CN115366855A - Control method and device of anti-lock brake system and electronic equipment - Google Patents
Control method and device of anti-lock brake system and electronic equipment Download PDFInfo
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- CN115366855A CN115366855A CN202211159795.1A CN202211159795A CN115366855A CN 115366855 A CN115366855 A CN 115366855A CN 202211159795 A CN202211159795 A CN 202211159795A CN 115366855 A CN115366855 A CN 115366855A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The application relates to a control method and device of an anti-lock brake system and electronic equipment, which are used for realizing the control of the anti-lock brake system in a virtual experiment field, so that the simulation of the automobile brake working condition is closer to the real automobile condition. The method includes in response to the vehicle slip rate being greater than a slip rate threshold, the vehicle entering anti-lock braking system control; judging whether the vehicle slip rate is greater than or equal to an upper threshold value; if the vehicle slip rate is larger than or equal to the upper threshold value, reducing the wheel cylinder pressure of the vehicle; and if the vehicle slip rate is smaller than the upper threshold value, maintaining or increasing the wheel cylinder pressure of the vehicle. Based on the method, the control of the anti-lock brake system can be realized in the virtual test field.
Description
Technical Field
The present disclosure relates to the field of automotive technologies, and in particular, to a method and an apparatus for controlling an antilock braking system, and an electronic device.
Background
A Virtual test field VPG (Virtual providing group) integrates a digital road surface model, a tire model and an automobile multi-body dynamic model to form a Virtual simulation platform, a whole automobile Virtual prototype is established under the Virtual environment of Adams/car software, and the motion of a real automobile on the Virtual road surface of the test field is simulated, so that load spectrums of the whole automobile at different nodes are obtained, and the load analysis of the working condition of the test field is completed. In order to reflect different vehicle using scenes, the VPG establishes a plurality of simulation working conditions, wherein the simulation working conditions comprise 8 braking working conditions. In reality, when an automobile is braked, accidents such as steering failure and sideslip cannot occur in the emergency braking process of the automobile through an anti-lock brake system (ABS), and in the VPG simulation braking working condition, the load difference of the automobile in the states of ABS intervention and non-intervention is large, so that whether the VPG simulation result is close to the real automobile performance or not can be influenced by the intervention of the ABS or not.
Disclosure of Invention
The application aims to provide a control method and a control device of an anti-lock brake system and electronic equipment, so that the application of the anti-lock brake system ABS in a virtual test field is realized, and the automobile braking condition simulated by the virtual test field is closer to the real automobile condition.
In a first aspect, the present application provides a method of controlling an anti-lock brake system, the method comprising:
in response to a vehicle slip rate being greater than a slip rate threshold, the vehicle entering anti-lock braking system control;
judging whether the vehicle slip rate is greater than or equal to an upper threshold value or not;
if the vehicle slip rate is larger than or equal to the upper threshold value, reducing the wheel cylinder pressure of the vehicle;
and if the vehicle slip rate is smaller than the upper threshold value, maintaining or increasing the vehicle wheel cylinder pressure.
In one possible design, the maintaining or increasing the wheel cylinder pressure of the vehicle includes: judging whether the vehicle slip rate is smaller than or equal to a lower threshold value or not; if the vehicle slip rate is larger than the lower threshold value, maintaining the vehicle wheel cylinder pressure; and if the vehicle slip rate is smaller than or equal to the lower threshold value, increasing the wheel cylinder pressure of the vehicle, and judging whether the vehicle slip rate is larger than or equal to the upper threshold value again.
In one possible design, before the vehicle enters anti-lock braking system control in response to the vehicle slip rate being greater than a slip rate threshold, further comprising: acquiring the vehicle speed, and determining whether the vehicle speed is greater than a vehicle speed threshold value; if the vehicle speed is greater than the vehicle speed threshold value, acquiring the vehicle slip rate; determining whether the vehicle slip rate is greater than the slip rate threshold.
In one possible design, after the reducing the wheel cylinder pressure, the method further includes: acquiring the vehicle speed, and exiting the anti-lock brake system control in response to the vehicle speed being less than the vehicle speed threshold; or in response to the vehicle pedal free travel being 0, exiting the anti-lock braking system control.
