Anti-lock control method and system for redundant braking regarding adhesion-transition road surface, and vehicle and medium

Abstract

Disclosed in the present application are an anti-lock control method and system for redundant braking regarding an adhesion-transition road surface, and a vehicle and a medium. The method comprises: collecting vehicle traveling data; performing recognition on a road surface on the basis of the vehicle traveling data, so as to determine whether the road surface on which a vehicle is traveling is an adhesion-transition road surface between a high-adhesion road surface to a low-adhesion road surface; when the road surface on which the vehicle is traveling is an adhesion-transition road surface from a high-adhesion road surface to a low-adhesion road surface, controlling an anti-lock system of the vehicle to enter a first regulation mode, wherein the first regulation mode is used for gradually decreasing a wheel braking pressure to adapt to the low-adhesion road surface; and when the road surface on which the vehicle is traveling is an adhesion-transition road surface from a low-adhesion road surface to a high-adhesion road surface, controlling the anti-lock system of the vehicle to enter a second regulation mode, wherein the second adjustment mode is used for rapidly increasing the wheel braking pressure to adapt to the high-adhesion road surface.

Description

Anti-lock braking control methods, systems, vehicles and media for road surface redundant braking

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411439205.X, filed on October 15, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle anti-lock braking technology, and in particular to an anti-lock braking control method, system, vehicle, and medium that uses redundant braking on the road surface. Background Technology

[0004] Anti-lock Braking System (ABS) is an active safety system designed to prevent the wheels from locking up or "locking" during emergency braking, thus avoiding loss of directional control. When the driver presses the brake pedal, the ABS system uses a series of sensors to monitor the speed of all four wheels and continuously calculates their slip ratio relative to the vehicle's speed.

[0005] Slip ratio refers to the difference between the wheel's rotational speed and the vehicle's speed. When the wheels are fully locked, the slip ratio reaches its maximum, at which point the wheels stop rotating and begin to drag. This leads to increased tire wear and the vehicle may be unable to steer properly. The goal of an ABS system is to maintain an ideal slip ratio, typically between 10% and 30%, within which optimal braking performance is provided while maintaining directional stability.

[0006] Existing vehicles typically employ different ABS control strategies based on road surfaces with varying coefficients of friction. In situations involving connecting road surfaces where the coefficient of friction changes, the ABS control strategy selected by the vehicle may become inconsistent, causing the ABS system to fail to properly adjust the vehicle's slip ratio on such surfaces, potentially leading to accidents such as drifting or rollover.

[0007] The preceding description is intended to provide general background information and does not necessarily constitute prior art. Summary of the Invention

[0008] To at least partially overcome the problems existing in the related technologies, embodiments of this application provide an anti-lock braking control method, system, vehicle, and medium for redundant braking of docked road surfaces.

[0009] The first aspect of this application provides an anti-lock braking control method for redundant braking on a docked road surface, comprising the following steps:

[0010] Collect vehicle driving data;

[0011] The road surface is identified based on vehicle driving data to determine whether the road surface the vehicle is traveling on is the connecting road surface between a high-adhesion road surface and a low-adhesion road surface.

[0012] When the vehicle is traveling on a road surface that connects a high-friction road surface to a low-friction road surface, the vehicle's anti-lock braking system is controlled to enter the first adjustment mode; the first adjustment mode is used to gradually reduce the wheel braking pressure to adapt to the low-friction road surface.

[0013] When the vehicle is traveling on a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the second adjustment mode; the second adjustment mode is used to quickly increase the wheel braking pressure to adapt to the high-adhesion road surface.

[0014] In one embodiment, the vehicle driving data is collected specifically through an on-board data collection device, which includes at least one of radar and sensors.

[0015] In one embodiment, the vehicle anti-lock braking system (ABS) has three operating modes: a depressurization mode, a pressurization mode, and a pressure-holding mode. The ABS determines the operating mode to be executed through the following steps:

[0016] Obtain the slip ratio of each wheel of the vehicle and determine the working mode of each wheel individually;

[0017] When the wheel slip ratio is greater than the preset decompression threshold, the vehicle anti-lock braking system enters the decompression working mode.

[0018] When the wheel slip ratio is less than the preset boost threshold, the vehicle anti-lock braking system enters the boost working mode.

[0019] When the wheel slip ratio is between the preset boost threshold and the preset depressurization threshold, the vehicle anti-lock braking system enters the pressure holding mode.

[0020] In one embodiment, the vehicle anti-lock braking system specifically performs the following steps in the decompression operating mode:

[0021] Obtain the current braking pressure of the wheel as the first braking pressure;

[0022] Calculate the decompression amount for each wheel based on the first braking pressure.

[0023] The calculated pressure reduction amount is used to reduce the pressure on the wheels, so that the current braking pressure of the wheels drops to the second braking pressure; the difference between the second braking pressure and the first braking pressure is not less than the calculated pressure reduction amount for each wheel.

[0024] In one embodiment, the vehicle anti-lock braking system specifically performs the following steps in the boosted operating mode:

[0025] Obtain the preset boost gradient;

[0026] The wheels are pressurized using a preset pressurization gradient until the wheel slip ratio is not less than a preset depressurization threshold.

[0027] In one embodiment, when the vehicle anti-lock braking system exits the decompression mode and enters the pressure holding mode, the vehicle anti-lock braking system performs the following steps:

[0028] Obtain the preset pressure holding time and maintain the current braking pressure of the wheel within the preset pressure holding time;

[0029] After a preset pressure holding time, the vehicle's anti-lock braking system re-acquires the wheel slip ratio and performs a new round of operating mode determination.

