Anti-lock braking system control method and apparatus, and vehicle

Abstract

The present application is applied to the technical field of anti-lock braking system control, and discloses an anti-lock braking system control method and apparatus, and a vehicle. The method comprises: when a vehicle triggers an anti-lock braking system function, identifying a travel road surface of the vehicle (S101); if it is identified that the travel road surface is a split-μ road surface, determining a first wheel and a second wheel on the basis of the front wheel braking pressure of the vehicle, wherein the first wheel is a front wheel, having a large road surface adhesion coefficient, among wheels on two sides of a front axle of the vehicle, and the second wheel is a wheel other than the first wheel (S102); acquiring an actual slip ratio of the first wheel and an actual slip ratio of the second wheel, and performing compensation processing on the actual slip ratio of the first wheel to obtain a compensated slip ratio of the first wheel (S103); performing pressure increase / decrease control on the first wheel on the basis of the compensated slip ratio of the first wheel (S104); and performing pressure increase / decrease control on the second wheel on the basis of the actual slip ratio of the second wheel (S105).

Description

Brake anti-lock control method, device and vehicle

[0001] Cross-reference to related applications

[0002] The present application is based on the Chinese patent application No. 202411349055.3, filed on September 26, 2024, and claims priority to the Chinese patent application No. 202411349055.3, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

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

[0004] The Anti-lock Braking System (ABS) function aims to improve the stability and maneuverability of the vehicle during emergency braking. In the related art, the brake anti-lock function is used to uniformly control the pressure increase and decrease of the wheels, and the control accuracy of the brake anti-lock function needs to be improved. SUMMARY

[0005] The embodiments of the present application provide a brake anti-lock control method, device and vehicle, which are used to improve the control accuracy of the brake anti-lock function and ensure the braking stability of the vehicle when driving on a split road surface.

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

[0007] In the case that the vehicle triggers the brake anti-lock function, the driving road surface of the vehicle is identified;

[0008] If it is identified that the driving road surface is a split road surface, the first wheel and the second wheel are determined according to the front wheel brake pressure of the vehicle; wherein the first wheel is the front wheel with a larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel;

[0009] The actual slip rate of the first wheel and the actual slip rate of the second wheel are obtained, and the actual slip rate of the first wheel is compensated to obtain the compensated slip rate of the first wheel;

[0010] The first wheel is controlled by increasing or decreasing the pressure according to the compensated slip rate of the first wheel;

[0011] The second wheel is controlled by increasing or decreasing the pressure according to the actual slip rate of the second wheel.

[0012] In another aspect, the embodiments of the present application provide a brake anti-lock control device, which comprises:

[0013] a first processing module, configured to identify a driving road surface of the vehicle when the vehicle triggers an anti-lock braking function;

[0014] a second processing module, configured to determine a first wheel and a second wheel according to a front wheel braking pressure of the vehicle if it is identified that the driving road surface is a split road surface; the first wheel is a front wheel with a larger road surface adhesion coefficient among wheels on both sides of a front axle of the vehicle, and the second wheel is a wheel other than the first wheel;

[0015] a third processing module, configured to obtain an actual slip ratio of the first wheel and an actual slip ratio of the second wheel, and perform compensation processing on the actual slip ratio of the first wheel to obtain a compensated slip ratio of the first wheel;

[0016] a fourth processing module, configured to perform pressure increasing / decreasing control on the first wheel according to the compensated slip ratio of the first wheel, and perform pressure increasing / decreasing control on the second wheel according to the actual slip ratio of the second wheel.

[0017] In another aspect, an embodiment of the present application provides a vehicle, which comprises:

[0018] at least one processor;

[0019] at least one memory configured to store at least one program;

[0020] when the at least one program is executed by the at least one processor, the at least one processor implements the anti-lock braking control method.

[0021] The brake anti-lock control method, device and vehicle of the present application, in the case of triggering the brake anti-lock function of the vehicle, the driving road surface of the vehicle is identified, if the driving road surface is identified as the split road surface, the first wheel and the second wheel are determined according to the front wheel brake pressure of the vehicle, the first wheel is the front wheel with larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel, then the actual slip ratio of the first wheel and the actual slip ratio of the second wheel are obtained, the actual slip ratio of the first wheel is compensated to obtain the compensated slip ratio of the first wheel, finally the first wheel is controlled by increasing or decreasing the pressure according to the compensated slip ratio of the first wheel, and the second wheel is controlled by increasing or decreasing the pressure according to the actual slip ratio of the second wheel. It can be seen that, in the case of triggering the brake anti-lock function of the vehicle and detecting that the vehicle is driving on the split road surface, the actual slip ratio of the front wheel with larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle is compensated to obtain the compensated slip ratio, and the front wheel with larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle is controlled by increasing or decreasing the pressure based on the compensated slip ratio, while for the other wheels, the increasing or decreasing pressure control is realized based on the actual slip ratio of the wheel. In this way, the control accuracy of the brake anti-lock function on the split road surface is effectively improved, the robustness of the brake anti-lock function is improved, and the braking stability of the vehicle driving on the split road surface is ensured.

[0022] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application can be realized and attained by the structure particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF DRAWINGS

[0023] Fig. 1 is a flow chart of the brake anti-lock control method provided by the present application;

[0024] Fig. 2 is a principle diagram of the brake anti-lock control method provided by the present application;

[0025] Fig. 3 is a structure diagram of the brake anti-lock control device provided by the present application;

[0026] Fig. 4 is an example diagram of a vehicle provided by the present application. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical scheme and advantages of the present application more clear, the present application is further described in detail below in combination with the drawings and examples. It should be understood that the specific examples described herein are only used to explain the present application, and are not used to limit the present application.

[0028] The application will be further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the application, and all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the application.

[0029] In the following description, "some embodiments" are related to a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the application belongs. The terms used herein are only for the purpose of describing the embodiments of the application and are not intended to limit the application.

[0031] The Anti-lock Braking System (ABS) function is mainly used to prevent the wheels of the vehicle from being locked when the vehicle is braked in an emergency, thereby improving the stability and maneuverability of the vehicle. Specifically, during the braking process of the vehicle, the Anti-lock Braking System function calculates the slip rate of the vehicle in real time and quickly opens and closes the braking system of the vehicle based on the calculated slip rate to control the wheel pressure increase or decrease, thereby preventing the wheels from being locked and maintaining the steering function of the vehicle. In the related art, the Anti-lock Braking System function is used to uniformly control the pressure increase and decrease of the wheels, and the control accuracy of the Anti-lock Braking System function needs to be improved.

[0032] Therefore, the embodiments of the application provide an Anti-lock Braking System control method, device and vehicle, which aims to improve the control accuracy of the Anti-lock Braking System function and ensure the braking stability of the vehicle when driving on a split road surface.

[0033] First, the implementation steps of the Anti-lock Braking System control method provided by the embodiments of the application will be described in detail below in conjunction with the accompanying drawings.

[0034] The brake anti-lock control method provided by the embodiments of the present application can be applied to a terminal, can be applied to a server, and can also be software running in the terminal or the server. The terminal can be a tablet computer, a notebook computer, a desktop computer, and the like, but is not limited thereto. The server can be a physical server, a server cluster composed of multiple physical servers, or a distributed system, and can also be a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content distribution networks (CDN), and big data and artificial intelligence platforms. In addition, the server can also be a node server in a blockchain network, but is not limited thereto. The blockchain is a new application mode of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanism, and encryption algorithm.

[0035] Referring to FIG. 1, FIG. 1 is a flowchart of a brake anti-lock control method provided by the embodiments of the present application. The brake anti-lock control method can include the following steps S101-S105:

[0036] S101, in the case that the vehicle triggers the brake anti-lock function, identifying the driving road surface of the vehicle;

[0037] S102, if it is identified that the driving road surface is a split road surface, determining a first wheel and a second wheel according to the front wheel brake pressure of the vehicle; wherein the first wheel is a front wheel with a larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is a wheel other than the first wheel;

[0038] S103, obtaining the actual slip rate of the first wheel and the actual slip rate of the second wheel, and performing compensation processing on the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel;

[0039] S104, performing pressure increasing and decreasing control on the first wheel according to the compensated slip rate of the first wheel;

[0040] S105, performing pressure increasing and decreasing control on the second wheel according to the actual slip rate of the second wheel.

[0041] In the embodiments of the present application, first, in the case that the vehicle triggers the anti-lock braking function, the driving road surface of the vehicle is identified; if it is identified that the driving road surface is a split road surface, then according to the front wheel braking pressure of the vehicle, the first wheel and the second wheel are determined, the first wheel is the front wheel with a larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel; then, the actual slip ratio of the first wheel and the actual slip ratio of the second wheel are obtained, and the actual slip ratio of the first wheel is compensated to obtain the compensated slip ratio of the first wheel; then, the first wheel is controlled by increasing or decreasing the pressure according to the compensated slip ratio of the first wheel; and the second wheel is controlled by increasing or decreasing the pressure according to the actual slip ratio of the second wheel. As can be seen, by compensating the actual slip ratio of the front wheel with a larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle to obtain the compensated slip ratio, and controlling the front wheel with a larger road surface adhesion coefficient among the wheels on both sides of the front axle of the vehicle based on the compensated slip ratio, the yaw moment caused by the too large braking moment difference between the two sides of the vehicle can be reduced, the operation difficulty of the driver and the risk of deviation of the vehicle during braking can be reduced; in addition, for the other wheels, the increasing or decreasing pressure control is realized based on the actual slip ratio of the wheels, thus the control accuracy of the anti-lock braking function on the split road surface is effectively improved, the robustness of the anti-lock braking function is improved, and the braking stability of the vehicle when driving on the split road surface is ensured.

[0042] In the step S101, if the vehicle triggers the anti-lock braking function, the driving road surface of the vehicle is identified, which aims to determine whether the vehicle is driving on a split road surface, and to adopt a corresponding anti-lock braking control mode for each wheel according to the determination result.

[0043] The driving road surface of the vehicle is used to indicate the road surface on which the vehicle drives.