In summary, the intervention of the anti-lock brake system is controlled according to the vehicle speed and the vehicle slip ratio, the exit of the anti-lock brake system is controlled according to the vehicle speed and the vehicle pedal free stroke, and the oil pressure jump gear caused by the switching of the control of the anti-lock brake system to the pedal control can be prevented. By adopting a logic threshold value control mode to control the anti-lock brake system, the control can be more accurate, and the vehicle brake condition can be optimized.
In a second aspect, the present application provides a control apparatus of an anti-lock brake system, the apparatus comprising:
an entry module that, in response to a vehicle slip rate being greater than a slip rate threshold, the vehicle enters anti-lock braking system control;
the judging module is used for judging whether the vehicle slip rate is greater than an upper threshold value or not;
the pressure reducing module is used for reducing the wheel cylinder pressure of the vehicle if the vehicle slip rate is larger than the upper threshold value;
and the pressure maintaining module is used for maintaining or increasing the wheel cylinder pressure of the vehicle if the vehicle slip rate is smaller than the upper threshold value.
In one possible design, the pressure maintaining module is specifically configured to determine whether the vehicle slip ratio is less than or equal to a lower threshold value; if the vehicle slip rate is larger than the lower threshold value, maintaining the vehicle wheel cylinder pressure; and if the vehicle slip rate is smaller than or equal to the lower threshold value, increasing the wheel cylinder pressure of the vehicle, and judging whether the vehicle slip rate is larger than or equal to the upper threshold value again.
In one possible design, the device is further configured to obtain the vehicle speed, and determine whether the vehicle speed is greater than a vehicle speed threshold; if the vehicle speed is greater than the vehicle speed threshold value, acquiring the vehicle slip rate; determining whether the vehicle slip rate is greater than the slip rate threshold.
In one possible design, the apparatus is further configured to obtain the vehicle speed, and to exit the antilock braking system control in response to the vehicle speed being less than the vehicle speed threshold; or in response to the vehicle pedal free travel being 0, exiting the anti-lock braking system control.
In a third aspect, the present application provides an electronic device, comprising:
a memory for storing a computer program;
a processor for implementing the method steps of an anti-lock brake system control as described above when executing a computer program stored in said memory.
In a fourth aspect, the present application provides a computer readable storage medium having a computer program stored thereon, which when executed by a processor, performs the method steps of an anti-lock brake system control as described above.
For each of the second aspect to the fourth aspect and possible technical effects achieved by each aspect, please refer to the above description of the technical effects that can be achieved by the first aspect or various possible schemes in the first aspect, and details are not repeated here.
Drawings
FIG. 1 is a flowchart of a control method of an anti-lock brake system provided herein;
FIG. 2 is a hierarchical diagram of an ABS control plug-in according to the present application;
FIG. 3 is a hierarchical diagram of an ABS control plug-in according to the present application;
FIG. 4 is a schematic diagram of an ABS control process provided herein;
FIG. 5 is a schematic view of a control apparatus of an anti-lock brake system provided herein;
fig. 6 is a schematic diagram of a structure of an electronic device provided in the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more clear, the present application will be further described in detail with reference to the accompanying drawings. The particular methods of operation in the method embodiments may also be applied in apparatus embodiments or system embodiments, as well as in computer program products.
In the description of the present application "plurality" is understood to mean "at least two". "and/or" describes the association relationship of the associated objects, meaning that there may be three relationships, e.g., a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. A is connected with B and can represent: a and B are directly connected and A and B are connected through C. In addition, in the description of the present application, the terms "first," "second," and the like are used for descriptive purposes only and are not intended to indicate or imply relative importance nor order to be construed.
In order to facilitate those skilled in the art to better understand the technical solutions provided in the embodiments of the present application, the following technical terms are briefly described as follows:
the ABS (Anti-lock Braking System) has the function of automatically controlling the Braking force of a brake when an automobile is braked, so that wheels are not locked and are in a state of rolling and sliding, and the adhesion between the wheels and the ground is ensured to be at the maximum value. The ABS can ensure that accidents such as steering failure, sideslip and the like do not occur in the emergency braking process of the automobile.