[0030] In one embodiment, in the step of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is a connecting road surface from a high-adhesion road surface to a low-adhesion road surface is determined specifically through the following steps:

[0031] Calculate the slip ratio of each front wheel of the vehicle and determine whether the slip ratio of each front wheel of the vehicle is greater than the first slip ratio threshold.

[0032] When the slip ratio of all front wheels of the vehicle is greater than the first slip ratio threshold, calculate the instability time of each front wheel of the vehicle and determine whether the sum of the instability times of each front wheel of the vehicle is greater than the first instability time threshold.

[0033] When the sum of the instability times of all front wheels of the vehicle is greater than the first instability time threshold, the road surface on which the vehicle is traveling is determined to be the connecting road surface from the high-adhesion road surface to the low-adhesion road surface.

[0034] In one embodiment, the vehicle anti-lock braking system includes a first contact road surface marker; when the road surface on which the vehicle is traveling is a contact road surface from a high-adhesion road surface to a low-adhesion road surface, the first contact road surface marker position is a first value; when the road surface on which the vehicle is traveling is not a contact road surface from a high-adhesion road surface to a low-adhesion road surface, the first contact road surface marker position is a second value.

[0035] In one embodiment, the vehicle anti-lock braking system further performs the following steps:

[0036] When the position of the first docking road surface mark is the first value, the vehicle anti-lock braking system is locked in decompression mode until the wheel slip ratio is less than the preset boost threshold.

[0037] In one embodiment, the method further includes the following step: In the first adjustment mode, the vehicle anti-lock braking system exits the first adjustment mode when the front wheels of the vehicle meet any of the following conditions:

[0038] The maximum wheel acceleration of the vehicle's front wheels is greater than the first wheel acceleration threshold.

[0039] The slip ratio of any front wheel of the vehicle is less than the second slip ratio threshold.

[0040] In one embodiment, in the step of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is a connecting road surface from a low-adhesion road surface to a high-adhesion road surface is determined specifically through the following steps:

[0041] Calculate the vehicle docking recognition factor;

[0042] When the vehicle's docking identification factor is greater than the preset docking identification factor threshold, the road surface on which the vehicle is traveling is determined to be a docking road surface ranging from low-adhesion road surface to high-adhesion road surface.

[0043] In one embodiment, the docking identification factor is calculated using the following formula:

[0044] K Pos =K osc *J osc +K v *T v +K Inc *T Inc ;

[0045] Among them, K Pos J represents the docking identification factor. osc Indicates the wheel acceleration flag, T v T represents the time during which the vehicle speed signal is in the failure flag position. Inc Indicates the boost time of the vehicle's anti-lock braking system; K osc K v K Inc Preset weighting coefficients;

[0046] The wheel acceleration flag value is either 0 or 1. When the maximum wheel acceleration of each wheel of the vehicle is greater than the second wheel acceleration threshold and the average wheel acceleration is greater than the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is set to 0.

[0047] In one embodiment, the vehicle anti-lock braking system includes a second contact surface marker; when the road surface on which the vehicle is traveling is a contact surface from low-adhesion road surface to high-adhesion road surface, the second contact surface marker position is a third value; when the road surface on which the vehicle is traveling is not a contact surface from low-adhesion road surface to high-adhesion road surface, the second contact surface marker position is a fourth value.

[0048] In one embodiment, the vehicle anti-lock braking system further performs the following steps:

[0049] When the second docking road surface mark position is the third value, the wheel is pressurized using an enhanced gradient until the wheel slip ratio is greater than the preset decompression threshold; the enhanced gradient is greater than the preset pressurization gradient.

[0050] In one embodiment, the vehicle anti-lock braking system exits the second adjustment mode and sets the position of the second contact road marking to the fourth value when the vehicle meets the following conditions:

[0051] The wheel slip ratio of any front wheel of the vehicle is greater than the preset decompression threshold.

[0052] In one embodiment, the wheel slip ratio is specifically calculated using the following formula:

[0053] Where L is the actual wheel slip ratio, v ref v represents the vehicle's current speed. whl Let a be the wheel speed, and b be preset constants.

[0054] A second aspect of this application provides an anti-lock braking system (ABS) that integrates redundant braking with road surfaces, including a road surface acquisition module, a vehicle ABS system, and a data processing module; the system specifically performs the following steps:

[0055] When the vehicle anti-lock braking system is activated, the road surface acquisition module collects vehicle driving data;

[0056] The data processing module identifies the road surface based on vehicle driving data to determine whether the road surface the vehicle is traveling on is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface.

[0057] When the vehicle is traveling on a road surface that connects a high-adhesion road surface to a low-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the first adjustment mode.

[0058] When the vehicle is traveling on a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the second adjustment mode.

[0059] A third aspect of this application provides a vehicle equipped with an on-board computer. The on-board computer includes a processor, a memory, and computer program instructions stored in the memory and executable on the processor. When the processor executes the computer program instructions, it implements the aforementioned anti-lock braking control method for redundant braking with inter-road surfaces.

[0060] A fourth aspect of this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the aforementioned anti-lock braking control method for redundant braking of docked road surfaces.

