodiments of this application.

[0069] As shown in Figures 1 to 11, the anti-lock braking control method according to the first aspect of this application includes the following steps:

[0070] Step S1: Collect wheel speed data in real time during vehicle braking.

[0071] Step S2: Obtain the wheel speed variation pattern based on the wheel speed data.

[0072] Step S3: Determine whether the wheels are affected by road surface interference based on the wheel speed change pattern.

[0073] Step S4: If yes, do not trigger the ABS function.

[0074] As shown in Figures 1 and 2, step S1, which is the step of collecting wheel speed data in real time during vehicle braking, specifically includes the following steps: Step S11: Collect wheel speed data through wheel speed sensors on the wheels.

[0075] Understandably, each wheel of a vehicle is equipped with a wheel speed sensor. These sensors measure the wheel's rotational speed in real time. Commonly used wheel speed sensors include magnetoelectric wheel speed sensors and Hall effect wheel speed sensors. The wheel speed sensors transmit the measured wheel speed data to the hydraulic control unit (or electronic control unit, i.e., ECU) within the vehicle's existing braking system. This allows the hydraulic control unit to process the wheel speed signals after they are collected in real time.

[0076] This embodiment utilizes the vehicle's existing structural design, such as wheel speed sensors, braking systems, and electronic control units, without requiring unique modifications to the vehicle's structure. This reduces manufacturing costs, improves environmental adaptability, and meets the needs of multiple vehicle models. This embodiment specifically proposes a new, simple algorithm suitable for short-cycle control based on the existing vehicle structure.

[0077] In this embodiment, as shown in Figures 1 and 3, step S2, which is the step of obtaining the wheel speed change pattern based on the wheel speed data, specifically includes the following steps:

[0078] Step S21: Calculate wheel acceleration, reference speed, and wheel slip ratio based on the wheel speed data of the four wheels.

[0079] Step S22: Plot a curve based on wheel speed data, wheel acceleration, reference vehicle speed, and wheel slip ratio.

[0080] Step S23: Analyze the wheel speed variation pattern based on the curve graph.

[0081] Understandably, during braking, the method for calculating wheel acceleration by collecting wheel speed data involves differentiating the pulse signals detected by wheel speed sensors. Specifically, during vehicle braking, the pulse signals detected by the wheel speed sensors reflect the wheel speeds. Since wheel angular acceleration is the first derivative of the wheel speed signal, after collecting the wheel speed data of all four wheels, the wheel acceleration can be obtained by differentiating this data. Before calculating the vehicle acceleration, the wheel speed signals can be filtered using a Kalman filter to eliminate noise and interference.

[0082] The reference vehicle speed is mainly calculated using methods such as wheel speed, acceleration integral, slope method, maximum wheel speed method, and deceleration method. The vehicle's existing ABS system, when controlling the braking system's depressurization, pressure maintenance, and pressure boosting, compares vehicle condition parameters with thresholds (set threshold values) to select the most suitable reference speed calculation method for the current situation. After obtaining the wheel speed data, the vehicle's reference speed can be obtained using existing calculation methods.

[0083] Slip ratio (also known as slip factor) is an indicator that evaluates the proportion of slip component in a car wheel's motion. It describes the percentage of slippage in wheel movement. During braking, changes in slip ratio directly affect the vehicle's braking performance and stability. The main function of ABS is to control the wheel slip ratio, typically maintaining it within the range of 10% to 30%, to ensure good adhesion and braking effect between the wheels and the road surface. This effectively prevents skidding and fishtailing during braking, thereby improving directional stability and safety, shortening braking distance, and reducing tire wear.