Slip ratio, also known as slip ratio, is the rate at which relative motion occurs between the tire and the ground when the tire is applying traction or braking. The slip ratio is equal to the ratio of the difference between the actual vehicle speed and the wheel speed to the actual vehicle speed, and is used for representing the proportion of the slip component in the wheel movement.
Pedal free travel, the distance the pedal travels from a stopped position to a fully depressed position. The pedal free travel is set to ensure that brake drag does not occur and brake is completely released. When measuring, a ruler is erected between the brake pedal and the cab bottom plate, and when the brake pedal is pressed downwards by hand until resistance exists, the reading of the ruler is recorded.
An Electronic Stability Program (ESP), an Electronic device, is used for inheriting and further expanding the functions of anti-lock braking and traction control. The system can help the vehicle maintain dynamic balance by analyzing the vehicle running state information transmitted by various sensors and then sending deviation rectifying instructions to ABS, EBD (electronic Brake Distribution) and the like. ESP can maintain optimal vehicle stability under various conditions, with more pronounced effects in over-steer or under-steer situations.
Some brief descriptions are given below to application scenarios to which the technical solution of the embodiment of the present application can be applied, and it should be noted that the application scenarios described below are only used for describing the embodiment of the present application and are not limited. In a specific implementation process, the technical scheme provided by the embodiment of the application can be flexibly applied according to actual needs.
The scheme provided by the embodiment of the application can be suitable for most virtual simulation experiment platforms simulating the braking condition of the automobile, and is particularly suitable for VPG virtual test fields.
The method provided by the exemplary embodiments of the present application is described below with reference to the accompanying drawings in conjunction with the application scenarios described above, it should be noted that the above application scenarios are only shown for the convenience of understanding the spirit and principles of the present application, and the embodiments of the present application are not limited in this respect.
Referring to fig. 1, a schematic flow chart of a control method of an anti-lock brake system according to an embodiment of the present application is shown, where the method is implemented in the following specific flow chart:
step 101: in response to the vehicle slip rate being greater than the slip rate threshold, the vehicle enters anti-lock braking system control;
in the embodiment of the application, the vehicle speed is firstly acquired, and whether the vehicle speed is greater than a vehicle speed threshold value is judged. It should be noted that it is only meaningful to enter anti-lock braking system control when the vehicle speed is greater than a vehicle speed threshold. For example, the vehicle speed is 8m/s when the vehicle is emergently braked, and the sideslip phenomenon does not occur when the vehicle is emergently braked, so that the control of an anti-lock brake system is not needed.
In one possible embodiment, if the vehicle speed is less than the vehicle speed threshold, the vehicle enters normal braking, i.e. the vehicle controls the brake master cylinder pressure via the pedal.
In one possible embodiment, if the vehicle speed is greater than the vehicle speed threshold, the vehicle slip ratio is calculated according to the wheel speed and the vehicle speed, and whether the vehicle slip ratio is greater than the slip ratio threshold is judged.
If the vehicle slip rate is smaller than the slip rate threshold value, the vehicle enters conventional braking, namely the vehicle controls the pressure of a brake master cylinder through a pedal; and if the vehicle slip rate is greater than the slip rate threshold value, the vehicle enters the anti-lock brake system control.
It is worth explaining that the conditions of sideslip and steering failure can only occur when the vehicle is emergently braked when the slip rate is larger than the slip rate threshold value, and the vehicle enters the anti-lock brake system control to be meaningful at the moment.
Step 102: judging whether the vehicle slip rate is greater than or equal to an upper threshold value or not;
in the embodiment of the present application, the anti-lock braking system is controlled by using a logic threshold control method, and the logic threshold may be, but is not limited to, a slip rate.
In one possible embodiment, if the vehicle slip ratio is greater than or equal to the upper threshold value, the following step 103 is executed.
In one possible embodiment, if the vehicle slip ratio is less than the upper threshold value, the following step 104 is performed.
Step 103: reducing the wheel cylinder pressure of the vehicle;
specifically, when the vehicle slip ratio is greater than or equal to the upper threshold value, the vehicle shows wheel locking, and at the moment, the wheel cylinder pressure of the vehicle needs to be reduced, so that the vehicle speed is reduced, and the slip ratio is reduced.