[0061] This application offers the following advantages: The embodiments of this application propose an anti-lock braking control method, system, vehicle, and medium for redundant braking on connected surfaces. First, it identifies whether the vehicle is on a connected surface (including connections between high-adhesion and low-adhesion surfaces, and connections between low-adhesion and high-adhesion surfaces) based on information such as the slip ratio, instability time, wheel deceleration, and vehicle speed of the two front wheels. When a high-adhesion to low-adhesion surface connection is identified, the vehicle's anti-lock braking system enters a decompression state, continuously decompressing until it is no longer identified as a high-adhesion to low-adhesion surface connection, ensuring rapid decompression when the wheel moves from a high-adhesion surface to a low-adhesion surface, preventing wheel lock-up. When a low-adhesion to high-adhesion surface connection is identified, the vehicle's anti-lock braking system enters a pressurization state, rapidly increasing pressure according to a large enhancement gradient until the wheel meets the instability conditions, thereby ensuring rapid recovery to a higher braking pressure when the wheel moves from a low-adhesion surface to a high-adhesion surface, improving braking deceleration.

[0062] Additional aspects and advantages of this application will be set forth in the description which follows, in part from the description, or may be learned by practice of this application. Attached Figure Description

[0063] Figure 1 is a flowchart of the main steps of the anti-lock braking control method for redundant braking of the docking road surface according to this application;

[0064] Figure 2 illustrates the method for selecting the operating mode of the vehicle anti-lock braking system in this application.

[0065] Figure 3 is a flowchart of the decompression working mode of the vehicle anti-lock braking system in this application;

[0066] Figure 4 is a flowchart of the implementation of the booster working mode of the vehicle anti-lock braking system in this application;

[0067] Figure 5 is a flowchart of the pressure-holding working mode of the vehicle anti-lock braking system in this application;

[0068] Figure 6 is a flowchart of the identification process for the connecting road surface from high-adhesion road surface to low-adhesion road surface in this application;

[0069] Figure 7 is a flowchart of the vehicle anti-lock braking system in the first adjustment mode of this application;

[0070] Figure 8 is a flowchart of the identification process for connecting surfaces from low-adhesion pavement to high-adhesion pavement in this application.

[0071] Figure 9 is a flowchart of the vehicle anti-lock braking system in the second adjustment mode of this application;

[0072] Figure 10 is a schematic diagram of a vehicle architecture according to this application;

[0073] Figure 11 is a schematic diagram of a computer-readable storage medium architecture according to this application. Detailed Implementation

[0074] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application. At the same time, it should be understood that the specific embodiments described herein are merely used to explain this application and are not intended to limit this application.

[0075] Existing anti-lock braking systems (ABS) primarily use logic thresholds to control wheel slip ratio, employing different braking control strategies for varying road surface adhesion coefficients. However, on the transition surfaces between high-adhesion and low-adhesion roads, the adhesion coefficient changes rapidly. If the ABS cannot quickly adjust its braking control strategy, brake failure or wheel lock-up may occur, compromising driving safety.

[0076] To overcome the problem of adjusting the anti-lock braking system strategy on the docking road surface, as shown in Figure 1, the first embodiment of this application provides an anti-lock braking control method with redundant braking on the docking road surface, including the following steps:

[0077] S101. Collect vehicle driving data;

[0078] S102. Identify the road surface based on vehicle driving data to determine whether the road surface the vehicle is traveling on is the connecting road surface between a high-adhesion road surface and a low-adhesion road surface;

[0079] S103-1. When the road surface on which the vehicle is traveling is the connecting road surface from high-adhesion road surface to low-adhesion road surface, control the vehicle anti-lock braking system to enter the first adjustment mode.

[0080] S103-2. When the vehicle is traveling on a road surface that is the junction between a low-adhesion road surface and a high-adhesion road surface, control the vehicle's anti-lock braking system to enter the second adjustment mode.

[0081] In this embodiment, two braking control strategies, a first adjustment mode and a second adjustment mode, are set for the vehicle anti-lock braking system and applied to the connecting road surface. This enables the vehicle anti-lock braking system to adjust the braking control strategy in a timely manner after identifying the connecting road surface, thereby effectively improving the control performance of the vehicle braking system on the connecting road surface.

[0082] In this application embodiment, high-adhesion pavement refers to pavement with a high coefficient of adhesion (friction coefficient), such as dry asphalt pavement, whose coefficient of adhesion (μ) is generally greater than 0.6; low-adhesion pavement refers to pavement with a low coefficient of adhesion, such as ice surface, whose coefficient of adhesion (μ) is generally less than 0.2.

[0083] In this embodiment, vehicle driving data is specifically acquired through an onboard acquisition device, which includes at least one of radar and sensors. The vehicle driving data acquired in this embodiment includes the vehicle's current speed, wheel speed, and wheel acceleration. The road conditions are determined based on these vehicle driving data. For example, the current wheel speed can be determined using onboard radar, and wheel speed and acceleration can be acquired using devices such as Hall effect sensors and accelerometers. After acquiring the vehicle driving data through the onboard acquisition device, further calculations and analyses are performed to determine the current road conditions. In this embodiment, the onboard acquisition device is pre-activated, synchronously or pre-collecting the required vehicle driving data for calculation and analysis when the driver brakes, enabling rapid response to adjustments in the anti-lock braking system (ABS). In some embodiments, vehicle driving data can also be collected after the ABS is activated, allowing for precise adjustment of the ABS.

[0084] In this embodiment, the vehicle anti-lock braking system includes a decompression mode, a pressure boosting mode, and a pressure holding mode. The slip ratio of each wheel is calculated based on the collected vehicle driving data, and a corresponding operating mode is selected based on the wheel slip ratio.

[0085] Since different wheels may contact different road conditions, especially when driving on the mating road surface in this embodiment, it is possible that the front wheels of the vehicle are traveling on a low-traction surface while the rear wheels are still traveling on a high-traction surface, or that one side of the wheels is traveling on a high-traction surface while the other side is traveling on a low-traction surface. Therefore, this embodiment calculates the slip ratio for each wheel individually and assigns it a pressure reduction, pressure increase, or pressure holding mode to keep the braking capacity of each wheel at a relatively similar level, thereby improving the overall braking capacity of the vehicle.