[0044] The identification of the driving road surface of the vehicle can include obtaining a real-time image of the driving road surface of the vehicle as an input of a pre-trained neural network model, and identifying the road surface type of the driving road surface through the neural network model, but is not limited thereto.

[0045] The road surface type of the driving road surface can be set according to the actual situation, and the embodiments of the present application do not make specific limitations thereto.

[0046] For example, the road surface type of the driving road surface can include any one of a split road surface type or a non-split road surface type, and the non-split road surface type refers to other road surface types except the split road surface type, but is not limited thereto.

[0047] The neural network model can be set according to the actual situation, and the embodiments of the present application do not make specific limitations thereto.

[0048] For example, the neural network model can be a neural network model taking YOLOv3 as a base network, or can be a neural network model taking MobileNet as a base network, but is not limited thereto.

[0049] In the step S102, if it is identified that the driving surface of the vehicle is a split road surface, the front wheel brake pressure of the vehicle is obtained, and according to the front wheel brake pressure of the vehicle, the front wheel with a larger road surface adhesion coefficient among the two front wheels of the front axle of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel.

[0050] The front wheel brake pressure is used to indicate the actual brake pressure of each wheel among the two front wheels of the front axle, for example, the front wheel brake pressure can include the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel, but is not limited thereto.

[0051] The front wheel brake pressure can be obtained in various ways according to actual conditions, and the embodiments of the present application do not make specific limitations thereon, for example, the actual brake pressure of each front wheel is obtained by detecting the pressure of each front wheel through a pre-set pressure sensor as the front wheel brake pressure.

[0052] The first wheel refers to the front wheel with a larger road surface adhesion coefficient among the two front wheels of the front axle of the vehicle.

[0053] For example, the two front wheels of the vehicle include a left front wheel and a right front wheel, if the road surface adhesion coefficient of the left front wheel is larger, the left front wheel is the first wheel, and if the road surface adhesion coefficient of the right front wheel is larger, the right front wheel is the first wheel.

[0054] The second wheel refers to the other wheels except the first wheel.

[0055] For example, the wheels of the vehicle include a left front wheel, a right front wheel, a left rear wheel and a right rear wheel, if the left front wheel is the first wheel, the right front wheel, the left rear wheel and the right rear wheel are the second wheels.

[0056] The determination of the first wheel and the second wheel according to the front wheel brake pressure of the vehicle can include obtaining the front wheel brake pressure of the vehicle, the front wheel brake pressure including the actual brake pressure of each wheel among the two front wheels of the front axle, determining the wheel with the largest actual brake pressure among the two front wheels of the front axle as the first wheel, and determining the other wheels except the first wheel in the vehicle as the second wheel, but is not limited thereto.

[0057] For example, in the case that the front axle wheels of the vehicle include a left front wheel and a right front wheel, the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel are obtained; if the actual brake pressure of the left front wheel is greater than the actual brake pressure of the right front wheel, it is indicated that the left front wheel is on the high adhesion side of the road surface, i.e., the left front wheel is the front wheel with a larger road surface adhesion coefficient among the front axle wheels, at this time, the left front wheel is determined as the first wheel, and the other wheels except the left front wheel are determined as the second wheel; if the actual brake pressure of the left front wheel is less than the actual brake pressure of the right front wheel, it is indicated that the right front wheel is on the high adhesion side of the road surface, i.e., the right front wheel is the front wheel with a larger road surface adhesion coefficient among the front axle wheels, at this time, the right front wheel is determined as the first wheel, and the other wheels except the right front wheel are determined as the second wheel; if the actual brake pressure of the left front wheel is equal to the actual brake pressure of the right front wheel, the left front wheel and the right front wheel are both on the high adhesion side of the road surface, at this time, the left front wheel and the right front wheel are determined as the first wheel, and the other wheels except the left front wheel and the right front wheel are determined as the second wheel.

[0058] In the step S103, after the first wheel and the second wheel are determined, first, the actual slip ratio of the first wheel and the actual slip ratio of the second wheel are obtained; then, the actual slip ratio of the first wheel is compensated to obtain the compensated slip ratio of the first wheel, so as to ensure the braking stability of the first wheel on the split road surface.

[0059] The actual slip ratio of the first wheel is used to indicate the degree of slip of the first wheel when the vehicle runs on the split road surface.

[0060] The actual slip ratio of the second wheel is used to indicate the degree of slip of the second wheel when the vehicle runs on the split road surface.

[0061] The compensated slip ratio of the first wheel is used to indicate the actual slip ratio after compensation.

[0062] The actual slip ratio of the first wheel and the actual slip ratio of the second wheel can include obtaining the reference speed of the vehicle, the wheel speed of the first wheel and the wheel speed of the second wheel, calculating the difference between the reference speed of the vehicle and the wheel speed of the first wheel as a first difference, calculating the ratio of the first difference to the reference speed of the vehicle as the actual slip ratio of the first wheel, calculating the difference between the reference speed of the vehicle and the wheel speed of the second wheel as a second difference, and calculating the ratio of the second difference to the reference speed of the vehicle as the actual slip ratio of the second wheel, but not limited thereto.

[0063] The compensation processing on the actual slip ratio of the first wheel to obtain the compensated slip ratio of the first wheel can include weighting the preset compensation value and the actual slip ratio of the first wheel to obtain the compensated slip ratio of the first wheel, wherein the sum of the weight of the compensation value and the weight of the actual slip ratio of the first wheel is one, but is not limited thereto.

[0064] After obtaining the compensated slip ratio of the first wheel, the first wheel is controlled to be pressurized or depressurized according to the compensated slip ratio of the first wheel in the step S104, so as to prevent the wheel from locking and ensure the braking stability of the wheel.

[0065] The pressurization and depressurization control can include pressurization control or depressurization control, but is not limited thereto.

[0066] The pressurization and depressurization control of the first wheel according to the compensated slip ratio of the first wheel can include that if the compensated slip ratio of the first wheel is greater than a preset first threshold value, the first wheel is controlled to be depressurized; and if the compensated slip ratio of the first wheel is less than a preset second threshold value, the first wheel is controlled to be pressurized, but is not limited thereto.

[0067] The first threshold value and the second threshold value can be preset values, and embodiments of the present application do not make specific limitation thereon.

[0068] After obtaining the actual slip ratio of the second wheel, the second wheel is controlled to be pressurized or depressurized according to the actual slip ratio of the second wheel in the step S105, so as to prevent the wheel from locking and ensure the braking stability of the wheel.

[0069] The pressurization and depressurization control of the second wheel according to the actual slip ratio of the second wheel can include that if the actual slip ratio of the second wheel is greater than a preset third threshold value, the second wheel is controlled to be depressurized; and if the actual slip ratio of the second wheel is less than a preset fourth threshold value, the second wheel is controlled to be pressurized, but is not limited thereto.

[0070] The third threshold value and the fourth threshold value can be preset values, and embodiments of the present application do not make specific limitation thereon.

[0071] The pressurization and depressurization control of the first wheel and the pressurization and depressurization control of the second wheel can be performed in parallel.

[0072] For example, the pressurization and depressurization control of the first wheel is performed at the same time as the pressurization and depressurization control of the second wheel.

[0073] Alternatively, the pressurization and depressurization control of the first wheel and the pressurization and depressurization control of the second wheel can be performed in series.

[0074] For example, the first wheel is subjected to the pressure increasing and decreasing control first, and then the second wheel is subjected to the pressure increasing and decreasing control; or the second wheel is subjected to the pressure increasing and decreasing control first, and then the first wheel is subjected to the pressure increasing and decreasing control.

[0075] The above steps will be further described below.

[0076] In some embodiments, the identification of the driving road surface as the split road surface can include:

[0077] According to the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle, a split identification factor is determined.

[0078] If the split identification factor is greater than a preset identification threshold, it is determined that the driving road surface is the split road surface.

[0079] In this embodiment, first, the split identification factor is obtained by using the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle; then, it is determined whether the split identification factor is greater than a preset identification threshold; if yes, it is indicated that the vehicle is driving on the split road surface at the current time, and it is determined that the driving road surface of the vehicle is the split road surface; if no, it is indicated that the vehicle is driving on the non-split road surface at the current time, and it is determined that the driving road surface of the vehicle is the non-split road surface, which can be understood as other road surfaces except the split road surface. In this way, on the one hand, the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle can fully reflect the dynamic motion of each wheel at the current time, and they can be obtained by real-time acquisition of brake pressure, wheel speed, vehicle speed and other information, which can ensure the timeliness of split road surface identification; on the other hand, the split identification factor is determined by the front wheel brake pressure difference value and the front wheel slip ratio difference value, and the split road surface is identified based on the split identification factor, which not only can ensure the identification accuracy of the split road surface, but also can simplify the identification method of the split road surface, reduce the performance requirements of the vehicle controller in the road surface identification process, and effectively improve the identification efficiency of the split road surface.

[0080] The above front wheel brake pressure difference value is used to indicate the difference between the actual brake pressures of any two front wheels.

[0081] For example, if the above front wheel brake pressure includes the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel, the front wheel brake pressure difference value can be the difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel, or the front wheel brake pressure difference value can be the difference between the actual brake pressure of the right front wheel and the actual brake pressure of the left front wheel, but is not limited thereto.

[0082] The above front wheel slip ratio difference value is used to indicate the difference between the actual slip ratios of any two front wheels.

[0083] For example, if the front wheels of the vehicle include a left front wheel and a right front wheel, the front wheel slip ratio difference value can be a difference between the actual slip ratio of the left front wheel and the actual slip ratio of the right front wheel, or the front wheel slip ratio difference value can be a difference between the actual slip ratio of the right front wheel and the actual slip ratio of the left front wheel, but is not limited thereto.

[0084] The actual slip ratio of the front wheel can be a ratio of a relative difference of the front wheel to a reference vehicle speed of the vehicle, the relative difference of the front wheel being a difference between the reference vehicle speed of the vehicle and a wheel speed of the front wheel, but is not limited thereto.