Step 104: the wheel cylinder pressure of the vehicle is maintained or increased.
Specifically, when the vehicle slip ratio is smaller than the upper threshold value, it is also necessary to determine whether the vehicle slip ratio is smaller than or equal to the lower threshold value. In the embodiment of the present application, the upper threshold is greater than the lower threshold.
In one possible embodiment, the vehicle wheel cylinder pressure is maintained if the vehicle slip ratio is greater than the lower threshold value. At the moment, the vehicle slip rate is between an upper threshold value and a lower threshold value, namely the lower threshold value is smaller than the vehicle slip rate and smaller than the upper threshold value, at the moment, the vehicle speed is infinitely close to the wheel speed, and the vehicle brake is in the optimal brake state.
In one possible embodiment, if the vehicle slip ratio is equal to or less than the lower threshold value, the wheel cylinder pressure of the vehicle is increased to gradually increase the vehicle slip ratio, and step 102 is executed again.
Further, when the vehicle speed is less than the vehicle speed threshold value, the anti-lock brake system control is quitted; alternatively, when the vehicle pedal free stroke is 0, the antilock brake system control is exited. The condition for the vehicle to exit the anti-lock brake system control is only related to the vehicle speed, the vehicle pedal free stroke and the slip rate. In the embodiment of the present application, there are the following 3 cases when the vehicle exits from the antilock brake system control.
In the first case, after the wheel cylinder pressure of the vehicle is reduced in response to the vehicle slip ratio being greater than or equal to the upper threshold value, the vehicle speed and the pedal free stroke are acquired, and if the vehicle speed is less than the vehicle speed threshold value or the pedal free stroke of the vehicle is 0 at the moment, the anti-lock brake system control is exited.
And in the second situation, after responding to the fact that the vehicle slip rate is smaller than the upper threshold value and larger than the lower threshold value and the vehicle wheel cylinder pressure is kept, the vehicle speed and the pedal free stroke are obtained, and if the vehicle speed is smaller than the vehicle speed threshold value or the vehicle pedal free stroke is 0 at the moment, the anti-lock brake system control is quitted.
And thirdly, in response to the fact that the vehicle slip rate is smaller than or equal to the lower threshold value, after the pressure of the wheel cylinder of the vehicle is increased, the vehicle speed and the pedal free stroke are obtained, and if the vehicle speed is smaller than the vehicle speed threshold value or the pedal free stroke of the vehicle is 0, the anti-lock brake system control is quitted.
In summary, the intervention of the anti-lock brake system is controlled according to the vehicle speed and the vehicle slip ratio, the exit of the anti-lock brake system is controlled according to the vehicle speed and the vehicle pedal free stroke, and the oil pressure jump gear caused by the switching of the control of the anti-lock brake system to the pedal control can be prevented. By adopting a logic threshold value control mode to control the anti-lock brake system, the control can be more accurate, and the vehicle brake condition can be optimized.
Based on the above-mentioned control method for the anti-lock brake system, the embodiment of the present application further provides an ABS control plug-in based on the above-mentioned control method for the anti-lock brake system, the ABS control plug-in has a 3-level control layer, and the control layer structure thereof can refer to fig. 2 and fig. 3.
In the embodiment of the application, the ABS control plug-in is applied to a VPG virtual test field, and four wheels of a vehicle are independently controlled by four ABS control systems respectively in the VPG virtual test field. An ESP interface is reserved in the ABS control plug-in structure, and the algorithm can be upgraded at any time according to requirements. In the ABS control process, a vehicle speed threshold value, a slip rate upper threshold value, a slip rate lower threshold value, pressure values of boosting, reducing and maintaining pressure and a voltage increasing and reducing rate of ABS control can be set.
In the embodiment of the application, the ABS control plug-in has 3 levels of control layers. The level-1 control layer is mainly an interface of a dynamic model and a plug-in unit, the dynamic model outputs pedal free travel, vehicle speed and wheel speeds of four wheels of the vehicle, the plug-in unit feeds back pressure of a brake wheel cylinder to the dynamic model, and the dynamic model calculates brake torque. Referring to fig. 3, the 2-stage control layer mainly inputs the pedal free stroke, the vehicle speed, and the wheel speeds of the four wheels of the vehicle to the four ABS control systems, respectively. The upper half of the 3-level control layer is a pressure control module of the ABS control plug-in, and the lower half is a logic switch module of the ABS control plug-in.