[0084] When a wheel applies traction or braking force, relative motion occurs between the wheel and the ground. This is known as wheel slip ratio. Wheel slip ratio is the proportion of slippage in the wheel's motion, usually denoted by S. The formula for wheel slip ratio is: S = (uu...) w ) / u×100%, where u is the vehicle speed; u w The wheel speed is the reference wheel speed. After obtaining the wheel speed data and the reference vehicle speed, the wheel slip ratio can be calculated. Alternatively, the wheel acceleration can be obtained by differentiating the pulse signal (i.e., wheel speed signal) detected by the wheel speed sensor, and then the wheel slip ratio can be calculated using the wheel radius and wheel acceleration.

[0085] The original ABS system on the vehicle is a closed-loop control process. It does not directly use the wheel speed to achieve control. However, the wheel speed is the basis for calculating the wheel angular acceleration and wheel slip ratio in its control algorithm.

[0086] In step S22, since the wheel speed sensor can continuously measure the wheel speed data in real time over time, the hydraulic control unit can organize all the collected wheel speed data. Specifically, it plots a curve about wheel speed along the time axis (i.e., the horizontal axis); similarly, it plots a curve about wheel acceleration and a curve about the reference vehicle speed along the time axis. As shown in Figure 10, during braking, the reference vehicle speed continuously decreases; specifically, the reference vehicle speed decreases uniformly. The upper sloping straight line represents the curve of the reference vehicle speed, the upper curve represents the curve of wheel speed, and the lower curve represents the curve of wheel acceleration.

[0087] In step S23, after obtaining the corresponding curves, these curves are analyzed to obtain the wheel speed change pattern. It is understandable that during vehicle braking, when a wheel impacts a localized bump or pothole in the road surface, the impacting wheel will experience strong and regular dynamic changes in wheel speed. At this time, the wheel is affected by road surface disturbances. Specifically, when the wheel squeezes or briefly leaves the road surface, the wheel speed will drop rapidly, resulting in high wheel deceleration and a false, large wheel slip ratio. Then, after the wheel crosses the disturbed road surface, the wheel will accelerate for a short period, and the wheel speed will briefly exceed the vehicle's reference speed.

[0088] Based on the aforementioned wheel speed variation pattern, it is determined whether the wheel is affected by road surface interference. In this embodiment, as shown in Figures 1 and 4, step S3, which is the step of determining whether the wheel is affected by road surface interference based on the wheel speed variation pattern, specifically includes the following steps:

[0089] Step S31: Based on the wheel speed change pattern, determine whether the following conditions are met simultaneously: wheel deceleration is less than the deceleration trigger threshold and wheel slip ratio is less than the slip ratio trigger threshold, wheel deceleration is less than the minimum threshold, wheel deceleration is greater than zero, wheel acceleration is greater than the maximum threshold, wheel speed is greater than the reference vehicle speed, and trigger duration is less than the duration threshold.

[0090] Step S32: If yes, then determine that the wheel is disturbed by the road surface.

[0091] Understandably, when detecting whether a wheel is affected by road surface disturbances based on wheel speed change patterns, it is necessary to determine whether the following six conditions are met. As shown in Figure 10, the first condition (Condition 1) is: the wheel deceleration is less than the deceleration trigger threshold, i.e., aWhl < RD_aWhl_Trigger; and the wheel slip ratio is less than the slip ratio trigger threshold, i.e., slWhl < RD_Lambda_Trigger; where wheel deceleration refers to negative wheel acceleration. Wheel deceleration is a negative number. Wheel deceleration less than the deceleration trigger threshold means that the absolute value of wheel deceleration is greater than the absolute value of the deceleration trigger threshold, indicating that the wheel speed is rapidly decreasing. The wheel slip ratio is a percentage; if the wheel slip ratio is less than the slip ratio trigger threshold, it indicates that the ABS function is not enabled.