[0085] The determining the open recognition factor according to the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle can include determining the open recognition factor according to the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle in combination with a machine learning method, but is not limited thereto.

[0086] The machine learning method can be set according to actual conditions, and embodiments of the present application do not make specific limitations thereto.

[0087] For example, the machine learning method can be a support vector machine (SVM), or the machine learning method can be a random forest (RF) or a logistic regression (LR), but is not limited thereto.

[0088] The recognition threshold value can be set according to actual conditions, and embodiments of the present application do not make specific limitations thereto.

[0089] In some embodiments, the determining the open recognition factor according to the front wheel brake pressure difference value and the front wheel slip ratio difference value of the vehicle can include:

[0090] The front wheel compensation pressure value is obtained according to the front wheel brake pressure difference value and a preset pressure difference coefficient;

[0091] The front wheel compensation slip ratio value is obtained according to the front wheel slip ratio difference value and a preset slip ratio difference coefficient;

[0092] The open recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip ratio value.

[0093] In the embodiment, first, the front wheel compensation pressure value is determined by using the front wheel brake pressure difference value and the preset pressure difference coefficient, and the front wheel compensation slip ratio value is determined by using the front wheel slip ratio difference value and the preset slip ratio difference coefficient; then, the open road recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip ratio value. In this way, the front wheel brake pressure difference value is corrected by the preset pressure difference coefficient to ensure the accuracy of the front wheel brake pressure difference value, and then the front wheel compensation pressure value is obtained; the front wheel slip ratio difference value is corrected by the preset slip ratio difference coefficient to ensure the accuracy of the front wheel slip ratio difference value, and then the front wheel compensation slip ratio value is obtained; and then the open road recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip ratio value, which can ensure the timeliness and accuracy of the open road recognition.

[0094] The front wheel compensation pressure value is used to indicate the front wheel brake pressure difference value corrected by the pressure difference coefficient.

[0095] The pressure difference coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0096] For example, the value range of the pressure difference coefficient can be [0.5, 5].

[0097] For another example, the pressure difference coefficient can be 1.5.

[0098] The front wheel compensation slip ratio value is used to indicate the front wheel slip ratio difference value corrected by the slip ratio difference coefficient.

[0099] The slip ratio difference coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0100] For example, the value range of the slip ratio difference coefficient can be [50, 400].

[0101] For another example, the slip ratio difference coefficient can be 200.

[0102] The front wheel compensation pressure value obtained according to the front wheel brake pressure difference value and the preset pressure difference coefficient can include selecting a compensation value corresponding to the front wheel brake pressure difference value and the pressure difference coefficient from the preset pressure compensation mapping data as the front wheel compensation pressure value, but is not limited to this.

[0103] The pressure compensation mapping data can include a plurality of preset pressure compensation variables and a compensation value corresponding to each preset pressure compensation variable, and the preset pressure compensation variable includes a preset front wheel brake pressure difference value and a preset pressure difference coefficient.

[0104] The pressure compensation mapping data can be chart data or table data, but is not limited to this.

[0105] The obtaining of the front wheel compensation slip ratio value according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient can include, but is not limited to, selecting a compensation value corresponding to the front wheel slip ratio difference value and the slip ratio difference coefficient from preset slip compensation mapping data as the front wheel compensation slip ratio value.

[0106] The slip compensation mapping data can include a plurality of preset slip compensation variables and a compensation value corresponding to each preset slip compensation variable, and the preset slip compensation variables include a preset front wheel slip ratio difference value and a preset slip ratio difference coefficient.

[0107] The slip compensation mapping data can be chart data or table data, but is not limited thereto.

[0108] The obtaining of the front wheel compensation slip ratio value according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient can include, but is not limited to, selecting a compensation value corresponding to the front wheel slip ratio difference value and the slip ratio difference coefficient from preset slip compensation mapping data as the front wheel compensation slip ratio value.

[0109] The obtaining of the front wheel compensation slip ratio value and the obtaining of the front wheel compensation slip ratio value can be performed in parallel.

[0110] For example, the front wheel compensation slip ratio value is obtained according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient, and the front wheel compensation slip ratio value is obtained according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient.

[0111] Alternatively, the obtaining of the front wheel compensation slip ratio value and the obtaining of the front wheel compensation slip ratio value can be performed in series.

[0112] For example, the front wheel compensation slip ratio value is obtained according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient, and the front wheel compensation slip ratio value is obtained according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient.

[0113] In some embodiments, the obtaining of the front wheel compensation slip ratio value according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient can include:

[0114] The difference between the actual braking pressure of the left front wheel of the vehicle and the actual braking pressure of the right front wheel of the vehicle is obtained as the front wheel braking pressure difference value;

[0115] The product of the front wheel braking pressure difference value and the preset pressure difference coefficient is calculated as the front wheel compensation slip ratio value;

[0116] The obtaining of the front wheel compensation slip ratio value according to the front wheel slip ratio difference value and the preset slip ratio difference coefficient can include:

[0117] obtaining a difference between the actual slip ratio of the left front wheel and the actual slip ratio of the right front wheel as a front wheel slip ratio difference value;

[0118] calculating a product of the front wheel slip ratio difference value and a preset slip ratio difference coefficient as a front wheel compensation slip ratio value;

[0119] The above obtaining the split recognition factor according to the front wheel compensation pressure value and the front wheel compensation slip ratio value can include:

[0120] calculating a sum of the front wheel compensation pressure value and the front wheel compensation slip ratio value as the split recognition factor.

[0121] In the embodiment, for the calculation of the front wheel compensation pressure value, a difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel is obtained as a front wheel brake pressure difference value, and a product of the front wheel brake pressure difference value and a preset pressure difference coefficient is calculated as the front wheel compensation pressure value; for the calculation of the front wheel compensation slip ratio value, a difference between the actual slip ratio of the left front wheel and the actual slip ratio of the right front wheel is obtained as a front wheel slip ratio difference value, and a product of the front wheel slip ratio difference value and a preset slip ratio difference coefficient is calculated as the front wheel compensation slip ratio value; for the calculation of the split recognition factor, a sum of the front wheel compensation pressure value and the front wheel compensation slip ratio value is calculated as the split recognition factor. In this way, the front wheel brake pressure difference value is corrected by the preset pressure difference coefficient to ensure the accuracy of the front wheel brake pressure difference value, and then the front wheel compensation pressure value is obtained; the front wheel slip ratio difference value is corrected by the preset slip ratio difference coefficient to ensure the accuracy of the front wheel slip ratio difference value, and then the front wheel compensation slip ratio value is obtained; and then the split recognition factor is obtained according to the front wheel compensation pressure value and the front wheel compensation slip ratio value, which can ensure the timeliness and accuracy of the split road surface recognition.

[0122] The above split recognition factor can satisfy the following formula (1): split = K p × P diff + K s × S diff (1);

[0123] In formula (1), K split is the split recognition factor, K p is the pressure difference coefficient, P diff is the front wheel brake pressure difference value, K s is the slip ratio difference coefficient, and S diff is the front wheel slip ratio difference value.

[0124] In some embodiments, the actual slip ratio of the front wheel and the actual slip ratio of the second wheel can both be obtained by the following formula (2):

[0125] wherein, L i is the actual slip ratio of the i-th wheel, v ref is the reference vehicle speed of the vehicle, v i is the wheel speed of the i-th wheel, a represents a preset first control coefficient for adjusting the reference vehicle speed of the vehicle; and b represents a preset second control coefficient for adjusting the difference between the reference vehicle speed of the vehicle and the wheel speed of the wheel.

[0126] In the embodiment, the actual slip ratio of each front wheel and the actual slip ratio of the second wheel are determined by the reference vehicle speed of the vehicle, the actual slip ratio of the wheel, the preset first control coefficient and the preset second control coefficient. Since the slip ratio of the vehicle will decrease when the reference vehicle speed of the vehicle is less than the preset speed threshold, the reference vehicle speed of the vehicle is adjusted by the first control coefficient, so that the vehicle is allowed to have a larger slip ratio when the reference vehicle speed of the vehicle is less than the preset speed threshold, the braking deceleration of the vehicle is improved, the braking distance is shortened, and the effect of the anti-lock braking control is improved. Since the slip ratio of the vehicle will increase when the reference vehicle speed of the vehicle is greater than the preset speed threshold, the difference between the reference vehicle speed of the vehicle and the wheel speed of the wheel is adjusted by the second control coefficient, so that the change of the slip ratio of the vehicle is more sensitive when the reference vehicle speed of the vehicle is greater than the preset speed threshold, the braking stability of the vehicle is improved when the reference vehicle speed of the vehicle is greater than the preset speed threshold, and the robustness of the anti-lock braking function is improved. In this way, the accuracy of the wheel slip ratio can be effectively improved, and the control accuracy of the anti-lock braking function is improved.

[0127] The first control coefficient is used to adjust the reference vehicle speed of the vehicle.

[0128] The first control coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0129] For example, the value range of the first control coefficient can be [0, 10].

[0130] For another example, the first control coefficient can be 6.

[0131] The second control coefficient is used to adjust the difference between the reference vehicle speed of the vehicle and the wheel speed of the wheel.

[0132] The second control coefficient can be set according to actual conditions, which is not specifically limited in the embodiment.

[0133] For example, the value range of the second control coefficient can be [1.0, 1.2].

[0134] For another example, the second control coefficient can be 1.1.

[0135] In some embodiments, the determining the first wheel and the second wheel according to the front wheel brake pressure of the vehicle can include:

[0136] If the front wheel brake pressure difference of the vehicle is greater than a preset first pressure difference threshold, the left front wheel of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel, and the front wheel brake pressure difference is a difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel of the vehicle.

[0137] Or, if the front wheel brake pressure difference of the vehicle is less than a preset second pressure difference threshold, the right front wheel of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel, and the second pressure difference threshold is an opposite number of the first pressure difference threshold.

[0138] Or, if the front wheel brake pressure difference is less than or equal to the first pressure difference threshold and greater than or equal to the second pressure difference threshold, the first wheel determined when the anti-lock braking function is triggered last time is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel.