In the embodiment of the application, the ABS control plug-in unit adopts a logic threshold value control mode, and determines the function of the ABS control plug-in unit by combining the vehicle speed, the vehicle slip rate and the actual wheel cylinder pressure change condition, so as to realize the switching between the ABS control and the pedal control. The specific control flow of the ABS control plug-in the VPG virtual test field is shown in FIG. 4.
Specifically, as shown in fig. 4, the speed of the vehicle is output through the level 1 control layer of the ABS control plug-in, and whether the speed of the vehicle is greater than a speed threshold is determined, and if the speed of the vehicle is less than the speed threshold, the current ABS control cycle is exited, and the normal braking is entered; and if the vehicle speed is greater than the vehicle speed threshold value, obtaining the wheel speed of the vehicle through the dynamic model of the level-1 control layer, and calculating the slip ratio of the vehicle through the dynamic model.
After the slip rate of the vehicle is obtained, judging whether the slip rate is larger than a slip rate threshold value or not, if the slip rate is smaller than the slip rate threshold value, exiting the ABS control cycle and entering conventional braking; and if the slip rate is greater than the slip rate threshold value, entering ABS control.
After entering the ABS control, it is determined whether the slip ratio reaches the upper threshold S1, that is, whether the slip ratio is greater than or equal to the upper threshold S1. If the slip rate is smaller than the upper threshold value S1, continuously maintaining the pressure of the wheel cylinder of the vehicle; if the slip ratio is equal to or greater than the upper threshold value S1, the wheel cylinder pressure of the vehicle is reduced, and the slip ratio is gradually reduced. After the slip rate is reduced, whether the slip rate reaches the lower threshold value S2 at the moment is judged, namely whether the slip rate is smaller than or equal to the lower threshold value S2. If the slip rate is greater than the lower threshold value S2, and the slip rate is between the upper threshold value S1 and the lower threshold value S2 at the moment, keeping the pressure of the wheel cylinder of the vehicle; and if the slip rate is less than or equal to the lower threshold value S2, increasing the pressure of the wheel cylinder of the vehicle to gradually increase the slip rate, judging whether the slip rate reaches the upper threshold value S1 again, entering an ABS control cycle, and exiting the ABS control until the vehicle speed is less than the vehicle speed threshold value or the free stroke of a vehicle pedal is 0.
It should be noted that, during the whole ABS control period, the vehicle speed which is constantly changing is detected in real time, the pedal free stroke is also detected in real time, and when the vehicle speed is detected to be less than the vehicle speed threshold, or when the pedal free stroke is detected to be 0, the ABS control is exited.
The ABS control plug-in is introduced into the VPG virtual test field to realize the intervention of an ABS in the automobile braking condition simulated by the virtual test field, so that the simulation of the automobile braking condition in the virtual test field is closer to the actual automobile braking condition.
Based on the same inventive concept, the present application further provides a control device of an anti-lock braking system, which is used to introduce ABS control when a virtual test field simulates automobile braking, so that the simulation situation of automobile braking in the virtual test field is closer to the real automobile braking situation, as shown in fig. 5, the device includes:
an entry module 501 for entering antilock braking system control of a vehicle in response to a slip rate of the vehicle being greater than a slip rate threshold;
the judging module 502 judges whether the vehicle slip rate is greater than an upper threshold value;
the pressure reducing module 503 is used for reducing the wheel cylinder pressure of the vehicle if the vehicle slip rate is larger than the upper threshold value;
and the pressure maintaining module 504 is used for maintaining or increasing the wheel cylinder pressure of the vehicle if the vehicle slip rate is smaller than the upper threshold value.
In one possible design, the pressure maintaining module 504 is specifically configured to determine whether the vehicle slip ratio is less than or equal to a lower threshold value; if the vehicle slip rate is larger than the lower threshold value, maintaining the vehicle wheel cylinder pressure; and if the vehicle slip rate is less than or equal to the lower threshold value, increasing the wheel cylinder pressure of the vehicle, and judging whether the vehicle slip rate is greater than or equal to the upper threshold value again.