[0092] As shown in Figure 10, the second condition (Condition 2) is: the wheel deceleration is less than the minimum threshold, i.e., aWhl < RD_aWhl_Min_Condition; where the minimum threshold is less than the deceleration trigger threshold, i.e., the absolute value of the minimum threshold is greater than the absolute value of the deceleration trigger threshold. When the wheel deceleration is less than the minimum threshold, i.e., the absolute value of the wheel deceleration is greater than the absolute value of the minimum threshold, it indicates that the wheel experiences high deceleration when it is compressed or briefly leaves the road surface. The deceleration trigger threshold, the slip ratio trigger threshold, and the minimum threshold can be set according to actual conditions, and are not specifically limited here.

[0093] As shown in Figure 10, the third condition is: the wheel deceleration is greater than zero, that is, aWhl > 0. As time increases, the wheel deceleration gradually approaches zero and becomes greater than zero, which indicates that the wheel speed gradually changes from a deceleration state to an acceleration state. At this time, it indicates that the wheel will accelerate after passing through the interfering road surface.

[0094] As shown in Figure 10, the fourth condition (Condition 4) is: the wheel acceleration is greater than the maximum threshold, that is, aWhl > RD_aWhl_Max_Condition. Both the wheel acceleration and the maximum threshold are positive numbers, and the maximum threshold is greater than the deceleration trigger threshold. When the wheel acceleration is greater than the maximum threshold, it indicates that the wheel speed will increase rapidly after the wheel crosses the interfering road surface. The maximum threshold can be set according to the actual situation and is not specifically limited here.

[0095] As shown in Figure 10, the fifth condition is: wheel speed is greater than the reference vehicle speed. In this embodiment, wheel speed is greater than the sum of the reference vehicle speed and the overshoot, i.e., vWhl > vVeh + RD_Overshoot; where overshoot, also called maximum deviation, refers to the ratio of the instantaneous maximum deviation of the controlled variable to its steady-state value under a step input. Wheel speed greater than the reference vehicle speed indicates that after the wheels cross the interfering road surface, the wheel speed will briefly exceed the vehicle's reference speed.

[0096] As shown in Figure 10, the sixth condition is: the trigger duration is less than the duration threshold, i.e., Trigger_Time < RD_TriggerTime. The trigger duration is the time taken from the first to the fifth condition being met sequentially. Specifically, it starts timing when the wheel deceleration is less than the deceleration trigger threshold and the wheel slip ratio is less than the slip ratio trigger threshold, and ends when the wheel speed increases and exceeds the reference vehicle speed. The duration threshold can be set according to actual conditions and is not specifically limited here.

[0097] If the trigger duration is less than the duration threshold, it indicates that within the duration threshold range, the wheel speed first decreases rapidly, resulting in high wheel deceleration and a false, large slip ratio. Then, the wheel speed increases and briefly exceeds the reference speed. This is consistent with the strong and regular dynamic change in wheel speed that occurs when a wheel hits a local bump or pothole during vehicle braking.

[0098] Specifically, when a wheel squeezes or briefly leaves the road surface, its wheel speed drops rapidly, resulting in high wheel deceleration and a false, large wheel slip ratio. After the wheel crosses the interfering road surface, it accelerates briefly, and its wheel speed briefly exceeds the vehicle's reference speed. When this occurs, the above six conditions are met, meaning that the wheel is affected by road surface interference during braking, potentially causing the ABS function to be accidentally activated. Therefore, in this situation, it is necessary to suppress the activation of the ABS function; otherwise, the vehicle may experience loss of deceleration and lurching due to erroneous ABS activation, along with increased operating noise and brake pedal vibration, while also affecting the stability of braking performance. If the above six conditions are not met, meaning the wheel is not affected by road surface interference, there is no need to suppress the activation of the ABS function.

[0099] By determining whether all six conditions are met, it is possible to detect whether the front or rear wheels of a vehicle are affected by road surface disturbances.

[0100] In some embodiments, as shown in Figures 1 and 5, step S3, which is the step of determining whether the wheel is disturbed by the road surface based on the wheel speed change pattern, further includes the following steps:

[0101] Step S33: Determine whether the front wheels are affected by road surface interference.