[0139] In the embodiment, in the case that the front axle wheels of the vehicle include the left front wheel and the right front wheel, first, the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel are obtained; then, a difference between the actual brake pressure of the left front wheel and the actual brake pressure of the right front wheel is calculated as the front wheel brake pressure difference; and then, the front wheel brake pressure difference is compared with the preset first pressure difference threshold and the preset second pressure difference threshold, the first pressure difference threshold and the second pressure difference threshold are opposite numbers of each other, and the corresponding wheels are determined as the first wheel and the second wheel according to the comparison result.

[0140] Specifically, if the front wheel brake pressure difference is greater than the preset first pressure difference threshold, it indicates that the left front wheel is on the high adhesion side of the road surface, i.e., the left front wheel is the front wheel with a larger road surface adhesion coefficient among the front axle wheels, and at this time, the left front wheel is determined as the first wheel, and the other wheels except the left front wheel are determined as the second wheel.

[0141] If the front wheel brake pressure difference is less than the preset second pressure difference threshold, it indicates that the right front wheel is on the high adhesion side of the road surface, i.e., the right front wheel is the front wheel with a larger road surface adhesion coefficient among the front axle wheels, and at this time, the right front wheel is determined as the first wheel, and the other wheels except the right front wheel are determined as the second wheel, and the first pressure difference threshold is an opposite number of the second pressure difference threshold.

[0142] If the front wheel brake pressure difference value is less than or equal to the preset first pressure difference threshold value and greater than or equal to the preset second pressure difference threshold value, the first wheel determined when the anti-lock braking function is triggered last time is determined as the first wheel, and the other wheels except the first wheel determined when the anti-lock braking function is triggered last time are selected as the second wheel.

[0143] The first pressure difference threshold value and the second pressure difference threshold value can be set according to actual conditions, and the embodiment is not limited in this regard. It should be noted that the first pressure difference threshold value and the second pressure difference threshold value are opposite numbers.

[0144] In some embodiments, the compensation processing of the actual slip rate of the first wheel to obtain the compensated slip rate of the first wheel can include:

[0145] According to the preset first pressure increase / decrease compensation coefficient, the preset second pressure increase / decrease compensation coefficient and the preset neutralization coefficient, a slip rate compensation coefficient is obtained.

[0146] According to the slip rate compensation coefficient, the actual slip rate of the first wheel is compensated to obtain the compensated slip rate of the first wheel.

[0147] In the embodiment, after obtaining the actual slip rate of the first wheel, a slip rate compensation coefficient is obtained by the preset first pressure increase / decrease compensation coefficient, the preset second pressure increase / decrease compensation coefficient and the preset neutralization coefficient, and then the actual slip rate of the first wheel is compensated by the slip rate compensation coefficient to obtain the compensated slip rate of the first wheel, thereby improving the slip rate accuracy of the first wheel.

[0148] The first pressure increase / decrease compensation coefficient is used to adjust the influence degree of the pressure increase control on the actual slip rate of the first wheel.

[0149] The first pressure increase / decrease compensation coefficient can be set according to actual conditions, and the embodiment is not limited in this regard.

[0150] For example, the value range of the first pressure increase / decrease compensation coefficient can be [0.01, 0.1].

[0151] For another example, the first pressure increase / decrease compensation coefficient can be 0.02.

[0152] The second pressure increase / decrease compensation coefficient is used to adjust the influence degree of the pressure decrease control on the actual slip rate of the first wheel.

[0153] The second pressure increase / decrease compensation coefficient can be set according to actual conditions, and the embodiment is not limited in this regard.

[0154] For example, the value range of the second pressure increase / decrease compensation coefficient can be [0.01, 0.2].

[0155] For another example, the second pressure increasing / decreasing compensation coefficient can be 0.05.

[0156] The neutralization coefficient is used to modify the first pressure increasing / decreasing compensation coefficient and the second pressure increasing / decreasing compensation coefficient.

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

[0158] For example, the value range of the neutralization coefficient can be [0.8, 1.2].

[0159] For another example, the neutralization coefficient can be 1.

[0160] The actual slip rate of the first wheel is the ratio of the relative difference of the first wheel to the reference speed of the vehicle, and the relative difference of the first wheel is the difference between the reference speed of the vehicle and the wheel speed of the first wheel.

[0161] The slip rate compensation coefficient is used to compensate the actual slip rate of the first wheel.

[0162] The slip rate compensation coefficient can be obtained according to the preset first pressure increasing / decreasing compensation coefficient, the preset second pressure increasing / decreasing compensation coefficient, and the preset neutralization coefficient, which can include weighting the preset first pressure increasing / decreasing compensation coefficient, the preset second pressure increasing / decreasing compensation coefficient, and the preset neutralization coefficient to obtain the slip rate compensation coefficient, wherein the sum of the weight of the first pressure increasing / decreasing compensation coefficient, the weight of the second pressure increasing / decreasing compensation coefficient, and the weight of the neutralization coefficient is one, but is not limited thereto.

[0163] The compensated slip rate of the first wheel can be obtained by compensating the actual slip rate of the first wheel according to the slip rate compensation coefficient, which can include calculating the product of the slip rate compensation coefficient and the actual slip rate of the first wheel as the compensated slip rate of the first wheel, but is not limited thereto.

[0164] In some embodiments, the slip rate compensation coefficient can be obtained according to the preset first pressure increasing / decreasing compensation coefficient, the preset second pressure increasing / decreasing compensation coefficient, and the preset neutralization coefficient, which can include:

[0165] A first compensation coefficient is obtained according to the first pressure increasing / decreasing compensation coefficient and the second pressure increasing / decreasing compensation coefficient;

[0166] The slip rate compensation coefficient is obtained according to the first compensation coefficient and the neutralization coefficient.

[0167] In the embodiment, first pressure increase / decrease compensation coefficient can adjust the influence degree of pressure increase control on the actual slip rate of the first wheel, second pressure increase / decrease compensation coefficient can adjust the influence degree of pressure decrease control on the actual slip rate of the first wheel, and the first compensation coefficient can be obtained by the first pressure increase / decrease compensation coefficient and the second pressure increase / decrease compensation coefficient, which can adjust the influence degree of pressure decrease control and pressure increase control on the actual slip rate of the first wheel; then, the first compensation coefficient is corrected by the neutralization coefficient to obtain the slip rate compensation coefficient, so as to compensate the actual slip rate of the first wheel in the subsequent step, and further ensure the slip rate accuracy of the first wheel.

[0168] The first compensation coefficient is used to adjust the influence degree of the anti-lock braking control on the actual slip rate of the first wheel.

[0169] The first compensation coefficient obtained according to the first pressure increase / decrease compensation coefficient and the second pressure increase / decrease compensation coefficient can include weighting the first pressure increase / decrease compensation coefficient and the second pressure increase / decrease compensation coefficient to obtain the first compensation coefficient, wherein the sum of the weight of the first pressure increase / decrease compensation coefficient and the weight of the second pressure increase / decrease compensation coefficient is one, but is not limited thereto.

[0170] The slip rate compensation coefficient obtained according to the first compensation coefficient and the neutralization coefficient can include weighting the first compensation coefficient and the neutralization coefficient to obtain the slip rate compensation coefficient, wherein the sum of the weight of the first compensation coefficient and the weight of the neutralization coefficient is one, but is not limited thereto.

[0171] In some embodiments, the first compensation coefficient obtained according to the first pressure increase / decrease compensation coefficient and the second pressure increase / decrease compensation coefficient can include:

[0172] The sum of the first pressure increase / decrease compensation coefficient and the second pressure increase / decrease compensation coefficient is calculated as a total pressure increase / decrease compensation coefficient;

[0173] The ratio of the total pressure increase / decrease compensation coefficient to the preset first value is calculated as the first compensation coefficient;

[0174] The slip rate compensation coefficient obtained according to the first compensation coefficient and the neutralization coefficient can include:

[0175] The product of the first compensation coefficient and the neutralization coefficient is calculated as the slip rate compensation coefficient.

[0176] In the embodiment, first, the sum of the first pressure increasing / decreasing compensation coefficient and the second pressure increasing / decreasing compensation coefficient is calculated, and then the ratio of the sum to the preset first value is calculated as the first compensation coefficient; then, the product of the first compensation coefficient and the neutralization coefficient is calculated as the slip rate compensation coefficient. In this way, the average influence degree of the brake anti-lock control on the actual slip rate of the first wheel can be adjusted by the first compensation coefficient, and the first compensation coefficient can be corrected by the neutralization coefficient to ensure the accuracy of the first compensation coefficient, and further ensure the slip rate accuracy of the first wheel.

[0177] The first value can be set according to actual conditions, and the embodiment does not make specific limitations.

[0178] For example, the first value can be 2.

[0179] The slip rate compensation coefficient can satisfy the following formula (3):

[0180] In formula (3), is the slip rate compensation coefficient, k is the neutralization coefficient, L inc is the first pressure increasing / decreasing compensation coefficient, L dec is the second pressure increasing / decreasing compensation coefficient, and Q is the first value.

[0181] In some embodiments, the compensation of the actual slip rate of the first wheel according to the slip rate compensation coefficient to obtain the compensated slip rate of the first wheel can include:

[0182] The difference between the actual slip rate of the first wheel and the slip rate compensation coefficient is calculated as the compensated slip rate of the first wheel.

[0183] In the embodiment, the difference between the actual slip rate of the first wheel and the slip rate compensation coefficient is calculated as the compensated slip rate of the first wheel, and further the compensation of the actual slip rate of the first wheel is realized, and the slip rate accuracy of the first wheel is ensured.

[0184] The compensated slip rate of the first wheel can satisfy the following formula (4):

[0185] In formula (4), L s is the compensated slip rate of the first wheel, is the slip rate compensation coefficient, is the actual slip rate of the first wheel, v ref is the reference speed of the vehicle, v whl is the wheel speed of the first wheel.

[0186] In some embodiments, the pressure increasing / decreasing control of the first wheel according to the compensated slip rate of the first wheel can include:

[0187] The first pressure-increase threshold and the first pressure-decrease threshold are obtained according to the preset first pressure-increase / decrease compensation coefficient and the preset second pressure-increase / decrease compensation coefficient.