[0086] Specifically, as shown in Figure 2, after calculating the wheel slip ratio, the anti-lock braking system (ABS) of this application compares the wheel slip ratio with preset decompression and boost thresholds. When the wheel slip ratio is greater than the preset decompression threshold, it indicates that the current road surface adhesion coefficient of the wheel is low. Applying the preset braking pressure to the wheel can easily cause the wheel to stop rotating, leading to wheel lock-up. Therefore, the ABS enters the decompression mode, reducing the braking pressure on the wheel. The decompression threshold ranges from 0.05 to 0.3, and is 0.15 in this embodiment. When the wheel slip ratio is less than the preset boost threshold, it indicates that the current road surface adhesion coefficient of the wheel is high. Applying the preset braking pressure cannot effectively brake the wheel, easily leading to brake failure. Therefore, the ABS enters the boost mode, increasing the braking pressure on the wheel. The boost threshold ranges from 0.01 to 0.05, and is 0.03 in this embodiment. When the wheel slip ratio is between the preset boost threshold and the preset depressurization threshold, it means that the road surface in contact with the wheel has a good adhesion coefficient and the preset braking pressure. Therefore, the vehicle anti-lock braking system enters the pressure holding mode to keep the wheel braking pressure at the current level.

[0087] In the embodiments of this application, the preset parameter range is generally obtained through actual vehicle testing. Those skilled in the art will understand that different empirical parameters may be derived as preset parameters based on different vehicle data and test scenarios.

[0088] In one embodiment, the wheel slip ratio is calculated using the following formula:

[0089] Where L is the actual wheel slip ratio, v ref v represents the vehicle's current speed. whl Let a be the wheel speed, and b be preset constants. The value of a ranges from 0 to 10, and the value of b ranges from 1.0 to 1.2. In this embodiment, a is set to 6 and b is set to 1.1 for slip ratio calculation.

[0090] As shown in Figure 3, the vehicle anti-lock braking system performs the following steps in the decompression mode:

[0091] S301. Obtain the current braking pressure of the wheel as the first braking pressure;

[0092] S302. Calculate the decompression amount for each wheel based on the first braking pressure.

[0093] S303. Use the calculated pressure reduction amount to perform a pressure reduction operation on the wheel, so that the current braking pressure of the wheel decreases to the second braking pressure.

[0094] In one embodiment, the decompression of the wheel is calculated using the following formula: dP = kp *P whl ;

[0095] Where dP is the decompression of the wheel, P whl For the first braking pressure obtained, k p This is the preset pressure reduction coefficient. Pressure reduction coefficient k p The value ranges from 0.1 to 0.3, and in this embodiment, it is 0.2. After calculating the wheel pressure reduction, a pressure reduction operation is performed on the wheel to reduce the braking pressure by one pressure reduction amount, reaching the second braking pressure. After the pressure reduction is completed, the working mode for the next cycle is determined again based on the wheel slip ratio. If the wheel slip ratio is still greater than the preset pressure reduction threshold, the pressure reduction working mode is entered again; until the wheel slip ratio reaches the range of the pressure holding working mode or the pressure boosting working mode.

[0096] As shown in Figure 4, the vehicle anti-lock braking system performs the following steps in boost mode:

[0097] S401. Obtain the preset boost gradient;

[0098] S402. Use a preset pressure gradient to pressurize the wheel until the wheel slip ratio is not less than the preset pressure reduction threshold.

[0099] The preset boost gradient P1 ranges from 0.5 to 2, and in this embodiment, it is 1.2. Unlike the depressurization mode, the boost mode does not periodically increase the wheel pressure. Instead, it increases the wheel braking pressure all at once to the depressurization threshold, and then gradually depressurizes the wheel from that threshold. This is because when the wheel braking pressure is insufficient, the vehicle cannot brake effectively, easily leading to brake failure. To quickly restore the vehicle's braking performance, it is necessary to continuously boost the wheel pressure, using the reaching of the depressurization threshold as the marker for completion. Therefore, after the boost mode ends, the vehicle's anti-lock braking system directly enters the depressurization mode, gradually stabilizing the vehicle's braking pressure between the depressurization and pressure-holding modes.

[0100] As shown in Figure 5, the vehicle anti-lock braking system performs the following steps in the pressure-holding mode:

[0101] S501. Obtain the preset pressure holding time and maintain the current braking pressure of the wheel within the preset pressure holding time;

[0102] S502. After the preset pressure holding time, the vehicle anti-lock braking system re-acquires the wheel slip ratio and performs a new round of working mode judgment.

[0103] The preset pressure holding time ranges from 0.015s to 0.2s, and is 0.1s in this embodiment. After the preset pressure holding time, the vehicle anti-lock braking system performs a new round of operating mode determination. If the wheel slip ratio is less than the preset pressure increase threshold, it enters the pressure increase operating mode; if the wheel slip ratio is greater than the preset pressure decrease threshold, it enters the pressure decrease operating mode; otherwise, it maintains the pressure holding operating mode.

[0104] Specifically, in this embodiment, the vehicle anti-lock braking system (ABS) is provided with a first adjustment mode and a second adjustment mode, respectively used for connecting surfaces from high-adhesion to low-adhesion and from low-adhesion to high-adhesion. In both the first and second adjustment modes, the ABS has a dedicated operating mode adjustment mechanism. When the ABS identifies the road surface the vehicle is traveling on as a connecting surface, the ABS can quickly enter either the first or second adjustment mode to adjust its operating mode, ensuring stable braking pressure on the connecting surface and guaranteeing driver safety.