In one possible design, the device is further configured to obtain the vehicle speed, and determine whether the vehicle speed is greater than a vehicle speed threshold; if the vehicle speed is greater than the vehicle speed threshold value, acquiring the vehicle slip rate; determining whether the vehicle slip rate is greater than the slip rate threshold.
In one possible design, the apparatus is further configured to obtain the vehicle speed, and to exit the antilock braking system control in response to the vehicle speed being less than the vehicle speed threshold; or in response to the vehicle pedal free travel being 0, exiting the anti-lock braking system control.
Based on the same inventive concept, an embodiment of the present application further provides an electronic device, which can implement the functions of the control device of the anti-lock brake system, and with reference to fig. 6, the electronic device includes:
at least one processor 601 and a memory 602 connected to the at least one processor 601, in this embodiment, a specific connection medium between the processor 601 and the memory 602 is not limited, and fig. 6 illustrates an example where the processor 601 and the memory 602 are connected through a bus 600. The bus 600 is shown in fig. 6 by a thick line, and the connection manner between other components is merely illustrative and not limited thereto. The bus 600 may be divided into an address bus, a data bus, a control bus, etc., and is shown with only one thick line in fig. 6 for ease of illustration, but does not represent only one bus or type of bus. Alternatively, the processor 601 may also be referred to as a controller, without limitation to name a few.
In the embodiment of the present application, the memory 602 stores instructions executable by the at least one processor 601, and the at least one processor 601 may execute the control method of the anti-lock brake system as discussed above by executing the instructions stored in the memory 602. The processor 601 may implement the functions of the various modules in the apparatus shown in fig. 5.
The processor 601 is a control center of the apparatus, and may connect various parts of the entire control device by using various interfaces and lines, and perform various functions of the apparatus and process data by operating or executing instructions stored in the memory 602 and calling data stored in the memory 602, thereby performing overall monitoring of the apparatus.
In one possible design, processor 601 may include one or more processing units, and processor 601 may integrate an application processor, which primarily handles operating systems, user interfaces, application programs, and the like, and a modem processor, which primarily handles wireless communications. It will be appreciated that the modem processor described above may not be integrated into the processor 601. In some embodiments, the processor 601 and the memory 602 may be implemented on the same chip, or in some embodiments, they may be implemented separately on separate chips.
The processor 601 may be a general-purpose processor, such as a Central Processing Unit (CPU), digital signal processor, application specific integrated circuit, field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or the like, that may implement or perform the methods, steps, and logic blocks disclosed in embodiments of the present application. A general purpose processor may be a microprocessor or any conventional processor or the like. The steps of the control method of the anti-lock brake system disclosed in the embodiments of the present application may be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules in the processor.
The memory 602, which is a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The Memory 602 may include at least one type of storage medium, and may include, for example, a flash Memory, a hard disk, a multimedia card, a card-type Memory, a Random Access Memory (RAM), a Static Random Access Memory (SRAM), a Programmable Read Only Memory (PROM), a Read Only Memory (ROM), a charge Erasable Programmable Read Only Memory (EEPROM), a magnetic Memory, a magnetic disk, an optical disk, and so on. The memory 602 is any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to such. The memory 602 in the embodiments of the present application may also be circuitry or any other device capable of performing a storage function for storing program instructions and/or data.
The processor 601 is programmed to solidify the codes corresponding to the control method of the anti-lock brake system described in the foregoing embodiment into the chip, so that the chip can execute the steps of the control method of the anti-lock brake system of the embodiment shown in fig. 1 when running. How to program the processor 601 is well known to those skilled in the art and will not be described herein.
Based on the same inventive concept, embodiments of the present application further provide a storage medium storing computer instructions that, when executed on a computer, cause the computer to execute the control method of the anti-lock brake system discussed above.