[0102] Step S34: If the front wheel is affected by road surface interference, determine whether the rear wheel on the same side is affected by road surface interference.

[0103] Understandably, the hydraulic control unit collects wheel speed data of the front and rear wheels in real time through wheel speed sensors, and calculates data such as wheel acceleration, reference vehicle speed, and wheel slip ratio based on the corresponding wheel speed data; then, it plots the corresponding curves based on these data; next, it analyzes the curves to obtain the wheel speed change pattern of the front and rear wheels in a short period of time, and determines whether the above six conditions are met, thereby determining whether the front and rear wheels are affected by road disturbances at the current moment.

[0104] Since the front wheels are located in front of the rear wheels, they are affected by road surface disturbances first compared to the rear wheels. Therefore, the six conditions mentioned above are met based on the wheel speed change pattern of the front wheels, thus determining whether the front wheels are affected by bumpy road surfaces. Next, the six conditions are met based on the wheel speed change pattern of the rear wheels, thus determining whether the rear wheels are affected by bumpy road surfaces. The detection and judgment method for the rear wheels is the same as that for the front wheels, both performed according to steps S31 and S32.

[0105] In this embodiment, as shown in Figure 6, step S34, which is the step of determining whether the rear wheel on the same side is also affected by road surface interference if the front wheel is affected by road surface interference, specifically includes the following steps:

[0106] Step S341: If the front wheels are disturbed by the road surface, based on the vehicle's wheelbase, establish a distance window along the time axis on the front wheel curve.

[0107] Step S342: Draw the curve of the rear wheel along the time axis at the end of the distance window.

[0108] Step S343: Analyze the rear wheel speed variation pattern based on the rear wheel curve diagram.

[0109] Step S344: Determine whether the rear wheels are affected by road surface interference based on the wheel speed change pattern of the rear wheels.

[0110] Since the front wheels hit the bumpy road surface before the rear wheels, we first determine whether the front wheels are affected by the road surface based on the wheel speed change pattern. Then, after a period of time, the rear wheels will hit the bumpy road surface, and we determine whether they are affected by the road surface based on the wheel speed change pattern. This time can be determined based on the vehicle's wheelbase data; therefore, a distance window needs to be added to the graph.

[0111] As shown in Figure 11, the red curve represents the front wheel curve, and the blue curve represents the rear wheel curve. Along the time axis (i.e., the lateral axis), the rear wheel curve is located behind the front wheel curve. There is a certain time interval between the end point of the front wheel curve and the beginning point of the rear wheel curve, which is called the distance window. It can be understood that the distance window can be determined by the wheelbase and the reference vehicle speed. If both the front and rear wheels on the same side of the vehicle are detected to be affected by road disturbances, then step S4 is executed, and the ABS function is not triggered. Here, the ABS function refers to the normal anti-lock braking control function.

[0112] In this embodiment, as shown in Figures 1 and 7, step S4, namely the step of "if so, do not trigger ABS function", specifically includes the following steps: Step S41: If the wheel is disturbed by the road surface, increase the trigger threshold of the slip ratio so that the wheel slip ratio is less than the trigger threshold of the slip ratio, so that the ABS function is not triggered.

[0113] Understandably, as shown in Figure 10, when the wheel squeezes or briefly leaves the road surface, the wheel speed decreases rapidly, and the absolute value of the wheel deceleration increases rapidly, while the reference vehicle speed decreases uniformly. Furthermore, according to the definition formula for wheel slip ratio mentioned above, u... w A larger decrease in relative velocity (u) will cause the wheel slip ratio to tend to increase, potentially making it equal to or greater than the slip ratio trigger threshold, leading to unintended activation of the ABS function. Therefore, this embodiment increases the slip ratio trigger threshold so that even if a false wheel slip ratio increases to its maximum value under road surface disturbances, it cannot reach the slip ratio trigger threshold, thus suppressing the erroneous activation of the ABS function.