[0105] As shown in Figure 6, in the process of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is a connecting road surface from a high-adhesion road surface to a low-adhesion road surface is determined through the following steps:

[0106] S501. Calculate the slip ratio of each front wheel of the vehicle and determine whether the slip ratio of each front wheel of the vehicle is greater than the first slip ratio threshold.

[0107] S502. When the slip ratio of all front wheels of the vehicle is greater than the first slip ratio threshold, calculate the instability time of each front wheel of the vehicle and determine whether the sum of the instability times of each front wheel of the vehicle is greater than the first instability time threshold.

[0108] S503. When the sum of the unstable times of each front wheel of the vehicle is greater than the first unstable time threshold, the road surface on which the vehicle is traveling is determined to be the connecting road surface from the high-adhesion road surface to the low-adhesion road surface.

[0109] In this embodiment, after the vehicle anti-lock braking system (ABS) is activated, it is determined whether the slip ratio of the vehicle's front wheels is greater than a first slip ratio threshold. The first slip ratio threshold ranges from 0.4 to 0.6, and in this embodiment, it is set to 0.5. If the slip ratios of all the vehicle's front wheels are greater than the first slip ratio threshold, it is further determined whether the sum of the unstable times of the vehicle's front wheels is greater than a first unstable time threshold. The first unstable time threshold ranges from 0.1 to 0.3, and in this embodiment, it is set to 0.16. If both of the above vehicle driving data conditions are met, the vehicle is considered to be traveling on the connecting surface between the high-adhesion and low-adhesion surfaces; otherwise, it is determined that the vehicle is not traveling on the connecting surface between the high-adhesion and low-adhesion surfaces.

[0110] In one embodiment, the vehicle anti-lock braking system has a built-in first docking road surface marker J. Neg This is used to indicate whether the road surface the vehicle is traveling on is a transitional surface between a high-adhesion surface and a low-adhesion surface. When the vehicle is traveling on a transitional surface between a high-adhesion surface and a low-adhesion surface, the first transitional surface marker J... Neg Set to the first value, when the vehicle is not traveling on the connecting surface between the high-friction surface and the low-friction surface, the first connecting surface marker J is set. Neg Set it to the second value.

[0111] In this embodiment of the application, the first docking road surface marker J Neg This is used to provide the vehicle's anti-lock braking system (ABS) with a first adjustment mode response. As shown in Figure 7, the ABS's operating mode in the first adjustment mode differs somewhat from the conventional operating mode. Specifically, when the first contact road surface marker J... Neg When set to the first value, the vehicle's anti-lock braking system (ABS) is locked in decompression mode until the wheel slip ratio is less than the preset boost threshold. This response allows the wheel braking pressure to drop rapidly, preventing wheel lock-up on low-traction surfaces.

[0112] In one embodiment, in the first adjustment mode, the vehicle anti-lock braking system exits the first adjustment mode when the front wheels of the vehicle meet any of the following conditions:

[0113] The maximum wheel acceleration of the vehicle's front wheels all exceeded the first wheel acceleration threshold. The first wheel acceleration threshold range is 80 m / s². 2 ~150m / s 2 The embodiment in this application is 120m / s 2 .

[0114] The slip ratio of any front wheel of the vehicle is less than a second slip ratio threshold. The second slip ratio threshold ranges from 0.1 to 0.15, and is 0.125 in this embodiment.

[0115] After the vehicle's anti-lock braking system exits the first adjustment mode, the first docking road surface marker J... Neg When set to the second value, the vehicle anti-lock braking system will no longer identify the connecting road surface from high-adhesion to low-adhesion road surface.

[0116] As shown in Figure 8, in the process of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is the connecting road surface between a low-adhesion road surface and a high-adhesion road surface is determined through the following steps:

[0117] S801. Calculate the vehicle docking identification factor;

[0118] S802. When the vehicle's docking identification factor is greater than the preset docking identification factor threshold, the road surface on which the vehicle is traveling is determined to be a docking road surface ranging from low-adhesion road surface to high-adhesion road surface.

[0119] In step S801, the docking identification factor is calculated using the following formula: K Pos =K osc *J osc +K v *T v +K Inc *T Inc ;

[0120] Among them, K Pos J represents the docking identification factor. osc Indicates the wheel acceleration flag, T v T represents the time during which the vehicle speed signal is in the failure flag position. Inc Indicates the boost time of the vehicle's anti-lock braking system; K osc K v K Inc Preset weighting coefficients. The time the vehicle speed signal is in the failure flag position and the boost time of the vehicle's anti-lock braking system are part of the vehicle driving data; K osc The value of K ranges from 0.5 to 2, and in this embodiment, it is taken as 1; v The value of K ranges from 3 to 6, and in this embodiment, it is 4.5; Inc The value of is in the range of 2 to 5, and in this embodiment of the application, it is 3.

[0121] Specifically, J osc The wheel acceleration flag value is either 0 or 1. When the maximum wheel acceleration of all wheels exceeds the second wheel acceleration threshold and the average wheel acceleration exceeds the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is set to 0. The second wheel acceleration threshold ranges from 120 to 200 m / s². 2 The embodiment in this application is 160m / s 2 The acceleration threshold for the third round is -6 to -2 m / s². 2 The embodiment in this application is -4m / s 2 .

[0122] In one embodiment, the vehicle anti-lock braking system includes a second docking road surface marker J. Pos This is used to indicate whether the road surface the vehicle is traveling on is a transitional surface between a low-adhesion and a high-adhesion surface. When the vehicle is traveling on a transitional surface between a low-adhesion and a high-adhesion surface, the second transitional surface marker J... Pos The third value is set when the vehicle is not traveling on the connecting surface between the low-adhesion and high-adhesion surfaces; the second connecting surface marker J is set to this value. Pos Set it to the fourth value.