[0188] The first wheel is controlled to increase or decrease pressure according to the compensation slip rate of the first wheel, the first pressure-increase threshold and the first pressure-decrease threshold.

[0189] In the embodiment, to adjust the slip rate threshold of the pressure-increase control and the slip rate threshold of the pressure-decrease control and ensure the accuracy of the pressure-increase / decrease control, first, the first pressure-increase threshold and the first pressure-decrease threshold are determined respectively by the preset first pressure-increase / decrease compensation coefficient and the preset second pressure-increase / decrease compensation coefficient; then, the first wheel is controlled to increase or decrease pressure according to the compensation slip rate of the first wheel, the first pressure-increase threshold and the first pressure-decrease threshold, so as to realize the anti-lock braking control and ensure the control accuracy of the anti-lock braking function.

[0190] The first pressure-increase threshold is used to represent the slip rate threshold of the first wheel controlled to increase pressure.

[0191] The first pressure-decrease threshold is used to represent the slip rate threshold of the first wheel controlled to decrease pressure.

[0192] The first pressure-increase threshold and the first pressure-decrease threshold obtained according to the preset first pressure-increase / decrease compensation coefficient and the preset second pressure-increase / decrease compensation coefficient can include calculating the product of the first pressure-increase / decrease compensation coefficient and the preset pressure-increase threshold as the first pressure-increase threshold and calculating the product of the second pressure-increase / decrease compensation coefficient and the preset pressure-decrease threshold as the first pressure-decrease threshold, but are not limited thereto.

[0193] The first wheel is controlled to increase or decrease pressure according to the compensation slip rate of the first wheel, the first pressure-increase threshold and the first pressure-decrease threshold, which can include that if the difference between the compensation slip rate of the first wheel and the first pressure-increase threshold is less than the preset pressure-increase / decrease threshold, the first wheel is controlled to increase pressure; or if the difference between the compensation slip rate of the first wheel and the first pressure-decrease threshold is greater than the preset pressure-increase / decrease threshold, the first wheel is controlled to decrease pressure, but is not limited thereto.

[0194] In some embodiments, the first pressure-increase threshold and the first pressure-decrease threshold obtained according to the preset first pressure-increase / decrease compensation coefficient and the preset second pressure-increase / decrease compensation coefficient can include:

[0195] The difference between the first pressure-increase / decrease compensation coefficient and the second pressure-increase / decrease compensation coefficient is calculated as a third compensation coefficient;

[0196] The difference between the second pressure-increase / decrease compensation coefficient and the first pressure-increase / decrease compensation coefficient is calculated as a fourth compensation coefficient;

[0197] a ratio of the third compensation coefficient to the preset second value is calculated as the first pressurization threshold value;

[0198] a ratio of the fourth compensation coefficient to the second value is calculated as the first depressurization threshold value.

[0199] In the embodiment, first, a difference between the first pressurization-depressurization compensation coefficient and the second pressurization-depressurization compensation coefficient is calculated as the third compensation coefficient, and then a ratio of the third compensation coefficient to the preset second value is calculated as the first pressurization threshold value; and second, a difference between the second pressurization-depressurization compensation coefficient and the first pressurization-depressurization compensation coefficient is calculated as the fourth compensation coefficient, and then a ratio of the fourth compensation coefficient to the second value is calculated as the first depressurization threshold value. In this way, the accuracy of the slip rate threshold of the pressurization control and the slip rate threshold of the depressurization control can be effectively ensured, and the pressurization-depressurization control accuracy of the first wheel is improved.

[0200] The second value can be set according to actual conditions, and the embodiment does not make specific limitations.

[0201] For example, the second value can be 2.

[0202] The acquisition of the third compensation coefficient and the acquisition of the fourth compensation coefficient can be performed in parallel.

[0203] For example, the third compensation coefficient is calculated at the same time as the fourth compensation coefficient.

[0204] Alternatively, the acquisition of the third compensation coefficient and the acquisition of the fourth compensation coefficient can be performed in series.

[0205] For example, the third compensation coefficient is calculated first, and then the fourth compensation coefficient is calculated; or the fourth compensation coefficient is calculated first, and then the third compensation coefficient is calculated.

[0206] The acquisition of the first pressurization threshold value and the acquisition of the first depressurization threshold value can be performed in parallel.

[0207] For example, the first pressurization threshold value is calculated at the same time as the first depressurization threshold value.

[0208] Alternatively, the acquisition of the first pressurization threshold value and the acquisition of the first depressurization threshold value can be performed in series.

[0209] For example, the first pressurization threshold value is calculated first, and then the first depressurization threshold value is calculated; or the first depressurization threshold value is calculated first, and then the first pressurization threshold value is calculated.

[0210] The first pressurization threshold value can satisfy the following formula (5):

[0211] In formula (5), L1 is the first pressurization threshold value, L incL is a first pressure increase / decrease compensation coefficient, and R is a second pressure increase / decrease compensation coefficient. dec L is a first pressure increase / decrease compensation coefficient, and R is a second pressure increase / decrease compensation coefficient.

[0212] The first pressure decrease threshold value can satisfy the following formula (6):

[0213] In formula (6), L2 is the first pressure decrease threshold value.

[0214] In some embodiments, the pressure increase control or the pressure decrease control on the first wheel according to the compensation slip rate of the first wheel, the first pressure increase threshold value, and the first pressure decrease threshold value can include:

[0215] If the compensation slip rate of the first wheel is less than the first pressure increase threshold value, the pressure increase control is performed on the first wheel.

[0216] Alternatively, if the compensation slip rate of the first wheel is greater than the first pressure decrease threshold value, the pressure decrease control is performed on the first wheel.

[0217] In the present embodiment, in order to improve the pressure increase / decrease control accuracy of the first wheel, the compensation slip rate of the first wheel is compared with the first pressure increase threshold value and the first pressure decrease threshold value. If the compensation slip rate of the first wheel is less than the first pressure increase threshold value, it is considered that the first wheel satisfies the pressure increase condition, and the pressure increase control is performed on the first wheel at this time. If the compensation slip rate of the first wheel is greater than the first pressure decrease threshold value, it is considered that the first wheel satisfies the pressure decrease condition, and the pressure decrease control is performed on the first wheel at this time, thereby improving the pressure increase / decrease control accuracy of the first wheel.

[0218] The pressure increase control on the first wheel can include increasing the actual brake pressure of the first wheel according to a preset first pressure increase gradient until the actual brake pressure of the first wheel increases to the desired brake pressure of the first wheel, but is not limited thereto.

[0219] The first pressure increase gradient can be set according to actual conditions, and the present embodiment is not limited thereto.

[0220] For example, the numerical range of the first pressure increase gradient can be [0.1, 1].

[0221] For another example, the first pressure increase gradient can be 0.4.

[0222] The pressure decrease control on the first wheel can include decreasing the actual brake pressure of the first wheel according to a preset first pressure decrease gradient until the actual brake pressure of the first wheel decreases to the desired brake pressure of the first wheel, but is not limited thereto.

[0223] The first pressure decrease gradient can be set according to actual conditions, and the present embodiment is not limited thereto.

[0224] In some embodiments, the method can further comprise:

[0225] updating the desired brake pressure of the first wheel according to the desired brake pressure of each wheel of the wheels on the two sides of the front axle of the vehicle during the pressure increasing and decreasing control of the first wheel;

[0226] wherein the desired brake pressure of the wheel is a pressure value of the wheel after the pressure increasing and decreasing control of the wheel.

[0227] In the embodiment, the desired brake pressure of the first wheel is updated according to the desired brake pressure of each wheel of the wheels on the two sides of the front axle of the vehicle during the pressure increasing and decreasing control of the first wheel, so as to ensure the pressure increasing and decreasing control accuracy of the first wheel.

[0228] The desired brake pressure refers to a pressure value of the wheel after the pressure increasing and decreasing control of the wheel.

[0229] The desired brake pressure can be obtained by selecting a brake pressure corresponding to the compensation slip ratio of the first wheel from preset desired pressure mapping data as the desired brake pressure of the first wheel, but is not limited thereto.

[0230] The desired pressure mapping data can include a plurality of preset slip ratios and brake pressures corresponding to each preset slip ratio.

[0231] The desired pressure mapping data can be chart data or table data, but is not limited thereto.

[0232] The updating of the desired brake pressure of the first wheel according to the desired brake pressure of each wheel of the wheels on the two sides of the front axle of the vehicle can include selecting a minimum value of the desired brake pressure as the desired brake pressure of the first wheel from the desired brake pressure of each wheel of the wheels on the two sides of the front axle of the vehicle, so as to avoid the phenomenon of excessive pressure of the first wheel during the pressure increasing and decreasing control, and reduce the braking risk of the vehicle during braking, but is not limited thereto.

[0233] In some embodiments, the updating of the desired brake pressure of the first wheel according to the desired brake pressure of each wheel of the wheels on the two sides of the front axle of the vehicle can include:

[0234] obtaining a desired brake pressure difference according to the desired brake pressure of the first wheel and the desired brake pressure of the wheel with the minimum actual brake pressure of the wheels on the two sides of the front axle;

[0235] if the desired brake pressure difference is greater than a preset pressure threshold, updating the desired brake pressure of the first wheel according to the pressure threshold and the desired brake pressure of the wheel with the minimum actual brake pressure of the wheels on the two sides of the front axle.

[0236] In the embodiment, during the pressure increasing and decreasing control of the first wheel, the front axle of the vehicle is the steering axle. If the pressure difference between the first wheel and the other front wheels is too large, a redundant yaw moment will be generated to the steering system of the vehicle, which will affect the brake anti-lock control of the vehicle, and further cause the brake anti-lock control accuracy of the vehicle to decrease. To this end, first, the expected brake pressure difference value is obtained according to the expected brake pressure of the first wheel and the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle, and the expected brake pressure difference value can measure the brake pressure difference between the first wheel and the other front wheels during the pressure increasing and decreasing control of the first wheel. Then, the expected brake pressure difference value is compared with the preset pressure threshold value. If the expected brake pressure difference value is greater than the preset pressure threshold value, the expected brake pressure of the first wheel is updated according to the pressure threshold value and the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle, so as to reduce the influence of the redundant yaw moment on the brake anti-lock control of the vehicle, and improve the brake anti-lock control accuracy of the vehicle.