[0114] Specifically, as shown in Figure 8, step S41, which is the step of increasing the trigger threshold of slip ratio, includes the following steps: Step S411: Determine the compensation value of the trigger threshold of slip ratio based on the reference vehicle speed, wherein the smaller the reference vehicle speed, the larger the compensation value.

[0115] It is understandable that the ABS function is controlled based on wheel slip ratio. A falsely large slip ratio generated by the wheel at the moment of impact can easily activate the ABS function. In this case, the hydraulic control unit in this embodiment actively determines a compensation value for the slip ratio trigger threshold based on the reference vehicle speed. This increases the slip ratio trigger threshold used to activate the ABS function, ensuring that the actual wheel slip ratio generated by the wheel under road surface disturbances is lower than the current slip ratio trigger threshold (i.e., the sum of the initial slip ratio trigger threshold and the compensation value), effectively preventing erroneous activation of the ABS function. The compensation value can be set according to actual conditions and is not specifically limited here.

[0116] It should be noted that, because wheels not only experience a rapid decrease in speed at low speeds, but are also more prone to large wheel slip ratios, the compensation value for the slip ratio trigger threshold must be determined based on the vehicle's reference speed. At low speeds, the compensation value is generally larger, while at high speeds, it is generally smaller. The compensation value can be determined based on test results.

[0117] As shown in Figures 1 to 11, during vehicle braking, the hydraulic control unit first collects the wheel speed data of the four wheels of the vehicle in real time, and calculates the wheel acceleration, reference vehicle speed, and wheel slip ratio accordingly. Then, based on the curve obtained from the wheel speed data, wheel acceleration, reference vehicle speed, and wheel slip ratio, the wheel speed change pattern of the front wheels in a short period of time is analyzed. Next, by judging whether the wheel speed change pattern of the front wheels meets the six conditions mentioned above, it is determined whether the front wheels are affected by road surface interference at the current moment.

[0118] If it is determined that the front wheels are affected by road surface disturbances, the next step is to check whether the rear wheels are also affected. A distance window based on the wheelbase is added to the front wheel curve, and a rear wheel curve is plotted to analyze the wheel speed change pattern of the rear wheels over a short period. Subsequently, by judging whether the wheel speed change pattern of the rear wheels meets the six conditions mentioned above, it is determined whether the rear wheels are affected by road surface disturbances at the current moment.

[0119] If both the front and rear wheels are detected to be affected by road surface disturbances, the hydraulic control unit will increase the slip ratio trigger threshold for ABS activation based on the reference vehicle speed, so that the wheel slip ratio is less than the current slip ratio trigger threshold, thereby preventing the ABS function from being accidentally activated.

[0120] If it is detected that the front or rear wheels are not affected by road surface disturbances, there is no need to suppress the ABS function from being accidentally activated by increasing the slip ratio trigger threshold.

[0121] When implementing the anti-lock braking control method provided in the first aspect of this application, since the ABS function may be mistakenly activated when disturbed by bumpy road surfaces during vehicle braking, resulting in a decline in driving experience, this application embodiment collects wheel speed data in real time and analyzes the collected wheel speed data to obtain the wheel speed change pattern in a short period of time. Based on the strong and regular dynamic changes in wheel speed that occur when the wheel hits a bumpy road surface, the wheel speed change pattern can be used to determine whether the wheel is affected by road surface disturbance. If the wheel is indeed disturbed by the road surface, the ABS function is controlled to maintain its current state, so that the ABS function is not accidentally activated, thereby ensuring excellent ride comfort and stable braking performance.

[0122] Based on the same inventive concept, corresponding to the anti-lock braking control method of the first aspect of this application, the second aspect of this application provides an anti-lock braking control system.

[0123] As shown in Figures 1 to 8 and Figure 12, the anti-lock braking system according to the second aspect of this application includes a data acquisition unit, a processing unit, a judgment unit, and a control unit.