[0123] For the first road marker J Neg Second road surface marker J Pos In this case, the first and third values, and the second and fourth values ​​can be the same or different values, as long as the first and second values, and the third and fourth values ​​are different. In the embodiments of this application, the first and third values ​​are "1", and the second and fourth values ​​are "0".

[0124] In this embodiment of the application, the second docking road surface marker J Pos This is used to provide a second adjustment mode operating response to the vehicle's anti-lock braking system (ABS). As shown in Figure 9, the operating mode of the ABS in the second adjustment mode differs somewhat from the conventional operating mode. Specifically, when the second docking road surface marker J... Pos When set to the third value, the vehicle's anti-lock braking system (ABS) replaces the boost gradient P1 with a larger enhancement gradient P2 to boost the vehicle's pressure until the wheel slip ratio is less than a preset boost threshold. The enhancement gradient value ranges from 1 to 2.5, and is 1.5 in this embodiment; the enhancement gradient value is greater than the boost gradient. This response allows the wheel braking pressure to rise rapidly, preventing brake failure on high-traction surfaces.

[0125] In one embodiment, in the second adjustment mode, when the vehicle meets the following conditions, the vehicle anti-lock braking system exits the second adjustment mode and sets the position of the second contact road marker to the fourth value:

[0126] The wheel slip ratio of any front wheel of the vehicle is greater than a preset decompression threshold. The preset decompression threshold is the decompression threshold used to determine whether the vehicle has entered the decompression working mode. In this embodiment, the wheel slip ratio reaching the preset decompression threshold is used as the exit indicator for the second adjustment mode. When the wheel slip ratio reaches the preset decompression threshold, it is considered that the pressure boosting operation of the vehicle has achieved the expected effect.

[0127] After the vehicle's anti-lock braking system exits the second adjustment mode, the second docking road surface marker J... Pos When set to the fourth value, the vehicle anti-lock braking system will no longer identify the connecting road surface from low-adhesion to high-adhesion road surface.

[0128] The following three different operating scenarios of vehicle anti-lock braking systems are provided to further describe the embodiments of this application:

[0129] ①: The driver drives the vehicle at a certain speed. When the driver presses the brake pedal, the vehicle's anti-lock braking system (ABS) is triggered, controlling the braking pressure on the wheels. At this time, no contact surface is detected; both the first and second contact surface markers are 0. The system then enters the preset ABS control logic, performing pressure increase / depressurization / pressure holding operations. After depressurization, it enters the pressure holding state. After holding pressure for a certain period, the wheels meet the pressure increase conditions, and the pressure increase process begins. The vehicle's ABS repeats the "depressurization-pressure holding-pressure increase" cycle during the driver's braking process until the vehicle comes to a complete stop.

[0130] ②: The driver drives the vehicle at a certain speed. When the driver presses the brake pedal, the vehicle's anti-lock braking system (ABS) is triggered, controlling the braking pressure on the wheels. At this time, the connecting road surface from the high-friction surface to the low-friction surface is identified, and the first connecting road surface marker J is detected. Neg When set to 1, the vehicle's anti-lock braking system (ABS) enters the first adjustment mode. In the first adjustment mode, the ABS continuously reduces pressure on the wheels until it exits the first adjustment mode. When the first contact road surface marker J... Neg When set to 0, the vehicle's anti-lock braking system repeats the cycle of "depressurization-pressure holding-pressure boosting" during the driver's braking process until the vehicle comes to a stop.

[0131] ③: The driver drives the vehicle at a certain speed. When the driver presses the brake pedal, the vehicle's anti-lock braking system (ABS) is triggered, controlling the braking pressure on the wheels. At this time, the connecting road surface from the low-traction surface to the high-traction surface is identified, and the second connecting road surface marker J is detected. Pos When set to 1, the vehicle's anti-lock braking system (ABS) enters the second adjustment mode. In this mode, the ABS controls the wheels to rapidly increase pressure using a stronger gradient P2 until the wheels again meet the decompression condition, at which point it exits the second adjustment mode. When the second contact road surface marker J... Pos When set to 0, the vehicle's anti-lock braking system repeats the cycle of "depressurization-pressure holding-pressure boosting" during the driver's braking process until the vehicle comes to a stop.

[0132] This embodiment first identifies whether the vehicle is on a contact surface (including contact surfaces from high-friction to low-friction surfaces and from low-friction to high-friction surfaces) based on information such as the slip ratio, instability time, wheel deceleration, and vehicle speed of the two front wheels. When a contact surface from high-friction to low-friction surfaces is identified, the vehicle's anti-lock braking system (ABS) enters a decompression state, continuously decompressing until it is no longer identified as a contact surface from high-friction to low-friction surfaces, ensuring that the wheels can quickly decompress when moving from a high-friction surface to a low-friction surface, preventing wheel lock-up. When a contact surface from low-friction to high-friction surfaces is identified, the vehicle's ABS enters a boost state, rapidly boosting pressure according to a large enhancement gradient until the wheels meet the instability conditions, thereby ensuring that the wheels can quickly recover to a higher braking pressure when moving from a low-friction surface to a high-friction surface, improving braking deceleration.