[0237] The above-mentioned expected brake pressure difference value is used to indicate the brake pressure difference between the first wheel and the other front wheels during the pressure increasing and decreasing control of the first wheel.

[0238] The above-mentioned pressure threshold value can be set according to the actual situation, and the embodiment is not limited in this regard.

[0239] For example, the value range of the above-mentioned pressure threshold value can be [40, 100].

[0240] For another example, the above-mentioned pressure threshold value can be 60.

[0241] The above-mentioned obtaining of the expected brake pressure difference value according to the expected brake pressure of the first wheel and the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle can include calculating the difference between the expected brake pressure of the first wheel and the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle as the expected brake pressure difference value.

[0242] Alternatively, the above-mentioned obtaining of the expected brake pressure difference value according to the expected brake pressure of the first wheel and the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle can include calculating the difference between the expected brake pressure of the wheel with the minimum actual brake pressure among the wheels on the two sides of the front axle and the expected brake pressure of the first wheel as the expected brake pressure difference value, but is not limited thereto.

[0243] The updating of the expected braking pressure of the first wheel according to the pressure threshold value and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle can include weighting the pressure threshold value and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle to obtain a pressure updating value, and replacing the value of the expected braking pressure of the first wheel with the pressure updating value, but is not limited thereto.

[0244] In one example, in the case where the wheels on the two sides of the front axle of the vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right front wheel is the second wheel, during the pressure increasing / decreasing control of the left front wheel, a difference value of expected braking pressure is obtained according to the expected braking pressure of the left front wheel and the expected braking pressure of the right front wheel; and if the difference value of expected braking pressure is greater than a preset pressure threshold value, the expected braking pressure of the left front wheel is updated according to the pressure threshold value and the expected braking pressure of the right front wheel.

[0245] In some embodiments, the updating of the expected braking pressure of the first wheel according to the pressure threshold value and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle can include:

[0246] calculating the sum of the pressure threshold value and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle as a pressure updating value;

[0247] replacing the value of the expected braking pressure of the first wheel with the pressure updating value.

[0248] In the embodiment, the sum of the pressure threshold value and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle is calculated as a pressure updating value, and then the value of the expected braking pressure of the first wheel is replaced with the pressure updating value, thereby realizing the updating of the expected braking pressure of the first wheel. In this way, the influence of redundant yaw moment on the anti-lock braking control of the vehicle can be effectively reduced, and the accuracy of the anti-lock braking control of the vehicle is improved.

[0249] In one example, in the case where the wheels on the two sides of the front axle of the vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right front wheel is the second wheel, during the pressure increasing / decreasing control of the left front wheel, a difference value of expected braking pressure is obtained according to the expected braking pressure of the left front wheel and the expected braking pressure of the right front wheel, and the difference value of expected braking pressure is compared with a pressure threshold value; if the difference value of expected braking pressure is greater than the pressure threshold value, the sum of the pressure threshold value and the expected braking pressure of the right front wheel is calculated as a pressure updating value, and the expected braking pressure of the left front wheel is replaced with the pressure updating value.

[0250] In another example, in the case where the wheels on both sides of the front axle of the vehicle include a left front wheel and a right front wheel, if the left front wheel is the first wheel and the right front wheel is the second wheel, during the pressure increasing and decreasing control of the left front wheel, the expected brake pressure of the left front wheel is 100 bar, the expected brake pressure of the right front wheel is 20 bar, and the pressure threshold is 60 bar, since the difference between the expected brake pressure of the left front wheel and the expected brake pressure of the right front wheel is 80 bar, which is greater than the pressure threshold, the pressure update value is calculated to be 80 bar, and the expected brake pressure of the left front wheel is replaced by the pressure update value.

[0251] In some embodiments, the pressure increasing and decreasing control of the second wheel according to the actual slip ratio of the second wheel can include:

[0252] If the actual slip ratio of the second wheel is less than a preset second pressure increasing threshold, the pressure increasing control is performed on the second wheel.

[0253] Or, if the actual slip ratio of the second wheel is greater than a preset second pressure decreasing threshold, the pressure decreasing control is performed on the second wheel.

[0254] In the present embodiment, in order to ensure the control accuracy of the anti-lock braking function, the normal anti-lock braking control mode is adopted for the second wheel. Specifically, the actual slip ratio of the second wheel is compared with the preset second pressure increasing threshold and the preset second pressure decreasing threshold, if the actual slip ratio of the second wheel is less than the preset second pressure increasing threshold, the pressure increasing control is performed on the second wheel, or if the actual slip ratio of the second wheel is greater than the preset second pressure decreasing threshold, the pressure decreasing control is performed on the second wheel.

[0255] The second pressure increasing threshold can be set according to the actual situation, which is not specifically limited in the present embodiment.

[0256] For example, the value range of the second pressure increasing threshold can be [0.01, 0.05].

[0257] For another example, the second pressure increasing threshold can be 0.03.

[0258] The second pressure decreasing threshold can be set according to the actual situation, which is not specifically limited in the present embodiment.

[0259] For example, the value range of the second pressure decreasing threshold can be [0.05, 0.3].

[0260] For another example, the second pressure decreasing threshold can be 0.15.

[0261] The above-mentioned pressure increasing control on the second wheel can include increasing the actual brake pressure of the second wheel according to a preset second pressure increasing gradient until the actual brake pressure of the second wheel increases to the desired brake pressure of the second wheel, but is not limited thereto.

[0262] The above-mentioned second pressure increasing gradient can be set according to actual conditions, and the present embodiment is not limited thereto. It should be noted that the above-mentioned first pressure increasing gradient is less than the above-mentioned second pressure increasing gradient, which is conducive to improving the brake deceleration, shortening the braking distance, maintaining the driving stability of the vehicle, and further improving the accuracy of the pressure increasing control.

[0263] For example, the value range of the above-mentioned second pressure increasing gradient can be [0.5, 2].

[0264] For another example, the above-mentioned second pressure increasing gradient can be 1.2.

[0265] The above-mentioned pressure decreasing control on the second wheel can include decreasing the actual brake pressure of the second wheel according to a preset second pressure decreasing gradient until the actual brake pressure of the second wheel decreases to the desired brake pressure of the second wheel, but is not limited thereto.

[0266] The above-mentioned second pressure decreasing gradient can be set according to actual conditions, and the present embodiment is not limited thereto.

[0267] Alternatively, the above-mentioned pressure decreasing control on the second wheel can include calculating the product of the actual brake pressure of the second wheel at the start of the pressure decreasing control and a preset pressure decreasing coefficient as a target pressure decreasing amount, and calculating the difference between the actual brake pressure of the second wheel at the start of the pressure decreasing control and the target pressure decreasing amount as the desired brake pressure of the second wheel, thereby improving the accuracy of the pressure decreasing control and being conducive to improving the comfort of the vehicle during braking.

[0268] The above-mentioned preset pressure decreasing coefficient can be set according to actual conditions, and the present embodiment is not limited thereto.

[0269] For example, the value range of the above-mentioned pressure decreasing coefficient can be [0.1, 0.3].

[0270] For another example, the above-mentioned pressure decreasing coefficient can be 0.2.

[0271] The above-mentioned target pressure decreasing amount can satisfy the following formula (7): dP=k p ×P whl (7);

[0272] In formula (7), dP represents the target pressure decreasing amount, k p represents the pressure decreasing coefficient, and P whl represents the actual brake pressure of the second wheel at the start of the pressure decreasing control.

[0273] The obtaining of the desired brake pressure of the second wheel can be, but is not limited to, selecting a brake pressure corresponding to the actual slip ratio of the second wheel from a preset desired pressure map data as the desired brake pressure of the second wheel.

[0274] In some embodiments, the method can further include:

[0275] During the pressure increasing and decreasing control of the second wheel, the minimum value of the desired brake pressures of the wheels on both sides of the rear axle of the vehicle is selected as the desired brake pressure of each wheel on both sides of the rear axle of the vehicle.

[0276] In the embodiment, to ensure the accuracy of the anti-lock braking control of the wheels on both sides of the rear axle of the vehicle, the low selection mode is used to control the wheels on both sides of the rear axle of the vehicle. Specifically, during the pressure increasing and decreasing control of the second wheel, the minimum value of the desired brake pressures of all the rear wheels is selected, and the selected minimum value is used as the desired brake pressure of all the rear wheels.

[0277] In one example, when the wheels on both sides of the rear axle of the vehicle include a left rear wheel and a right rear wheel, if the desired brake pressure of the left rear wheel is less than the desired brake pressure of the right rear wheel, the desired brake pressure of the left rear wheel is used as the final desired brake pressure of the left rear wheel and the right rear wheel.

[0278] In another example, when the wheels on both sides of the rear axle of the vehicle include a left rear wheel and a right rear wheel, the desired brake pressure of the left rear wheel is 50 bar, and the desired brake pressure of the right rear wheel is 40 bar, 40 bar is selected as the final desired brake pressure of the left rear wheel and the right rear wheel.

[0279] In some embodiments, the method can further include:

[0280] If it is identified that the driving surface is not a split surface, the pressure increasing and decreasing control is performed on each wheel of the vehicle according to the actual slip ratio of each wheel.

[0281] In the embodiment, if it is identified that the driving surface is not a split surface, the pressure increasing and decreasing control is performed on each wheel using a common anti-lock braking control mode. For example, for each wheel, if the actual slip ratio of the wheel is less than a preset third pressure increasing threshold, the pressure increasing control is performed on the wheel; or if the actual slip ratio of the wheel is greater than a preset third pressure decreasing threshold, the pressure decreasing control is performed on the wheel.