[0124] The data acquisition unit is used to acquire wheel speed data in real time during vehicle braking. The data acquisition unit can execute step S1 of the anti-lock braking control method according to the first aspect of this application.

[0125] The processing unit is used to obtain the wheel speed change pattern based on the wheel speed data. The processing unit can execute step S2 of the anti-lock braking control method according to the first aspect of this application.

[0126] The function of the determination unit is to determine whether the wheel is affected by road surface interference based on the wheel speed change pattern. The determination unit can execute step S3 of the anti-lock braking control method of the first aspect embodiment of this application.

[0127] The control unit is used to prevent the ABS function from being triggered if it is determined that the wheels are affected by road surface disturbances. The control unit can execute step S4 of the anti-lock braking control method of the first aspect embodiment of this application.

[0128] During vehicle braking, the acquisition unit collects wheel speed data in real time and sends it to the processing unit. The processing unit processes the collected wheel speed data to obtain the wheel speed change pattern. Since the vehicle's wheels produce strong and regular dynamic changes in wheel speed when they collide with bumpy road surfaces, the wheel speed change pattern can be used to determine whether the wheels are affected by the bumpy road surface. If the wheels are determined to be affected by road surface interference, the ABS function is ensured not to be triggered, thereby optimizing the driving experience and improving the stability of braking performance.

[0129] As shown in Figures 1 to 8 and Figure 12, a vehicle according to a third aspect embodiment of this application includes a vehicle body and an anti-lock braking system as described in the second aspect embodiment, wherein the anti-lock braking system is disposed on the vehicle body. The anti-lock braking system is capable of transmitting data with wheel speed sensors to implement the anti-lock braking control method of the first aspect embodiment of this application.

[0130] Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle can be a new energy vehicle, such as a hybrid electric vehicle or a pure electric vehicle.

[0131] The vehicle uses the aforementioned anti-lock braking system, which can prevent the ABS from being accidentally triggered, thus avoiding loss of vehicle deceleration and lurching, even when faced with the interference of bumpy roads. It can also prevent loud operating noise and brake pedal vibration when the ABS is accidentally activated, thereby improving the driving experience.

[0132] As shown in Figures 1 to 8 and Figure 13, an electronic device according to a fourth aspect embodiment of this application includes: at least one processor, a memory, an input / output interface, a communication interface, and a bus. The memory stores a computer program executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the anti-lock braking control method as described in the first aspect embodiment. The memory, at least one processor, input / output interface, and communication interface are interconnected internally via the bus.

[0133] It is understood that the processor can be implemented using a general-purpose CPU (i.e., central processing unit), microprocessor, or one or more integrated circuits, to execute relevant computer programs in order to implement the anti-lock braking control method of the first aspect embodiment.

[0134] The memory primarily comprises a program storage area and a data storage area. The program storage area stores the operating system and at least one application program required for a given function; the data storage area stores data created based on terminal usage. Furthermore, the memory may include high-speed random access memory (RAM) and non-volatile memory, such as at least one disk storage device, flash memory, or other non-volatile solid-state storage device. In some examples, the memory may include remotely located memory relative to the processor, which can be connected to the device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks (LANs), mobile communication networks, and combinations thereof.

[0135] Input / output interfaces are used to connect input / output units to enable information input and output. Input / output units can be integrated into the device as components or externally connected to provide corresponding functions. Input units may include touchscreens, microphones, various sensors, etc., while output units may include displays, speakers, vibrators, indicator lights, etc.

[0136] The communication interface is used to connect the communication unit to enable communication and interaction between this device and other devices. The communication unit can perform communication functions via wired or wireless means.

[0137] A bus is a pathway that transmits information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces.

[0138] As shown in Figures 1 to 8, a computer-readable storage medium according to a fifth aspect embodiment of the present application stores a computer program thereon, which, when executed by a processor, implements the anti-lock braking control method as described in the first aspect embodiment.