[0133] The second embodiment of this application provides an anti-lock braking system (ABS) with redundant braking on the road surface, including a road surface acquisition module, a vehicle ABS system, and a data processing module; the system specifically performs the following steps:

[0134] When the vehicle's anti-lock braking system is activated, the road surface data acquisition module collects vehicle driving data;

[0135] The data processing module identifies the road surface based on vehicle driving data to determine whether the road surface the vehicle is traveling on is the connecting road surface between a high-adhesion road surface and a low-adhesion road surface.

[0136] When the vehicle is traveling on a road surface that connects a high-adhesion road surface to a low-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the first adjustment mode.

[0137] When the vehicle is traveling on a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the second adjustment mode.

[0138] The methods described in the first embodiment of this application are all applicable to the embodiments of this system. The specific functions implemented in the embodiments of this system are the same as those in the above-described method embodiments, and the beneficial effects achieved are also the same as those achieved by the above-described methods.

[0139] Figure 10 is a schematic diagram of the vehicle structure proposed in the third embodiment of this application. Exemplarily, the vehicle includes a processor and a memory coupled to the processor. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle. In this embodiment, the memory stores program instructions for implementing the anti-lock braking control method for redundant braking on docked road surfaces in any of the above embodiments. The processor executes the program instructions stored in the memory to perform anti-lock braking control for redundant braking on docked road surfaces. The processor can also be called a CPU (Central Processing Unit). The processor may be an integrated circuit chip with signal processing capabilities. The processor can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor.

[0140] Figure 11 is a schematic diagram of the storage medium according to the third embodiment of this application. The storage medium of the fourth embodiment of this application stores program instructions capable of implementing the aforementioned anti-lock braking control method for redundant braking of the docking road surface. These program instructions can be stored in the storage medium in the form of a software product, including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks, or terminal devices such as computers, servers, mobile phones, and tablets.

[0141] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the above-mentioned related steps to realize the anti-lock braking control method for redundant braking of docked road surfaces provided in the above embodiment.

[0142] Those skilled in the art will understand that modules in the devices of the embodiments of this application can be adaptively modified and placed in one or more devices different from those embodiments. Modules, units, or components in the embodiments of this application can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the corresponding claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the corresponding claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0143] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0144] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0145] Furthermore, the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. In particular, for embodiments such as apparatus and devices, since they are basically similar to the method embodiments, the relevant parts can be referred to the description of the method embodiments. The apparatus, devices, and other embodiments described above are merely illustrative, and the modules, units, etc., described as separate components may or may not be physically separate, that is, they may be located in one place or distributed in multiple places, such as nodes in a system network. Specifically, some or all of the modules and units can be selected according to actual needs to achieve the purpose of the above-described embodiment solutions. Those skilled in the art can understand and implement this without creative effort.

[0146] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0147] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0148] Furthermore, the terms "first," "second," etc., used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this application can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this application, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly and specifically defined in the embodiments.

[0149] In the embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, components, features, and elements with the same names in different embodiments of this application may have the same meaning or different meanings, the specific meaning of which must be determined by its interpretation in that specific embodiment or further in conjunction with the context of that specific embodiment.

[0150] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application. Other embodiments of this application will readily conceive of by considering the specification and practicing this application. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed in this application. The specification and embodiments are considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

Claims

1. An anti-lock braking control method for redundant braking on a docking road surface, comprising the following steps: Collect vehicle driving data; The road surface is identified based on vehicle driving data to determine whether the road surface the vehicle is traveling on is the connecting road surface between a high-adhesion road surface and a low-adhesion road surface. When the vehicle is traveling on a road surface that connects a high-adhesion road surface to a low-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the first adjustment mode; the first adjustment mode is used to gradually reduce the wheel braking pressure to adapt to the low-adhesion road surface. When the vehicle is traveling on a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the second adjustment mode; the second adjustment mode is used to rapidly increase the wheel braking pressure to adapt to the high-adhesion road surface.

2. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, The vehicle driving data is collected specifically through an onboard data collection device, which includes at least one of radar and sensors.

3. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, The vehicle anti-lock braking system (ABS) has three operating modes: depressurization mode, pressurization mode, and pressure holding mode. The ABS determines the operating mode to be executed through the following steps: Obtain the slip ratio of each wheel of the vehicle and determine the working mode of each wheel individually; When the wheel slip ratio is greater than the preset decompression threshold, the vehicle anti-lock braking system enters the decompression working mode. When the wheel slip ratio is less than the preset boost threshold, the vehicle anti-lock braking system enters the boost working mode. When the wheel slip ratio is between the preset boost threshold and the preset depressurization threshold, the vehicle anti-lock braking system enters the pressure holding mode.

4. The antilock control method for a redundant braking of a docking pavement according to claim 3, wherein, The vehicle anti-lock braking system performs the following steps in the decompression mode: Obtain the current braking pressure of the wheel as the first braking pressure; Calculate the decompression amount for each wheel based on the first braking pressure; The calculated pressure reduction amount is used to reduce the pressure on the wheels, so that the current braking pressure of the wheels drops to the second braking pressure; the difference between the second braking pressure and the first braking pressure is not less than the calculated pressure reduction amount for each wheel.

5. The antilock control method for a redundant braking of a docking pavement according to claim 3, wherein, The vehicle anti-lock braking system performs the following steps in boost mode: Obtain the preset boost gradient; The wheels are pressurized using a preset pressurization gradient until the wheel slip ratio is not less than a preset depressurization threshold.

6. The antilock control method for a redundant braking of a docking pavement according to claim 3, wherein, When the vehicle's anti-lock braking system (ABS) exits the decompression mode and enters the pressure holding mode, the ABS performs the following steps: Obtain the preset pressure holding time and maintain the current braking pressure of the wheel within the preset pressure holding time; After a preset pressure holding time, the vehicle's anti-lock braking system re-acquires the wheel slip ratio and performs a new round of operating mode determination.

7. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, In the step of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is a connecting road surface from a high-adhesion road surface to a low-adhesion road surface is determined through the following steps: Calculate the slip ratio of each front wheel of the vehicle and determine whether the slip ratio of each front wheel of the vehicle is greater than the first slip ratio threshold. When the slip ratio of all front wheels of the vehicle is greater than the first slip ratio threshold, calculate the instability time of each front wheel of the vehicle and determine whether the sum of the instability times of each front wheel of the vehicle is greater than the first instability time threshold. When the sum of the instability times of all front wheels of the vehicle is greater than the first instability time threshold, the road surface on which the vehicle is traveling is determined to be the connecting road surface from the high-adhesion road surface to the low-adhesion road surface.

8. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, The vehicle anti-lock braking system includes a first contact road surface marker; when the vehicle is traveling on a contact road surface from a high-adhesion road surface to a low-adhesion road surface, the first contact road surface marker position is a first value; when the vehicle is traveling on a contact road surface that is not from a high-adhesion road surface to a low-adhesion road surface, the first contact road surface marker position is a second value.

9. The antilock control method for a redundant braking of a docking pavement according to claim 8, wherein, The vehicle anti-lock braking system also performs the following steps: When the position of the first docking road surface mark is the first value, the vehicle anti-lock braking system is locked in decompression mode until the wheel slip ratio is less than the preset boost threshold.

10. The antilock control method for a redundant braking of a docking pavement according to claim 8, wherein It also includes the following steps: In the first adjustment mode, the vehicle's anti-lock braking system exits the first adjustment mode when any of the following conditions are met by the vehicle's front wheels: The maximum wheel acceleration of the vehicle's front wheels is greater than the first wheel acceleration threshold. The slip ratio of any front wheel of the vehicle is less than the second slip ratio threshold.

11. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, In the step of identifying the road surface based on vehicle driving data, whether the road surface the vehicle is traveling on is a connecting road surface from low-adhesion to high-adhesion is determined through the following steps: Calculate the vehicle docking recognition factor; When the vehicle's docking identification factor is greater than the preset docking identification factor threshold, the road surface on which the vehicle is traveling is determined to be a docking road surface ranging from low-adhesion road surface to high-adhesion road surface.

12. The antilock control method for a redundant braking of a docking pavement according to claim 11, wherein, The docking recognition factor is calculated by the following formula: K Pos = K osc *J osc + K v *T v + K Inc *T Inc ; Wherein, K Pos represents the docking identification factor, J osc represents the wheel acceleration flag bit, T v represents the time when the vehicle speed signal is in the invalid flag bit, T Inc represents the boost time of the vehicle anti-lock braking system; K osc , K v , K Inc is a preset weight coefficient; The wheel acceleration flag value is either 0 or 1. When the maximum wheel acceleration of each wheel of the vehicle is greater than the second wheel acceleration threshold and the average wheel acceleration is greater than the third wheel acceleration threshold, the wheel acceleration flag value is set to 1; otherwise, the wheel acceleration flag value is set to 0.

13. The antilock control method for a redundant braking of a docking pavement according to claim 1, wherein, The vehicle anti-lock braking system includes a second contact road surface marker; when the vehicle is traveling on a road surface that is a contact road surface from low-adhesion road surface to high-adhesion road surface, the second contact road surface marker position is a third value; when the vehicle is traveling on a road surface that is not a contact road surface from low-adhesion road surface to high-adhesion road surface, the second contact road surface marker position is a fourth value.

14. The antilock control method for a redundant braking of a docking pavement according to claim 13, wherein, The vehicle anti-lock braking system also performs the following steps: When the second docking road surface mark position is the third value, the wheel is pressurized using an enhanced gradient until the wheel slip ratio is greater than the preset decompression threshold; the enhanced gradient is greater than the preset pressurization gradient.

15. The antilock control method for a redundant braking of a docking pavement according to claim 13, wherein, When the vehicle meets the following conditions, the vehicle's anti-lock braking system exits the second adjustment mode and sets the second contact road marking position to the fourth value: The wheel slip ratio of any front wheel of the vehicle is greater than the preset decompression threshold.

16. A method of antilock control for a road-redundant braking according to any one of claims 3-7, 10, 14, wherein, The wheel slip ratio is calculated in particular by the following formula: wherein L is the actual slip ratio of the wheel, v ref is the current vehicle speed, v whl is the wheel rotational speed, and a, b are preset constants.

17. An anti-lock braking system (ABS) with redundant braking on the road surface, comprising a road surface acquisition module, a vehicle ABS system, and a data processing module; the system specifically performs the following steps: When the vehicle anti-lock braking system is activated, the road surface acquisition module collects vehicle driving data; The data processing module identifies the road surface based on vehicle driving data to determine whether the road surface the vehicle is traveling on is a connecting road surface between a high-adhesion road surface and a low-adhesion road surface. When the vehicle is traveling on a road surface that connects a high-adhesion road surface to a low-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the first adjustment mode. When the vehicle is traveling on a road surface that connects a low-adhesion road surface to a high-adhesion road surface, the vehicle's anti-lock braking system is controlled to enter the second adjustment mode.

18. A vehicle equipped with an on-board computer, the on-board computer including a processor, a memory, and computer program instructions stored in the memory and executable on the processor, wherein the processor, when executing the computer program instructions, implements an anti-lock braking control method for redundant braking on a docked road surface as described in any one of claims 1 to 15.

19. A computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement an anti-lock braking control method for redundant braking of a docked road surface as described in any one of claims 1 to 15.

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