[0282] The third pressure increasing threshold and the third pressure decreasing threshold can be set according to actual conditions, and the embodiment does not make specific limitations.

[0283] For the convenience of understanding the above-mentioned anti-lock braking control method of the present application, the actual application scenario of the above-mentioned anti-lock braking control method of the present application is taken as an example for illustration, and in this example, the wheels of the vehicle include left front wheels, right front wheels, left rear wheels and right rear wheels. Referring to FIG. 2, the process of anti-lock braking control of the vehicle is specifically as follows: steps S201-S203.

[0284] S201, in the case that the vehicle triggers the anti-lock braking function, according to the front wheel braking pressure difference value and the front wheel slip ratio difference value of the vehicle and the preset pressure difference coefficient and the preset slip ratio difference coefficient, the opposite opening identification factor is obtained, and according to the opposite opening identification factor, it is judged whether the vehicle is running on the opposite opening road surface; if yes, step S202 is entered; if no, the ordinary anti-lock braking mode is used to control each wheel, and the step of judging whether the vehicle is running on the opposite opening road surface is returned to, so as to realize the cycle detection.

[0285] Specifically, first, the difference value of the actual braking pressure of the left front wheel relative to the actual braking pressure of the right front wheel is obtained as the front wheel braking pressure difference value, and the difference value of the actual slip ratio of the left front wheel relative to the actual slip ratio of the right front wheel is obtained as the front wheel slip ratio difference value, wherein the actual braking pressure of the front wheel is detected by a pressure sensor, and the actual slip ratio of the front wheel is calculated by the above-mentioned formula (2); then, according to the front wheel braking pressure difference value, the front wheel slip ratio difference value, the preset pressure difference coefficient and the preset slip ratio difference coefficient, the opposite opening identification factor is calculated in combination with the above-mentioned formula (1); then, it is judged whether the opposite opening identification factor is greater than the preset identification threshold value, if yes, it is determined that the vehicle is running on the opposite opening road surface, otherwise it is determined that the vehicle is running on the non-opposite opening road surface, which refers to other road surfaces except the opposite opening road surface.

[0286] S202, the first wheel and the second wheel are determined by using the front wheel braking pressure difference value of the vehicle.

[0287] Specifically, if the front wheel braking pressure difference value of the vehicle is greater than the preset first pressure difference threshold value, the left front wheel of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel, and the front wheel braking pressure difference value is the difference value of the actual braking pressure of the left front wheel relative to the actual braking pressure of the right front wheel of the vehicle;

[0288] Or, if the front wheel braking pressure difference value of the vehicle is less than the preset second pressure difference threshold value, the right front wheel of the vehicle is determined as the first wheel, and the other wheels except the first wheel are determined as the second wheel, and the second pressure difference threshold value is the opposite number of the first pressure difference threshold value;

[0289] Alternatively, if the front wheel brake pressure difference value is less than or equal to the first pressure difference threshold value and greater than or equal to the second pressure difference threshold value, the first wheel determined at the last time when the ABS function is triggered is determined as the first wheel, and the other wheels except the first wheel determined at the last time when the ABS function is triggered are determined as the second wheel.

[0290] S203, for the first wheel, an independent brake anti-lock control mode is adopted; and for the second wheel, a common brake anti-lock control mode is adopted.

[0291] Specifically, for the brake anti-lock control of the first wheel, there are:

[0292] Firstly, the compensation slip rate of the first wheel is determined. More specifically, the ratio of the relative difference value of the first wheel to the reference speed of the vehicle is calculated as the actual slip rate of the first wheel, the relative difference value of the first wheel is the difference between the reference speed of the vehicle and the wheel speed of the first wheel, and the slip rate compensation coefficient is calculated according to the preset first pressure increasing and decreasing compensation coefficient, the preset second pressure increasing and decreasing compensation coefficient and the preset neutralization coefficient, combined with the above formula (3), and then the difference between the actual slip rate of the first wheel and the slip rate compensation coefficient is calculated as the compensation slip rate of the first wheel, as shown in the above formula (4).

[0293] At the same time, the first pressure increasing threshold value and the first pressure decreasing threshold value are determined. More specifically, the first pressure increasing threshold value is calculated according to the preset first pressure increasing and decreasing compensation coefficient and the preset second pressure increasing and decreasing compensation coefficient, combined with the above formula (5); and the first pressure decreasing threshold value is calculated according to the preset first pressure increasing and decreasing compensation coefficient and the preset second pressure increasing and decreasing compensation coefficient, combined with the above formula (6).

[0294] Then, the first wheel is controlled to increase pressure or decrease pressure. Specifically, if the compensation slip rate of the first wheel is less than the first pressure increasing threshold value, the first wheel is controlled to increase pressure based on the preset first pressure increasing gradient, so that the actual brake pressure of the first wheel increases to the expected brake pressure of the first wheel;

[0295] Alternatively, if the compensation slip rate of the first wheel is greater than the first pressure decreasing threshold value, the first wheel is controlled to decrease pressure, so that the actual brake pressure of the first wheel decreases to the expected brake pressure of the first wheel.

[0296] During the pressure increasing and decreasing control of the first wheel, a difference between the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle is calculated as an expected braking pressure difference; if the expected braking pressure difference is greater than a preset pressure threshold, a sum of the pressure threshold and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle is calculated as a pressure update value, and the value of the expected braking pressure of the first wheel is replaced by the pressure update value, so as to realize the update processing of the expected braking pressure of the first wheel.

[0297] For the second wheel, the braking anti-lock control has:

[0298] If the actual slip rate of the second wheel is less than a preset second pressure increasing threshold, the second wheel is controlled to increase the pressure based on a preset second pressure increasing gradient, so that the actual braking pressure of the second wheel is increased to the expected braking pressure of the second wheel, wherein the second pressure increasing gradient is greater than the first pressure increasing gradient.

[0299] Or, if the actual slip rate of the second wheel is greater than a preset second pressure decreasing threshold, a product of the actual braking pressure of the second wheel at the beginning of the pressure decreasing control and a preset pressure decreasing coefficient is calculated as a target pressure decreasing amount, a difference between the actual braking pressure of the second wheel at the beginning of the pressure decreasing control and the target pressure decreasing amount is calculated as the expected braking pressure of the second wheel, and the second wheel is controlled to decrease the pressure, so that the actual braking pressure of the second wheel is decreased to the expected braking pressure of the second wheel.

[0300] During the pressure increasing and decreasing control of the wheels on the two sides of the rear axle of the second wheel, the minimum value of the expected braking pressure is selected as the expected braking pressure of each wheel on the two sides of the rear axle of the vehicle from the expected braking pressures of the wheels on the two sides of the rear axle of the vehicle.

[0301] Secondly, the implementation mode of the braking anti-lock control device provided by the embodiment of the application will be described in detail below with reference to the drawings.

[0302] Referring to FIG. 3, the braking anti-lock control device provided by the embodiment of the application can include:

[0303] The first processing module 301 is configured to identify the driving road surface of the vehicle in the case that the vehicle triggers the braking anti-lock function.

[0304] The second processing module 302 is configured to determine the first wheel and the second wheel according to the front wheel braking pressure of the vehicle if it is identified that the driving road surface is the split road surface; wherein the first wheel is the front wheel with the larger road adhesion coefficient among the wheels on the two sides of the front axle of the vehicle, and the second wheel is the other wheel except the first wheel.

[0305] The third processing module 303 is configured to acquire the actual slip ratio of the first wheel and the actual slip ratio of the second wheel, and compensate the actual slip ratio of the first wheel to obtain a compensated slip ratio of the first wheel.

[0306] The fourth processing module 304 is configured to perform pressure increasing / decreasing control on the first wheel according to the compensated slip ratio of the first wheel, and perform pressure increasing / decreasing control on the second wheel according to the actual slip ratio of the second wheel.

[0307] The above-mentioned contents in the method embodiments are applicable to the device embodiments, the device embodiments specifically implement the same functions as the above-mentioned method embodiments, and achieve the same beneficial effects as the above-mentioned method embodiments.

[0308] Finally, with reference to FIG. 4, the embodiments of the present application provide a vehicle, which can include:

[0309] at least one processor 401;

[0310] at least one memory 402 configured to store at least one program;

[0311] When the at least one program is executed by the at least one processor 401, the at least one processor 401 implements the above-mentioned anti-lock braking control method.

[0312] The above-mentioned vehicle can be a private car, such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), or a pickup truck, etc., or can be an operating vehicle, such as a van, a bus, a small truck, or a large trailer, etc., or can be a gasoline car or a new energy car such as a hybrid car, an all-electric car, etc.

[0313] The above-mentioned memory 402 as a kind of non-transient network system can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 402 can include a high-speed random access memory, and can also include a non-transient memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transient solid-state memory device. In some embodiments, the memory 402 can optionally include a memory 402 remotely arranged with respect to the processor 401, and these remote memories 402 can be connected to the processor 401 through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0314] The memory 402 can be implemented in the form of a read only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM), etc. The memory 402 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 402 and are invoked and executed by the processor 401 to implement the method of the embodiments of the present application.

[0315] The processor 401 can be implemented in the form of a general central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), or one or more integrated circuits, etc., for executing related programs to implement the technical solutions provided by the embodiments of the present application.

[0316] In some embodiments, the vehicle can further include:

[0317] An input / output interface for realizing information input and output;

[0318] A communication interface for realizing communication interaction between the device and other devices. The communication can be realized by wired means (such as USB, network cable, etc.) or by wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0319] A bus for transmitting information between various components (such as the processor 401, the memory 402, the input / output interface, and the communication interface) of the device.

[0320] The processor 401, the memory 402, the input / output interface, and the communication interface can realize communication connection between each other within the device through the bus.

[0321] Similarly, the contents in the above method embodiments are also applicable to the vehicle embodiments. The vehicle embodiments specifically implement the same functions as the above method embodiments, and achieve the same beneficial effects as the above method embodiments.