In some possible embodiments, the various aspects of the control method of an anti-lock brake system provided herein may also be implemented in the form of a program product comprising program code means for causing a control apparatus to carry out the steps of the method of anti-lock brake system control according to various exemplary embodiments of the present application described herein above, when the program code means are run on a device.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (10)
1. A method for controlling an anti-lock brake system, in particular for a virtual test field, comprising:
in response to a vehicle slip rate being greater than a slip rate threshold, the vehicle entering anti-lock braking system control;
judging whether the vehicle slip rate is greater than or equal to an upper threshold value;
if the vehicle slip rate is larger than or equal to the upper threshold value, reducing the wheel cylinder pressure of the vehicle;
and if the vehicle slip rate is smaller than the upper threshold value, maintaining or increasing the wheel cylinder pressure of the vehicle.
2. The method of claim 1, wherein the maintaining or increasing the vehicle wheel cylinder pressure includes:
judging whether the vehicle slip rate is less than or equal to a lower threshold value or not;
if the vehicle slip rate is larger than the lower threshold value, keeping the vehicle wheel cylinder pressure;
and if the vehicle slip rate is smaller than or equal to the lower threshold value, increasing the wheel cylinder pressure of the vehicle, and judging whether the vehicle slip rate is larger than or equal to the upper threshold value again.
3. The method of claim 1, wherein prior to said vehicle entering anti-lock braking system control in response to vehicle slip being greater than a slip rate threshold, further comprising:
acquiring the vehicle speed, and determining whether the vehicle speed is greater than a vehicle speed threshold value;
if the vehicle speed is greater than the vehicle speed threshold value, acquiring the vehicle slip rate;
determining whether the vehicle slip rate is greater than the slip rate threshold.
4. The method according to claim 1, further comprising, after the reducing the wheel cylinder pressure,:
acquiring the vehicle speed, and exiting the anti-lock brake system control in response to the vehicle speed being less than the vehicle speed threshold; or
In response to the vehicle pedal free travel being 0, exiting the anti-lock braking system control.
5. A control device of an anti-lock brake system, characterized in that the device is particularly for use in a virtual test field, the device comprising:
an entry module that, in response to a vehicle slip rate being greater than a slip rate threshold, the vehicle enters anti-lock braking system control;
the judging module is used for judging whether the vehicle slip rate is greater than an upper threshold value or not;
the pressure reducing module is used for reducing the wheel cylinder pressure of the vehicle if the vehicle slip rate is larger than the upper threshold value;
and the pressure maintaining module is used for maintaining or increasing the wheel cylinder pressure of the vehicle if the vehicle slip rate is smaller than the upper threshold value.
6. The device according to claim 5, characterized in that said pressure-holding module is in particular adapted to:
judging whether the vehicle slip rate is smaller than or equal to a lower threshold value or not;
if the vehicle slip rate is larger than the lower threshold value, maintaining the vehicle wheel cylinder pressure;
and if the vehicle slip rate is smaller than or equal to the lower threshold value, increasing the wheel cylinder pressure of the vehicle, and judging whether the vehicle slip rate is larger than or equal to the upper threshold value again.
7. The apparatus of claim 5, wherein the apparatus is further configured to:
acquiring the vehicle speed, and determining whether the vehicle speed is greater than a vehicle speed threshold value;
if the vehicle speed is greater than the vehicle speed threshold value, acquiring the vehicle slip rate;
determining whether the vehicle slip rate is greater than the slip rate threshold.
8. The apparatus of claim 5, wherein the apparatus is further configured to:
acquiring the vehicle speed, and exiting the anti-lock brake system control in response to the vehicle speed being less than the vehicle speed threshold; or
In response to the vehicle pedal free travel being 0, exiting the anti-lock braking system control.
9. An electronic device, comprising:
a memory for storing a computer program;
a processor for implementing the method steps of any one of claims 1-4 when executing the computer program stored on the memory.
10. A computer-readable storage medium, characterized in that a computer program is stored in the computer-readable storage medium, which computer program, when being executed by a processor, carries out the method steps of any one of claims 1-4.
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| CN202211159795.1A CN115366855A (en) | 2022-09-22 | 2022-09-22 | Control method and device of anti-lock brake system and electronic equipment |
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| CN202211159795.1A CN115366855A (en) | 2022-09-22 | 2022-09-22 | Control method and device of anti-lock brake system and electronic equipment |
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