[0139] The computer-readable storage medium of this application embodiment can be any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application embodiment, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0140] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0141] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0142] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0143] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A braking anti-lock braking control method, comprising the following steps: Real-time collection of wheel speed data during vehicle braking; The wheel speed variation pattern is obtained based on the wheel speed data; Determine whether the wheel is affected by road surface interference based on the wheel speed change pattern. If so, the ABS function will not be triggered.

2. The anti-lock braking control method according to claim 1, wherein, The process of obtaining the wheel speed variation pattern based on the wheel speed data includes the following steps: Based on the wheel speed data of the four wheels, calculate the wheel acceleration, reference vehicle speed, and wheel slip ratio; A curve is plotted based on the wheel speed data, the wheel acceleration, the reference vehicle speed, and the wheel slip ratio; The wheel speed variation pattern was obtained by analyzing the curve.

3. The anti-lock braking control method according to claim 2, wherein, The step of determining whether the wheel is affected by road surface interference based on the wheel speed change pattern includes the following steps: Based on the wheel speed change pattern, determine whether the following conditions are met simultaneously: wheel deceleration is less than the deceleration trigger threshold and wheel slip ratio is less than the slip ratio trigger threshold, wheel deceleration is less than the minimum threshold, wheel deceleration is greater than zero, wheel acceleration is greater than the maximum threshold, wheel speed is greater than the reference vehicle speed, and trigger duration is less than the duration threshold. If so, then it is determined that the wheels are affected by road surface interference.

4. The anti-lock braking control method according to claim 3, wherein, The step of determining whether the wheel is affected by road surface interference based on the wheel speed change pattern also includes the following steps: Determine if the front wheels are affected by road surface disturbances; If the front wheels are affected by road surface disturbances, determine whether the rear wheels on the same side are also affected by road surface disturbances.

5. The anti-lock braking control method according to claim 4, wherein, If the front wheel is affected by road surface disturbance, determining whether the rear wheel on the same side is also affected by road surface disturbance includes the following steps: If the front wheels are disturbed by the road surface, a distance window is established along the time axis on the front wheel curve based on the vehicle's wheelbase. Plot the curve of the rear wheel along the time axis at the end of the distance window; The wheel speed variation pattern of the rear wheel is obtained by analyzing the curve diagram of the rear wheel. Determine whether the rear wheels are affected by road surface disturbances based on the wheel speed change pattern of the rear wheels.

6. The anti-lock braking control method according to any one of claims 3 to 5, wherein, If the ABS function is not triggered, the steps include: if the wheel is disturbed by the road surface, increase the trigger threshold of the slip ratio so that the wheel slip ratio is less than the trigger threshold of the slip ratio, so that the ABS function is not triggered.

7. The anti-lock braking control method according to claim 6, wherein, The trigger threshold for increasing slip ratio includes the following steps: determining a compensation value for the trigger threshold of slip ratio based on a reference vehicle speed, wherein the smaller the reference vehicle speed, the larger the compensation value.

8. The anti-lock braking control method according to claim 1, wherein, The method of collecting wheel speed data in real time during vehicle braking includes the following steps: collecting wheel speed data through wheel speed sensors on the wheels.

9. A braking anti-lock braking system, comprising: The data acquisition unit is used to collect wheel speed data in real time during vehicle braking. The processing unit is used to obtain the wheel speed change pattern based on the wheel speed data; The judgment unit is used to determine whether the wheel is affected by road surface interference based on the wheel speed change pattern. The control unit is used to prevent the ABS function from being triggered if necessary.

10. A vehicle, comprising a vehicle body and an anti-lock braking system as claimed in claim 9, wherein, The anti-lock braking system is located on the vehicle body.

11. An electronic device, comprising: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the anti-lock braking control method as described in any one of claims 1 to 8.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the anti-lock braking control method as described in any one of claims 1 to 8.

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