[0322] In some alternative embodiments, the function / operations described in the block diagrams can not occur in the order described in the operational illustrations. For example, two blocks shown in succession can in fact be executed substantially concurrently or the blocks can sometimes be executed in the reverse order, depending upon the functionality / operations involved. Also, although the embodiments presented in the flow diagrams are shown as a sequence of operations, it is to be understood that the logical flow is merely illustrative of alternative embodiments. The disclosed methods are not limited to the order of operations presented herein. Alternative embodiments can be contemplated where the order of operations is changed, and where sub operations described as part of a larger operation are executed in a different order, or are executed concurrently.

[0323] Further, while the present application has been described in the context of functional modules, it is to be understood that one or more of the functions and / or features can be integrated in a single physical device and / or software module, or one or more functions and / or features can be implemented in separate physical devices or software modules. It is also to be understood that detailed discussion of the actual implementation of each module is unnecessary to an understanding of the present application. Rather, the actual implementation is within the routine of an engineer's knowledge given the property, functionality and internal relationships of the various functional modules disclosed herein. Accordingly, the present application is not limited to the specific embodiments illustrated herein, but is amenable to any number of possible embodiments within the scope of the claims below. It is therefore to be understood that any alterations and / or modifications to the specifics of the illustrated embodiments, and those discussed herein, can be practiced within the scope of the application. It is the following claims, including any amendments thereto, that define the scope of the application.

[0324] If the functions are implemented in software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes a number of programs used to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0325] The logic and / or steps represented in the flow diagrams or otherwise described herein, for example, can be embodied in non-transitory computer- readable media, executed by a program executing system, apparatus, or device, such as a computer-based system, a processor-based system, or other system that can fetch the program (from the system, apparatus, or device) and execute the program, or in conjunction with such a program executing system, apparatus, or device. For the purposes of this specification, a "computer-readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the program executing system, apparatus, or device.

[0326] More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can also be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example, via optical scanning of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and stored in a computer memory.

[0327] It should be understood that aspects of the present application can be implemented in hardware, software, firmware, or combinations thereof. In the above-described embodiments, multiple steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable program executing system. For example, if implemented in hardware, and as in another embodiment, any of the following technologies known in the art, or combinations thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0328] In the above-described description of the present specification, the description referring to the terms "one embodiment," "another embodiment," or "some embodiments," and the like, means that the particular feature, structure, material, or characteristic being described in connection with the embodiment or example is included in at least one embodiment or example of the present application. The illustrative appearances of the above-described terms in the description are not necessarily referred to the same embodiment or example throughout the specification. Furthermore, the particular features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0329] While the embodiments of the application have been shown and described, it is to be understood that the embodiments can be varied, modified, substituted and changed by those skilled in the art without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

[0330] The above is a specific description of the preferred embodiments of the application, but the application is not limited to the described embodiments, and those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the application, and these equivalent modifications or substitutions are all included in the scope defined by the claims of the application.

Claims

1. A brake anti-lock control method, comprising the following steps: in the case that a vehicle triggers a brake anti-lock function, identifying a driving road surface of the vehicle; if the driving road surface is identified as a split road surface, determining a first wheel and a second wheel according to front wheel brake pressure of the vehicle; wherein the first wheel is a front wheel with a larger road surface adhesion coefficient among wheels on both sides of a front axle of the vehicle, and the second wheel is a wheel other than the first wheel; obtaining an actual slip ratio of the first wheel and an actual slip ratio of the second wheel, and performing compensation processing on the actual slip ratio of the first wheel to obtain a compensated slip ratio of the first wheel; performing pressure increasing and decreasing control on the first wheel according to the compensated slip ratio of the first wheel; performing pressure increasing and decreasing control on the second wheel according to the actual slip ratio of the second wheel.

2. The brake antilock control method according to claim 1, wherein The identification of the driving road surface as the split road surface comprises: determining a split identification factor according to a front wheel brake pressure difference value and a front wheel slip ratio difference value of the vehicle; if the split identification factor is greater than a preset identification threshold, determining that the driving road surface is the split road surface.

3. The brake anti-lock control method according to claim 2, wherein The determination of the split identification factor according to the front wheel brake pressure difference value and the front wheel slip ratio difference value comprises: obtaining a front wheel compensated pressure value according to the front wheel brake pressure difference value and a preset pressure difference coefficient; obtaining a front wheel compensated slip ratio value according to the front wheel slip ratio difference value and a preset slip ratio difference coefficient; obtaining the split identification factor according to the front wheel compensated pressure value and the front wheel compensated slip ratio value.

4. The brake antilock control method according to claim 1, wherein The determination of the first wheel and the second wheel according to the front wheel brake pressure of the vehicle comprises: if a front wheel brake pressure difference value of the vehicle is greater than a preset first pressure difference threshold, determining a left front wheel of the vehicle as the first wheel and determining wheels other than the first wheel as the second wheel, the front wheel brake pressure difference value being a difference value of an actual brake pressure of the left front wheel relative to an actual brake pressure of a right front wheel of the vehicle; or, if the front wheel brake pressure difference value of the vehicle is less than a preset second pressure difference threshold, determining a right front wheel of the vehicle as the first wheel and determining wheels other than the first wheel as the second wheel, the second pressure difference threshold being an inverse of the first pressure difference threshold; or, if the front wheel brake pressure difference value is less than or equal to the first pressure difference threshold and greater than or equal to the second pressure difference threshold, determining a first wheel determined at a previous time when the brake anti-lock function is triggered as the first wheel and determining wheels other than the first wheel as the second wheel.

5. The brake antilock control method according to claim 1, wherein The compensation processing on the actual slip ratio of the first wheel to obtain the compensated slip ratio of the first wheel comprises: obtaining a slip ratio compensation coefficient according to a preset first pressure increasing and decreasing compensation coefficient, a preset second pressure increasing and decreasing compensation coefficient and a preset neutralization coefficient; compensating the actual slip ratio of the first wheel according to the slip ratio compensation coefficient to obtain the compensated slip ratio of the first wheel.

6. The brake anti-lock control method according to claim 5, wherein The slip ratio compensation coefficient is obtained according to the preset first pressure increasing / decreasing compensation coefficient, the preset second pressure increasing / decreasing compensation coefficient and the preset neutralization coefficient, and the method comprises the steps of: The first compensation coefficient is obtained according to the first pressure increasing / decreasing compensation coefficient and the second pressure increasing / decreasing compensation coefficient; The slip ratio compensation coefficient is obtained according to the first compensation coefficient and the neutralization coefficient.

7. The brake antilock control method according to claim 1, wherein The first wheel is controlled in pressure increasing / decreasing according to the compensation slip ratio of the first wheel, and the method comprises the steps of: The first pressure increasing threshold and the first pressure decreasing threshold are obtained according to the preset first pressure increasing / decreasing compensation coefficient and the preset second pressure increasing / decreasing compensation coefficient; The first wheel is controlled in pressure increasing or pressure decreasing according to the compensation slip ratio of the first wheel, the first pressure increasing threshold and the first pressure decreasing threshold.

8. The brake antilock control method according to claim 7, wherein The first pressure increasing threshold and the first pressure decreasing threshold are obtained according to the preset first pressure increasing / decreasing compensation coefficient and the preset second pressure increasing / decreasing compensation coefficient, and the method comprises the steps of: The third compensation coefficient is calculated as the difference between the first pressure increasing / decreasing compensation coefficient and the second pressure increasing / decreasing compensation coefficient; The fourth compensation coefficient is calculated as the difference between the second pressure increasing / decreasing compensation coefficient and the first pressure increasing / decreasing compensation coefficient; The first pressure increasing threshold is calculated as the ratio of the third compensation coefficient to a preset second value; The first pressure decreasing threshold is calculated as the ratio of the fourth compensation coefficient to the second value.

9. The brake antilock control method according to claim 7, wherein The first wheel is controlled in pressure increasing or pressure decreasing according to the compensation slip ratio of the first wheel, the first pressure increasing threshold and the first pressure decreasing threshold, and the method comprises the steps of: If the compensation slip ratio of the first wheel is less than the first pressure increasing threshold, the first wheel is controlled in pressure increasing; Or, if the compensation slip ratio of the first wheel is greater than the first pressure decreasing threshold, the first wheel is controlled in pressure decreasing.

10. The brake antilock control method according to claim 1, wherein The method further comprises the following steps: During the pressure increasing / decreasing control of the first wheel, the expected braking pressure of the first wheel is updated according to the expected braking pressure of each wheel of the wheels on the two sides of the front axle of the vehicle; The expected braking pressure of the wheel is the pressure value of the wheel after the wheel is controlled in pressure increasing / decreasing.

11. The brake antilock control method according to claim 10, wherein The expected braking pressure of the first wheel is updated according to the expected braking pressure of each wheel of the wheels on the two sides of the front axle of the vehicle, and the method comprises the steps of: The expected braking pressure difference is obtained according to the expected braking pressure of the first wheel and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle; If the expected braking pressure difference is greater than a preset pressure threshold, the expected braking pressure of the first wheel is updated according to the pressure threshold and the expected braking pressure of the wheel with the minimum actual braking pressure among the wheels on the two sides of the front axle.

12. An anti-lock braking control device, comprising: a first processing module configured to identify a driving surface of a vehicle when the vehicle triggers an anti-lock braking function; The second processing module is configured to determine a first wheel and a second wheel according to a front wheel brake pressure of the vehicle if it is identified that the driving surface is a split surface, wherein the first wheel is a front wheel with a larger road adhesion coefficient among wheels on both sides of a front axle of the vehicle, and the second wheel is a wheel other than the first wheel. The third processing module is configured to obtain an actual slip ratio of the first wheel and an actual slip ratio of the second wheel, and perform compensation processing on the actual slip ratio of the first wheel to obtain a compensated slip ratio of the first wheel. The fourth processing module is configured to perform pressure increasing / decreasing control on the first wheel according to the compensated slip ratio of the first wheel, and perform pressure increasing / decreasing control on the second wheel according to the actual slip ratio of the second wheel.

13. A vehicle comprising: at least one processor; at least one memory configured to store at least one program; when the at least one program is executed by the at least one processor, the at least one processor implements the anti-lock braking control method according to any one of claims 1-11.

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